KR102176557B1 - Collision test device of vehicle - Google Patents

Abstract

The present invention increases the stability and reliability of the crash test by preventing the tow coupling part from being separated from the tow connection part when performing a test that collides with the barrier unit by towing a bogie unit connected to the towing part, and performs the same test repeatedly. It is related to a vehicle crash test apparatus that can reduce the cost of a crash test by preventing it and prevent a safety accident.

Description

Collision test device of vehicle

The present invention relates to a vehicle crash test apparatus, and more particularly, to prevent separation of the tow coupling portion from the tow connection portion when towing a bogie unit through a towing portion for a collision test of a vehicle, thereby increasing the stability and reliability of the collision test, It relates to a vehicle crash test device that can prevent safety accidents.

In general, when evaluating a vehicle, safety as well as its power performance has become an important factor, and accordingly, automobile manufacturers and parts suppliers are conducting a lot of research and experiments to increase the safety of the vehicle.

Accordingly, automakers and parts suppliers conduct various safety tests to check the safety level of developed automobiles or parts or improved parts when developing new cars or parts or improving parts for the first time. Completeness is checked according to whether it is suitable for.

The safety of automobiles is directly related to human life and can be said to be the factor that has the most influence on the completeness of the vehicle, and most countries in the world also apply the most stringent standards to the safety of such vehicles.

These safety tests include the safety test of the seat bag, the durability test of the test dummy, the airbag operation test, the door locking device deformation test, and the bumper crash test. These tests are conducted as close as possible to the actual vehicle conditions. The test is carried out through a slad-type impact test device in the state that each component is installed.

In addition, in general, in the production of automobiles, evaluations are made on the performance, durability, and safety of automobiles, and the evaluation results are reflected in automobile design to develop automobiles. Eventually, various crash tests are performed on the test vehicle (bogie), and such crash tests take a lot of time, personnel, and budget.

Such vehicle collision tests include a frontal collision, an offset collision (left and right), an inclined surface collision (left and right), and a pole collision test by a protrusion. In each of these collision tests, a collision test with the test vehicle (bogie) is performed while changing the collision surface of the barrier.

In addition, the vehicle movement test is carried out as a test in which the bogie unit collides with the barrier unit. In order to collide the bogie unit with the barrier unit, first connect the bogie unit to the traction unit, and then move the traction unit in the direction of the barrier unit. By towing the connected truck unit, the truck unit collides with the barrier unit. In such a vehicle crash test, the reliability of the test result can be increased only when the bogie unit collides with the correct motion in accordance with the conditions set by the barrier unit.

However, in the conventional automobile crash test apparatus, when the part connecting the bogie unit and the towing part is formed in a hook type, and the speed of traction is higher than a certain speed (approximately 15 Kph), the traction ring connected to the hook is released and thus the collision test of the car There was a problem that additional costs were incurred due to repeated tests as it was not possible to properly perform the test.

In addition, in the conventional automobile crash test apparatus, the traction part formed in a hook shape is fixed without moving left and right, so the hook is bent during the traction process of the heavy truck unit, and thus the prescribed test conditions cannot be performed. There was a problem that inhibited.

In addition, in the conventional automobile crash test apparatus, if the towing speed is carried out at a speed of more than a certain speed (approximately 35 Kph), the towing ring flim occurs during the collision test, and the truck unit is separated from the rail unit, resulting in a safety accident for the tester and the observer. There was a problem that caused.

Korean Patent Registration Publication No. 10-1535897 Korean Patent Publication No. 10-2017-0022221 Korean Utility Model Publication No. 20-1998-0020497 Korean Patent Registration Publication No. 10-0255597

The present invention is to solve the above problems, and an object of the present invention is to prevent the tow coupling part from being separated from the tow connection part when performing a test that collides with the barrier unit by towing the truck unit connected to the towing part. It is to provide a vehicle crash test apparatus that can reduce the cost of a crash test by performing a test and preventing repeated execution of the same test, increasing the stability and reliability of the crash test, and preventing safety accidents.

Vehicle crash test apparatus according to the present invention in order to achieve the object of the present invention is a rail unit; And a cart unit installed to be reciprocally moved along the rail unit. A bumper unit detachably installed on the cart unit; And a barrier unit installed adjacent to the front end of the rail unit so as to collide with the bogie unit, wherein the rail unit includes: a rail unit installed on the ground; And a motor unit generating power for colliding the bogie unit with the barrier unit. A wire part moving by driving the motor part; And a traction unit detachably coupled to the bogie unit while being connected to the wire unit, wherein the traction unit comprises: a tow support unit installed on the rail unit; A tow body part installed on the upper part of the tow support part; A tow connection part installed above the tow body part to traction the bogie unit; And a tow coupling portion for fastening the bogie unit and the tow connection portion.

Vehicle crash test apparatus according to an embodiment of the present invention to achieve the object of the present invention is a rail unit; And a cart unit installed to be reciprocally moved along the rail unit. A barrier unit installed adjacent to the front end of the rail unit so as to collide with the truck unit; And a control unit for controlling a collision between the bogie unit and the barrier unit, wherein the rail unit includes: a rail unit installed on the ground; And a motor unit generating power for colliding the bogie unit with the barrier unit. A wire part moving by driving the motor part; And a traction unit detachably coupled to the bogie unit while being connected to the wire unit, wherein the traction unit comprises: a tow support unit installed on the rail unit; A tow body part installed on the upper part of the tow support part; A tow connection part installed above the tow body part to traction the bogie unit; And a tow coupling portion for fastening the bogie unit and the tow connection portion.

Vehicle crash test apparatus according to another embodiment of the present invention in order to achieve the object of the present invention is a rail unit; And a cart unit installed to be reciprocally moved along the rail unit. A barrier unit installed adjacent to the front end of the rail unit so as to collide with the truck unit; And a safety unit installed at the rear of the barrier unit to prevent separation of the barrier unit when the truck unit collides with the barrier unit, wherein the rail unit includes: a rail unit installed on the ground; And a motor unit generating power for colliding the bogie unit with the barrier unit. A wire part moving by driving the motor part; And a traction unit detachably coupled to the bogie unit while being connected to the wire unit, wherein the traction unit comprises: a tow support unit installed on the rail unit; A tow body part installed on the upper part of the tow support part; A tow connection part installed above the tow body part to traction the bogie unit; And a tow coupling portion for fastening the bogie unit and the tow connection portion.

A vehicle crash test apparatus according to another embodiment of the present invention in order to achieve the object of the present invention includes a rail unit; And a cart unit installed to be reciprocally moved along the rail unit. A barrier unit installed adjacent to the front end of the rail unit so as to collide with the truck unit; And a photographing unit installed adjacent to the front of the barrier unit to photograph a collision state when the bogie unit and the barrier unit collide with each other, wherein the rail unit includes: a rail unit installed on the ground; And a motor unit generating power for colliding the bogie unit with the barrier unit. A wire part moving by driving the motor part; And a traction unit detachably coupled to the bogie unit while being connected to the wire unit, wherein the traction unit comprises: a tow support unit installed on the rail unit; A tow body part installed on the upper part of the tow support part; A tow connection part installed above the tow body part to traction the bogie unit; And a tow coupling portion for fastening the bogie unit and the tow connection portion.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the traction unit of the vehicle crash test apparatus is horizontally opposite to the front tow stopper unit and the front tow stopper unit installed in front of the tow body unit. It may include; a tow stopper portion having a rear tow stopper portion installed at the rear of the tow body portion to be spaced apart.

Further, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the rail portion of the vehicle crash test apparatus includes a rail groove portion extending in a horizontal direction to accommodate a part of the traction unit; A plurality of rail guides guiding the traction unit so that the traction unit moves in a horizontal direction along the rail groove; And a rail separation prevention part installed at a tip end of the rail groove part to prevent the traction part from being separated from the rail groove part.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the front tow stopper part of the vehicle crash test apparatus includes: a front cut-off part extending in a height direction so as to be accommodated in the rail groove; A front shielding portion extending in a vertical direction so as to be perpendicular to the front blocking portion on one side of the front blocking portion in the height direction; And a front connection portion extending in a horizontal direction so as to be adjacent to the rear tow stopper on one surface of the front shielding portion.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the rear tow stopper part of the vehicle crash test apparatus is spaced apart from each other while facing the front blocking part in a horizontal direction, and in a height direction so as to be accommodated in the rail groove part. A rear cut-off portion extending into a direction; A rear shielding portion extending in a vertical direction so as to be perpendicular to the rear blocking portion on one side of the rear blocking portion in the height direction; And a rear connecting portion extending in a horizontal direction so as to be adjacent to the front tow stopper on one surface of the rear shielding portion.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow connection part of the vehicle crash test apparatus comprises: a tow receiving part recessed in a part of the tow connection part; And a tow insertion part inserted and installed to be inserted into or withdrawn into the tow receiving part.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow receiving portion of the vehicle crash test apparatus may be formed inclinedly recessed in the tow connecting portion.

In addition, in another preferred embodiment of the vehicle crash testing apparatus according to the present invention, one surface of the tow connecting portion in which the tow receiving portion of the vehicle crash testing apparatus is formed is the traction unit traction the bogie unit in a direction adjacent to the barrier unit. When doing so, it may be formed to be inclined downward toward the same direction as the moving direction.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the angle at which the tow receiving portion of the vehicle crash test apparatus is inclinedly recessed in the tow connection portion may be formed to be an acute angle.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the angle at which the tow receiving portion of the vehicle crash test apparatus is inclinedly recessed in the tow connecting portion may be formed to be 10 degrees or more and 80 degrees or less.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow part of the vehicle crash test apparatus is rotatably installed on the tow stopper part and the tow support part so as to linearly reciprocate along the rail part. It may include; a roller part.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow roller part of the vehicle crash test apparatus comprises: a first tow roller installed at the front connection; And a second tow roller installed at the rear connection portion so as to be horizontally spaced apart while opposing the first tow roller.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow roller part of the vehicle crash test apparatus includes a third tow installed on the tow support part so as to face each other in a height direction and spaced apart from the first tow roller. Roller; And a fourth tow roller installed in the tow support portion so as to be spaced apart in a horizontal direction while facing the third tow roller.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the traction part of the vehicle crash test apparatus is to prevent the traction part from being separated from the rail part when the traction part and the rail separation prevention part collide. It may include; a tow buffer unit installed on the tow stopper.

In addition, in another preferred embodiment of the vehicle crash test apparatus according to the present invention, the tow buffer part of the vehicle crash test apparatus comprises: a front tow buffer part installed in the front shield; And a rear tow cushioning unit installed on the rear shielding unit.

The vehicle crash test apparatus according to the present invention prevents the tow insertion part from being separated from the tow receiving part even at a certain speed or higher by allowing the tow insertion part to be inserted into the tow receiving part formed obliquely in the tow connecting part to connect the bogie unit and the tow part. Accurately performing the crash test has the effect of reducing the cost of the crash test by preventing repeating the same impulse test.

