JP6661114B2 - Impact test equipment - Google Patents

Description

  The present invention relates to a collision test apparatus that performs a collision test by connecting a test vehicle to a dolly offset jig and offsetting the test vehicle with respect to a guide rail, and pulling the offset test vehicle to collide with a collision object.

  The dolly that constitutes the collision test apparatus has a plurality of guide rollers for engaging with the guide rail and guiding the dolly along the guide rail. Each guide roller is configured to rotate around a vertical axis.

  Also, a hook is provided at the center of the dolly in the left-right direction, a wire for towing the test vehicle is hooked on the hook, and the test vehicle is towed by transmitting a driving force to the dolly to reach a predetermined traveling speed. The test vehicle thus set is made to collide with an object to be collided (including a collision wall and a vehicle) to perform a collision test. During the towing, since the dolly is located below the center of gravity of the test vehicle, a thrust force acts on the dolly to cause the dolly to float. When the thrust force acts on the bearing of the guide roller provided on the dolly, the bearing may be damaged. Therefore, the upper wheel and the lower wheel located on the upper and lower sides of the guide rail are provided on the dolly, and the thrust force acting during towing is received by the upper wheel and the lower wheel. It has been proposed (for example, see Patent Document 1).

Japanese Utility Model Publication No. 6-9360

  In Patent Literature 1, although the upper wheel and the lower wheel are configured to receive the thrust force applied during towing, the thrust force is also applied to the flange portion of the guide roller. Therefore, the thrust force acting on the bearing of the guide roller can be reduced as compared with the configuration in which the thrust force is received only by the guide roller. However, Patent Document 1 assumes a thrust force generated when the test vehicle is not offset with respect to the guide rail. On the other hand, when the test vehicle is towed while being offset with respect to the guide rail, a moment corresponding to the offset distance is applied to the guide roller. For this reason, a large thrust force is generated as compared with a state in which the offset is not performed, and Patent Document 1 does not consider receiving the large thrust force. As a result, when the test vehicle is towed with the test vehicle being offset from the guide rail, the guide roller receives a large thrust force, causing a problem that the bearing of the guide roller is damaged.

  Therefore, an object of the present invention is to provide a collision test apparatus that can suppress damage to a bearing of a guide roller when the test vehicle is towed while being offset from a guide rail.

A collision test apparatus according to the present invention includes a guide rail having a pair of protruding ends disposed on a traveling path for a collision test of a test vehicle and spaced apart in a vehicle width direction, and a pair of protruding ends of the guide rail. A plurality of guide rollers engaged and guided by a dolly to which a driving force for pulling the test vehicle is transmitted, and each guide roller has an upper flange portion and a lower flange portion. The test vehicle is connected to the test vehicle via a connecting member in a state in which the center of the test vehicle in the vehicle width direction is displaced in the vehicle width direction with respect to the center of the guide rail in the vehicle width direction. A collision test apparatus having an offset jig for detachably performing the collision test in a state where the test vehicle is offset by the offset jig when the test vehicle is offset. A thrust force bearing wheel for receiving a thrust force to be used, wherein the thrust force bearing wheel is disposed at each of the pair of protruding ends, and is positioned vertically above and below the respective protruding ends, and a lower side. A wheel, and measures a dimension from a lower end of an upper flange portion of each of the guide rollers to an upper end of a lower flange portion of the guide roller between a lower end of an upper wheel and an upper end of a lower wheel opposed in the vertical direction. The interval is set to be larger than the interval.

  According to the present invention, when performing a collision test in a state where the test vehicle is offset by an offset jig, the thrust force acting on the plurality of guide rollers is applied to the thrust force-bearing wheel, that is, the upper side located vertically above and below each protruding end. A plurality of guide rollers are received by the wheels and the lower wheel, and the vertical width of each of the plurality of guide rollers is set to be larger than the distance between the lower end of the upper wheel and the upper end of the lower wheel that are vertically opposed to each other. While receiving the thrust force acting on the upper and lower wheels, the plurality of guide rollers only move up and down with respect to the protruding end of the guide rail to receive the thrust force on the bearings of the plurality of guide rollers. There is no. Therefore, damage to the bearings of the plurality of guide rollers can be reliably suppressed.

