JP5484177B2 - Pre-crash test method and pre-crash test equipment - Google Patents

Description

  The present invention relates to a pre-crash test method and a pre-crash test apparatus for evaluating the effect of preventive safety technology (such as damage reduction brakes) on automobiles on occupant damage during a collision.

  Automobile collision safety devices that reduce occupant damage during a collision include an airbag that folds around the occupant around the occupant in the event of a collision and instantly inflates, and a seat that eliminates slack in the seat belt worn by the occupant during the collision A belt pretensioner, a force limiter that prevents a load exceeding the belt tension from being input to the occupant at the time of a collision, and the like are known.

  These collision safety devices are collision safety technologies for preserving passengers as much as possible from a high impact force at the time of a collision on the assumption that a collision will occur. That is, the stage immediately before the collision is left to a collision avoidance action by a sudden brake operation, a sudden handle operation, or the like performed based on the occupant determination that it is immediately before the collision.

  However, since the collision avoidance action of the occupant performed immediately before the collision is a habit action based on quick collision recognition and determination, there are variations due to individual differences and age differences. Therefore, at present, where high vehicle safety is required, the introduction of preventive safety technology that reduces passenger damage at the time of a collision in advance by an automatic response measure in the vehicle system immediately before the collision is in progress.

  This preventive safety technology includes, for example, a damage reduction brake that operates at the stage where a collision is predicted from the positional relationship information between the vehicle and the obstacle and the braking state of the vehicle, and an MSB (Motorized) that generates seat belt tension immediately before the collision. -Seat-Belt) Pre-crash seat belt, etc.

  In the past, the development of equipment related to these preventive safety technologies has been under development while carrying out original performance evaluations at each manufacturer, and evaluation of specific technical effects on occupant damage in the event of a collision has been conducted. It was difficult to put out.

  In addition, a collision test method and a collision test apparatus for evaluating the influence of collision safety technology on occupant damage at the time of collision are known (see, for example, Patent Document 1). However, a pre-crash test method and a pre-crash test apparatus that can accurately evaluate the contribution to the passenger's damage reduction effect, which is the main purpose of the preventive safety technology, have not been established. As for performance tests using a crash test dummy, a technique for performing performance evaluation by a substitute test using a test facility such as an acceleration type thread (for example, see Patent Documents 1 and 2) is generally performed. It was just something.

JP 2003-329538 A JP 2006-258477 A

  However, in the conventional collision test method, collision test apparatus, or substitute test for the pre-crash test, the braking deceleration immediately before the collision and the collision deceleration at the time of the collision cannot be reproduced together. . For this reason, although it is possible to perform the evaluation of the collision safety technology and the evaluation of the preventive safety technology individually, for example, two types of vehicle safety technologies of “preventive safety” and “collision safety” have an effect on the occupant damage reduction effect. There has been a problem that it is not possible to comprehensively evaluate the influence relationship, or the influence relationship on the occupant damage reduction effect when the evasive action by the occupant is added to two types of vehicle safety technologies.

  The present invention has been made paying attention to the above-mentioned problem, and the preventive safety technology and the collision safety technology are effective for reducing occupant damage by a fusion test that reproduces both the braking deceleration immediately before the collision and the collision deceleration at the time of the collision. It is an object of the present invention to provide a pre-crash test method and a pre-crash test apparatus capable of easily performing integrated fusion evaluation on influences exerted.

In order to achieve the above object, in the pre-crash test method of the present invention, a pre-crash test carriage that can move a carriage traveling road surface along a guide rail toward the collision barrier is used. A pre-crash test method equipped with a test dummy seated on the simulated seat and a test data measuring device,
By using the traction wire system that pulls the pre-crash test carriage with the traction wire along the guide rail, the carriage running speed of the pre-crash test carriage is changed from a stop state to a target carriage running speed range where the carriage deceleration starts. Trolley running procedure to accelerate,
Following the carriage travel procedure, the pre-crash test carriage is brought into a free-run state by disconnecting from the pulling wire at a predesignated position, and a braking deceleration system that applies a braking force to the pre-crash test carriage in a free-run state, A carriage deceleration procedure for controlling the braking deceleration characteristic of the deceleration section from the start of braking deceleration before the pre-crash test carriage to just before the collision so as to be within the set range of the target braking deceleration characteristic;
Following the truck deceleration procedure, the collision reduction system provided on the collision surface of the collision barrier and the pre-crash test carriage reduces the collision in the collision section from when the pre-crash test carriage starts to decelerate until it stops. A truck collision procedure for controlling the speed characteristics to be within the allowable range of the target collision deceleration characteristics;
Equipped with.

In the pre-crash test apparatus according to the present invention, a pre-crash test carriage that can move on the carriage traveling road surface along the guide rail toward the collision barrier is used. The pre-crash test carriage has a simulation seat and a test seated on the simulation seat. A pre-crash test device equipped with a dummy and a test data measuring device,
A traction wire system that places the pre-crash test carriage in a running state by towing the pre-crash test carriage along the guide rail with a tow wire, and sets the pre-crash test carriage in a free-run state by separating the pre-crash test carriage from the tow wire. When,
By applying a braking force to the pre-crash test carriage in the free-run state, the braking deceleration capable of controlling the braking deceleration characteristics in the deceleration section from when the pre-crash test carriage starts braking deceleration until it reaches just before the collision. System,
A collision deceleration system provided on a collision surface of the collision barrier and a collision surface of the pre-crash test carriage, and capable of controlling a collision deceleration characteristic of a collision section from when the pre-crash test carriage starts to decelerate until it stops. When,
Equipped with.

Therefore, when the pre-crash test is performed, in the cart traveling procedure, the cart traveling speed of the pre-crash test cart is accelerated until it reaches the target cart traveling speed range. Subsequently, in the carriage deceleration procedure, the braking deceleration characteristic in the deceleration zone of the free-running pre-crash test carriage is controlled so as to be within the set range of the target braking deceleration characteristic. Subsequently, in the truck collision procedure, the collision deceleration characteristics in the collision section of the pre-crash test truck are controlled so as to be within the allowable range of the target collision deceleration characteristics, and the test is finished after a series of these procedures. .
In other words, when the pre-crash test is performed, the braking deceleration immediately before the collision (trolley deceleration procedure) and the collision deceleration at the time of the collision (truck collision procedure) are reproduced together during one test. In other words, it is a fusion test that accurately reproduces the situation from deceleration to collision when a vehicle equipped with two types of vehicle safety technology, preventive safety and collision safety. For this reason, for example, it is possible to acquire test data representing the interrelationship between the preventive safety technology and the collision safety technology by performing only one pre-crash test. Then, based on the acquired test data, the influence relationship between the preventive safety technology and the collision safety technology on the occupant damage reduction effect can be evaluated in an integrated manner.
As described above, according to the pre-crash test method and the pre-crash test apparatus of the present invention, the preventive safety technology and the collision safety technology are achieved by the fusion test that reproduces the braking deceleration immediately before the collision and the collision deceleration at the time of the collision. It is possible to easily perform integrated fusion evaluation on the influence on the passenger damage reduction effect.