In addition, in the vehicle crash test apparatus according to the present invention, the tow insertion part is inserted into the tow receiving part, and the tow insertion part flexibly moves inside the tow receiving part in accordance with the minute horizontal movement occurring during the traction process of the heavy truck unit. By preventing bending, it is possible to accurately perform the prescribed test conditions, thereby improving the reliability and stability of the vehicle crash test results.

In addition, the vehicle collision test apparatus according to the present invention minimizes the tension applied to the tow coupling portion connected to the tow insert as the tow insert moves flexibly during the collision test, thereby preventing the truck unit from being separated from the rail unit. It has the effect of preventing an observer's safety accident.

1 shows a conceptual diagram of a vehicle crash test apparatus according to an embodiment of the present invention.
FIG. 2 shows a plan view of FIG. 1.
3 is a conceptual diagram of a rail unit of a vehicle crash test apparatus according to an embodiment of the present invention.
4 is a front perspective view of a traction unit of a vehicle crash test apparatus according to an embodiment of the present invention.
5 is a rear perspective view of a traction unit of a vehicle crash test apparatus according to an embodiment of the present invention.
6 shows an enlarged view of part C of FIG. 5.
7 shows a conceptual diagram for a state in which the bogie unit and the traction unit are combined.
8 is a conceptual diagram of a bogie unit of a vehicle crash test apparatus according to an embodiment of the present invention.
9 is a side view of a barrier unit of a vehicle crash test apparatus according to an embodiment of the present invention in a direction of a second barrier.
10 is a plan view of a vehicle crash test apparatus according to an embodiment of the present invention.
11 is a perspective view showing a first barrier portion of a barrier unit of a vehicle crash test apparatus according to an embodiment of the present invention in a forward position.
12 is a perspective view showing a second barrier part of a barrier unit of a vehicle crash test apparatus according to an embodiment of the present invention in a forward position.
13 shows an enlarged view of part A of FIG. 8.
14 is a perspective view showing a fourth barrier part of a barrier unit of a vehicle crash test apparatus according to an exemplary embodiment of the present invention in a forward position.
15 is an enlarged view of part B of FIG. 10.
16 is a block diagram of a control unit of a vehicle crash test apparatus according to an embodiment of the present invention.
17 is a flowchart illustrating a control method of a vehicle crash test apparatus according to an embodiment of the present invention.

Hereinafter, with reference to the drawings of a vehicle crash test apparatus according to an embodiment of the present invention will be described in detail. The following embodiments are provided as examples in order to sufficiently convey the spirit of the present invention to those skilled in the art. Accordingly, the present invention is not limited to the embodiments described below and may be embodied in other forms. In addition, in the drawings, the size and thickness of the device may be exaggerated for convenience. Throughout the specification, the same reference numbers indicate the same elements.

Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be implemented in a variety of different forms, only the present embodiments make the disclosure of the present invention complete, and common knowledge in the technical field to which the present invention pertains. It is provided to completely inform the scope of the invention to those who have it, and the invention is only defined by the scope of the claims. The same reference numerals refer to the same elements throughout the specification. In the drawings, the sizes and relative sizes of layers and regions may be exaggerated for clarity of description.

The terms used in this specification are for describing exemplary embodiments, and therefore, are not intended to limit the present invention. In this specification, the singular form also includes the plural form unless specifically stated in the phrase. As used in the specification, "comprise" and/or "comprising" refers to the presence of one or more other components, steps, actions and/or elements, and/or elements, steps, actions and/or elements mentioned. Or does not exclude additions.

1 is a conceptual diagram showing a vehicle crash test apparatus according to an embodiment of the present invention, and FIG. 2 is a plan view of FIG. 1.

3 is a conceptual diagram showing a rail unit of a vehicle crash test apparatus according to an embodiment of the present invention, and FIG. 4 is a front perspective view of a traction unit of a vehicle crash test apparatus according to an embodiment of the present invention.

5 is a rear perspective view of a traction unit of a vehicle crash test apparatus according to an embodiment of the present invention, and FIG. 6 is an enlarged view of part C of FIG. 5.

7 is a conceptual diagram showing a state in which the bogie unit and the towing unit are coupled, and FIG. 8 is a conceptual diagram of the bogie unit of the vehicle crash test apparatus according to an embodiment of the present invention.

9 is a side view of a barrier unit of a vehicle crash testing apparatus according to an embodiment of the present invention in a direction of a second barrier, FIG. 10 is a plan view showing a vehicle crash testing apparatus according to an embodiment of the present invention, and FIG. A perspective view is shown in a state in which the first barrier part of the barrier unit of the vehicle crash test apparatus according to an embodiment of the present invention is positioned forward.

FIG. 12 is a perspective view showing a second barrier part of a barrier unit of a vehicle crash test apparatus according to an embodiment of the present invention, and FIG. 13 is an enlarged view of part A of FIG. 8.

FIG. 14 is a perspective view showing a fourth barrier part of a barrier unit of a vehicle crash test apparatus according to an embodiment of the present invention in a forward position, and FIG. 15 is an enlarged view of part B of FIG. 10.

16 is a block diagram of a control unit of a vehicle crash test apparatus according to an embodiment of the present invention, and FIG. 17 is a flowchart illustrating a control method of a vehicle crash test apparatus according to an embodiment of the present invention.

The definitions of terms used below are as follows. "Horizontal direction" means the transverse direction in the longitudinal direction in the same member, "vertical direction" means the longitudinal direction in the same member while being perpendicular to the longitudinal direction, and "height direction" is orthogonal to the longitudinal direction and the width direction And means the height direction in the same member. In addition, upward (upper) means an upward direction in the "vertical direction", that is, a direction facing upward in FIGS. 1 to 15, and downward (lower) means a downward direction in the "height direction", that is, in FIGS. 1 to 15 It means the direction facing down. In addition, "elevating (ascending)" means moving in a vertical direction upward in FIGS. 1 to 15, and "falling" means moving in a vertical direction downward in FIGS. 1 to 15 it means. In addition, the inner side (inner) means the side relatively close to the center of the same member, that is, the inner side in FIGS. 1 to 15, and the outer side means the side relatively far from the center of the same member, that is, the outer side in FIGS. 1 to 15 . In addition, "front" means a side closer to the front end of the rail unit when facing the rail unit in the same member, and "rear side" means a side far from the front end of the rail unit when facing the rail unit in the same member.

A vehicle crash test apparatus 1 according to the present invention will be described with reference to FIGS. 1 to 16. As shown in FIGS. 1 to 2, the vehicle crash test apparatus 1 according to the present invention includes a rail unit 1000, a truck unit 2000, a bumper unit 5000, a barrier unit 3000, and a control unit 4000. , A safety unit 6000, and/or a photographing unit 7000.

The rail unit 1000 is installed on the ground to have a certain length while facing the barrier unit 3000.

As shown in Figure 3, the vehicle crash test apparatus 1 according to the present invention, the rail unit 1000 includes a rail unit 1100, a motor unit 1200, a wire unit 1300, and a traction unit 1400. Include.

The rail part 1100 is installed on the ground. That is, the rail unit 1100 is installed in a constant length toward the barrier unit 3000 so that the truck unit 2000 can move along the rail unit 1100 and achieve a desired collision speed while being dug to a certain depth on the ground. .

Referring to FIG. 3, the rail part 1100 includes a rail groove part 1110, a rail separation prevention part 1120, and a rail guide part 1130.

The rail groove 1110 is formed to extend in the horizontal direction to accommodate a part of the traction unit 1400. That is, a part of the traction unit 1400, in particular, as described later, so that the traction unit 1400 moves along the rail groove 1110 formed concavely in the rail unit 1100 to traction the bogie unit 2000 The branch portion 1410 is accommodated in the rail groove portion 1110.

The rail guide unit 1130 may be formed in plural, and serves to guide the traction unit 1400 so that the traction unit 1400 moves in a horizontal direction along the rail groove unit 1110. That is, as the rail part 1100 is provided with the rail guide part 1130, the traction part 1400 is guided by the rail guide part 1130 and is not separated from the rail groove part 1110 and along the rail groove part 1110 It moves smoothly.

The rail separation prevention unit 1120 is a rail to prevent the traction unit 1400 from being separated from the rail groove 1110 when the truck unit 2000 towed by the traction unit 1400 collides with the barrier unit 3000. It is installed at the tip of the groove 1110.

The motor unit 1200 is installed on the rail unit 1100 or the safety unit 6000. The motor unit 1200 generates power to collide the bogie unit 2000 with the barrier unit 3000. In addition, such a motor unit may be formed of a servo motor so that the rotational speed is controlled by the control unit 4800 of the control unit 4000 to be described later.

The wire 1300 is installed inside the rail unit 1100 and moves back and forth along the rail unit when the motor unit 1200 is driven.

The traction unit 1400 is detachably coupled to the bogie unit 2000 while being connected to the wire unit 1300. That is, when the motor unit 1200 operates at a desired rotational speed by a signal from the control unit 4800 of the control unit 4000, the wire 1300 moves inside the rail unit 1100, and the rail unit 1100 The traction unit 1400 connected to the unit moves along the rail unit 1100 at a desired speed, and at the same time, the bogie unit 2000 coupled to the traction unit 1400 moves at a desired speed and collides with the barrier unit 3000. do.

As described above, the vehicle crash test apparatus according to the present invention can easily perform a vehicle crash test of various speeds by controlling the rotation speed of the motor unit, and improve the reliability and accuracy of the crash test through precise speed control.

4 and 5, the traction unit 1400 of the vehicle crash test apparatus 1 according to the present invention includes a tow support unit 1410, a tow body unit 1420, a tow connection unit 1430, and a tow coupling unit ( 1440).,

The tow support portion 1410 is inserted into the rail groove portion 1110 and installed in the rail portion 1100. That is, the tow support part 1410, which is a part of the traction part 1400, is inserted into the rail groove 1110 of the rail part 1100, thereby combining the traction part 1400 and the rail part 1100.

The tow body part 1420 is installed above the tow support part 1410.

The tow coupling unit 1440 serves to fasten the balance unit 2000 and the tow connection unit 1430, and is not limited thereto, but may be formed of a wire or the like as shown in the drawings.

4 to 6, the tow connection part 1430 includes a tow receiving part 1431 and a tow insertion part 1432, and the tow connection part 1430 is a tow body part for towing the bogie unit 2000. It is installed on top of (1420). And although not necessarily limited to this. The tow connector 1430 may be installed to be rotated left and right. Accordingly, when shaking occurs in the process of towing the truck unit 2000, which is the weight of the traction unit 1400, the tow connection unit 1430 rotates left and right in accordance with the shaking direction to flexibly apply the force applied to the tow connection unit 1430. It can be distributed so that the tow connector 1430 is prevented from bent or damaged, and the truck unit is prevented from being separated from the rail unit, thereby preventing safety accidents for testers and observers, and furthermore accurately performing a crash test of the vehicle. It is possible to reduce the cost of the crash test by preventing the same impulse test from being repeated.