  Further, in the collision test apparatus of the present invention, the dolly may include a dolly main body including the plurality of guide rollers, and a unit unit connected to the dolly main body and including the thrust force bearing wheel.

  According to the above configuration, when the dolly is provided with the dolly body and the unit portion connected to the dolly body, and when the test vehicle is towed without offset, the unit portion having the thrust force bearing wheel is connected. Instead, the dolly can be constituted only by the dolly body. Further, when the test vehicle is towed in an offset state, a dolly can be formed by connecting a unit having a thrust force bearing wheel to the dolly main body so as to receive a large thrust force. Therefore, the configuration of the dolly can be easily changed according to the form of traction in the crash test.

  Further, the collision test apparatus of the present invention, wherein the unit portion includes a front unit portion connected to a front end portion of the dolly body, and a rear unit portion connected to a rear end portion of the dolly body. Is also good.

  According to the above configuration, by connecting the front unit and the rear unit to the dolly main body, it is possible to reduce a floating force for the dolly to float in the front-rear direction.

  In addition, the collision test apparatus of the present invention includes a first rotating shaft integrally rotating with two upper wheels adjacent in the vehicle width direction and a second rotating shaft integrally rotating with two lower wheels adjacent in the vehicle width direction. A rotating shaft may be provided, and each of the first rotating shaft and the second rotating shaft may be rotatably supported by a needle bearing.

  According to the above configuration, since each of the first rotating shaft and the second rotating shaft is rotatably supported by the needle bearing, it is possible to satisfactorily receive the axial load acting on each rotating shaft.

  Further, in the collision test device of the present invention, each of the first rotating shaft and the second rotating shaft may be rotatably supported by the needle bearing and the ball bearing.

  According to the above configuration, since each of the first rotary shaft and the second rotary shaft is rotatably supported by the needle bearing and the ball bearing, the axial load acting on each rotary shaft is received by the needle bearing. At the same time, by receiving the radial load acting on each rotary shaft by the ball bearing, both the axial load and the radial load acting on each rotary shaft can be satisfactorily received.

  According to the present invention, while being received by the upper wheel and the lower wheel positioned vertically above and below each protruding end portion, the upper and lower width dimensions of each of the plurality of guide rollers are set to the lower end of the upper wheel and the lower side opposite to each other in the vertical direction. By setting the distance larger than the distance from the upper end of the wheel, it is possible to suppress damage to the bearings of multiple guide rollers when the test vehicle is towed while offset from the guide rail. An apparatus can be provided.

It is a schematic plan view of the collision test device of the present invention. It is a schematic vertical front view of the collision test apparatus. It is a perspective view of a dolly. It is a perspective view showing the state where a dolly was engaged with a guide rail. It is a vertical side view of a dolly. It is a top view of a dolly. FIG. 6 is a sectional view taken along line AA in FIG. 5. It is a longitudinal section of a guide roller provided in a dolly.

  1 and 2 show a collision test apparatus 1 according to the present invention. The collision test apparatus 1 is arranged on a traveling path R for a collision test of the test vehicle A. Further, the collision test apparatus 1 includes a guide rail 11 having a pair of protruding ends 111A and 112A (abutted in this embodiment) that are located at intervals in the vehicle width direction, and a pair of protruding ends of the guide rail 11. A dolly 12 having a plurality (four in this case) of guide rollers 121, 122, 123, and 124 (see FIGS. 5 and 6) guided by engaging with the portions 111A and 112A. In FIG. 1, the left side of the test vehicle A when the test vehicle A is viewed from the front is defined as the left side, and the right side of the test vehicle A when the test vehicle A is viewed from the front is defined as the right side. The description will be made on the assumption that the hit side is the front side and the side opposite to the traveling direction of the test vehicle A is the rear side.

