JP7103335B2 - Crash test trolley and collision test equipment - Google Patents

Description

The present invention relates to a crash test trolley and a collision test device, and in particular, a collision test trolley and a collision used for a frontal collision test for evaluating the collision performance between a front side member which is a skeleton member and a bumper reinforcement in a front end portion of an automobile. Regarding test equipment.

Usually, in a collision test of an automobile, a collision test trolley is often used as a collision body having kinetic energy at a constant speed and weight with respect to the actual vehicle. Well-known examples of crash tests used by crash test trolleys are side collision tests, where a crash test trolley with a deformable barrier (aluminum honeycomb) installed directly on the front surface collides with the side of the vehicle, and a rigid wall. There is a rear surface collision test in which a vehicle for a collision test is made to collide from the rear of the vehicle. In this way, the crash test using the crash test trolley has been established as a standard test method for evaluating the collision safety performance of commercial vehicles such as JNCAP (Japan New Car Assessment Program), and has been continuously used. There is.

In the collision performance evaluation of vehicle body frame members related to the collision safety performance of automobiles, it is said that a collision test with an actual vehicle can reproduce the phenomenon at the time of an actual collision accident with the highest accuracy. However, the collision test using an actual vehicle enormously requires enormous cost and man-hours, and is not optimal for repeatedly evaluating the collision performance of a single vehicle body skeleton member. Also, in the frontal collision test with an actual vehicle, the front end body frame members (front side member / frame, front bumper reinforcement, etc.) that bear and transmit the collision load from the bumper are surrounded by other functional parts. , It is difficult to directly observe the deformation state of the vehicle body skeleton member at the front end portion in the collision process.

Therefore, as the next best method for evaluating the collision performance of the vehicle body skeleton member at the front end portion without using the actual vehicle, for example, as disclosed in Patent Document 1, the test object to be subject to the collision performance evaluation. There is a method in which a collision test trolley mounted or attached to a frame is made to collide with a collision target, and the total kinetic energy of the collision test trolley is applied to the test object to measure the collision characteristics of the test object.

As described above, in evaluating the collision performance of the vehicle body skeleton member of the front end portion in the actual vehicle, as shown as an example in FIG. 6, a test body including a front side member 3, a crash box 5, and a bumper reinforcement 7. A collision test trolley 41 having a simple structure in which 9 is attached to the front end portion 11a of the trolley main body portion 11 and simulates the front end portion of an actual vehicle is used.

Japanese Unexamined Patent Publication No. 2010-190586

Since the collision test bogie 41 as shown in FIG. 6 does not have built-in parts such as an engine and other drive system parts and functional parts, the deformation process of the vehicle body skeleton member at the front end portion of the actual vehicle during the collision process can be seen. It has the advantage of being able to observe directly.
On the other hand, the built-in parts of the actual vehicle as described above share a part of the load and absorb the collision energy at the time of the collision of the actual vehicle. It plays a role of delaying or slowing down the collision speed to reduce the amount of barrier entry into the engine room. In addition, since the radiator core (or radiator module) of these built-in components is located close to the rear of the front bumper, for example, during an offset frontal collision test, between the front of the engine and the front bumper against barrier intrusion. It is expected to have the effect of absorbing collision energy and suppressing local deformation and breakage of the bumper reinforcement.

However, in the frontal collision test using the collision test trolley 41 (FIG. 6) without such built-in components, the bumper reinforcement 7 is subjected to extreme bending deformation and breakage fracture, which does not occur in the frontal collision test of the actual vehicle. It happened frequently. Therefore, in order to suppress these and control the deformed state of the bumper reinforcement 7 to the same level as the actual vehicle, it was necessary to significantly reduce the collision speed with the barrier and perform a collision test.

In recent years, it is known that press-formed parts using high-strength steel plates (high-tensile steel), which are often used for vehicle body skeleton members, are affected by the collision speed on the deformation behavior at the time of collision. Therefore, in a collision test in which it is not possible to follow the collision speed that increases due to the stricter evaluation criteria for vehicle collision safety performance, it may affect the accuracy of collision performance evaluation of the vehicle body skeleton member press-molded with high tension steel plate. I couldn't deny the sex.

