WO2009106656A1 - System for the side-impact testing of vehicle pillars - Google Patents

System for the side-impact testing of vehicle pillars Download PDF

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Publication number
WO2009106656A1
WO2009106656A1 PCT/ES2009/000057 ES2009000057W WO2009106656A1 WO 2009106656 A1 WO2009106656 A1 WO 2009106656A1 ES 2009000057 W ES2009000057 W ES 2009000057W WO 2009106656 A1 WO2009106656 A1 WO 2009106656A1
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WO
WIPO (PCT)
Prior art keywords
pillars
test system
lateral collision
vehicle before
collision according
Prior art date
Application number
PCT/ES2009/000057
Other languages
Spanish (es)
French (fr)
Inventor
David Garcia Ruiz
José María MALO
Alberto Mansilla Gallo
Jesús VÁZQUEZ DE PRADA
Original Assignee
Fundación Cidaut
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of WO2009106656A1 publication Critical patent/WO2009106656A1/en

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/0078—Shock-testing of vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles

Definitions

  • the present invention relates to a test system for components of a vehicle, where the deformation and breakage behavior of said components will be reproduced, in particular the pillars and their connections to the rest of the vehicle to be studied, as well as The procedure for adjusting this system due to the need to adapt it to the different characteristics of the vehicles to be studied. Background of the invention
  • Said simplifications result in greater cost savings and test time and also increase the repeatability in the test results due to the greater simplification in the components used.
  • Said patents simulate the components of the vehicle trying to reproduce the intrusion rates to anticipate the damage that may occur to the dummy towards which said components move.
  • the purpose of the partial test is to reduce by means of lateral protection systems, such as airbags, the risk of damage measured on the dummy, the structural component not being studied.
  • Partial tests in which the behavior of the structural components of a vehicle in the event of a collision are subject to study have the disadvantage of not being easy to define, especially in relation to appropriate boundary conditions so that the partial test is representative of its behavior in front of a real complete essay.
  • contome conditions offer resistance to turning in the direction longitudinal to the rails, adjustable according to the vehicle to be studied, being the rest of movements, displacements and turns whose axis of rotation is normal to the previous allowed rotation, canceled.
  • the application of the impact load is carried out by means of two bodies, at defined points, by means of the guided weight loss system.
  • the system is very simplified with respect to the real behavior and, consequently, it is also quite limited in the reproduction of the deformation, breakage, absorption of energy and in general of the behavior of the component before the impact. It is an objective of the present invention to have a test system capable of faithfully reproducing the kinematics, deformation, breakage and energy absorption capacity of the analyzed component, without the need for the entire vehicle.
  • a test system has been conceived that simulates the rest of the vehicle, in such a way that the deformation, breakage, kinematics and energy absorption of the study component are comparatively equal to those presented during the collision of the vehicle.
  • complete vehicle To this end, the smallest possible number of parts of the vehicle are used to reproduce the problem to be simulated, which is achieved by means of restrictions, energy absorption devices, anti-return systems and devices for applying the forces generated by the impact means. All this supported by a fixed support structure, preferably rigid, so that the system is sufficiently adjustable to allow simulating the behavior of the different vehicles to be tested.
  • the procedure for adjusting the test system to ensure that the behavior of the component is simulated conveniently is carried out by computer calculation programs of finite elements, modeling all the elements of the system and their location, so that the behavior of the parts study equals shown during a full vehicle type test, prior to partial tests on the component in question.
  • the upper roof rail will be as short as possible as long as it contains unaltered connection elements and parts, including the pillar to be studied, that are attached to it.
  • the heel will be as long as possible, as long as it does not exceed the adjacent pillars, keeping the union with the pillar to be studied unaltered.
  • impact means with a certain weight, speed and force are applied, provided, where appropriate, with an impact barrier, (generally standardized according to the specific regulations in the matter ).
  • Said impact means can be a car or a pendulum, as well as static direct acting elements such as pneumatic, hydraulic cylinders or pyrotechnic devices.
  • the direction of impact against the components to be analyzed, and their angle of incidence, are determined by the adjustment procedure.
  • restrictions can be fixed, mobile or without initial contact and are preferably located on the upper rail (the roof), and lower (the heel), simulating the height of the connections between the rails and the pillar Deformed Ia, movements and representative tensions.
  • said restrictions may even act on the pillar itself as a test ground and its connections with the rest of the structure. In this way, the restrictions together with the rails reproduce the appropriate boundary conditions so that the test conditions on the component (the pillar and its connections to the rest of the components) are representative of a real complete test.
  • the fixed restrictions comprise fixed planes in space, which act as a stop to the movement of the component and are positioned in a specific way as determined by computer calculation programs to reproduce the conditions of the component in said partial test system.