In addition, the tow connecting portion 1430 has one surface 1430a of the tow connecting portion 1430, which is a portion where the tow receiving portion 1431 is formed, is formed to be inclined. Specifically, the direction in which one surface (1430a) of the tow connection unit 1430 is inclined is the direction in which the traction unit 1400 moves when the traction unit 1400 pulls the bogie unit 2000 in a direction adjacent to the barrier unit 3000. It is formed to incline downward toward the same direction (refer to the arrow direction shown in FIG. 6).

The tow insertion part 1432 is installed to be inserted into or withdrawn into the tow receiving part 1431. Although not necessarily limited to this. As shown in the figure, the tow insertion portion 1432 is formed in a pin type, so that the tow insertion portion 1432 can be easily inserted or withdrawn from the tow receiving portion 1431 as needed.

The tow receiving portion 1431 is formed in a portion of the tow connecting portion 1430 to accommodate the tow insertion portion 1432. In addition, referring to FIG. 6, the tow receiving portion 1431 is formed inclinedly recessed in the tow connecting portion 1430. Specifically, the angle at which the tow receiving portion 1431 is inclinedly recessed into the tow connector 1430 (shown in FIG. α) is formed to be an acute angle. The acute angle means an angle greater than 0° and less than a right angle (90°). And, although not necessarily limited thereto, preferably the angle at which the tow receiving portion 1431 is obliquely recessed in the tow connector 1430 (see α shown in FIG. 6) is formed to be 10 degrees or more and 80 degrees or less. .

That is, one surface (1430a) of the tow connection portion 1430 of the vehicle crash test apparatus according to the present invention is a traction unit when the traction unit 1400 pulls the bogie unit 2000 in a direction adjacent to the barrier unit 3000 ( 1400) is formed to be inclined downward in the same direction as the moving direction (refer to the arrow direction shown in FIG. 6), and in one surface (1430a) of the tow connector 1430 formed to be inclined downward, the tow receiving part 1431 is inclined. Is formed, and the tow receiving portion 1431 is formed obliquely indented to one surface 1430a of the tow connecting portion 1430 (see α shown in Fig. 6) is formed at an acute angle as described above, and specifically formed obliquely indented The angle (see α shown in FIG. 6) may be formed to be 10 degrees or more and 80 degrees or less. In addition, when the angle at which the tow receiving portion 1431 is inclinedly recessed into the tow connector 1430 (see α shown in FIG. 6) is less than 10 degrees, the tow coupling portion 1440 connected to the tow insertion portion 1432 is The heavy weight truck unit 2000 is caught on one side 1430a of the inclined tow connector by the pulling force, so that the towing unit 1400 cannot tow the truck unit 2000 at an accurate speed, or the tow coupling unit 1440 ) Is in contact with the tow connector 1430 and is rubbed off. Conversely, when the angle at which the tow receiving portion 1431 is inclinedly recessed in the tow connecting portion 1430 (see α shown in FIG. 6) is greater than 80 degrees, the traction unit 1400 is the truck unit 2000 as described later. When pulling in a direction adjacent to the barrier unit 3000, the tow insertion portion by tension in the tow coupling portion 1440 in a direction opposite to the direction in which the pulling portion 1400 moves (refer to the arrow direction shown in FIG. 6) There is a problem in that the tow insertion part 1432 is separated from the tow receiving part 1431 due to the effect of tension, and the tow insertion part 1432 is not sufficiently caught in the tow receiving part 1431.

As described above, when one surface 1430a of the tow connection part 1430 is towing the truck unit 2000 in a direction adjacent to the barrier unit 3000, the traction part 1400 moves in the direction in which the traction part 1400 moves (FIG. 6 It is formed to be inclined downward in the same direction as shown in the arrow direction shown in), and the tow receiving part 1431 is inclined to one side 1430a of the tow connecting part 1430, and the angle formed is acute (specifically, the angle formed inclined to be inclined is 10 degrees. Above to 80 degrees), the tow insertion portion 1432 adjacent to the tow coupling portion 1440 is inserted into the tow receiving portion 1431 so that the portion of the tow insertion portion 1432 is inclined in a direction adjacent to the barrier unit 3000.

Accordingly, when the traction unit 1400 pulls the bogie unit 2000 in a direction adjacent to the barrier unit 3000, the traction unit 1400 moves in a direction opposite to the direction (refer to the arrow direction shown in FIG. 6). Even if tension is generated in the tow coupling part 1440, the tow inserting part 1432 is caught by the tow receiving part 1431, so that the tow inserting part 1432 is prevented from being separated from the tow receiving part 1431, thereby causing a collision of a car. By accurately performing the test, it is possible to reduce the cost of the crash test by preventing the repeated impulse test from being repeated, and furthermore, it is possible to prevent safety accidents for testers and observers by preventing the truck unit from being separated from the rail unit.

4 and 5, the traction unit 1400 of the vehicle crash test apparatus 1 according to the present invention includes a tow stopper unit 1450. In addition, the tow stopper portion 1450 includes a front tow stopper portion 1451 and a rear tow stopper portion 1452.

The tow stopper unit 1450 is installed at both ends of the tow body unit 1420 in the horizontal direction to block the traction unit 1400 from being separated from the rail unit 1100. In addition, the front tow stopper part 1451 is installed in front of the tow body part 1420, and the rear tow stopper part 1452 faces the front tow stopper part 1451 and is horizontally spaced apart from the tow body part 1420 ) Is installed in the rear.

The front tow stopper part 1451 includes a front blocking part 1454, a front blocking part 1453 and a front connecting part 1452, and the front blocking part 1454 extends in the height direction to be accommodated in the rail groove 1110 Is formed, and the front shielding portion 1453 is formed extending in a vertical direction so as to be perpendicular to the front blocking portion 1454 on one side in the height direction of the front blocking portion 1454, and the front connecting portion 1452 is It is formed extending in the horizontal direction so as to be adjacent to the rear tow stopper portion 1455 on one side.

The rear tow stopper unit 1455 includes a rear blocking unit 1458, a rear blocking unit 1457 and a rear connecting unit 1456, and the rear blocking unit 1458 is facing the front blocking unit 1454 in a horizontal direction. They are spaced apart from each other and extend in the height direction so as to be accommodated in the rail groove portion 1110, and the rear shielding portion 1457 extends in a vertical direction so as to be perpendicular to the rear blocking portion 1458 on one side in the height direction of the rear blocking portion 1458 The rear connection portion 1456 is formed to extend in the horizontal direction so as to be adjacent to the front tow stopper portion 1455 on one surface of the rear shielding portion 1457.

4 and 5, the traction unit 1400 of the vehicle crash test apparatus 1 according to the present invention includes a tow roller unit 1460.

The tow roller unit 1460 is rotatably installed on the tow stopper unit 1450 and the tow support unit 1410 so as to linearly reciprocate along the rail unit 1100. Although not necessarily limited thereto, the tow roller unit 1460 may be made of a wheel or a rail, and may be configured to linearly reciprocate the rail unit 1100 without strong friction.

The tow roller unit 1460 includes a first tow roller 1461, a second tow roller 1462, a third tow roller 1463 and a fourth tow roller 1464, and the first tow roller 1461 It is installed on the front connection 1452, the second tow roller 1462 is installed on the rear connection 1456 so as to be horizontally spaced apart while opposing the first tow roller 1461, and the third tow roller 1463 is It is installed in the tow support part 1410 to be spaced apart while facing each other in the height direction with the 1 tow roller 1461, and the fourth tow roller 1464 is opposed to the third tow roller 1463 and spaced in the horizontal direction. 1410).

In this way, as the first tow roller 1461, the second tow roller 1462, the third tow roller 1463 and the fourth tow roller 1464 are formed on the tow support portion 1410 and the front and rear connection portions 1452.1456, Accurate crash test can be performed by performing a crash test in a state that minimizes the influence of frictional force during traction of the traction unit 1400 by allowing the traction unit 1400 to smoothly reciprocate in a straight line in two places. Reliability and stability can be secured.

4 and 5, the traction unit 1400 of the vehicle crash test apparatus 1 according to the present invention includes a tow buffer unit 1470. The tow buffer unit 1470 is installed on the tow stopper unit 1450 to prevent the traction unit 1400 from being separated from the rail unit 1100 when the traction unit 1400 and the rail separation prevention unit 1120 collide. . In addition, the toe buffer unit 1470 includes a front tow buffer unit 1471 installed in the front shielding unit 1457 and a rear tow buffer unit 1472 installed at the rear shielding unit 1457.

The cart unit 2000 is installed to be reciprocated along the rail unit 1000.

As shown in FIG. 8, the truck unit 2000 of the vehicle crash test apparatus 1 according to the present invention includes a body part 2100, a plurality of wheel parts 2200, a front collision part 2300, and a rear collision part 2400. ), and a plurality of stop portions 2500.

The body portion 2100 is formed similar to the external shape of a vehicle, and forms the external shape of the truck unit 2000. Although not necessarily limited thereto, the body portion 2100 may be formed of various materials such as a composite material, metal, plastic, etc., and it is preferable that the body portion 2100 be formed of a material similar to that of the vehicle to be subjected to a crash test as possible for accurate testing.

The plurality of wheel parts 2200 can be rotated on the body part 2100 so that the cart unit 2000 can linearly reciprocate along the rail part 1100 by the traction part 1400 while supporting the body part 2100. Is installed. That is, the plurality of wheel parts 2200 are rotatably installed in four places of the body part 2100 so as to stably support the four parts of the body part 2100 in the same way as a real automobile, and are formed in the same manner as a general automobile tire. It is desirable.

The front impact part 2300 is installed in front of the body part so that the bumper unit 5000 is detachably mounted. That is, the front collision part 2300 is the same part as the front of a general vehicle, and the front bumper unit of the vehicle is mounted on the front collision part 2300, so that the front collision test can be smoothly performed.

The rear collision part 2400 is installed at the rear of the body part so as to face each other around the front collision part and the body part, so that the bumper unit 5000 is detachably mounted. That is, the rear collision part 2400 is the same part as the rear of a general vehicle, and the rear bumper unit of the vehicle is mounted on the rear collision part 2400 to smoothly perform the rear collision test.

As such, the bogie unit 2000 can easily change the front and rear impacts by simply rotating the bogie's position by 180 degrees, thereby reducing the time and cost of various collision tests of the vehicle and maximizing the convenience of the experimenter.

The stop part 2500 is installed adjacent to each wheel part 2200 to block rotation of the wheel. That is, the stop part 2500 may be formed of a hydraulic or disk type brake capable of stopping rotation of the wheel part in case of emergency or when speed control is required. Accordingly, in case of emergency or sudden collision between the truck unit and the barrier unit, the stop unit is operated by a signal from the control unit 4800 of the control unit 4000 to instantly stop the movement of the truck unit, thus preventing a safety accident. It can prevent, prevent damage or damage to the vehicle crash test device, and reduce maintenance and test costs.

The bumper unit 5000 is installed detachably to the cart unit 2000. As described above, the bumper unit 5000 is divided into a front bumper and a rear bumper, and is detachably installed in the front or rear bumper according to the required collision test.