1 is an overall schematic plan view showing a pre-crash test apparatus of Example 1. FIG. 1 is an overall schematic side view showing a pre-crash test apparatus of Example 1. FIG. 1 is an overall schematic rear view showing a pre-crash test apparatus of Example 1. FIG. It is a side view which shows the pre-crash test trolley equipped with the trolley | bogie behavior stabilization system in the pre-crash test apparatus of Example 1. FIG. It is a figure which shows the driving assistance guide roller of the trolley | bogie behavior stabilization system of Example 1, (a) is a side view, (b) is EE sectional drawing of Fig.5 (a). 1 is a system diagram showing a braking / decelerating system in a pre-crash test apparatus of Example 1. FIG. 1 is a system diagram showing a collision deceleration system in a pre-crash test apparatus of Example 1. FIG. It is a top view which shows the pre-crash test trolley carrying the test data measuring device in the pre-crash test apparatus of Example 1. FIG. It is explanatory drawing which shows the trolley | bogie traveling procedure of the pre-crash test method of Example 1. FIG. It is explanatory drawing which shows the truck deceleration procedure of the pre-crash test method of Example 1. FIG. It is explanatory drawing which shows the truck collision procedure of the pre-crash test method of Example 1. FIG. 2 is a schematic diagram showing characteristics of a pre-crash test method of Example 1. FIG. It is a braking deceleration characteristic and a collision deceleration characteristic figure which show an example of a test by the pre-crash test method of Example 1.

  Hereinafter, the best mode for realizing a pre-crash test method and a pre-crash test apparatus of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
1 to 3 are general schematic views showing a pre-crash test apparatus according to the first embodiment. The overall configuration will be described below with reference to FIGS.

  As shown in FIGS. 1 to 3, the pre-crash test apparatus according to the first embodiment uses a pre-crash test carriage 4 that can move the carriage traveling road surface 3 along a main rail 2 (guide rail) that faces the collision barrier 1. The main rail 2 is laid on the bogie travel road surface 3 and is disposed along a position directly below the bogie central axis L, which is a set of center points in the vehicle width direction of the pre-crash test bogie 4. It has a guide rail function for guiding.

  The pre-crash test carriage 4 has a basic structure of a carriage frame 41 and a carriage stage 42 fixed to the upper surface of the carriage frame 41, and has an impact resistant structure so that it can cope with repeated pre-crash tests. On the carriage stage 42, two test dummies 7, 7 are seated with two simulated seats 5, 5 in the longitudinal direction of the carriage and seat belts 6, 6 mounted on the two simulated seats 5, 5. And a test data measuring device 8 for measuring test data by the two test dummies 7 and 7 are mounted.

  The carriage stage 42 is formed with equally spaced holes (3-inch pitch holes) so that free layout is possible. On the carriage stage 42, seat belt attaching devices 9 and 9 for attaching seat belts 6 and 6 so as to be able to set belt tension are erected on the lateral positions of the simulated seats 5 and 5, and the simulated seats 5 and 5 are erected. The toe board simulators 10 and 10 for measuring the leg load are fixed at the front position.

  As shown in FIGS. 1 to 3, the pre-crash test apparatus according to the first embodiment includes a cart behavior stabilization system A, a traction wire system B, as main components for realizing the pre-crash test method according to the first embodiment. A braking deceleration system C and a collision deceleration system D are provided.

  The cart behavior stabilization system A reproduces the pre-crash test with high accuracy and also stably reproduces the repeated pre-crash test under different conditions. It is a system to ensure.

  The traction wire system B is configured to pull the pre-crash test carriage 4 along the main rail 2 with the traction wire 11 to bring the pre-crash test carriage 4 into a running state and to disconnect the pre-crash test carriage 4 from the traction wire 11. This is a system that is in a free-run state.

  The braking deceleration system C applies a braking force mainly to the free-running pre-crash test carriage 4 using the rail brake 12, so that the pre-crash test carriage 4 starts braking deceleration and immediately before the collision. This is a system that can control the braking deceleration characteristics in the deceleration zone until it reaches.

  The collision deceleration system D includes a plurality of impact buffering pipes 13 provided on the collision surface of the collision barrier 1, and a plurality of turning devices 14 provided on the collision surface of the pre-crash test carriage 4. This is a system that can control the collision deceleration characteristics of the collision section from when the pre-crash test carriage 4 starts to decelerate until it stops. 1 to 3, 15 is an airless tire, 16 is a camera outrigger, and 17 is a tow outrigger. Hereinafter, the configurations of the systems A, B, C, and D will be described in detail with reference to FIGS.

  As shown in FIG. 4, the bogie behavior stabilization system A includes a tire shaft 18 rigidly supported at four corner positions of a bogie frame 41 of the pre-crash test cart 4, and a four-wheel airless supported rotatably on the tire shaft 18. This is a pitching suppression system including a tire 15 and a travel assist guide roller 19 disposed on a cart frame 41 at a position before and after the cart central axis L.

  The four-wheel airless tire 15 is a solid load-bearing tire that is rigidly supported on the carriage frame 41 without interposing an elastic suspension.

  The travel auxiliary guide roller 19 is a guide roller that is set to be able to roll on the rail surface while being pressed against the main rail 2 and kept in a fitted state during the pre-crash test.

  The configuration of the travel assist guide roller 19 will be described with reference to FIGS. 5 (a) and 5 (b). The travel assist guide roller 19 has a roller bracket 20 fixed to the carriage frame 41 of the pre-crash test carriage 4 and a roller support plate 22 supported by the roller bracket 20 via a pin 21. Step-shaped travel assist guide rollers 19, 19 are provided on both sides of the plate 22. The cylinder bracket 23 is fixed to the carriage frame 41 of the pre-crash test carriage 4, and the roller cylinder 24 is rotatably supported by the cylinder bracket 23 and has a rod end connected to the roller support plate 22. . The travel assist guide roller 19 is provided so as to be able to be moved up and down by the cylinder operation of the roller cylinder 24.

  As shown in FIG. 1, the traction wire system B is fixed to the pre-crash test trolley 4, and is attached to the traction motor 26, the traction outrigger 17 projecting from the side of the trolley toward the subrail 25, and the subrail 25. This is an outrigger eccentric traction system including a traction wire 11 that is moved by a (power system) and a traction dolly 27 that is interpolated in the subrail 25 and that connects the traction outrigger 17 and the traction wire 11.