  • Fixed restrictions can also be mounted on mobile restrictions for determine the maximum displacement relative to the movement of the mobile restriction.
  • This recess can be made welded or screwed, or by an adopter. In the latter case, it is advantageous to join the adopter part to the restriction by means of screws and to the vehicle component under test by welding and / or screws.
  • said fixed restraint restrictions may include the support function of the components to be studied when being connected and in contact with the structural components of the vehicle, being able to be of a rigid or flexible type, preferably the first ones as the roof rail and The heel, elements of the body that is simulated, act as flexible transition elements between the restrictions and / or supports and the components to be studied, pillars and their connection to the rails.
  • said fixed restraint restrictions may include energy absorption system / s.
  • the mobile restrictions made by means of flexible mechanisms or elements, cause the movement to occur in a certain way in certain areas of the supported component, preferably roof rail and heel, either linear displacements in the space or turns, affecting the kinematics of the component to be studied, being able to incorporate energy absorption systems and even fixed restrictions on the movements described above.
  • Restrictions without initial contact are preferably made by one or several planes arranged fixed in the space.
  • the rails can have energy absorption systems incorporated or connected independently of the restrictions by means of coupling mechanisms, so that the kinematics resemble that of the complete vehicle and the movements are not "so instantaneous" but that the intrusion-time curves are representative of the complete vehicle test. Also its regulation can also be individually and / or together.
  • the energy absorption systems used can be simple or a combination of those listed below in order to create certain absorption curves that represent the deformations and in general the desirable kinematic behavior on the components to be studied.
  • the absorbers can also be passive, not controllable during the test and only regulated prior to the test, or active, whose regulation can be controlled at all times.
  • devices commonly used for the absorption of impacts are used, such as bending and compression bars, honeycomb and cellular foams, hydraulic systems, tires, rheological dampers, etc.
  • the test system can comprise one or more anti-reverse systems, whose main advantage is to better simulate the deformation of the rest of the structure, more specifically its plastic deformation, in addition to maintaining the structure with its deformation without being affected by the recoil of the impactor
  • Said device / s can / n go and / or be regulated in isolation or forming a set with other devices such as absorption, mobile restrictions, etc.
  • the system comprises force application devices, which simulate the effect of certain components of the vehicle that are not mounted in the partial system and that significantly influence the transmission of impact forces, such as hinges. Such devices may have absorption devices incorporated therein.
  • the test system may or may not contain such force application devices (pushers).
  • the force application devices are attached at one of their ends to one of the components to be studied, generally the pillar, and at the other opposite end they are connected to a plate that contacts the impact means during the test, either directly or either indirectly, in the latter case, it is usually done through an impact barrier located in the impact means, such that a sufficiently representative force similar to that exerted by the component not incorporated in the test would be obtained from said contact .
  • the force application device uses a homogenization plate, which prevents said device from excessively piercing the impact barrier, without removing the required force from the contact.
  • the test device is adjustable to each vehicle to be studied through the incorporation of different restrictions, force application systems and adjustments of the support structure.
  • the test system is naturally subject to some wear and can also be accidentally destroyed (for example, in a test that has not worked well), that is why the different elements can be replaced individually.
  • the system incorporates energy absorption devices applied to the impact means, which act in the event that the component to be tested does not conveniently absorb all the energy put into play.
  • Said absorption systems applied to the impact means may consist of collapsible compression tubes when the impact means are introduced excessively into the fixed support structure.
  • the process of adjustment of the device begins after an analysis of the simulations of the collision of the entire vehicle to be studied, being able to be previously validated with a real collision, in which the boundary conditions that will allow to simulate the partial test device are extracted. pieces to study.
  • Said boundary conditions are translated into fixed and mobile devices such as fixed and mobile restrictions, energy absorption systems, antiretornos, load application devices and attachment points of all these elements to the vehicle components, which will allow us to reproduce the kinematics, deformed and amount of absorbed energy desired in the partial test.
  • the speed and weight of the impactor is determined, and the general conditions of the impact represented by the deformable impact barrier. It is particularly desirable that the restrictions be preferably designed at the same time as the absorption systems incorporated or connected thereto, as well as taking advantage of the absorption of surrounding elements of the bodywork included in the test components, heel and roof rail, it results in a reduction of systems and costs.
  • Figure 1 shows a front view of the device, in the direction in which the impactor carriage moves.
  • Figure 2 shows a side view of the device.