The barrier unit 3000 is installed adjacent to the front end of the rail unit 1000 so as to collide with the bogie unit 2000. That is, the barrier unit 3000 is installed at the end of the rail unit 1000 so that the truck unit 2000 can collide at a desired speed according to the type of vehicle crash test. The barrier unit 3000 may be formed of a heavy object such as concrete in order to withstand the impact and prevent damage or damage when the truck unit collides.

The control unit 4000 performs a function of controlling the collision between the bogie unit 2000 and the barrier unit 3000 for various collision tests of a vehicle. Although not necessarily limited thereto, the control unit 4000 is installed to be spaced apart from the rail unit 1000 by a predetermined distance in order to secure operation convenience and stability of the experimenter.

The safety unit 6000 is installed at the rear of the barrier unit 3000 to prevent separation from the position where the barrier unit 3000 is installed in the event of a collision between the bogie unit 2000 and the barrier unit 3000.

As shown in FIGS. 1 and 2, the safety unit 6000 of the vehicle crash test apparatus 1 according to the present invention includes a weight body 6100 and a housing 6200.

The weight part 6100 is fixedly installed at the rear of the barrier unit 3000. That is, the weight body part 6100 is spaced apart from the barrier unit 3000 with respect to the tip of the rail unit 1000 so that the barrier unit 3000 is positioned between the rail unit 1000 and the weight body part 6100 3000). Although not necessarily limited thereto, the weight part 6100 is formed of a material having strong rigidity, such as a concrete block or a metal block or a metal frame.

The housing part 6200 covers the circumferential surface of the weight part 6100. The housing part 6200 may be formed in a metal frame, a metal mesh, or a plastic shape, and a motor part 1200 and various measuring devices may be installed between the weight part 6100 and the housing part 6200.

As described above, the vehicle crash test apparatus according to the present invention prevents separation from the position where the barrier unit is installed when the truck unit and the barrier unit collide by the safety unit, and prevents personal accidents and other devices that may occur due to the separated barrier unit. By preventing damage, the safety and reliability of the vehicle crash test system can be improved.

The photographing unit 7000 is installed adjacent to the front of the barrier unit 3000 in order to photograph a collision state when the bogie unit 2000 and the barrier unit 3000 collide.

As shown in FIGS. 1 to 2, the photographing unit 7000 of the vehicle crash test apparatus 1 according to the present invention includes a photographing unit 7100 and a lighting unit 7200.

The photographing unit 7100 is installed on both side surfaces and upper portions of the front of the barrier unit where the balance unit 2000 and the barrier unit 3000 collide. The image recording captured by the photographing unit 7100 is transmitted to the image data storage unit 4260 of the data storage unit 4200 of the control unit 4000 to be described later, and recorded and stored.

The lighting unit 7200 is adjacent to the photographing unit 7100 and is movably installed to irradiate a light source at the collision point between the balance unit 2000 and the barrier unit 3000 when the photographing unit 7100 is operated. The lighting unit 7200 may be formed of a lighting lamp.

In addition, although not shown in the drawing, the photographing unit and the lighting unit are movably installed on the frame installed on the rail unit and the barrier unit, so that when the truck unit and the barrier unit collide, the collision state is related to collision vibration or noise. It can be photographed and moved easily by operation of the control unit.

In this way, by accurately photographing and recording the moment of collision when the bogie unit and the barrier unit collide with the photographing unit, the collision test result is accurately analyzed to improve the accuracy and reliability of the vehicle collision test apparatus, Regardless of the vehicle crash test, it is possible to facilitate the experimenter's convenience and reduce the cost of the crash test.

1 and 9 to 15, the barrier unit 3000 according to the present invention includes a base portion 3100, a body portion 3200, an operation portion 3300, a stopper portion 3400, and a first berry. It includes a fisherman 3500, a second barrier portion 3600, a third barrier portion 3700, and a fourth barrier portion 3800.

The base part 3100 is fixedly installed adjacent to the front end of the rail unit 1000. That is, the base part 3100 is installed at a position where the truck unit 2000 may collide at one end of the rail unit 1000. Although not necessarily limited thereto, the base part 3100 may be formed in the form of a concrete weight having a cavity therein or a metal frame having a space in which an operation unit, which will be described later, may be installed.

The main body 3200 is installed to be elevating and rotatable above the base part 3100. That is, the main body 3200 needs to be rotated as the collision part must be positioned to face the rail part of the rail unit for another vehicle collision test by a signal from the control unit 4800 of the control unit to be described later. In this way, in order to rotate the main body 3200, it rotates in an elevated state in the base part 3100, and is fixed in a lowered state in the base part when rotation is completed to support and absorb impact energy during a collision. In addition, as described above, the main body 3200 may be formed of a heavy object such as a concrete block or a metal material, or a metal frame having similar rigidity and load.

The operation unit 3300 is installed on the base unit 3100 to generate power to elevate and rotate the body unit 3200.

As shown in FIG. 9, the operation part 3300 of the vehicle crash test apparatus 1 according to the present invention includes a lift part 3310 and a rotation part 3320.

The lift part 3310 raises and lowers the body part 3200 from the base part 3100 when the body part 3200 rotates, and when the body part 3200 collides with the cart unit 2000 in a state where the necessary rotation of the body part 3200 is completed. It performs a function of lowering the main body 3200. Although not necessarily limited to this, a total of four lift units 3310 are installed, one each between the lower portions of the four faces of the main unit 3200 and the base unit, to safely lift and lower the body unit 3200, which is a heavy object. In addition, it is preferable that the lift part 3310 is formed of an air bearing for fast lifting and descending of the main body and stable lifting and descending. That is, when the main body 3200 is raised or lowered by a signal from the control unit 4800, air is introduced into the lift unit 3310 to increase the volume, so that the main body is raised and lowered, and when the main body 3200 is lowered, the lift unit As the air introduced into the 3310 flows out and the volume decreases, the body portion is lowered. As such, it is possible to quickly and accurately raise and lower the body part at the time of need only by simple operation of inflow and outflow of air, thereby minimizing installation space and reducing manufacturing cost.

The rotating part 3320 generates rotational power to rotate the main body 3200 to rotate the main body 3200 while the main body 3200 is raised and lowered by the lift part 3310. That is, the rotation unit 3320 generates power that rotates by a rotation angle according to a signal from the control unit while the body unit is raised and lowered by the lift unit 3310 by a signal from the control unit 4800 to rotate the body unit. Although not necessarily limited thereto, the rotating part is formed by a servo motor.

The stopper part 3400 performs a function of fixing the body part to the base part in order to prevent elevating and lowering and rotation of the body part when the bogie unit 2000 and the barrier unit 3000 collide. Two of the stopper parts 3400 are installed at the lower portions of each surface of the body part 3200 to firmly fix the body part 3200 and the base part 3100. Although not necessarily limited thereto, the stopper part 3400 may be formed in the form of a hydraulic chuck or a pneumatic chuck, a hydraulic cylinder, or a pneumatic cylinder. That is, the stopper part 3400 is released when the main body 3200 is raised and lowered by the lift unit 3310 by a signal from the control unit 4800, and after the main body 3200 is rotated by the rotation unit 3320 It is operated in a lowered state by the lift part 3310 to firmly fix the body part 3200 and the base part 3100. In this way, when the bogie unit and the barrier unit collide by the stopper unit 3400, the main body is automatically fixedly coupled to the base unit, thereby preventing personal accidents caused by the separation of the barrier unit or bogie unit in advance, It is possible to reduce maintenance cost by preventing damage or damage to the test device, reduce the time and cost of car crash test due to automatic progression, and maximize the convenience of the experimenter.

The first barrier portion 3500 is installed on the first surface 3210 of the body portion for four different vehicle collision tests.

The second barrier portion 3600 is installed on the second surface 3220 of the main body so as to be adjacent to the first surface 3210 of the main body.

The third barrier portion 3700 is installed on the third surface 3230 of the main body so as to be adjacent to the second surface 3220 of the main body and face the first surface 3210 of the main body.

The fourth barrier 3800 is installed on the fourth surface 3240 of the main body so as to be adjacent to the third surface 3230 of the main body and face the second surface 3220 of the main body.

As shown in FIGS. 1 to 2 and 9 to 10, the barrier unit 3000 of the vehicle collision test apparatus 1 according to the present invention, specifically, the main body 3200 of the barrier unit, is used for various collision tests of automobiles. It is installed rotatably for the purpose, and in particular, the body portion 3200 of the barrier unit 3000 is formed in a rectangular shape. More specifically, the main body 3200 is formed in a rectangular parallelepiped shape, and is installed to be able to rotate 360 degrees in a desired direction according to the type of vehicle crash test in a clockwise and counterclockwise direction.

In addition, although not necessarily limited thereto, the first, 2, 3, and 4 barrier units (3500, 3600, 3700, 3800) installed on the first, 2, 3, and 4 surfaces of the main body are used for various vehicle collision tests. It is detachably installed on the first, second, third, and fourth sides (3210, 3220, 3230, 3240) of the negative. In this way, the first, second, third, and fourth barrier parts are detachably installed on the first, second, third, and fourth surfaces of the main body, and the collision parts for various types of collision tests as necessary are the first, second, and third parts of the main body. In addition, it can be easily combined on four sides to perform a crash test and easily remove it to secure diversity of crash tests, save time and cost of crash tests, and minimize installation space.

Therefore, the vehicle crash test apparatus according to the present invention minimizes the vehicle crash test preparation time and the crash test time, as different collision parts are installed on the first, second, third, and fourth surfaces of the main body of the barrier unit, Space efficiency is maximized by reducing the installation space for installation, and installation cost can be reduced.

10 to 12, the first barrier portion 3500 of the barrier unit 3000 of the vehicle crash test apparatus 1 according to the present invention is a connect portion 3510, a buffer portion 3520, and It includes 1 collision part 3530.

The connect part 3510 is fixedly installed on the first surface 3210 of the body part.

As shown in FIG. 11, the connect part 3510 according to the present invention includes a plurality of vertical parts 3511, a plurality of extension parts 3512, and a first sensing part 3513.

The plurality of vertical portions 3511 are installed to be uniformly spaced from the first surface 3210 of the main body in the horizontal direction and disposed in the vertical direction. It is not necessarily limited thereto, but the plurality of vertical portions 3511 are formed of a metal frame.

One side of the plurality of extension parts 3512 is connected at the upper tip of the vertical part and the other side is connected to the first collision part. Although not necessarily limited thereto, the plurality of extension parts 3512 are formed of metal bars.

The first sensing unit 3513 is installed on each extension or vertical portion to measure the collision energy when the truck unit collides with the first collision unit 3530, and the measured result is transferred to the receiving unit 4500 of the control unit. send. The first sensing unit 3513 may be formed as a load cell.

The first collision part 3530 is connected to the connect part 3510 and the truck unit 2000 collides.

As shown in FIG. 11, the first collision part 3530 according to the present invention includes a flat part 3531, a coupling hole 3532, and a first gauge part 3533.

The flat portion 3531 is coupled to the plurality of extension portions 3512 and the buffer portions 3520 so as to correspond to the first surface 3510 of the body portion and face parallel to the first surface of the body portion. That is, the flat portion 3531 is formed in the shape of a flat plate so that the upper portion is coupled to the plurality of extension portions 3512, and the center and the lower portion are coupled to the buffer portion 3520 by bolts, rivets, welding, or the like. The truck unit 2000 collides with the flat portion 3531.