  As shown in FIG. 1, the sub rail 25 is laid on the cart traveling road surface 3 at an eccentric position parallel to the main rail 2. In addition, the switching from the running state to the free-run state by the traction wire system B is performed when the traction dolly 27 comes into contact with the stopper 28 set at the designated position of the subrail 25, so that the traction dolly 27 is disconnected. This is performed by disconnecting the connection between the outrigger 17 and the pulling wire 11.

  As shown in FIG. 6, the braking deceleration system C is disposed at the front and rear positions of the cart central axis L (see FIGS. 1 and 2), and obtains the hydraulic braking force by the first brake calipers 30 and 30 that sandwich the main rail 2. Dual provided with a rail brake 12 and a tire brake 34 that is provided at each position of the four-wheel airless tire 15 and obtains a hydraulic braking force by a second brake caliper 33 that sandwiches a brake disc 32 fixed to each tire shaft 18. It is a brake system. Control of braking deceleration characteristics by the braking deceleration system C is performed by two independent brake control hydraulic pressures for the rail brake 12 and the tire brake 34.

  As shown in FIG. 6, the rail brake 12 includes a first nitrogen gas cylinder 35, a first electromagnetic valve 36 that controls the flow rate of nitrogen gas, a first hydraulic booster 37 that boosts the gas pressure, and a boosted gas pressure. The first master cylinder 38 that converts the hydraulic pressure into the brake hydraulic pressure, the first brake fluid reservoir 39, and the first brake hydraulic pipe 40 that guides the brake hydraulic pressure to the wheel cylinders in the first brake calipers 30 and 30. The rail brake 12 is provided so as to be lifted and lowered by a cylinder operation, like the travel assist guide roller 19.

  As shown in FIG. 6, the tire brake 34 includes a second nitrogen gas cylinder 41, a second electromagnetic valve 42 for controlling the nitrogen gas flow rate, a second hydraulic booster 43 for boosting the gas pressure, and a boosted gas pressure. The second master cylinder 44 that converts the hydraulic pressure into the brake hydraulic pressure, the second brake fluid reservoir 45, and the second brake hydraulic pipe 46 that guides the brake hydraulic pressure to the wheel cylinder in the second brake caliper 33.

  The first solenoid valve 36 and the second solenoid valve 42 are set from a deceleration setting unit 47 that sets a braking start time, an operation time, a hydraulic pressure level, and the like of the rail brake 12 and the tire brake 34 according to a target deceleration. It operates according to an independent control command from the brake controller 48 that inputs a signal.

  As shown in FIG. 7, the collision deceleration system D is detachably provided on the collision wall surface of the collision barrier 1, and a plurality of shock absorbing pipes 13 that undergo a 180 ° folding-back deformation at the time of collision, and a pre-crash test A plurality of turning devices 14 having a conical shape protruding from the foremost position of the carriage 4 and coinciding with the opening end of the shock absorbing pipe 13 at the time of collision to promote the progress of the 180 ° folding-back deformation. System.

  The shock buffering pipe 13 is a metal tube that is detachably provided on a pipe holder 50 fixed to the collision barrier 1. In the first embodiment, four aluminum tubes are detachable. The collision deceleration system D is controlled by the system setting for selecting at least one of the number, material, thickness, and hardness of the plurality of shock absorbing pipes 13. Yes.

  As shown in FIG. 8, the pre-crash test carriage 4 includes a dummy sensor, a data logger for measuring various sensors, two-system control means capable of controlling the operation settings of the seat belts 9 and 9, and the like. 8 is installed. In addition to the test data measuring device 8, the pre-crash test cart 4 includes a cart traveling speed by a photosensor structure that detects the cart traveling speed at the position of the travel assist guide roller 19 as shown in FIG. A sensor 51 is mounted. Further, as shown in FIG. 8, a braking deceleration sensor 52 for detecting the reduction speed G region and a collision deceleration sensor 53 for detecting the high deceleration G region are mounted at the rear position of the carriage stage 42.

  As shown in FIG. 8, two equipment mounting boxes 54 and 55 are provided at the rear position of the pre-crash test carriage 4, and the rail brakes 12 constituting the braking / deceleration system C are provided in the equipment mounting boxes 54 and 55. And two independent brake hydraulic control devices (gas cylinders, boosters, and electronic control systems) for the tire brakes 34 are mounted. Further, as shown in FIG. 8, the camera outrigger 16 is equipped with two sets of high-speed video cameras / illuminations 56 and 57 capable of photographing the behavior of the test dummies 7 and 7 during deceleration and collision.

Next, the operation will be described.
First, the “pre-crash test method” will be described, and then the operations in the pre-crash test technique of Example 1 will be described as “pre-crash test operation”, “cart operation stabilization operation by pitching suppression method”, “outrigger eccentricity”. The description will be divided into "trolley traveling control action by traction system", "braking deceleration control action by dual brake system", and "collision deceleration control action by impact buffer system".

[Pre-crash test method]
The pre-crash test method of Example 1 uses a pre-crash test carriage 4 that can move a carriage traveling road surface 3 along a main rail 2 toward the collision barrier 1. , 5, and test dummies 7, 7 seated in a state where the seat belts 6, 6 are mounted on the simulation seats 5, 5, and the test data measuring device 8. The procedure constituting the pre-crash test method is divided into a “trolley traveling procedure”, a “trolley deceleration procedure”, and a “trolley collision procedure”, which are performed in a series of steps. Each procedure will be described below.

In the carriage running procedure, the carriage traveling speed of the pre-crash test carriage 4 is started from the stopped state by the traction wire system B that draws the pre-crash test carriage 4 along the main rail 2 with the traction wire 11. The vehicle is accelerated until it reaches the target carriage traveling speed range (FIG. 9).
As the target vehicle travel speed range in this vehicle travel procedure, for example, the vehicle travel speed reached by the time when the pre-crash test vehicle 4 starts braking deceleration due to vehicle acceleration in the approach section is, for example, several km / h. It is set to be -67 km / h.

In the bogie deceleration procedure, following the bogie running procedure, the pre-crash test cart 4 is brought into a free-run state by being disconnected from the pulling wire 11 at a predetermined position, and a braking force is applied to the free-run pre-crash test cart 4. The braking deceleration system C controls the braking deceleration characteristics of the deceleration section from when the pre-crash test carriage 4 starts braking deceleration until it reaches just before the collision to be within the target braking deceleration characteristics setting range ( FIG. 10).
Examples of the target braking deceleration characteristics (pre-crash G) in the carriage deceleration procedure include, for example, a deceleration start speed (for example, 67 km / h) when braking deceleration starts, and from the braking deceleration start of the pre-crash test carriage 4 The characteristics are set so as to be defined by conditions such as a rising time (for example, 520 msec), a braking deceleration duration (for example, 400 msec), and a maximum braking deceleration immediately before the collision (for example, -0.8 G).