The present invention has been made to solve the above problems, and in evaluating the collision performance of the front side member and the bumper reinforcement, which are the body frame members in the front end portion of the actual vehicle, the front side member and the bumper reinforcement are evaluated. It is an object of the present invention to provide a collision test trolley and a collision test device capable of directly observing the deformation process of the bumper reinforcement and evaluating the collision performance at a collision speed close to the frontal collision test by an actual vehicle.

(1) The collision test trolley according to the present invention includes a pair of left and right front side members extending in the front-rear direction and a bumper reinforcement extending in the width direction to connect the front end sides of the pair of left and right front side members. A test body having a ,
A backup member extending in the width direction and erected between the pair of left and right front side members,
An energy absorbing component that is attached to the bumper reinforcement side of the backup member and absorbs collision energy in the process of the barrier invading the inside of the test piece due to a frontal collision is provided. Is.

(2) In the one described in (1) above, the backup member is characterized in that it is erected at an engine mount mounting position in the pair of left and right front side members.

(3) In the above-mentioned (1) or (2), the energy absorbing component is characterized by having a honeycomb structure.

(4) The collision test apparatus according to the present invention performs a frontal collision test in which the collision test trolley according to any one of (1) to (3) above collides with a barrier.
It is characterized by being provided with a high-speed camera that captures the deformation process of the test body in the frontal collision process of the collision test carriage.

In the collision test trolley according to the present invention, a test body having a bumper reinforcement that connects a pair of left and right front side members and the front end side thereof, and a trolley main body portion to which the test body is attached to the front end portion. The frontal collision test of the test body is performed by colliding with the barrier at a predetermined collision speed, and the backup member erected between the pair of left and right front side members and the backup member in the backup member. It is equivalent to a frontal collision test with an actual vehicle because it is equipped with an energy absorbing component that is attached to the bumper reinforcement side and absorbs the collision energy in the process of invading the inside of the test piece after the barrier collides in front. Even in the frontal collision test at the collision speed of, it is possible to suppress excessive deformation of the bumper reinforcement and the invasion of the barrier into the test body, and the front side at a collision speed close to the frontal collision test by an actual vehicle. The collision performance can be evaluated by directly observing the deformed state of the member and the bumper reinforcement.

It is a top view explaining the structure of the collision test carriage which concerns on embodiment of this invention. It is a top view explaining the collision test apparatus using the collision test carriage which concerns on embodiment of this invention, and the collision test method. It is a side view explaining the collision test apparatus using the collision test carriage which concerns on embodiment of this invention. It is a figure which shows the honeycomb structure which is a specific example of the energy absorption component in the trolley for the collision test which concerns on embodiment of this invention ((a) plan view, (b) perspective view). It is a side view which shows the specific example of the energy absorption component in the collision test carriage which concerns on embodiment of this invention, and its mounting state. It is a top view explaining the structure of the conventional collision test carriage.

Regarding the collision test trolley and the collision test apparatus according to the embodiment of the present invention, as shown in FIGS. 2 and 3, a test body 9 simulating the front end portion of the actual vehicle is attached to the front end portion of the trolley main body portion 11. An example of directly observing the deformation behavior of the test body 9 by simulating an offset frontal collision test by an actual vehicle by causing an offset collision with the barrier 23 will be described below.

<Crash test trolley>
As shown in FIG. 1, the collision test trolley 1 according to the embodiment of the present invention includes a test body 9 having a front side member 3, a crash box 5, and a bumper energy 7, and a trolley main body 11. The frontal collision test of the test body 9 is performed by colliding with the barrier 23 (see FIGS. 2 and 3) at a predetermined collision speed, and the backup member 13 and the energy absorbing component 15 are provided. It is a thing. Hereinafter, each of the above configurations will be described.

≪Test body≫
The test body 9 has a pair of left and right front side members 3 extending in the front-rear direction, a crash box 5 connected to the front end of the front side member 3, and a pair of left and right members extending in the width direction via the crash box 5. It has a bumper reinforcement 7 that connects the front end side of the front side member 3 of the above, and simulates the vehicle body skeleton structure of the front end portion in an actual vehicle.

The vehicle body skeleton members and parts used for the test body 9 can be arbitrarily selected, but the front side member 3 and the bumper reinforcement 7 which are the routes for transmitting the collision load to the cabin in the frontal collision test with the actual vehicle are the minimum. I need.