The coupling holes 3532 are formed to be spaced apart at uniform intervals along the horizontal direction on the flat portion. Specifically, the support frame and the pole are installed in the coupling hole 3532 formed in the flat part 3531 for the pole collision test by the protrusion, so that the pole collision test does not take much time and cost. It can be done additionally.

The first gauge part 3533 is installed extending along the horizontal direction of the flat part above the flat part. The accuracy of the collision test is improved by transmitting the result of the exact collision position of the bogie unit by the first gauge unit 3533, and the collision test time and cost by quickly and easily installing and removing at the correct position when installing the pole. Can be minimized.

In addition, the first gauge unit 3533 may be a general gauge such as a ruler, but it is formed as an automatic gauge and the collision position and collision energy amount of the bogie unit are transmitted to the receiving unit 4500 by the automatic gauge. Fast and accurate crash tests can be performed.

Although not necessarily limited thereto, the first collision part 3530 is provided with a flat barrier to test the frontal collision of the vehicle. In addition, in order to test the pole collision caused by the protrusion, the support frame and the pole are installed in the coupling hole 3532 of the first barrier part 3500, so that the pole collision test is also added without costing much time and cost. Can be done with

The buffer part 3520 is installed between the connect part 3510 and the first collision part 3530 and performs a function of buffering an impact when the truck unit and the first collision part collide. Although not limited thereto, the buffer portion 3520 is formed to have a shape and size corresponding to the flat portion. Preferably, the buffer part 3520 is formed of a metal flat plate.

As shown in FIGS. 9 to 10 and 12 to 13, the second barrier portion 3600 of the barrier unit 3000 of the vehicle crash test apparatus 1 according to the present invention includes a first moving portion 3610, A slide portion 3620 and a second collision portion 3630 are included.

The first moving part 3610 is installed on the second surface 3220 of the main body in a horizontal direction.

12 to 13, the first moving part 3610 according to the present invention includes a first guide part 3611, a second guide part 3612, a third guide part 3611, and a first driving part ( 3614), and a second gauge portion 3615.

The first guide portion 3611 is formed to extend in a horizontal direction above the second surface 3220 of the body portion.

The second guide part 3612 is formed to extend below the second surface 3220 of the main body so as to be spaced apart and parallel to the first guide part 3611 in a vertical direction. That is, the first guide portion 3611 is formed above the second surface 3220 of the main body, and the second guide portion 3612 is formed below the second surface 3220 of the main body.

The third guide part 3612 is vertically spaced apart from the second guide part 3612 and is parallel to the first guide part 3611 and the second guide part 3612 and is disposed under the second guide part 3612 As much as possible, it is formed to extend below the second surface 3220 of the main body. That is, the third guide part 3713 is located below the second guide part 3612 in the lower part of the second surface 3220 of the main body, and is vertically spaced apart and parallel to the first and second guide parts.

Although not necessarily limited thereto, the first, second, and third guides may be formed of LM guide rails. In addition, these first, second, and third guides may be detachably fastened to the second surface of the main body by bolts and rivets. In addition, the first, second, and third guide portions each have a corresponding guide block, and the guide block moves in a horizontal direction along the guide portion. Each of these guide blocks is coupled to the body portion of the slide portion to support the slide portion when the slide portion is transferred.

The first driving part 3614 is installed horizontally on the second surface 3220 of the main body so as to be disposed between the first guide part 3611 and the second guide part 3612. Although not necessarily limited thereto, the first driving unit may be formed as a ball screw unit. Such a ball screw unit consists of a support bearing housing, a ball screw, a nut, a motor bearing housing, and a servo motor. The support bearing housing is installed at one end of the ball screw unit. A servo motor is installed at the other end of the ball screw unit to transmit power to rotate the ball screw. The motor bearing housing is installed on one side of the servomotor. The ball screw is installed to be connected to the support bearing housing and one side of the servomotor. The nut is inserted into the ball screw and moved horizontally on the ball screw by the drive of the servo motor. Some of the body part of the slide part is connected to the nut. Accordingly, the slide part moves along the first moving part by driving the servo motor operated by the control signal from the controller together with the nut.

As a result, the vertical separation distance H1 between the first guide part 3611 and the second guide part 3612 is less than the vertical separation distance H2 between the second guide part 3612 and the third guide part 3612 The first guide part, the second guide part, and the third guide part 3611, 3612, and 3613 are disposed on the second surface 3220 of the main body so as to be large.

As such, the second guide part and the third guide part are installed closer to each other in the vertical direction than the first guide part and the second guide part (H1>H2), and the first driving part is installed between the first guide part and the second guide part. Accordingly, when the second collision part, which has a relatively heavy load, moves or stops along the first, second, and third guide parts by driving of the first driving part, it prevents sagging by its own weight, and the first moving part due to impact in the event of a collision Damage or breakage is prevented, and the accuracy and speed of the vehicle crash test can be secured and cost can be reduced through the precise and precise movement of the second collision part through sagging.

The second gauge portion 3615 is formed extending in the horizontal direction on the upper end of the second surface 3220 of the body portion so as to be positioned above the first guide portion 3611. Further, although not shown in the drawings, if necessary, the second gauge portion may be extended in a horizontal direction under the second surface of the body portion so as to be positioned under the third guide portion.

In addition, the second gauge unit 3615 may be a general gauge such as a ruler, but it is formed as an automatic gauge and the collision position and collision energy amount of the bogie unit are transmitted to the receiving unit 4500 by the automatic gauge. Fast and accurate crash tests can be performed.

The slide part 3620 is installed to be reciprocally moved in the horizontal direction along the first moving part 3610 on the second surface 3220 of the main body.

As shown in FIGS. 12 to 13, the slide part 3620 according to the present invention includes a body part 361, a joint part 3622, a turning part 3623, and a second sensing part 3624.

The body part 3621 is horizontally direction from the second surface 3220 of the body part along the first guide part 3611, the second guide part 3612 and the third guide part 3713 by the first driving part 3614. It is installed to be movable. As described above, the body portion 3621 is supported and connected to the first, second, and third guide portions by respective guide blocks. In addition, the body portion 3621 is coupled to the nut of the first driving portion.

The joint part 3622 protrudes outward from the body part 361 and is coupled to the second collision part 3630 to fix and support the second collision part 3630 when the bogie unit 2000 collides. That is, the joint portion 3622 is formed in the same shape as a protruding shaft to couple the second collision portion 3630 and the body portion 3621.

The turning part 3623 is installed on the body part 361 to rotate the second collision part. That is, the revolving part 3623 is composed of a shaft formed manually or automatically such as a motor, and is installed in conjunction with the body part 361 so that the connection between the joint part 3622 and the body part 361 is disconnected, Operated by a control signal from the control unit 4800, the second collision unit rotates 180 degrees left and right. Accordingly, it is possible to quickly and conveniently perform a crash test of various vehicles, thereby reducing the crash test time and cost, and maximizing the experimenter's convenience.

The second sensing units 3624 are respectively installed at the joints 3622 to measure collision energy when the truck unit 2000 collides with the second collision unit 3630. In addition, the measured second sensing unit 3624 is measured. The result is transmitted to the receiving unit 4500 of the control unit. The second sensing unit 3624 may be formed as a load cell.

The second collision part 3630 is rotatably coupled to the slide part 3620. Although not necessarily limited thereto, the second collision part 3630 is provided with a New RCAR 40% offset barrier to test the side collision of the vehicle.

As shown in Figs. 10 and 14 to 15, the third barrier unit 3700 of the barrier unit 3000 of the vehicle crash test apparatus 1 according to the present invention includes a second moving unit 3710 and a third moving unit. It includes a part 3730, a support part 3740, and a third collision part 3740.

The second moving part 3710 is installed on the third surface 3230 of the main body in a horizontal direction.

As shown in FIGS. 14 to 15, the second moving part 3710 according to the present invention includes an extension part 3711, a fourth guide part 3712, a fifth guide part 3713, and a sixth guide part 3714. ), a second driving part 3715, and a third gauge part 3716.

The extended portion 3711 is formed extending in a horizontal direction on the third surface 3230 of the main body. Although not necessarily limited thereto, the extension part 3711 is formed of a metal plate having a shape larger than that of the third surface 3230 of the body part.

The fourth guide part 3712 is formed to extend in the horizontal direction above the extension part 3711.

The fifth guide part 3713 extends under the extension part 3711 so as to be parallel and spaced apart from the fourth guide part 3712 in the vertical direction. That is, the fourth guide part 3712 is formed above the expansion part 3711 and the fifth guide part 3713 is formed below the expansion part 3711.

The sixth guide part 3714 is vertically spaced apart from the fifth guide part 3713 and is parallel to the fourth guide part 3712 and the fifth guide part 3713 and is disposed under the fifth guide part 3713 As much as possible, it is extended and formed under the extension part 3711. That is, the sixth guide part 3714 is located below the fifth guide part 3713 in the lower part of the extension part 3711, and is installed to be parallel to the fourth and fifth guide parts while being vertically spaced apart.

Although not necessarily limited thereto, the fourth, fifth, and sixth guides may be formed of LM guide rails. In addition, these fourth, fifth, and sixth guides may be detachably fastened to the extension part by bolts and rivets. In addition, the fourth, fifth, and sixth guide units each have a corresponding guide block, and these guide blocks move in a horizontal direction along the guide unit. Each of these guide blocks is coupled to the bridge part of the third moving part and functions to support the third moving part when the third moving part is transferred.

The second driving part 3715 is installed horizontally on the extension part 3711 so as to be disposed between the fourth guide part 3712 and the fifth guide part 3713. Although not necessarily limited thereto, the second driving unit may be formed as a ball screw unit like the first driving unit. Such a ball screw unit consists of a support bearing housing, a ball screw, a nut, a motor bearing housing, and a servo motor. The support bearing housing is installed at one end of the ball screw unit. A servo motor is installed at the other end of the ball screw unit to transmit power to rotate the ball screw. The motor bearing housing is installed on one side of the servomotor. The ball screw is installed to be connected to the support bearing housing and one side of the servomotor. The nut is inserted into the ball screw and moved horizontally on the ball screw by the drive of the servo motor. Part of the bridge part of the third moving part is connected to the nut. Accordingly, the third moving part moves along the second moving part by driving the servomotor operated by the control signal from the controller together with the nut.

Finally, the vertical separation distance H3 between the fourth guide part 3712 and the fifth guide part 3713 is the vertical separation distance H4 between the fifth guide part 3713 and the sixth guide part 3714 The fourth guide part, the fifth guide part, and the sixth guide part 3712, 3713, and 3714 are disposed on the expansion part 3711 to be larger.

In this way, the fifth guide portion and the sixth guide portion are installed closer to each other in the vertical direction than the fourth guide portion and the fifth guide portion (H3>H4), and the second driving portion is installed between the fourth guide portion and the fifth guide portion. As a result, the third collision part, which has a relatively heavy load, is prevented from sagging by its own weight when it moves or stops along the fourth, fifth, and sixth guide parts by the drive of the second driving part, and the second moving part Damage or breakage is prevented, and the accuracy and speed of the vehicle crash test can be secured and cost can be reduced through the accurate and precise movement of the third collision part through sagging.