The carriage collision procedure is followed by the collision deceleration system D provided on the collision surfaces of the collision barrier 1 and the pre-crash test carriage 4 until the pre-crash test carriage 4 starts to decelerate after the collision deceleration. The collision deceleration characteristic of the collision section is controlled so as to be within the allowable range of the target collision deceleration characteristic (FIG. 11).
The target collision deceleration characteristics (collision G) in this truck collision procedure are as follows: collision start speed when collision deceleration starts (for example, 48km / h), duration of collision section (90msec), average collision in the collision section The collision waveform defined by the deceleration (−28.0G) is defined such that it falls within, for example, a corridor zone (a general vehicle collision evaluation standard).

[Pre-crash test action]
When performing the pre-crash test by the pre-crash test method, as shown in FIG. 12, in the bogie running procedure (1. running), the carriage running speed of the pre-crash test carriage 4 is increased by the wire pulling action of the towing wire 11. The vehicle is accelerated until it reaches the target carriage traveling speed range. Subsequently, as shown in FIG. 12, in the bogie deceleration procedure (2. deceleration), the separated free-run state is achieved by controlling the maximum deceleration G, rise time, and duration performed using the rail brake 12 and the tire brake 34. The braking deceleration characteristic (pre-crash G) in the deceleration zone of the pre-crash test carriage 4 is controlled so as to be within the set range of the target braking deceleration characteristic. Subsequently, as shown in FIG. 12, in the truck collision procedure (3. collision), the control operation of the collision waveform using the plurality of shock buffering pipes 13 and the plurality of turning devices 14 causes the pre-crash test truck 4 to The collision deceleration characteristic (collision G) in the collision section is controlled so as to be within the allowable range of the target collision deceleration characteristic, and the test is terminated after a series of these procedures.

  In other words, when the pre-crash test is performed, the braking deceleration immediately before the collision (trolley deceleration procedure) and the collision deceleration at the time of the collision (truck collision procedure) are reproduced together during one test. In other words, it is a fusion test that accurately reproduces the situation from deceleration to collision when a vehicle equipped with two types of vehicle safety technology, preventive safety and collision safety.

Here, as a specific example,
・ Run setting 67km / h → Collision speed 48km / h
・ Pre-crash acceleration: 0.8G
・ Pre-crash section (= deceleration section): 920msec
・ Collision deceleration: AVE.-28.0G, duration (= collision section): 90msec
FIG. 13 shows the experimental results of the bogie acceleration characteristics performed under the above conditions.

  According to this experimental result, the deceleration of the pre-crash test carriage 4 reaches a target pre-crash acceleration of about 0.8 G at a rise time of 520 msec, and then the duration of 400 msec is a target pre-crash acceleration of 0.8 G. Maintained. In other words, pre-crash acceleration 920msec, which is a deceleration zone, is spent 520msec for the rise time to 0.8G pre-crash acceleration and 400msec for the pre-crash acceleration 0.8G. Achieved.

  After the collision, the deceleration increases with a steep slope to the region of the collision deceleration -28.0G, maintains the region of the collision deceleration -28.0G for a while, and then decreases to 0 G at a stroke. The waveform is shown. The target value of about -28.0G was obtained as the average value of the collision deceleration during the collision duration of 90msec, which is the collision section. Further, the collision waveform could be within the corridor zone (allowable range) between the lower limit waveform and the upper limit waveform in FIG.

  As described above, the pre-crash acceleration (for example, 0.8 G) immediately before the collision and the average value of the collision deceleration at the time of the collision (for example, -28.0 G) are accurately reproduced together during one pre-crash test. For this reason, for example, it is possible to acquire test data representing the interrelationship between the preventive safety technology and the collision safety technology by performing only one pre-crash test. Then, based on the acquired test data, the influence relationship between the preventive safety technology and the collision safety technology on the occupant damage reduction effect can be evaluated in an integrated manner.

In addition, the pre-crash test carriage 4 used in the pre-crash test method of Example 1 was seated with two simulated seats 5 and 5 and seat belts 6 and 6 mounted on the two simulated seats 5 and 5. Two test dummies 7 and 7 and a test data measuring device 8 for measuring test data by the two test dummies 7 and 7 are mounted on a carriage stage 42.
For this reason, it becomes easy to compare the effects of the damage reducing brake and the pre-crash seat belt under the same conditions and to grasp the difference in dummy characteristics. Furthermore, since two samples of data are extracted in one pre-crash test, it is possible to create a pattern matrix of a test execution pattern by halving the number of tests and by changing the dummy setting conditions.

Further, the pre-crash test cart 4 used in the pre-crash test method of the first embodiment includes a cart traveling speed sensor 51 that detects a cart traveling speed, a braking deceleration sensor 52 that detects a braking deceleration (low G), A collision deceleration sensor 53 for detecting the collision deceleration (high G) is mounted.
Therefore, it is possible to detect the vehicle speed during towing and braking during the pre-crash test, and it is possible to accurately detect the braking deceleration and the collision deceleration during the pre-crash test. By reflecting the detection result as test data in the evaluation, it is possible to improve the evaluation accuracy. Further, by constructing the feedback control system by reflecting the detection signal in the traveling speed control and braking deceleration control during the test, it is possible to improve the coincidence with the target traveling speed and braking deceleration.

[Carriage behavior stabilization by pitching suppression method]
As in Example 1, when the pre-crash test is performed by a “trolley traveling procedure”, “trolley deceleration procedure”, and “trolley collision procedure” according to a series of flows, a dummy behavior analysis unified based on measurement data with high evaluation accuracy, It is necessary to conduct a test with high reproducibility repeatedly. In order to perform a test with high repeatability, it is required to have a straight running stability of the pre-crash test carriage 4 and a function of maintaining the level of the pre-crash test carriage 4 during running, deceleration, and collision.

  For example, if the four-wheel tires arranged at the four corners of the pre-crash test trolley are air-filled tires that are supported via the suspension of the trolley, the center of gravity moves to the rear of the trolley during accelerated running in the pre-crash test. Then the rear side of the carriage sinks and the front side of the carriage rises. On the other hand, at the time of deceleration, the center of gravity moves forward of the carriage, the carriage front side sinks, and the carriage rear side rises. Thus, when the tire is elastically supported with respect to the carriage, a pitching phenomenon occurs in which the pre-crash test carriage swings back and forth during the pre-crash test.