  The guide rail 11 is located on the upper side by arranging a pair of left and right rail bodies 111 and 112 made of U-shaped channel steel at predetermined intervals in the left and right direction with the openings facing each other. The pair of protruding ends 111A and 112A are in a state of being butted at intervals. The pair of protruding ends 111A and 112A are formed of plate-like portions having horizontal and flat upper surfaces 111a and 112a and tapered lower surfaces 111b and 112b that are located lower as going outward in the left-right direction. I have.

  An endless wire rope 13 for towing the test vehicle A is arranged inside the guide rail 11. The first wire rope portion 13A on the outgoing side of the wire rope 13 is clamped by the occlusion body 125 provided on the dolly 12 (see FIG. 2), and the second wire rope portion 13B on the return side is driven by a driving means such as a winch (see FIG. 2). (Not shown). As a result, the driving force from the driving means is transmitted to the wire rope 13, whereby the dolly 12 moves along the guide rail 11, and the test vehicle A is towed. In addition, the clamp between the bite body 125 and the first wire rope portion 13A is performed by two strikers (shown in FIG. 1) in which two trigger levers 126 and 127 (see FIG. 1) provided on the dolly 12 are arranged on the traveling path R. ) Are released by colliding with each other. After being released, the dolly 12 collides with a braking stop device (not shown) arranged on the traveling path R and stops. Here, a steel wire rope 13 is used as the cord-shaped body for pulling the test vehicle A, but a metal chain may be used as long as it has strength not to be damaged when the test vehicle A is pulled. Any cord may be used.

  The dolly 12 moves the test vehicle A to the dolly 12 via a wire (connecting member) 21 in a state where the center C in the left-right direction of the test vehicle A is displaced in the left-right direction with respect to the center G in the left-right direction of the guide rail 11. An offset jig 127 for connection is detachably provided. The offset jig 127 is formed in a substantially hexagonal plate shape in plan view with the top facing rightward in the left-right direction, and has a substantially U-shaped hook portion 127A in side view in which the wire 21 can be hooked. I have. As shown in FIG. 2, the hook portion 127A includes a pair of upper and lower wire support portions 127a and 127b protruding forward, and the front-rear dimension of the upper wire support portion 127a and the front-rear dimension of the lower wire support portion 127b. Longer than it is. By configuring the hook portion 127A in this manner, when the first wire rope portion 13A clamped to the dolly 12 during towing, which will be described later, is unclamped, an acceleration in the reverse direction (rearward direction) is applied to the dolly 12. By acting, the distance between the dolly 12 and the test vehicle A is shortened, and it is possible to prevent the wire 21 from coming off the hook portion 127A.

  As shown in FIG. 3, a collision test is performed on the dolly 12 without offset (a state in which the center C in the left-right direction of the test vehicle A matches the center G in the left-right direction of the guide rail 11). A second hook 128 having a pair of left and right locking pieces that can hook the wire 21 and pull the test vehicle A when the dolly 12 is located at the center of the dolly 12 in the left-right direction. ing. In addition, an escapement 129 for releasing the wire 21 hooked on the second hook 128 is further provided. FIG. 4 shows a state in which the second hook 128 and the escapement 129 have been removed.

  As shown in FIGS. 1 and 4, the offset jig 127 is attached to the dolly 12 at the center in the front-rear direction at the base end in order to avoid contact with the second hook 128 (see FIG. 3). An opening 127K long in the direction is formed. Also, a pair of left and right fixing bolts B, B (not shown in FIG. 4) for attachment and detachment are provided at the front and rear ends in the front and rear direction of the base end of the offset jig 127 attached to the dolly 12. Elongated long holes 127N, 127N extending in the left-right direction are formed. By adjusting the position of the offset jig 127 with respect to the dolly 12 in the left-right direction using the long holes 127N, 127N, the amount of offset of the test vehicle A with respect to the dolly 12 in the left-right direction can be adjusted.