The third gauge part 3716 is formed to extend in the horizontal direction above the extension part 3711 so as to be located above the fourth guide part 3712. Further, although not shown in the drawings, if necessary, the third gauge portion may be extended in a horizontal direction under the extension portion so as to be positioned below the sixth guide portion.

In addition, the third gauge part 3716 may be a general gauge such as a ruler, but it is formed as an automatic gauge, and the collision position and the amount of collision energy of the bogie unit are transmitted to the receiver 4500 by the automatic gauge. Fast and accurate crash tests can be performed.

The third moving part 3720 is installed so as to reciprocate in a horizontal direction along the third surface 3230 of the main body along the second moving part 3710. That is, the third moving part 3720 is installed so as to reciprocate in the horizontal direction along the second moving part 3710 in the expansion part 3711 parallel to the third surface of the main body.

As shown in FIGS. 14 to 15, the third moving part 3720 according to the present invention includes a bridge part 3721, a seventh guide part 3722, an eighth guide part 3923, and a third driving part 3724. , And a fourth gauge portion 3726.

The bridge part 3721 can be moved horizontally from the extension part 3711 along the fourth guide part 3712, the fifth guide part 3713, and the sixth guide part 7314 by the second driving part 3715 Is installed. Although not limited thereto, the bridge portion 3721 is formed of a metal plate having a shape smaller than that of the extended portion and the third surface 3230 of the body portion.

The seventh guide part 3722 is formed to extend in the vertical direction of the bridge part 3721 on the bridge part 3721.

The eighth guide part 3722 is formed to extend in the vertical direction to the bridge part 7321 so as to be horizontally spaced apart from and parallel to the seventh guide part 3722. That is, the seventh guide portion 3722 is formed in parallel while facing each other in the horizontal direction on one side of the bridge portion 3721 in the horizontal direction and the eighth guide portion 3722 on the other side in the horizontal direction of the bridge portion 3721.

Although not necessarily limited thereto, the seventh and eighth guides may be formed of LM guide rails. In addition, these seventh and eighth guides may be detachably fastened to the extension part by bolts and rivets. In addition, the seventh and eighth guide portions each have a corresponding guide block, and the guide block moves in a horizontal direction along the guide portion. Each of these guide blocks is combined with the horizontal part of the support part to support the support part when the support part is transferred.

The third driving part 3724 is installed on the bridge part 3721 in the formula direction so as to be disposed between the seventh guide part 3722 and the eighth guide part 3923. Although not limited thereto, the third driving unit may be formed as a ball screw unit similar to the first driving unit and the second driving unit. Such a ball screw unit consists of a support bearing housing, a ball screw, a nut, a motor bearing housing, and a servo motor. The support bearing housing is installed at one end of the ball screw unit. A servo motor is installed at the other end of the ball screw unit to transmit power to rotate the ball screw. The motor bearing housing is installed on one side of the servomotor. The ball screw is installed to be connected to the support bearing housing and one side of the servomotor. The nut is inserted into the ball screw and moved horizontally on the ball screw by the drive of the servo motor. Some of the horizontal portions of the support are connected to the nut. Accordingly, the support part moves along the third moving part by driving the servo motor operated by the control signal from the controller together with the nut.

In this way, as the 7th guide part and the 8th guide part are evenly spaced apart, and the third driving part is installed therebetween, the third collision part having a relatively heavy load is vertical along the 7th and 8th guide parts by the driving of the third driving part. It prevents sagging by its own weight when reciprocating or stopping in the direction, prevents damage or damage to the third moving part due to impact in the event of a crash, and prevents sagging and tests a car crash through accurate and precise movement of the third crash part. The accuracy and speed of the product can be secured and cost can be reduced.

The fourth gauge part 3725 is formed extending in a vertical direction above the bridge part so as to be positioned on one side of the seventh guide part 3722 or the eighth guide part 3923.

In addition, the fourth gauge part 3725 may be a general gauge such as a ruler, but it is formed as an automatic gauge, and the collision position and the amount of collision energy of the bogie unit are transmitted to the receiving unit 4500 by the automatic gauge. Fast and accurate crash tests can be performed.

The support part 3730 is installed to be reciprocated in the vertical direction along the third moving part 3720 on the third surface 3230 of the body part. That is, specifically, the support part 3730 is installed to be reciprocated in the vertical direction of the shoe from the upper portion of the bridge part 3721 parallel to the third surface 3230 of the body part along the third moving part 3720. Accordingly, the third collision unit can finally reciprocate in the horizontal and vertical directions on the third surface of the body unit, thereby automatically performing a vehicle collision test at various locations, reducing test cost and time, and maximizing the experimenter's convenience. can do.

As shown in FIGS. 14 to 15, the support part 3730 according to the present invention includes a horizontal part 3731, a fastening part 3732, and a third sensing part 3733.

The horizontal portion 3731 is installed to be movable in a vertical direction from the third surface 3230 of the body portion along the seventh guide portion 3722 and the eighth guide portion 3923 by the third driving portion 3724. As described above, the horizontal portion 3731 is supported and connected to the seventh and eighth guide portions by respective guide blocks. In addition, the horizontal portion 3731 is coupled to the nut of the third driving unit.

The fastening part 3732 protrudes outward from the horizontal part 3731 to fix and support the third collision part 3630 when the truck unit 2000 collides with the third collision part 3740. That is, the fastening part 3732 is formed in the same shape as a protruding shaft, and couples the third collision part 3740 and the horizontal part 3731 so that the third collision part 3740 is rotatable with respect to the horizontal part. Specifically, the fastening part 3732 is composed of an automatically formed shaft such as a manual or a motor, and is installed in the horizontal part 373 and operated by a control signal from the experimenter or the controller 4800 to move the third collision part up, down, left and right. Rotate degrees and 180 degrees. Accordingly, it is possible to quickly and conveniently perform a crash test of various vehicles, thereby reducing the crash test time and cost, and maximizing the experimenter's convenience.

The third sensing units 3733 are respectively installed on the fastening units 3732 to measure collision energy when the truck unit 2000 collides with the third collision unit 3740. In addition, the third sensing unit 3733 transmits the measured result to the receiving unit 4500 of the control unit. The third sensing unit 3923 may be formed as a load cell.

The third collision part 3740 is rotatably coupled to the support part 3730. The third collision part 3740 is not necessarily limited thereto, and a New RCAR IIHS 15% offset center is installed to test the side collision of the vehicle. IIHS here stands for the Insurance Institute for Highway Safety (IIHS). IIHS recently introduced a small overlap crash test, one of the severe crash conditions occurring in the field, and when exporting to the United States, products with data on the test results must be used.

9, 10, 11 and 14, the fourth barrier unit 3800 of the barrier unit 3000 of the vehicle crash test apparatus 1 according to the present invention is a fourth moving unit 3810, It includes an elevating portion 3820, and a fourth collision portion 3810.

The fourth moving part 3810 is installed in a vertical direction on the fourth surface 3240 of the main body.

11 and 14, the fourth moving part 3810 according to the present invention includes a ninth guide part 3811, a tenth guide part 3812, an eleventh guide part 3813, and a twelfth guide part. (3814), a fourth driving unit (3815), a fifth driving unit (3816), and a fifth gauge unit (3817).

The ninth guide portion 3811 is formed to extend in a vertical direction above the fourth surface 3240 of the body portion.

The tenth guide part 3812 is formed to extend in a vertical direction to the fourth surface 3240 of the main body so as to be horizontally spaced apart from and parallel to the ninth guide part 3811.

The eleventh guide part 3813 is horizontally spaced apart from the tenth guide part 3812 and is parallel to the ninth guide part 3811 and the tenth guide part 3812, and is the main body part than the tenth guide part 3812. It is formed extending in the vertical direction so as to be adjacent to the left on the four sides.

The twelfth guide part 3814 is parallel to the ninth guide part 3811, the tenth guide part 3812, and the eleventh guide part 3813 while being horizontally spaced apart from the eleventh guide part 3813, and It is formed to extend in the vertical direction so as to be adjacent to the left side from the fourth surface of the body portion than the guide portion 3813.

That is, the ninth guide part 3811 is installed on one side of the fourth surface 3240 of the main body, and the twelfth guide part 3814 is horizontally spaced apart from and parallel to the ninth guide part 3811. The fourth surface 3240 is installed on the other side, and the tenth guide part 3812 is relatively adjacent to the ninth guide part 3811 than the eleventh guide part between the ninth guide part and the twelfth guide part, The 12 guide parts 3811 and 3814 are spaced apart from each other in the horizontal direction and are installed in parallel, and the 11th guide part 3813 is between the ninth guide part and the twelfth guide part than the tenth guide part 3814 It is installed to be relatively adjacent to and spaced apart from the ninth and twelfth guides in the horizontal direction.

Although not necessarily limited thereto, the 9th, 10th, 11th, and 12th guides may be formed of LM guide rails. In addition, these 9th, 10th, 11th and 12th guides may be detachably fastened to the fourth surface of the main body by bolts and rivets. In addition, the 9th, 10th, 11th, and 12th guide units each have a corresponding guide block, and these guide blocks move in a horizontal direction along the guide unit. Each of these guide blocks is coupled to the body portion of the slide portion to support the slide portion when the slide portion is transferred.

The fourth driving part 3814 is installed on one side in the horizontal direction of the ninth guide part 3811 in a vertical direction to the fourth surface 3240 of the main body.

The fifth driving unit 3815 is parallel to and facing each other in the horizontal direction with the fourth driving unit 3814, and is installed in a vertical direction on the fourth surface 3840 of the main body on one side in the horizontal direction of the twelfth guide unit 3814.

That is, as shown in Figs. 7 and 9, the fourth driving unit 3814 is installed in a vertical direction from the outside of the ninth guide unit to the fourth surface of the main body so as to be adjacent to the right side of the fourth surface of the main unit, and the fifth driving unit 3815 is installed in a direction perpendicular to the fourth surface of the main body from the outside of the twelfth guide part so as to be adjacent to the left side of the fourth surface of the main body. However, the right and left can be changed according to the situation. As a result, the 9th, 10th, 11th, 12th guide parts 3811, 3812, 3813, 3814 are located between the fourth driving part 3815 and the fifth driving part 3816 and are parallel to the fourth and fifth driving parts while facing each other. It is installed vertically on the fourth surface of the main body.

Although not necessarily limited thereto, the fourth driving unit and the fifth driving unit may be formed of a ball screw unit similar to the first, second, and third driving units. Such a ball screw unit consists of a support bearing housing, a ball screw, a nut, a motor bearing housing, and a servo motor. The support bearing housing is installed at one end of the ball screw unit. A servo motor is installed at the other end of the ball screw unit to transmit power to rotate the ball screw. The motor bearing housing is installed on one side of the servomotor. The ball screw is installed to be connected to the support bearing housing and one side of the servomotor. The nut is inserted into the ball screw and moved horizontally on the ball screw by the drive of the servo motor. Some of the support portions of the elevating and descending portions are connected to the nut. Accordingly, the elevating portion moves in the vertical direction along the fourth moving portion by driving the servo motor operated by the control signal from the controller together with the nut.