  On the other hand, in Example 1, four-wheeled airless tires 15 with rigid support were adopted as the tires disposed at the four corners of the pre-crash test carriage 4. For this reason, the vertical movement of the pre-crash test carriage 4 at the four positions where the airless tire 15 and the carriage running road surface 3 are in contact is suppressed during acceleration running or deceleration. As a result, the cart pitching phenomenon of the pre-crash test cart 4 can be prevented during braking / collision.

  For example, it is assumed that a central traction method using a main rail is adopted as a trolley traction method, and the straight traveling performance of the pre-crash test trolley is ensured using a sub rail as a guide guide. In this case, since the guide guide position of the carriage is decentered from the center axis of the carriage, it is not only possible to ensure straight running stability by allowing the carriage to swing around the guide guide position of the pre-crash test carriage. No, the cart pitching motion occurs during the pre-crash test.

  On the other hand, in the first embodiment, during the pre-crash test, the travel assist guide roller 19 having a stepped structure in which the rail surface is set to be able to roll while keeping the pressed fitting state with respect to the main rail 2 is provided on the carriage. The configuration is set to the front and rear position. By adopting this travel assist guide roller 19, as will be described below, it is possible to ensure straight running stability and to prevent the braking / collision pitching phenomenon.

  As shown in FIG. 5 (b), the travel assist guide rollers 19 and 19 are fitted to the main rail 2 so as not to swing the carriage frame 41 in the vehicle width direction. Further, as shown in FIG. A pair of front and rear positions of the test carriage 4 are set. For this reason, each vehicle width direction fluctuation | variation of the front part of the pre-crash test trolley | bogie 4 and a rear part is suppressed, and linear advance stability is securable irrespective of the acceleration / deceleration driving | running | working of a trolley | bogie.

  As illustrated in FIG. 5A, the travel assist guide rollers 19 and 19 are given a force to press against the rail surface of the main rail 2 by extending the rod of the roller cylinder 24. For this reason, even if a disturbance is input to the travel assist guide rollers 19 and 19 due to the acceleration / deceleration traveling of the carriage, the travel assist guide rollers 19 and 19 are not limited as long as the disturbance input does not exceed the pressing force of the travel assist guide rollers 19 and 19. The pressing state of the main rail 2 against the rail surface is maintained. As a result, the pitching operation of the pre-crash test carriage 4 is suppressed, and the braking / collision pitching phenomenon can be prevented.

  As described above, in Example 1, as a countermeasure for stabilizing the bogie behavior, a pre-crash test was performed by adopting a pitching suppression method using the four-wheel airless tire 15 supported by the rigid support and the pair of front and rear travel assist guide rollers 19. The straight running stability and the level maintaining function, which are required performance for the carriage 4, can be achieved together.

[Dolly traveling control action by outrigger eccentric traction system]
When the carriage traveling control in the pre-crash test is performed, the traveling state is set by pulling the pre-crash test carriage 4 along the main rail 2 using the pulling wire 11 that is inserted in the sub rail 25. Then, the traction dolly 27 is brought into contact with and stopped at the stopper 28 set at the designated position of the sub-rail 25, so that the connection between the traction outrigger 17 and the traction wire 11 is brought into a free-run state.

  For example, it is assumed that a central traction method using a main rail is adopted as the trolley traction method. In this case, the space of the main rail existing on the lower surface of the pre-crash test trolley is occupied by the traction wire or the like, and the space of the main rail cannot be used for purposes other than the traction of the trolley.

  On the other hand, in Example 1, the outrigger eccentric traction system including the traction outrigger 17, the traction wire 11, and the traction dolly 27 was adopted as the trolley traction system. For this reason, the space formed between the pre-crash test carriage 4 and the main rail 2 is not pulled by the traction wire 11 or the like, so that the space formed between the pre-crash test carriage 4 and the main rail 2 is not occupied by the traction truck 11. It can be effectively used for other purposes. As a specific example of effective space utilization, as shown in the first embodiment, on the lower surface of the pre-crash test carriage 4 and on the carriage center axis L, the travel assist guide rollers 19 and 19 for stabilizing the carriage behavior. And the rail brakes 12 and 12 are set for braking deceleration control.

  In addition, since the pulling wire 11 and the pulling dolly 27 are inserted into the subrail 25, the pulling outrigger 17 only protrudes from the side surface of the pre-crash test carriage 4, and other components are not exposed from the subrail 25. A good test environment can be ensured while using the outrigger eccentric traction system.

[Brake deceleration control by dual brake system]
When braking deceleration control is performed in the pre-crash test, the pre-crash test vehicle 4 starts braking deceleration by applying braking force mainly to the pre-crash test vehicle 4 in the free-run state using the rail brake 12. Then, the braking deceleration characteristic in the deceleration zone from the moment before reaching the collision is controlled.

  At this time, in Example 1, as the braking deceleration system C, the rail brake 12 that obtains a braking force between the pre-crash test carriage 4 and the main rail 2 and the pre-crash test carriage 4 and each tire shaft 18 are used. A dual brake system having a tire brake 34 for obtaining a braking force is adopted, and the braking deceleration characteristic is controlled by two independent brake control hydraulic pressures for the rail brake 12 and the tire brake 34. ing.

  For example, the pre-crash test trolley is designed as an impact-resistant structure so that it can be used for repeated tests, and the total weight of the pre-crash test trolley is 2 to 3 tons, including the attached simulation sheet. Heavier than ordinary passenger cars. Therefore, even in a free-run state corresponding to neutral running on a passenger car, it is not possible to decelerate unless a braking force that exceeds the high inertial force of the pre-crash test carriage is applied to the pre-crash test carriage.

  Further, in a passenger car, the braking force is obtained by a tire brake that applies brake hydraulic pressure to the four wheels, and the vehicle is decelerated. However, if only the tire brake is set on the pre-crash test carriage and the brake deceleration is to be obtained, the brake hydraulic pressure applied to the four-wheel tire needs to be set to a considerably high hydraulic pressure. In this case, in the bogie deceleration procedure to obtain braking deceleration, the four-wheel tire falls into the brake lock state, and friction with the running surface of the carriage causes uneven wear on the four-wheel tire. become unable.