Further, the test body 9 preferably has a crash box 5 attached to the front end of the front side member 3, but does not necessarily require the crash box 5.
The test body 9 may be provided with peripheral parts such as an apron, an upper member, and a suspension tower (spring house), if necessary.

≪Bogie body≫
The dolly body 11 has a test body 9 attached to its front end 11a, and for example, the rear end side of the front side member 3 is attached to the front end 11a.
As the trolley main body 11, a facility for performing a collision test of an actual vehicle, for example, a collision test trolley (collision trolley, thread trolley) that can be towed by a wire to accelerate and run and collide with the actual vehicle is used. Can be done.

≪Backup material≫
The backup member 13 extends in the width direction and is erected between a pair of left and right front side members 3, and fixes the energy absorbing component 15 to give a reaction force at the time of a collision.
For the backup member 13, for example, a steel or aluminum square tube (column material) can be used. However, the backup member 13 may have a bending cross-sectional strength equal to or higher than the strength of the bumper reinforcement 7, and there are no particular restrictions on the shape, plate thickness, or the like.

Further, the backup member 13 assumes the front surface of the engine mounted on the front end portion of the actual vehicle, and is preferably installed at the engine mount mounting position 3a (FIG. 1) of the front side member 3, for example, a bolt. It may be erected by fixing. At this time, an engine mount (not shown) may be provided between the backup member 13 and the front side member 3, but the engine mount is not always required.

≪Energy absorption parts≫
The energy absorbing component 15 is attached to the backup member 13 so as to be disposed on the bumper reinforcement 7 side of the backup member 13, and absorbs the collision energy in the process in which the barrier 23 invades the inside of the test body 9 due to a frontal collision. It is intended to be a built-in object such as a radiator core of an actual vehicle.

The radiator core usually has a structure in which a thin tube through which a coolant flows is arranged on an aluminum heat sink, and its deformation strength is lower than that of a skeleton member such as a front side member 3 or a bumper reinforcement 7. Therefore, it is desirable that the energy absorbing component 15 has a structure that does not generate a high reaction force at the time of collision. As a structure suitable for the energy absorbing component 15, a honeycomb structure 17 as illustrated in FIG. 4 can be mentioned.

The honeycomb structure 17 is formed by stacking a plurality of aluminum honeycomb cores 17b made of aluminum with an aluminum top plate 17a interposed therebetween. Since the aluminum honeycomb core 17b is widely available and has various structures on the market, it is suitable for the energy absorbing component 15 which is discarded by being used in one collision test.

The honeycomb structure 17 is provided with an aluminum base plate 17c and a wooden laminated panel 17d at the bottom thereof, and is made of aluminum so as to be arranged behind the bumper reinforcement 7 as shown in the side view of FIG. The base plate 17c and the backup member 13 may be attached by fixing with bolts. At this time, it is preferable that the wooden laminated panel 17d is provided between the aluminum base plate 17c and the backup member 13 so that the concentrated load due to the collision can be alleviated to be transmitted to the backup member 13.

The dimensions and shape of the energy absorbing component 15 do not interfere with the mounting brackets of the crash box 5 and the bumper strength 7 in the width direction, and the floor surface 29 on which the crash test trolley 1 runs in the height direction (see FIG. 3). ), It can be set according to the strength of the internal components such as the radiator core of the actual vehicle.

However, in the frontal collision test, since the barrier 23 penetrates into the test body 9 via the bumper reinforcement 7, the shape and dimensions of the energy absorbing component 15 are larger than the height dimension of the bumper reinforcement 7. It is not desirable to leave.

Further, as shown in FIG. 2, the crash test trolley 1 is used for various sensors such as an accelerometer (accelerometer 31), a rotation angle velocimeter (gyro sensor 33), and a GPS sensor 35, and for collecting data from these sensors. (Not shown) may be appropriately mounted.

<Crash test equipment>
Next, the collision test apparatus according to the embodiment of the present invention will be described.
As illustrated in FIGS. 2 and 3, the collision test apparatus 21 according to the present embodiment performs a frontal collision test in which the above-mentioned collision test trolley 1 (FIG. 1) collides with the barrier 23. A high-speed camera 25 for photographing the deformation process of the test body 9 in the frontal collision process of the collision test trolley 1 is provided.