  As shown in FIGS. 5 and 6, the dolly 12 includes a dolly body 12A having the four guide rollers 121, 122, 123, and 124, and a unit before and after being detachably connected to the dolly body 12A. Parts 12B and 12C. Each of the front and rear unit portions 12B and 12C receives a thrust force acting on the four guide rollers 121, 122, 123 and 124 when performing a collision test with the test vehicle A offset by the offset jig 127. And left and right thrust force bearing wheels 130, 131. Here, the front and rear unit portions 12B and 12C are configured to be detachably attached to the dolly body 12A by fastening means such as bolts, but may be detachably attached to the dolly body by an engaging means, and in some cases, welding or the like. Thus, the front and rear unit portions 12B and 12C may be irremovably connected to the dolly body 12A.

  As described above, when the dolly 12 is provided with the dolly body 12A and the front and rear unit portions 12B and 12C detachably connected to the dolly body 12A, when the test vehicle A is towed without offset, The dolly 12 can be constituted only by the dolly body 12A without connecting the front and rear unit portions 12B and 12C provided with the thrust force bearing wheels 130 and 131. When the test vehicle A is towed in an offset state, the front and rear unit portions 12B and 12C having the left and right thrust force bearing wheels 130 and 131 on the dolly body 12A are provided so that a large thrust force can be received. The dollies 12 can be connected together. Therefore, the configuration of the dolly 12 can be easily changed according to the form of towing in the crash test. In addition, by connecting the front unit 12B and the rear unit 12C to the dolly body 12A, it is possible to reduce the floating force of the dolly 12 trying to float in the front-rear direction. Note that, when the test vehicle A is towed with the offset as described above, a moment corresponding to the offset distance is generated, so that a larger thrust force is generated as compared with the case where the test vehicle A is towed without the offset.

  As shown in FIGS. 3 to 6, the left thrust force-bearing wheel 130 provided in the front unit 12 </ b> B is disposed on the left protruding end 111 </ b> A and is positioned above and below the left protruding end 111 </ b> A. 1301 and a lower wheel 1311 are provided. Further, the right thrust force bearing wheel 131 provided in the front unit portion 12B includes an upper wheel 1301 and a lower wheel 1311 which are arranged on the right protruding end 112A and are located vertically above and below the right protruding end 112A. ing. On the other hand, the left thrust force bearing wheel 130 provided in the rear unit portion 12C is arranged on the left protruding end portion 111A and is positioned vertically above and below the left protruding end portion 111A and the lower wheel 1301 and the lower side. It has wheels 1311. Further, the right thrust force bearing wheel 131 provided in the rear unit portion 12C includes an upper wheel 1301 and a lower wheel 1311 which are disposed on the right protruding end 112A and are positioned vertically with the right protruding end 112A interposed therebetween. Have.

  The upper wheel 1301 and the lower wheel 1311 provided in the rear unit 12C will be described in detail with reference to FIG. Since FIG. 7 is a cross-sectional view as viewed from the rear side, the left and right are opposite (opposite) to the cross-sectional view as viewed from the front side. The right upper wheel 1301 is integrally formed on a first rotating shaft 132 that is rotatably supported by being rotatably supported through the left and right directions above a metal block body 12C1 constituting the rear unit portion 12C. And a wheel cover 1301B detachably attached to cover the outer periphery of the right wheel body 1301A. The left upper wheel 1301 includes a left wheel main body 1302A having a screw portion 1302N that is screwed into a screw shaft portion 132N of a small-diameter protrusion 132A that extends integrally to the left from the left end of the first rotation shaft 132, A wheel cover 1302B that is detachably attached so as to cover the outer periphery of the wheel main body 1302A. The left lower wheel 1311 is formed integrally with a second rotating shaft 133 rotatably supported below a metal block 12C1 constituting the rear unit 12C. 1311A and a wheel cover 1311B detachably attached to cover the outer periphery of the left wheel body 1311A. The right lower wheel 1311 includes a right wheel main body 1312A including a screw portion 1312N that is screwed into a screw shaft portion 133N of a small-diameter protrusion 133A that extends integrally to the right from the right end of the second rotating shaft 133; And a wheel cover 1312B which is detachably attached so as to cover the outer periphery of the wheel main body 1312A.