  On the other hand, in the first embodiment, a dual brake system brake system that controls the brake oil pressure of two systems independently is adopted in which the main brake is the rail brake 12 and the sub brake is the tire brake 34. For this reason, in the carriage deceleration procedure for obtaining the braking deceleration, by using the rail brake 12 with priority, the desired braking deceleration can be obtained without causing the four-wheel tires to enter the braking lock state. In addition, when only the braking force by the rail brake 12 as the main brake is insufficient to obtain the desired braking deceleration, the pre-crash test having a high inertial force is performed by using the tire brake 34 as the secondary brake together. The carriage 4 can be decelerated by a braking force exceeding the inertial force. Furthermore, by using the rail brake 12 and the tire brake 34 in combination, even if the target braking deceleration characteristics are set by various patterns, it is possible to cope with this by the high degree of freedom in controlling the braking force.

[Collision deceleration control action by shock absorbing system]
During the collision deceleration control in the pre-crash test, the pre-crash test carriage 4 stops after the collision deceleration is started by the collision deceleration system D provided on the collision surface of the collision barrier 1 and the pre-crash test carriage 4. Control the collision deceleration characteristics of the collision section up to.

  At this time, in Example 1, as the collision deceleration system D, a plurality of shock buffering pipes 13 provided on the collision surface of the collision barrier 1 and a plurality of turning devices provided on the collision surface of the pre-crash test carriage 4 are used. 14 and. Among them, the plurality of impact buffering pipes 13 are detachably provided on the collision wall surface of the collision barrier 1, and the folding back deformation of 180 ° proceeds at the time of the collision. On the other hand, the plurality of turning devices 14 are provided so as to protrude from the forefront position of the pre-crash test carriage 4 and have a conical shape that coincides with the opening end of the shock absorbing pipe 13 at the time of collision and promotes the progress of 180 ° folding back deformation. Have.

  For this reason, as shown in FIG. 11, when the turning device 14 is inserted into the shock absorbing pipe 13 at the time of the collision, the shock absorbing pipe 13 is not deformed by buckling, and the pipe shape is maintained at 180 °. After that, the amount of 180 ° folding back gradually increases and the deformation proceeds. In other words, the deformation pattern of the shock absorbing pipe 13 becomes the same 180 degree folded deformation pattern even after repeated tests, so that the collision waveform (collision deceleration characteristic waveform) corresponding to the collision G is highly reproducible. Can be obtained.

  Further, in the first embodiment, the shock buffering pipe 13 is detachably provided on the pipe holder 50 fixed to the collision barrier 1, and the number, material, thickness, and hardness of the plurality of shock buffering pipes 13 are provided. Among them, the collision deceleration characteristics are controlled by a system setting for selecting at least one element.

  For this reason, when the collision G lower than the collision G using the four shock absorbing pipes 13 is set as the test condition, for example, the material, thickness, and hardness of the shock absorbing pipe 13 (aluminum pipe) are not changed. By reducing only the set number from four to three, the collision G can be easily controlled so that the low collision G can be adjusted to the test condition.

Next, the effect will be described.
In the pre-crash test method and the pre-crash test apparatus of Example 1, the effects listed below can be obtained.

(1) A pre-crash test carriage 4 that can move on a carriage traveling road surface 3 along a guide rail (main rail 2) toward the collision barrier 1 is used. The pre-crash test carriage 4 includes a simulation sheet 5 and the simulation sheet. 5 is a pre-crash test method in which a test dummy 7 seated on 5 and a test data measuring device 8 are mounted.
By using the traction wire system B that pulls the pre-crash test trolley 4 along the guide rail (main rail 2) with the traction wire 11, the trolley traveling speed of the pre-crash test trolley 4 is started to decelerate the trolley from a stopped state. Trolley travel procedure (FIG. 9) for accelerating until the target trolley travel speed range is reached;
Subsequent to the carriage running procedure, the pre-crash test carriage 4 is brought into a free-run state by being disconnected from the pulling wire 11 at a predetermined position, and braking deceleration is applied to the pre-crash test carriage 4 in the free-run state. By means of the system C, the vehicle deceleration is controlled so that the braking deceleration characteristic in the deceleration zone from when the pre-crash test vehicle 4 starts braking deceleration to just before the collision falls within the target braking deceleration characteristic setting range. Procedure (Figure 10);
Following the cart deceleration procedure, the collision between the collision barrier 1 and the pre-crash test cart 4 by the collision deceleration system D is started until the pre-crash test cart 4 starts to decelerate until it stops. A cart collision procedure (FIG. 11) for controlling the collision deceleration characteristics of the section so as to be within the allowable range of the target collision deceleration characteristics;
Equipped with.
For this reason, an integrated fusion evaluation of the effects of preventive safety technology and collision safety technology on the occupant damage reduction effect is facilitated by a fusion test that reproduces both the braking deceleration immediately before the collision and the collision deceleration at the time of the collision. A pre-crash test method that can be performed can be provided.

(2) The pre-crash test carriage 4 is composed of two simulated seats 5 and 5 and two test dummies 7 and 7 seated on the two simulated seats 5 and 5 with seat belts 6 and 6 attached thereto. And a test data measuring device 8 for measuring test data by the two test dummies 7 and 7 are mounted on the carriage stage 42.
For this reason, in addition to the effect (1), it is possible to easily compare the effects of the pre-crash seat belt under the same conditions and grasp the difference in dummy characteristics. Furthermore, since two samples of data are extracted in one pre-crash test, it is possible to create a pattern matrix of a test execution pattern by halving the number of tests and by changing the dummy setting conditions.

(3) The pre-crash test carriage 4 is equipped with a carriage traveling speed sensor 51, a braking deceleration sensor 52, and a collision deceleration sensor 53.
For this reason, in addition to the effect (1) or (2) described above, the vehicle speed during towing and braking during the pre-crash test, the braking deceleration, and the collision deceleration can be detected. When the detection result is reflected in the evaluation as test data, the evaluation accuracy can be improved. In addition, when the detection signal is reflected in the running speed control and the braking deceleration control during the test, it is possible to improve the coincidence with the target running speed and the braking deceleration.

(4) A pre-crash test carriage 4 that can move the carriage traveling road surface 3 along a guide rail (main rail 2) toward the collision barrier 1 is used. The pre-crash test carriage 4 includes a simulation sheet 5 and the simulation sheet. 5 is a pre-crash test apparatus equipped with a test dummy 7 seated on 5 and a test data measuring device 8,
By pulling the pre-crash test carriage 4 with the pull wire 11 along the guide rail (main rail 2), the pre-crash test truck 4 is brought into a running state, and the pre-crash test carriage 4 is separated from the pull wire 11. Traction wire system B to be in a free-run state by
By applying a braking force to the pre-crash test carriage 4 in the free-running state, it is possible to control the braking deceleration characteristics in the deceleration section from when the pre-crash test carriage 4 starts braking deceleration until it reaches just before the collision. Braking deceleration system C;
It is provided on the collision surface of the collision barrier 1 and the collision surface of the pre-crash test carriage 4, and can control the collision deceleration characteristics in the collision section from when the pre-crash test carriage 4 starts to decelerate until it stops. Collision deceleration system D;
Equipped with.
For this reason, an integrated fusion evaluation of the effects of preventive safety technology and collision safety technology on the occupant damage reduction effect is facilitated by a fusion test that reproduces both the braking deceleration immediately before the collision and the collision deceleration at the time of the collision. It is possible to provide a pre-crash test apparatus that can be used.