In the collision test device 21 shown in FIGS. 2 and 3, a high-speed camera 25 having a plurality of fields is arranged around the collision point, the collision process of the test body 9 with the barrier 23, the front side member 3 of the test body 9, and the bumper ring. It is possible to simultaneously observe the deformation transition of the vehicle body skeleton member such as the force 7.

Further, in the collision test device 21, in addition to the image taken by the high-speed camera 25, the barrier reaction force by the load cell 23b (FIG. 2) installed in the barrier 23, the acceleration sensor 31 installed in the collision test trolley 1, and the gyro. Various data from the sensor 33, the GPS sensor 35, and the like can be acquired at the same time.

As described above, in the frontal collision test using the collision test trolley 1, the test body 9 has few built-in objects such as an engine in the actual vehicle, and the visibility of the test body 9 is good. Simultaneous observation from the upper surface, lower surface and outer surface is possible, and various data can be acquired and analyzed in synchronization with the load cell 23b and various sensors.

As described above, according to the collision test trolley 1 and the collision test device 21 according to the present embodiment, the barrier 23 was attached to the bumper energy 7 side of the backup member 13 in the process of entering the test body 9 due to a frontal collision. Since a part of the collision energy can be absorbed by the energy absorbing component 15, it is possible to suppress extreme bending deformation and breakage failure of the bumper reinforcement 7. As a result, even in the offset frontal collision test in which the bumper reinforcement 7 causes extreme bending deformation and the barrier 23 invades excessively, the collision speed is not reduced and the collision speed is closer to that of the frontal collision test using the actual vehicle. The deformation state of the front side member 3 and the bumper reinforcement 7 can be directly observed with the high-speed camera 25 to evaluate the collision performance.

Furthermore, by replacing only the test body 9 attached to the bogie body 11, it is possible to repeat the frontal collision test of the test body 9 by changing the test conditions and the like, which is more expensive than the frontal collision test using the actual vehicle. The man-hours can be significantly reduced.

As described above, the collision test trolley and the collision test apparatus according to the present invention are intended to directly observe the deformation process of the test body attached to the collision test trolley.
Therefore, in the frontal collision test using the collision test trolley and the collision test device according to the present invention, the equipment for performing the collision test of the actual vehicle, for example, the collision test trolley is pulled by a wire to accelerate to a predetermined collision speed. It can be carried out in accordance with various crash test conditions stipulated by JNCAP, etc., using the equipment to be run.

Further, as the barrier 23 for frontal collision of the collision test carriage 1, the aluminum honeycomb normally used is not installed, and as shown in FIGS. 2 and 3, the fixed wall 23a fixed to the backup barrier 27 and the fixed wall It is preferable to have a plurality of load cells 23b arranged in a matrix on the front surface of the 23a to measure the reaction force received by the barrier 23, and a wooden panel 23c provided on the front surface of the load cell 23b.

When the collision test is performed without the honeycomb being installed in the foreground of the barrier 23, the test body 9 of the collision test carriage 1 directly collides with the load cell 23b, and excessive stress is locally generated in the barrier 23 to cause the load cell 23b. May be damaged. Therefore, in order to prevent the load cell 23b from being damaged, as shown in FIGS. 2 and 3, a wooden panel 23c is installed on the foremost surface of the barrier 23 instead of the honeycomb.

However, in the case of a collision between actual vehicles, the actual vehicle of the collision partner has built-in parts such as a radiator core, so if a honeycomb or bumper resin part is attached to the barrier 23 assuming these, the barrier 23 will be tested. The energy absorption and collision speed until it invades the inside of the body 9 are reduced. Therefore, when the collision test is performed without providing a honeycomb or the like on the outermost surface of the barrier 23 as described above, the NCAP (New Car Assessment Program) standard is used in consideration of the decrease in energy absorption and the deceleration of the collision speed. It is appropriate to set the collision speed to a speed reduced by about 5 to 20% from the test speed.

As a specific example of the collision test trolley and the collision test apparatus according to the present invention, the collision test trolley 1 shown in FIGS. 2 and 3 is offset-collided with the barrier 23, and the vehicle body of the front end portion assuming a small passenger vehicle. The case of evaluating the collision performance of the skeleton member will be described below.

The collision test trolley 1 of the present invention uses a collision test trolley (not shown) used for a side collision test of a conventional actual vehicle, and has a deformable barrier (aluminum honeycomb) removed from the front portion. The test body 9 was attached to the front end portion 11a thereof.