  • Figure 3 shows a side view of the restriction device located at the end of the heel at the height of the front seats of the vehicle.
  • Figure 4 shows a side view of the restriction device located at the end of the heel at the height of the rear seats of the vehicle.
  • the numerical references correspond to the following parts and elements:
  • Cartesian axes have been incorporated for a better understanding of the explanations.
  • the coordinate system is defined in such a way that the X axis is the lateral direction of the vehicle, the Y axis is the longitudinal direction of the vehicle and the Z axis is the vertical direction of the vehicle.
  • the assembly comprising the central pillar (7), the heel (8) and the roof rail (9) is extracted, as well as the structural connection between them.
  • the heel (8) must be as long as possible without it including the adjacent pillars of the vehicle and the roof rail (9) must be as short as possible without affecting its connection with the vehicle.
  • central pillar (7)
  • the heel (8) located at the end of the front seats of the vehicle, is subjected to a fixed heel restriction (2).
  • This restriction is in turn composed of two fixed restrictions.
  • a fixed joint restriction (13) arranged in the lower part of the heel, which is attached to it by an adopter piece (not shown for simplifying model), the result being a restriction to the base of the heel (8) of its 3 movements of translation and 3 of rotation leaving the rest of the free end.
  • this fixed binding restriction (13) performs the support functions.
  • This mobile restriction consists of a fixed body (15) attached to the support structure (1) and a first mobile body (16) that rotates on an axis with respect to the fixed body (15), according to the Cartesian axes shown and with a defined turning radius.
  • Said first mobile body (16) is attached to the heel (8) by an adopter piece (not shown for simplifying model), the result being a restriction of the movement of the base of the heel to the movement of the first body mobile (16), with what the rear mobile restriction (3) performs the support functions.
  • the mobile body has a first restriction plane (17) that limits the movement of the heel (8), stopping the movement of the heel during the deformation and influencing its behavior and the deformation of the section itself. In this case it is shown in contact at an initial moment to the test, certain periods of the test may be without contact.
  • a central mobile restriction (4) is located in the lower part of the heel (8), at the height of the central pillar (7).
  • Said restriction consists of a mechanism with two axes of rotation in the direction of the longitudinal axis of the heel (8), with defined maximum angles of rotation (not shown in the figure the stop to rotation).
  • Said part of the heel is subjected in its base part to the movement of a second mobile body (18) of which it is integral.
  • the central mobile restriction (4) is composed of 3 main parts, the first one attached to the support structure (1), the second one arranged between the two rotation axes as a lever and the second mobile body (18) in contact with The base of the heel (8) by means of an adapter piece (not shown for simplifying the model), the result being a total restriction to the movement of the base of the heel with respect to the second mobile body (18), so that the central mobile restriction (4) does the support functions.
  • Said restriction consists of a plane rotated a certain angle with respect to the axis and of coordinates so that the deformation of the pillar is the desired one at a time concrete, even more so when the central pillar (7) carries the belt reel, with which it makes contact.
  • an upper mobile restraint (5) On the roof rail (9) there is an upper mobile restraint (5) based on a turn on a longitudinal axis, with defined radius and with a stop incorporated to said turn determined by the contact of a third mobile body (20) with The support structure (1).
  • Said upper mobile restriction (5) is rigidly joined by an adopter piece to the upper part of the roof rail (9), being restricted in that area to the movements of the mobile part of the restriction and leaving the rest of the rail (lower part ) that contributes with its deformation to the one of the central pillar (7).
  • the upper mobile restriction (5) performs the support functions of the structure to be tested.
  • the mechanisms that constitute mobile restrictions limit travel to a maximum of 0.5 m. and the turns up to 90 degrees on both sides of the initial position.
  • the turning radii are not more than 0.5 m.
  • the system incorporates on the central pillar two devices for applying the force (10), where a localized force is transmitted from the impactor and simulates the influence of the components not incorporated into the system, in this case the hinges of the rear door.
  • Said pushers in our case consist of rigid elements with a homogenization plate that contacts the barrier to prevent it from locking in it and transmitting the required force according to the impact barrier and the area of the plate as shown in Figure 2
  • the impact means are represented, in this case, by an impactor car (1 1) designed specifically for the system, on which a flexible impact barrier (12) is arranged. Said impactor car (1 1) is thrown at a specified speed and weight against the structure to be tested, so that it introduces the energy required for the study.
  • energy absorption devices for safety, in the event that there is an excess of energy that cannot be absorbed by the component under test, and in order to avoid damage to the test system and minimize those of the component to be tested, they have arranged energy absorption devices, not shown, of the compression tube type. One on each side of the support structure (1), which stops the impactor carriage (1 1) directly, and another behind the central pillar (7), which prevents said pillar from moving more than desirable inwards. These energy absorption devices will act only when the intrusion of the carrier car (1 1) on the fixed system is considered excessive.