(5) The guide rail is a main rail 2 that is laid on the bogie travel road surface 3 and is disposed along a position directly below the bogie central axis L that is a set of center points in the vehicle width direction of the pre-crash test bogie 4. And a cart behavior stabilization system A that ensures the behavioral stability of the pre-crash test cart 4 that moves along the main rail 2.
For this reason, in addition to the effect (4), the behavior stability of the pre-crash test cart 4 moving along the main rail 2 can be secured by the cart behavior stabilization system A.

(6) The bogie behavior stabilization system A includes a tire shaft 18 rigidly supported at the four corner positions of the bogie frame 41 of the pre-crash test cart 4, and a four-wheel airless tire 15 rotatably supported on the tire shaft 18. And a travel assist guide roller 19 disposed on the cart frame 41 at the front and rear positions of the cart central axis L, and a pitching suppression system.
The bogie behavior stabilization performance by the bogie behavior stabilization system A is set so that the rail surface can roll while keeping the press-fitting state against the main rail 2 during the pre-crash test with the four-wheel airless tire 15. Obtained by the travel assist guide roller 19.
For this reason, in addition to the effect (5) above, a request for the pre-crash test carriage 4 is provided by the carriage behavior stabilization system A including the four-wheel airless tire 15 and the travel assist guide roller 19 using the main rail 2. It is possible to achieve both the straight running stability and the horizontality maintaining function which are performances.

(7) A sub rail 25 is laid on the carriage traveling road surface 3 at an eccentric position parallel to the main rail 2,
The traction wire system B is fixed to the pre-crash test trolley 4 and is disposed on the subrail 25 by being inserted into the traction outrigger 17 that protrudes from the side of the trolley toward the subrail 25. A power system (traction motor 26) An outrigger eccentric traction system comprising: a traction wire 11 that is moved by the traction wire 11; and a traction dolly 27 that is inserted in the subrail 25 and that connects the traction outrigger 17 and the traction wire 11.
Switching from the running state to the free-run state by the tow wire system B is performed by bringing the tow dolly 27 into contact with the stopper 28 set at the designated position of the sub rail 25, so that the tow outrigger 17 and the tow wire 11 are moved. This is done by disconnecting the connection.
For this reason, in addition to the effect of the above (5) or (6), the space formed between the pre-crash test carriage 4 and the main rail 2 can be effectively used for purposes other than the carriage towing. In addition, since the pulling wire 11 and the pulling dolly 27 are disposed in the subrail 25, a favorable test environment can be ensured while using the outrigger eccentric pulling method.

(8) The braking deceleration system C is arranged at the front and rear positions of the bogie central axis L, and the rail brake 12 that obtains a hydraulic braking force by the first brake caliper 30 that sandwiches the main rail 2 and the four-wheel airless tire. 15 and a tire brake 34 that obtains a hydraulic braking force by a second brake caliper 33 that sandwiches a brake disc 32 fixed to each tire shaft 18, and is a dual brake system.
The braking deceleration characteristic by the braking deceleration system C is controlled by two independent brake control hydraulic pressures for the rail brake 12 and the tire brake 34.
Therefore, in addition to the effects (5) to (7) described above, a desired braking deceleration can be obtained without causing the four-wheel tires to enter the braking lock state. In addition, the pre-crash test carriage 4 having a high inertia force can be decelerated by a braking force exceeding the inertia force. Furthermore, even if the target braking deceleration characteristic is set by various patterns, it can be coped with by the high degree of freedom in controlling the braking force.

(9) The collision deceleration system D is detachably provided on the collision wall surface of the collision barrier 1, and a plurality of shock buffering pipes 13 that are folded back by 180 ° at the time of collision, and the pre-crash test carriage 4. And a plurality of turning devices 14 having a conical shape that coincides with the opening end of the shock-absorbing pipe 13 at the time of collision and promotes the progress of 180 ° folding back. System,
Control of the collision deceleration characteristic by the collision deceleration system D is performed by a system setting that selects at least one of the number, material, thickness, and hardness of the plurality of shock buffering pipes 13.
For this reason, in addition to the effects (4) to (8), when the collision deceleration characteristic is controlled by the collision deceleration system D, the collision G can be controlled stably and easily.

  The pre-crash test method and the pre-crash test apparatus according to the present invention have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In Example 1, an example of a pre-crash test for evaluating the effect of a damage reduction brake using a dummy and a pre-crash seat belt was shown. However, it may be an example of a pre-crash test for the purpose of evaluating the effectiveness of preventive safety technologies other than damage reduction brakes and pre-crash seat belts. In addition, as an application example, existing HYGE using a comprehensive system component test by mounting a white body on a pre-crash test trolley, and equidistant holes (3-inch pitch holes) on the trolley stage of the pre-crash test trolley. It is also possible to conduct a general test of the HYGE test by using the same specifications as the cart. In the case of this application example, in addition to the acceleration type test condition, it is also possible to set a test condition that newly reproduces deceleration / acceleration together.

  In Example 1, the example of the system of the pitching suppression system provided with the four-wheel airless tire 15 and the driving assistance guide roller 19 was shown as the cart behavior stabilization system A. However, the specific configuration of the cart behavior stabilization system A is not limited to the first embodiment as long as the cart behavior stabilization performance can be ensured, and a system other than the first embodiment may be used.

  In the first embodiment, as the traction wire system B, an example of an outrigger eccentric traction system that includes the traction outrigger 17, the traction wire 11, and the traction dolly 27 and uses the subrail 25 is shown. However, as the pulling wire system B, a system other than the first embodiment, such as an example in which the main rail 2 is used, or an example in which a pulling wire is newly set without using the main rail 2 and the sub rail 25, etc. It is also possible to use as an example.

  In the first embodiment, the brake deceleration system C is a dual brake system including the rail brake 12 and the tire brake 34, and an example of a system by two independent control systems is shown. However, as the brake deceleration system C, a system other than the first embodiment such as an example using only the rail brake 12 or an example using a combination system of the rail brake 12 and a brake other than the tire brake 34 is used. It is good also as an example to use.