For the test body 9, we obtained spare parts for the front bumper assembly (bumper reinforcement 7 and crash box 5) and the front side member assembly on the left side (LH side) and right side (RH side) of the vehicle body, and spot-welded them. The one assembled by arc welding was used. Here, as the front side member 3 of the test body 9, only the front side straight portion of the front side member assembly was cut off. Then, a tab plate was arc-welded to the cut surface of the cut front side member 3 to form a bolt attachment portion to the bogie body portion 11.

The backup member 13 is a 100 mm × 100 mm × t4.0 mm square steel pipe with bolt mounting brackets welded to both ends. Then, the backup member 13 was erected between the front side member 3 on the LH side and the front side member 3 on the RH side at the engine mount mounting position 3a on the front side member 3 via an engine mount bracket which is a commercially available spare part.

The honeycomb structure 17 shown in FIG. 4 was applied to the energy absorbing component 15.
The honeycomb structure 17 is formed by bonding and laminating an aluminum honeycomb core 17b (material 5052-46 μm, cell size d = 6.3 mm, height 50 mm) via an aluminum top plate 17a (plate thickness 0.4 mm). An aluminum base plate 17c (material 5052-O, plate thickness 3.0 mm) and a wooden laminated panel 17d (plate thickness 18 mm) were used for the bottom.
As shown in the side view of FIG. 5, the honeycomb structure 17 produced in this manner was attached by bolting the aluminum base plate 17c to the front end portion of the backup member 13 via the wooden laminated panel 17d.

Further, an acceleration sensor 31 and a gyro sensor 33 are installed on the crash test trolley 1, and devices for collecting data from these various sensors are mounted. In this embodiment, the total weight of the collision test trolley 1 after the test body 9 was attached and various sensors and devices were mounted was 640 kg.

The offset frontal collision test in this embodiment was performed using a wire-towed actual vehicle collision test facility, the layout was such that the barrier 23 overlapped by 40%, and the right side of the collision test trolley 1 was offset at a collision speed of 50 km / h. It was a method of collision.

High-speed cameras 25 having a plurality of fields of view were arranged above and to the left and right of the collision point, and the deformation state of the test body 9 and the movement of the collision test trolley 1 before and after the collision with the barrier 23 were photographed and recorded.

As described above, according to the performance evaluation of the vehicle body skeleton member in the offset frontal collision according to the present embodiment, for example, among the test bodies 9, the front side member 3 is replaced with a prototype by changing the material, and the front side member 3 It was possible to evaluate the effect of the material on the collision performance of. In addition, it was possible to evaluate the influence of the material on the collision performance by changing the material on the offset collision side of the front side member 3 and changing a part of the material of the front side member 3.

1 Crash test trolley 3 Front side member 3a Engine mount mounting position 5 Crash box 7 Bumper reinforcement 9 Specimen 11 trolley body 11a Front end 13 Backup member 15 Energy absorption parts 17 Honeycomb structure 17a Aluminum top plate 17b Aluminum honeycomb core 17c Aluminum base plate 17d Wooden laminated panel 21 Crash test device 23 Barrier 23a Fixed wall 23b Load cell 23c Wooden panel 25 High-speed camera 27 Barrier backup 31 Accelerometer 33 Gyro sensor 35 GPS sensor 41 Crash test trolley

Claims (4)

A test body having a pair of left and right front side members extending in the front-rear direction and a bumper reinforcement extending in the width direction to connect the front end sides of the pair of left and right front side members, and the test body A crash test trolley that includes a trolley body attached to the front end and collides with a barrier at a predetermined collision speed to perform a frontal collision test of the test piece.
A backup member extending in the width direction and erected between the pair of left and right front side members,
A collision characterized by being provided with an energy absorbing component attached to the bumper reinforcement side of the backup member and absorbing collision energy in the process of the barrier invading the inside of the test piece due to a frontal collision. Test trolley. The crash test carriage according to claim 1, wherein the backup member is installed at an engine mount mounting position on the pair of left and right front side members. The collision test carriage according to claim 1 or 2, wherein the energy absorbing component has a honeycomb structure. A collision test apparatus for performing a frontal collision test in which the collision test carriage according to any one of claims 1 to 3 collides with a barrier.
A collision test apparatus including a high-speed camera that captures a deformation process of the test body in a frontal collision process of the collision test carriage.

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