As a result, the horizontal separation distance L1 between the ninth guide part 3811 and the tenth guide part 3812, the horizontal separation distance L2 between the tenth guide part 3812 and the eleventh guide part 3813, The 9th, 10th, 11th, 12th guide parts 3811, 3812, so that the horizontal separation distance L3 between the 11th guide part 3813 and the twelfth guide part 3814 is uniformly formed (L1=L2=L3). 3813 and 3814 are disposed in a vertical direction on the fourth surface 3240 of the main body.

Thus, the horizontal separation distance (L1) between the ninth guide portion 3811 and the tenth guide portion 3812, the horizontal separation distance (L2) between the tenth guide portion 3812 and the eleventh guide portion 3813, The horizontal separation distance L3 between the 11th guide part 3813 and the 12th guide part 3814 is uniformly formed (L1=L2=L3), and the 9th, 10th, 11th, 12th guide parts are the 4th drive part As it is installed between the and the fifth driving unit, the fourth collision part, which has a relatively heavy load, is prevented from sagging by its own weight when it moves up and down along the guides 9, 10, 11, and 12 by the drive of the 4th and 5th driving units or stops. It prevents, prevents damage or damage of the fourth moving part due to impact in the event of a collision, and secures the accuracy and speed of the car crash test through accurate and precise movement of the fourth collision part through the sagging prevention and reduces cost. .

The fourth gauge part 3815 is formed to extend in a vertical direction to the fourth surface 3840 of the main body so as to be positioned on one side in the horizontal direction of the fourth driving part 3815 or the fifth driving part 3816.

In addition, the fourth gauge unit 3815 may be a general gauge such as a ruler, but it is formed as an automatic gauge, and the collision position and the collision energy amount of the bogie unit are transmitted to the receiving unit 4500 by the automatic gauge. Fast and accurate crash tests can be performed.

The elevating portion 3820 is installed to be reciprocated in a vertical direction from the fourth surface 3240 of the body portion along the fourth moving portion 3810.

As shown in FIGS. 11 and 14, the elevating part 3820 according to the present invention includes a support part 3822, a fixing part 3822, and a fourth sensing part 3822.

The support part 3822 is installed to be movable in a vertical direction on the fourth surface of the body part along the ninth, 10, 11, and 12 guide parts by the fourth driving part and the fifth driving part. As described above, the support portion 3822 is supported and connected to the 9th, 10th, 11th, and 12th guides by respective guide blocks. Further, the support portion 3822 is coupled to the nuts of the fourth and fifth driving units.

The fixing part 3822 protrudes outward from the support part 381 in order to fix and couple the fourth collision part 3830 when the bogie unit 2000 collides with the fourth collision part 3830.

The fourth sensing units 3822 are respectively installed on the fixing units 3822 to measure collision energy when the truck unit 2000 collides with the fourth collision unit 3830. Also, the fourth sensing unit 3822 transmits the measured result to the receiving unit 4500 of the control unit. The fourth sensing unit 3822 may be formed as a load cell.

The fourth collision part 3830 is coupled to the elevating part 3820. Specifically, the fourth collision part 3830 is coupled to the support part 3822.

The fourth collision part 3740 is not necessarily limited thereto, and a new IIHS NEW RCAR full barrier is installed to test the side collision of the vehicle. IIHS here stands for the Insurance Institute for Highway Safety (IIHS). IIHS recently introduced a small overlap crash test, one of the severe crash conditions occurring in the field, and when exporting to the United States, products with data on the test results must be used.

Therefore, in the vehicle crash test apparatus according to the present invention, the barrier unit is formed in a rectangular shape for various collision tests of the vehicle, and is installed so as to rotate 360 degrees clockwise and counterclockwise, and the first, second, third, and As different collision parts are installed on the four sides, it minimizes the preparation time and collision test time for the vehicle collision test, maximizes space efficiency by reducing the installation space for the vehicle collision test, reduces installation cost, and automatically crashes various vehicles. As the test is carried out quickly, the reliability of the car crash test is improved, the durability and robustness of the car crash test device is improved, and the production cost of the car crash test device is reduced. With the increase, balanced industrial development can be promoted.

As shown in Fig. 16, the control unit 4000 of the vehicle crash test apparatus 1 according to the present invention includes a control unit 4100, a data storage unit 4200, a position check unit 4300, and a rotation angle check unit 4400. ), a receiving unit 4500, a calculation unit 4600, a determination unit 4700, a control unit 4800, and an analysis unit 4900.

The control unit 4000 includes numerical control (NC) or computerized numerical control (CNC), and various numerical control programs are embedded. That is, the control unit 4-00 includes a driving program of a servo motor and an operation program for each type of crash test of a vehicle crash test apparatus, and the corresponding program is automatically loaded and operated according to the driving of the control unit. In addition, the control unit 4000 includes the first, 2, 3, and 4 sensing units (3513, 3624, 3733, 3823), the first, 2, 3, 4, 5 gauge units (3513, 3615, 3716, 3725, 3817), the rail unit 1000, the truck unit 2000, the operation unit 3300, the stopper unit 3400, the safety unit 6000, and the photographing unit 7000 and performs communication by a predetermined protocol.

In addition, the control unit 4000 includes the first, 2, 3, and 4 sensing units (3513, 3624, 3733, 3823), the first, 2, 3, 4, 5 gauge units (3513, 3615, 3716, 3725, 3817), the rail unit 1000, the truck unit 2000, the operation unit 3300, the stopper unit 3400, the safety unit 6000, and / or receive feedback information from the photographing unit (7000).

The operation unit 4100 is installed inside or outside the control unit. The operation unit 4100 includes a screen display program and a data input program according to screen display selection, displays a software switch on the display screen according to the output of the screen display program, and turns on/off the software switch. Recognizes and issues input/output commands for machine operation.

In addition, although not shown in the drawings, the operation unit includes various function switches or buttons of the vehicle crash test apparatus and a monitor capable of displaying various information. Although not necessarily limited thereto, such an operation unit may include an input button unit, a start button unit, an emergency maintenance button unit, and the like.

Various data are stored in a data storage unit to be described later through the input button unit. The start button part performs the function of starting the operation of the vehicle crash test apparatus. That is, as a series of processes of four kinds of car crash tests are automatically performed by pressing the start button, the preparation time and test time of the car crash test are minimized, and test cost is reduced by securing rapidity, and the convenience of the experimenter. You can plan.

The emergency stop button part performs an emergency stop function in case of an emergency of the vehicle crash test device. That is, if there is a sudden emergency during operation of the vehicle crash test apparatus, the tester manually presses the emergency stop button to stop the operation of the vehicle crash test apparatus including the movement of the bogie unit. Accordingly, it is possible to prevent additional accidents in the event of an emergency or accident, and to prevent personnel accidents in advance, thereby ensuring the safety of workers.

The data storage unit 4200 stores data for collision between the balance unit 2000 and the barrier unit 3000. That is, in the data storage unit 4200, the balance unit 2000 sequentially collides with the first, second, third, and fourth barriers installed on the first, second, third, and fourth sides of the barrier unit 3000 to perform various tests at once. Various data is stored for quick execution.

The positioning unit 4300 checks the position of the barrier unit 3000 located at the front end of the rail unit 1000. Specifically, the positioning unit 4300 checks which side of the main body 3200 of the barrier unit 3000 is located at a position where the rail unit 1000 faces the front end, and which barrier part is located on the corresponding side. The data is transmitted to a location data storage unit to be described later. That is, the positioning unit 4300 is initially located at the front end of the ray unit 1000 and the first barrier unit 3500 installed on the first surface 3210 of the main body of the barrier unit 3000 is located, and is clockwise based on this. The second barrier portion 3600 installed on the second surface 3220 of the main body at intervals of 90 degrees, the third barrier portion 3700 installed on the third surface 3230 of the main body, and the fourth surface 3240 of the main body It confirms that the fourth barrier unit 3800 installed in is located, and transmits such data to the location data storage unit.

When the barrier unit 3000 rotates, the rotation angle check unit 4400 checks the rotation angle of the barrier unit and transmits the rotation angle to the rotation angle data storage unit 4230. Specifically, the rotation angle check unit 4400 checks the rotation angle when the main body 3200 of the barrier unit 3000 rotates clockwise or counterclockwise according to a signal from the control unit 4800. Accordingly, the position of the current first, second, third, and fourth barrier units 3500, 3600, 3700, and 3800 is calculated by a calculation unit to be described later based on the information with the position check unit 4300 described above. That is, the rotation angle check unit 4400 may check the rotation angle each time the main body rotates for the vehicle crash test, and position the desired barrier unit to face the front end of the rail unit according to the necessary crash test.

The receiving unit 4500 receives signals transmitted from the rail unit 1000, the truck unit 2000, the barrier unit 3000, the safety unit 6000, and the photographing unit 7000.

The calculation unit 4600 includes the rotation angle of the main body 3200 of the barrier unit and the barrier unit facing the current rail unit 1000 through data stored in the data storage unit 4200 and a signal received from the reception unit 4500. The arrangement and position of the remaining barriers (positions of the first, 2, 3, and 4 barriers as a relief chuck), the first, 2, 3, and 4 barriers of the barrier unit. The amount of movement in the horizontal and vertical directions, the moving speed of the truck unit and the speed at the time of collision, the driving amount of the motor unit and the first, second, third, fourth, and fifth drives, and the collision energy of the truck unit and the barrier unit are calculated.

The determination unit 4700 determines the current rotation position of the barrier unit according to the calculation result of the calculation unit 4600. That is, specifically, for the accuracy of the vehicle crash test, among the first, second, third, and fourth barrier parts, which barrier part facing the tip of the current rail unit, and the respective first, second, third, and fourth barrier parts. Determine the location and arrangement of Accordingly, the accuracy and reliability of the crash test can be improved, and the experimenter's convenience can be maximized.

The control unit 4800 determines the first, second, third, and fourth parts of the rail unit 1000, the balance unit 2000, and the barrier unit 3000 according to the determination result and the calculation result of the calculation unit 4700. Controls the position and operation of the first, second, third, and fourth collision parts of the barrier unit, the lift unit and the rotation unit of the operation unit of the barrier unit 3000, the safety unit, and the operation state of the photographing unit. Specifically, the control unit 4800 transmits an operation signal and a stop signal to the rail unit 1000, the truck unit 2000, the barrier unit 3000, the safety unit 6000, and the photographing unit 7000.

The operation unit 4100, the data storage unit 4200, the position check unit 4300, the rotation angle check unit 4400, the reception unit 4500, the calculation unit 4600, the determination unit 4700, the control unit 4800, and The analysis unit 4900 performs communication according to a predetermined protocol. The data storage unit 4200 and the receiving unit 4300, the calculation unit 4600 and the determination unit 4700, the determination unit 4700 and the control unit 4800, the control unit and the calculation unit, the analysis unit and the control unit continue to be calculated with the receiving unit and the calculation unit. It receives feedback information generated from the unit, the determination unit, the control unit, the analysis unit, and the data storage unit.