  As described above, since the wheel covers 1301B are detachably attached to the wheel main bodies 1301A, when the wheel covers 1301B are worn, the worn wheel covers 1301B are detached from the wheel main bodies 1301A to form new wheels. Attaching the covers 1301B is more advantageous in terms of both cost and replacement work than replacing the entire upper wheel 1301 or lower wheel 1311. In addition, an inclined surface which is located further downward in the left-right direction so that outer peripheral surfaces 1311b, 1312b of the wheel covers 1311B, 1312B of the lower wheel 1311 are parallel to the tapered surfaces of the lower surfaces 111b, 112b of the protruding ends 111A or 112A. It has become. Therefore, when the lower wheel 1311 rises, the outer peripheral surfaces 1311b and 1312b of the wheel covers 1311B and 1312B of the lower wheel 1311 can make surface contact with the lower surfaces 111b and 112b of the protruding end 111A or 112A. Further, while the wheel body 1301A of the right upper wheel 1301 has a tapered portion at the right end that tapers toward the right, the wheel body 1302A of the left upper wheel 1301 does not have a tapered portion, that is, Since the cross-sectional shape shown in FIG. 7 is a rectangular shape, the weight is not balanced at the left and right ends. For this reason, by arranging the left and right wheels on the upper side of the lower wheel 1311 in the opposite direction (reverse), the weight balance is maintained. The wheel main body 1301A of the right upper wheel 1301 and the wheel main body 1302A of the left upper wheel 1301 are connected by a screw shape, and the rotating direction of the wheel main body 1302A of the left upper wheel 1301 during traveling is the upper right side. The wheel main body 1301A of the upper wheel 1301 is arranged on the right side and the wheel main body 1302A of the upper wheel 1301 is arranged on the left side so as to be tightened with respect to the wheel main body 1301A of the wheel 1301. On the other hand, since the rotation direction of the lower wheel 1311 rotating in contact with the lower surfaces 111b and 112b of the protruding ends 111A and 112A is opposite (opposite) to that of the upper wheel 1301, the lower wheel 1311 The wheel body 1311A is arranged, and the wheel body 1312A of the lower wheel 1311 is arranged on the right side. The upper wheel 1301 and the lower wheel 1311 provided in the front unit 12B are the same as the upper wheel 1301 and the lower wheel 1311 provided in the rear unit 12C, and the description is omitted.

  The four guide rollers 121, 122, 123, and 124 are composed of a rotating body having flanges t1 and t2 at upper and lower ends, and are attached to the dolly body 12A so as to be rotatable around the vertical axis. FIG. 8 shows the guide roller 122. As shown in FIG. 6, two guide rollers 121, 124 on the right side of the four guide rollers 121, 122, 123, 124 engage with the protruding end portion 112A on the right side, and two guide rollers 121 on the left side. Are engaged with the left protruding end 111A. The two right guide rollers 121 and 124 are disposed at the front and rear ends of the dolly body 12A, and the front guide roller 122 of the two left guide rollers 122 and 123 is replaced with the right front guide roller. The rear guide roller 123 of the two guide rollers 122 and 123 on the left side is disposed behind the guide roller 121 and the front guide roller 124 is disposed on the front side of the rear guide roller 124 on the right side. Therefore, the interval between the right and left front and rear guide rollers 121 and 124 is larger than the interval between the left and right front guide rollers 122 and 123.

  Also, the vertical width dimension W of each guide roller 121 (see FIG. 8, the dimension from the lower end of the upper flange t1 of the guide roller 122 to the upper end of the lower flange t2 of the guide roller 122) is opposed in the vertical direction. The distance L (see FIG. 7) between the lower ends of the upper wheels 1301 and 1302 and the upper ends of the lower wheels 1312 and 1311 is set to be larger.

  As shown in FIG. 8, each guide roller 122 is rotatable on a support rod 137 attached to and supported by the dolly 12 in a vertical direction via two ball bearings 138, 138 and one needle bearing 139. It is supported by. Two ball bearings 138, 138 are arranged at upper and lower ends, respectively, and a needle bearing 139 is arranged between the two ball bearings 138, 138. The needle bearing 139 includes a plurality of needle rollers (not shown) disposed along the circumferential direction on the outer peripheral side of the support rod 137, and a retainer 139A that holds the plurality of needle rollers. Each ball bearing 138 includes an inner ring 138A, an outer ring 138B, and a plurality of balls 138C interposed between the inner ring 138A and the outer ring 138B. Spacers 140 are provided between the upper ball bearing 138 and the upper end of the needle bearing 139 and between the lower ball bearing 138 and the lower end of the needle bearing 139, respectively.