  In the first embodiment, an impact buffering system including a plurality of impact buffering pipes 13 and a plurality of turning devices 14 is used as the collision deceleration system D. An example is shown in which the system setting is performed to select at least one of the number, material, thickness, and hardness of the shock absorbing pipe 13. However, the collision deceleration system D may be an example using a system other than the first embodiment, such as an example using a honeycomb cushioning material or the like.

A Car movement stabilization system B Traction wire system C Braking deceleration system D Collision deceleration system 1 Collision barrier 2 Main rail (guide rail)
3 truck running surface 4 pre-crash test truck
41 bogie frame
42 Dolly Stage 5 Simulated Seat 6 Seat Belt 7 Test Dummy 8 Test Data Measuring Device 11 Tow Wire 12 Rail Brake 13 Shock Absorbing Pipe 14 Turning Device 15 Airless Tire 17 Towing Outrigger 18 Tire Shaft 19 Traveling Aid Guide Roller 25 Subrail 26 Towing Motor (power system)
27 Traction dolly 28 Stopper 30 First brake caliper 33 Second brake caliper 34 Tire brake 51 Dolly travel speed sensor 52 Brake deceleration sensor 53 Collision deceleration sensor L Dolly center axis

Claims (9)

Using a pre-crash test carriage capable of moving on the carriage traveling road surface along the guide rail toward the collision barrier, the pre-crash test carriage, a simulated seat, a test dummy seated on the simulated seat, a test data measuring device, A pre-crash test method equipped with
By using the traction wire system that pulls the pre-crash test carriage with the traction wire along the guide rail, the carriage running speed of the pre-crash test carriage is changed from a stop state to a target carriage running speed range where the carriage deceleration starts. Trolley running procedure to accelerate,
Following the carriage travel procedure, the pre-crash test carriage is brought into a free-run state by disconnecting from the pulling wire at a predesignated position, and a braking deceleration system that applies a braking force to the pre-crash test carriage in a free-run state, A carriage deceleration procedure for controlling the braking deceleration characteristic of the deceleration section from the start of braking deceleration before the pre-crash test carriage to just before the collision so as to be within the set range of the target braking deceleration characteristic;
Following the truck deceleration procedure, the collision reduction system provided on the collision surface of the collision barrier and the pre-crash test carriage reduces the collision in the collision section from when the pre-crash test carriage starts to decelerate until it stops. A truck collision procedure for controlling the speed characteristics to be within the allowable range of the target collision deceleration characteristics;
A pre-crash test method characterized by comprising: The pre-crash test method according to claim 1,
The pre-crash test trolley includes two simulated seats, two test dummies seated on a seat belt attached to the two simulated seats, and test data for measuring test data by the two test dummies. A pre-crash test method characterized by mounting a measuring device on a carriage stage. In the pre-crash test method according to claim 1 or 2,
The pre-crash test carriage is equipped with a carriage traveling speed sensor, a braking deceleration sensor, and a collision deceleration sensor. Using a pre-crash test carriage capable of moving on the carriage traveling road surface along the guide rail toward the collision barrier, the pre-crash test carriage, a simulated seat, a test dummy seated on the simulated seat, a test data measuring device, A pre-crash test device equipped with
A traction wire system that places the pre-crash test carriage in a running state by towing the pre-crash test carriage along the guide rail with a tow wire, and sets the pre-crash test carriage in a free-run state by separating the pre-crash test carriage from the tow wire. When,
By applying a braking force to the pre-crash test carriage in the free-run state, the braking deceleration capable of controlling the braking deceleration characteristics in the deceleration section from when the pre-crash test carriage starts braking deceleration until it reaches just before the collision. System,
A collision deceleration system provided on a collision surface of the collision barrier and a collision surface of the pre-crash test carriage, and capable of controlling a collision deceleration characteristic of a collision section from when the pre-crash test carriage starts to decelerate until it stops. When,
A pre-crash test apparatus characterized by comprising: In the pre-crash test apparatus according to claim 4,
The guide rail is a main rail that is laid on the carriage traveling road surface and is disposed along a position directly below the carriage center axis that is a set of center points in the vehicle width direction of the pre-crash test carriage,
A pre-crash test apparatus, comprising: a cart behavior stabilization system that ensures the behavior stability of the pre-crash test cart moving along the main rail. In the pre-crash test apparatus according to claim 5,
The cart behavior stabilization system includes a tire shaft rigidly supported at four corner positions of a cart frame of the pre-crash test cart, four airless tires rotatably supported on the tire shaft, and front and rear positions of the cart central axis. And a driving assistance guide roller disposed on the cart frame, and a pitching suppression system.
The bogie behavior stability performance by the bogie behavior stabilization system is the above-mentioned traveling in which the rail surface is set to be able to roll while maintaining the press-fitting state against the main rail during the pre-crash test with the four-wheel airless tire. A pre-crash test device obtained by an auxiliary guide roller. In the pre-crash test apparatus according to claim 5 or 6,
A subrail is laid on the carriage traveling road surface at an eccentric position parallel to the main rail,
The traction wire system is fixed to the pre-crash test trolley and protrudes from the side of the trolley toward the subrail. The traction wire is inserted into the subrail and is moved by a power system. An outrigger eccentric traction system that is interpolated and includes a traction dolly that connects the traction outrigger and the traction wire;
Switching from the running state to the free-run state by the tow wire system is performed by disconnecting the connection between the tow outrigger and the tow wire when the tow dolly contacts the stopper set at the designated position of the sub rail. A pre-crash test apparatus characterized by that. In the pre-crash test apparatus according to any one of claims 5 to 7,
The braking deceleration system is provided at each position of a rail brake disposed at the front and rear positions of the central axis of the carriage and obtaining a hydraulic braking force by a first brake caliper sandwiching the main rail, and the four-wheel airless tire, A dual brake system including a tire brake that obtains a hydraulic braking force by a second brake caliper sandwiching a brake disc fixed to a tire shaft,
The pre-crash test device is characterized in that the braking deceleration characteristic by the braking / decelerating system is controlled by two independent brake control hydraulic pressures for the rail brake and the tire brake. The pre-crash test apparatus according to any one of claims 4 to 8,
The collision deceleration system is detachably provided on a collision wall surface of the collision barrier, and protrudes to a forefront position of a plurality of shock buffering pipes that undergo a 180 ° folding-back deformation at the time of a collision, and the pre-crash test carriage. A shock-conversion system provided with a plurality of cone-shaped turning devices that are provided and coincide with the opening end of the shock-absorbing pipe at the time of a collision to promote the progress of 180 ° folding back deformation,
Control of the collision deceleration characteristic by the collision deceleration system is performed by a system setting that selects at least one element among the number, material, thickness, and hardness of the plurality of shock buffering pipes. Pre-crash test equipment.

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