The analysis unit 4900 analyzes and processes the collision result when the balance unit and the barrier unit collide according to the signal received by the reception unit 4500 and the calculation result of the calculation unit 4700 and the data stored in the data storage unit 4200. . In other words, the analysis unit extracts the collision energy, collision state, collision speed, and the bumper damage state as a graph or image when colliding between the bogie unit and the barrier unit, and displays it through a monitor, for convenience of the experimenter, and Accuracy and reliability can be improved.

The calculation unit 4600, the determination unit 4700, the control unit 4800, and the analysis unit 4900 are equipped with a programmable logic controller (PLC), and operate by receiving a control command according to a numerical control program to perform the above-described functions. .

As shown in FIG. 16, the data storage unit 4200 according to the present invention includes a basic data storage unit 4210, a position data storage unit 4220, a rotation angle data storage unit 4230, and a speed data storage unit 4240. , A time data storage unit 4250, and an image data storage unit 4260.

The basic data storage unit 4210 stores data such as the type of vehicle crash test and the speed of the truck unit for each crash test.

The location data storage unit 4220 includes the location identified by the above-described positioning unit, the initial location of the truck unit for collision tests of various vehicles, and the first, second, third, and fourth surfaces 3210, 3220, 3230 of the barrier unit. , 3240) and 1st, 2nd, 3rd, 4th barrier parts (3500, 3600, 3700, 3800), and 1st, 2nd, 3rd, 4th collision parts (3530, 3630, 3740, 3830) and initial rail The surface of the main body of the barrier unit facing the unit and the position of the barrier are stored. It is possible to save time for crash testing of the vehicle crash test apparatus through minimal movement, and secure stability and reliability through accurate movement.

The rotation angle data storage unit 4230 stores the rotation angle of the operation unit according to the ongoing crash test. That is, the rotation angle of the base unit checked through the rotation angle check unit 4400 and the rotation angle data according to the type of the actual collision test are stored.

The speed data storage unit 4240 stores the moving speed of the truck unit according to the type of collision test and the speed data at the moment when the actual truck unit moves and collides with the first, second, third, and fourth collision parts. Accordingly, it is possible to improve the performance of the vehicle through accurate test result analysis.

The market value data storage unit 4250 stores movement time of the balance unit and time data of operation of the operation unit for rotation of the barrier unit.

The image data storage unit 4260 stores data photographed by the photographing unit when the balance unit and the barrier unit collide. In this way, the accuracy and reliability of the test results can be maximized by storing and analyzing images and image data at the moment of collision in real time.

Therefore, the vehicle crash test apparatus according to the present invention reduces the cost of the vehicle crash test by reducing the time as four or more vehicle crash tests are automatically performed, thereby improving the performance and safety of the vehicle through various vehicle crash tests. In addition, it is possible to reduce the maintenance cost of the vehicle crash test device by minimizing damage to parts by improving the durability and stability of the vehicle crash test device.

As shown in Fig. 17, a method of controlling a vehicle crash test apparatus according to the present invention will be described. As shown in Fig. 17, the control method of the vehicle crash test apparatus according to the present invention includes a data storage step (S1), an operation part operation step (S2), a first collision part collision step (S3), a bogie unit return and a primary bumper. Replacement step (S4), barrier unit primary rotation step (S5), second collision part collision step (S6), bogie unit return and secondary bumper replacement step (S7), barrier unit secondary rotation step (S8), 3 Collision part collision step (S9), bogie unit return and 3rd bumper replacement step (S10), barrier unit 3rd rotation step (S11), collision with the fourth collision part (S12), collision result analysis (S13), and It consists of a safety inspection step (S14).

Save the data in the data storage unit.

After the data storage step S1, the operation unit of the control unit is operated.

After the operation part operation step S2, the cart unit moves along the rail unit and collides with the first collision part of the barrier unit.

After the first collision part collision step (S3), the bogie unit returns along the rail unit, and the bumper is replaced first.

After the bogie unit returning and the primary bumper replacement step (S4), the barrier unit is rotated clockwise or counterclockwise by 90 degrees, so that the second collision part faces the rail unit.

After the barrier unit primary rotation step S5, the truck unit moves along the rail unit and collides with the second collision portion of the barrier unit.

After the second collision part collision step (S6), the truck unit returns along the rail unit, and the bumper is replaced secondarily.

After the bogie unit returning and the secondary bumper replacement step (S7), the barrier unit is rotated clockwise or counterclockwise by 90 degrees, so that the third collision part faces the rail unit.

After the barrier unit secondary rotation step S8, the cart unit moves along the rail unit and collides with the third collision part of the barrier unit.

After the third collision part collision step S9, the bogie unit returns along the rail unit, and the bumper is replaced three times.

After the bogie unit return and the third bumper replacement step (S10), the barrier unit is rotated three times by 90 degrees in a clockwise or counterclockwise direction so that the fourth collision part faces the rail unit.

After the third rotation step (S11) of the barrier unit, the truck unit moves along the rail unit and collides with the fourth collision part of the barrier unit.

After the fourth collision part collision step (S12), the collision result of the truck unit and the first, second, third, and fourth collision parts is analyzed.

After the collision result analysis step S13, the safety of the rail unit, the truck unit, and the barrier unit is inspected.

Therefore, in the control method of the vehicle crash test apparatus according to the present invention, the barrier unit is installed so as to rotate 360 degrees clockwise and counterclockwise in a square shape for various collision tests of a vehicle, and the first, second, third, and As different collision parts are installed on the four sides and the vehicle collision test device is controlled according to the type of collision test performed by the control unit, the vehicle collision test preparation time and the collision test time are minimized. As different tests can be performed, the installation space for car crash tests is reduced to maximize space efficiency, reduce installation costs, and automatically perform 4 or 5 accurate car crash tests in a minimum amount of time. It improves the reliability of automobile crash test, improves durability and robustness of automobile collision test equipment, and reduces the production cost of automobile collision test equipment, so that small and medium-sized enterprises can easily introduce it. You can plan.

In the detailed description of the present invention described above, it has been described with reference to preferred embodiments of the present invention, but those skilled in the art or those of ordinary skill in the relevant technical field of the present invention described in the claims to be described later It will be understood that various modifications and changes can be made to the present invention without departing from the spirit and technical scope. Accordingly, the technical scope of the present invention should not be limited to the contents described in the detailed description of the specification, but should be determined by the claims.

1: vehicle crash test device, 1000: rail unit,
2000: balance unit, 3000: barrier unit,
4000: control unit, 5000: bumper unit,
6000: safety unit, 7000: recording unit.

Claims (18)

Rail unit; And
A cart unit installed to be reciprocated along the rail unit;
A bumper unit detachably installed on the cart unit;
A barrier unit installed adjacent to the front end of the rail unit so as to collide with the truck unit;
A control unit for controlling a collision between the bogie unit and the barrier unit;
A safety unit installed at the rear of the barrier unit to prevent separation of the barrier unit when the truck unit collides with the barrier unit; And
Including; a photographing unit installed adjacent to the front of the barrier unit to photograph a collision state when the bogie unit and the barrier unit collide,
The rail unit,
A rail unit installed on the ground; And
A motor unit for generating power to collide the bogie unit with the barrier unit;
A wire part that moves by driving the motor part; And
Including; a traction unit detachably coupled to the cart unit while connected to the wire unit,
The traction unit,
A tow support part installed on the rail part;
A tow body part installed on the upper part of the tow support part;
A tow connector installed above the tow body to traction the bogie unit;
A tow coupling portion for fastening the bogie unit and the tow coupling portion; And
And a tow stopper portion having a front tow stopper portion installed in front of the tow body portion and a rear tow stopper portion disposed at the rear of the tow body portion so as to be horizontally spaced apart while facing the front tow stopper portion. Car crash test device.
delete delete delete delete The method of claim 1,
The rail part
A rail groove portion extending in a horizontal direction to accommodate a portion of the traction portion;
A plurality of rail guides guiding the traction unit so that the traction unit moves in a horizontal direction along the rail groove; And
And a rail separation prevention unit installed at a tip end of the rail groove to prevent the traction unit from being separated from the rail groove.
The method of claim 6,
The front tow stopper part,
A front blocking portion extending in a height direction to be received in the rail groove;
A front shielding portion extending in a vertical direction so as to be perpendicular to the front blocking portion on one side of the front blocking portion in the height direction; And
And a front connecting portion extending in a horizontal direction so as to be adjacent to the rear tow stopper on one surface of the front shielding portion.
The method of claim 7,
The rear tow stopper part,
A rear cut-off part which faces the front cut-off part in a horizontal direction and is spaced apart from each other, and extends in a height direction to be accommodated in the rail groove part;
A rear shielding portion extending in a vertical direction so as to be perpendicular to the rear blocking portion on one side of the rear blocking portion in the height direction; And
And a rear connection portion extending in a horizontal direction so as to be adjacent to the front tow stopper on one surface of the rear shielding portion.
The method of claim 8,
The tow connection part,
A tow receiving portion recessed in a portion of the tow connecting portion; And
A vehicle crash test apparatus comprising: a tow inserting unit that is inserted and installed to be inserted into or withdrawn to the tow receiving unit.
The method of claim 9,
The vehicle crash test apparatus, characterized in that the tow receiving portion is formed inclinedly recessed in the tow connecting portion.
The method of claim 10,
A vehicle, characterized in that the one surface of the tow connection part on which the tow receiving part is formed is formed to be inclined downward in the same direction as the direction in which the traction part moves when the traction part pulls the bogie unit in a direction adjacent to the barrier unit. Crash test device.
The method of claim 11,
Vehicle crash test apparatus, characterized in that the angle at which the tow receiving portion is obliquely recessed in the tow connection portion is formed to be an acute angle.
The method of claim 12,
The vehicle crash test apparatus, characterized in that the angle at which the tow receiving portion is obliquely recessed in the tow connection portion is formed to be 10 degrees or more to 80 degrees or less.
The method of claim 13,
The towing part,
And a tow roller part rotatably installed in the tow stopper part and the tow support part so as to move linearly reciprocating along the rail part.
The method of claim 14,
The tow roller part,
A first tow roller installed on the front connection; And
And a second tow roller installed on the rear connection portion so as to be horizontally spaced apart while opposing the first tow roller.
The method of claim 15,
The tow roller part,
A third tow roller installed in the tow support portion so as to be spaced apart while facing each other in a height direction with the first tow roller; And
And a fourth tow roller installed in the tow support portion so as to be horizontally spaced apart while facing the third tow roller.
The method of claim 16,
The towing part,
And a tow cushioning unit installed on the tow stopper to prevent the traction unit from being separated from the rail unit when the traction unit and the rail separation prevention unit collide.
The method of claim 17,
The tow buffer unit,
A front tow buffer installed in the front shield; And
A vehicle crash testing apparatus comprising: a rear tow buffer installed on the rear shield.

Images