  As shown in FIG. 7, each of the first rotary shaft 132 and the second rotary shaft 133 is rotatable by two needle bearings 134, 134 and two and ball bearings 135, 135 so that the rear unit 12C can rotate freely. Is supported by the block body 12C1. Two ball bearings 135, 135 are arranged outside the two needle bearings 134, 134. As described above, the first rotating shaft 132 and the second rotating shaft 133 are rotatably supported by the needle bearings 134, 134 and the ball bearings 135, 135, and thus act on the rotating shafts 132, 133. Both the axial load and the radial load can be received well.

  Each of the needle bearings 134 includes a plurality of needle rollers (not shown) disposed along the circumferential direction on the outer peripheral side of the first rotation shaft 132 and the second rotation shaft 133, and a retainer that holds the plurality of needle rollers. 134A. Each ball bearing 135 includes an inner ring 135A, an outer ring 135B, and a plurality of balls 135C interposed between the inner ring 135A and the outer ring 135B. Note that a spacer 136 is interposed between the needle bearing 134 and the ball bearing 135.

  A case where the test vehicle A is towed using the dolly 12 configured as described above to collide with the collision target will be described. A state in which the center C in the left-right direction of the test vehicle A is located at a position shifted by a predetermined distance from the center G in the left-right direction of the guide rail 11 by hooking the wire 21 of the test vehicle A on the offset jig 127. To set the test vehicle A. By driving the driving means such as the winch from this state, the first wire rope portion 131 is pulled, and the test vehicle A is towed through the offset jig 127. At this time, while the upper wheel 1301 and the lower wheel 1311 receive the thrust force F (see FIG. 2) acting on the plurality (four) of the guide rollers 121, 122, 123, and 124, the plurality of guide rollers 121 and 122. , 123, and 124 only move vertically with respect to the protruding ends 111A and 112A of the guide rail 11, so that the bearings of the plurality of guide rollers 121, 122, 123, and 124, here, two ball bearings 138 and 138. Also, no thrust force is applied to one needle bearing 139. Therefore, damage to the bearings (two ball bearings 138, 138 and one needle bearing 139) of the plurality of guide rollers 121, 122, 123, 124 can be reliably suppressed. After the first wire rope portion 13A, which is towed and clamped by the running dolly 12, is released from the clamp, the test vehicle A collides with the collision object. The collision object may be a fixed test wall or a second test vehicle that collides with the test vehicle A. The second test vehicle is towed from the side opposite to the test vehicle A to travel.

  Note that the collision test apparatus according to the present invention is not limited to the above embodiment, and various modifications can be made without departing from the gist of the present invention.

  In the above embodiment, the dolly 12 includes a dolly body 12A having a plurality of (four) guide rollers 121, 122, 123, and 124, and a front and rear dolly connected to the dolly body 12A and having thrust force bearing wheels 130, 131. Although the configuration includes the unit portions 12B and 12C, the thrust force-bearing wheels 130 and 131 are directly attached to the dolly body 12A having a plurality (any number of guide rollers are provided if there are two or more) of guide rollers. There may be.

  In the above embodiment, the dolly 12 has a total of eight wheels, that is, the four upper wheels 1301 and the four lower wheels 1311 opposed to the upper wheel 1301 in the vertical direction. The dolly 12 may be provided with a total of four wheels, that is, two lower wheels 1311 opposed to each other in the vertical direction. In this case, the dolly 12 may be disposed substantially at the center in the front-rear direction, or may be disposed forward or rearward of the center of the dolly 12 in the front-rear direction.