Abstract

The invention relates to a test system preferably formed by the following elements, namely: a partial set of vehicle components, including a central pillar (7), a lower rail (8) and an upper roof rail (9), all of which are connected to one another; a stationary supporting structure (1); combined elements restricting relative movement between the vehicle components and the supporting structure (1), which elements can be stationary (2), moving (3, 4, 5) or initially contact free (6); means for generating an impact on the vehicle components being tested, advantageously comprising an impact-generating traveller (11) provided with an impact barrier (12); and devices for applying the force (10) of the impact-generating means to the vehicle components being tested. In addition, the system can also include energy-absorption devices and backstop systems. The test system adjustment method includes the simulation of the behaviour of the vehicle components not being tested, using computer calculation programs for calculating finite elements.

Description

SISTEMA DE ENSAYO DE LOS PILARES DE UN VEHÍCULO ANTE UNA COLISIÓN LATERAL PILLARS TEST SYSTEM OF A VEHICLE BEFORE A SIDE COLLISION
La presente invención se refiere a un sistema de ensayo de componentes de un vehículo, en donde se reproducirá el comportamiento a deformación y rotura de dichos componentes, en particular de los pilares y de sus conexiones al resto del vehículo que se pretende estudiar, así como el procedimiento de ajuste de este sistema debido a Ia necesidad de adaptarlo a las distintas características de los vehículos que se quieren estudiar. Antecedentes de Ia invenciónThe present invention relates to a test system for components of a vehicle, where the deformation and breakage behavior of said components will be reproduced, in particular the pillars and their connections to the rest of the vehicle to be studied, as well as The procedure for adjusting this system due to the need to adapt it to the different characteristics of the vehicles to be studied. Background of the invention
Para el estudio de las características y el comportamiento de los diversos componentes de los vehículos ante colisiones, es habitual el uso de sistemas completos en los que un vehículo es impactado bien con otro vehículo, o bien con un carro convenientemente tarado y al que se Ie ha dispuesto una barrera deformable específica. Estos últimos sistemas son ampliamente utilizados en las diferentes normativas sobre Ia materia.For the study of the characteristics and behavior of the various components of the vehicles in the event of collisions, it is usual to use complete systems in which a vehicle is impacted either with another vehicle, or with a conveniently tared car and to which it is left. has provided a specific deformable barrier. The latter systems are widely used in the different regulations on the subject.
Con ellos, se obtiene información del comportamiento individual y del conjunto de los componentes, así como se evalúa el posible daño en los ocupantes del vehículo ¡mpactado. Además, con estos sistemas, Ia repetibilidad y coste de los ensayos mejora considerablemente frente a un ensayo de impacto real en Ia que dos vehículos completos, con su coste respectivo, son colisionados.With them, information on the individual behavior and the set of components is obtained, as well as the possible damage to the occupants of the vehicle affected. In addition, with these systems, the repeatability and cost of the tests improves considerably compared to a real impact test in which two complete vehicles, with their respective cost, are collided.
Pero cuando realmente, solo interesa el comportamiento ante una colisión de un determinado componente o un conjunto reducido de los mismos, especialmente aconsejable en fases incipientes de los proyectos de desarrollo del componente, es necesaria Ia realización de ensayos parciales, en los que el método de ensayo es simplificado enormemente.But when really, only the behavior before a collision of a certain component or a reduced set of them is of particular interest, especially advisable in incipient phases of the component development projects, it is necessary to perform partial tests, in which the method of essay is greatly simplified.