  In the above-described embodiment, both the needle bearing 134 and the ball bearing 135 are provided as the bearings for supporting the first rotating shaft 132 and the second rotating shaft 133, but only one of them is provided. You may. Further, the numbers of the needle bearings 134 and the ball bearings 135 can be freely changed.

  DESCRIPTION OF SYMBOLS 1 ... Collision test apparatus, 11 ... Guide rail, 12 ... Dolly, 12A ... Dolly body, 12B ... Front unit part, 12C ... Rear unit part, 12C1 ... Block body, 13 ... Wire rope, 13A ... 1st wire rope part , 13B: second wire rope portion, 21: wire, 111, 112: rail body, 111A, 112A: protruding end, 111a, 112a: upper surface, 111b, 112b: lower surface, 121, 122, 123, 124: guide roller , 125 ... bite body, 126, 127 ... trigger lever, 127 ... offset jig, 127A ... hook part, 127K ... opening, 127N ... long hole, 127a ... upper wire support part, 127b ... lower wire support part, 128 ... Second hook, 129 ... Escapement, 130,131 ... Thrust bearing wheel 132: first rotating shaft, 133: second rotating shaft, 132A, 133A: projecting portion, 132N, 133N: screw shaft portion, 134: needle bearing, 134A: retainer, 135: ball bearing, 135A: inner ring, 135B ... Outer ring, 135C ball, 136 spacer, 137 support rod, 138 ball bearing, 138A inner ring, 138B outer ring, 138C ball, 139 needle bearing, 139A retainer, 140 spacer, 1301, 1302 Upper wheel, 1301A, 1302A: Wheel body, 1301B, 1302B: Wheel cover, 1302N, 1312N: Screw portion, 1311, 1312: Lower wheel, 1311A, 1312A: Wheel body, 1311B, 1312B: Wheel cover, 1311b, 1312b ... Outer peripheral surface, A: test vehicle, B: fixed bolt Left and right direction of the center of C ... test vehicle, F ... thrust force, the left-right direction of the center of the G ... guide rail, L ... distance, R ... travel path, t1, t2 ... flange portion, W ... vertical width dimension

Claims (5)

A guide rail having a pair of protruding ends disposed on a traveling path for a crash test of a test vehicle and spaced apart in a vehicle width direction, and guided by engaging with a pair of protruding ends of the guide rail; A dolly having a plurality of guide rollers and transmitting a driving force for towing the test vehicle,
Each guide roller includes an upper flange portion and a lower flange portion, and the dolly is displaced in the vehicle width direction with respect to the center of the test vehicle in the vehicle width direction with respect to the center of the guide rail in the vehicle width direction. A collision test device comprising an offset jig for detachably connecting the test vehicle to the dolly via a connecting member in a state where the test vehicle is detached,
The dolly is provided with a thrust force bearing wheel for receiving a thrust force acting on the plurality of guide rollers when performing a collision test in a state where the test vehicle is offset by the offset jig,
The thrust force-bearing wheel includes an upper wheel and a lower wheel disposed at each of the pair of protruding ends and positioned vertically above and below the respective protruding ends, and a lower end of an upper flange of each of the guide rollers. A distance from the upper end of the upper wheel and the upper end of the lower wheel facing each other in the vertical direction is set to be larger than the distance from the upper end of the lower flange to the upper end of the lower flange portion of the guide roller. apparatus.   The collision test according to claim 1, wherein the dolly includes a dolly main body including the plurality of guide rollers, and a unit unit connected to the dolly main body and including the thrust force bearing wheel. apparatus.   The said unit part is provided with the front side unit part connected with the front end part of the said dolly main body, and the back side unit part connected with the rear end part of this dolly main body, The claim 2 characterized by the above-mentioned. Crash test equipment.   A first rotating shaft integrally rotating with two upper wheels adjacent in the vehicle width direction and a second rotating shaft integrally rotating with two lower wheels adjacent in the vehicle width direction; 4. The collision test apparatus according to claim 1, wherein each of the second rotation shafts is rotatably supported by a needle bearing. 5.   The collision test apparatus according to claim 4, wherein each of the first rotation shaft and the second rotation shaft is rotatably supported by the needle bearing and the ball bearing.

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