Dichas simplificaciones redundan en unos ahorros de costes y tiempo de ensayo mayores y además, aumentan Ia repetibilidad en los resultados de las pruebas debido a Ia mayor simplificación en los componentes utilizados. No obstante, se hace necesario frecuentemente Ia realización de alguna prueba previa de vehículo completo para asegurar las condiciones y requisitos de optimización del producto analizado y así asegurar Ia perfecta integración posterior del componente al vehículo desde el punto de vista de su comportamiento esperado.Said simplifications result in greater cost savings and test time and also increase the repeatability in the test results due to the greater simplification in the components used. However, it is often necessary to perform a previous complete vehicle test to ensure the conditions and requirements for product optimization analyzed and thus ensure the perfect subsequent integration of the component to the vehicle from the point of view of its expected behavior.
Según el tipo de ensayo parcial, Ia forma de ejecución del ensayo es diferente. En nuestro caso, para un impacto lateral es común realizar ensayos parciales laterales para el estudio del comportamiento de los sistemas de protección lateral incorporados al vehículo, como por ejemplo los airbag laterales, y en concreto se pueden citar entre otras las patentes EP 0660097 y EP 1038162 que reflejan el estado del arte actual sobre el tema.Depending on the type of partial test, the method of execution of the test is different. In our case, for a lateral impact it is common to perform partial lateral tests for the study of the behavior of the lateral protection systems incorporated into the vehicle, such as the side airbags, and in particular, patents EP 0660097 and EP can be cited, among others. 1038162 that reflect the current state of the art on the subject.
Dichas patentes simulan los componentes del vehículo tratando de reproducir las velocidades de intrusión para prever el daño que pueda acontecer al maniquí hacia el cual se mueven dichos componentes. El objeto del ensayo parcial es reducir mediante sistemas de protección lateral, como son los airbag, el riesgo de daño medido sobre el maniquí, no siendo estudiado el componente estructural.Said patents simulate the components of the vehicle trying to reproduce the intrusion rates to anticipate the damage that may occur to the dummy towards which said components move. The purpose of the partial test is to reduce by means of lateral protection systems, such as airbags, the risk of damage measured on the dummy, the structural component not being studied.
Ensayos parciales en donde el comportamiento de los componentes estructurales de un vehículo ante una colisión sean motivo de estudio tienen el inconveniente de no ser fáciles de definir, especialmente en Io relativo a unas condiciones de contorno apropiadas para que el ensayo parcial sea representativo de su comportamiento frente a un ensayo completo real.Partial tests in which the behavior of the structural components of a vehicle in the event of a collision are subject to study have the disadvantage of not being easy to define, especially in relation to appropriate boundary conditions so that the partial test is representative of its behavior in front of a real complete essay.
Esto comprende tanto Ia forma de simular el entorno circundante del componente vía restricciones como el de introducir las condiciones cinemáticas provenientes directa o indirectamente, a través de otros componentes, de un impacto, así como Ia forma de absorber Ia energía de impacto. En las especificaciones de Ia patente JP 2006281964 tenemos un fiel reflejo del estado del arte en el desarrollo de ensayos parciales sobre componentes estructurales, en concreto del pilar central. En dicha patente se aisla, respecto del resto del cuerpo del vehículo, el pilar central y sus uniones al raíl inferior (talonera), y raíl superior (del techo). En ambos raíles ficticios se establecen unas condiciones de contomo que ofrecen una resistencia al giro en dirección longitudinal a los raíles, ajustable según el vehículo a estudiar, siendo el resto de movimientos, desplazamientos y giros cuyo eje de giro es normal al anterior giro permitido, anulados.This includes both the way to simulate the surrounding environment of the component via restrictions and to introduce the kinematic conditions coming directly or indirectly, through other components, of an impact, as well as the way of absorbing the impact energy. In the specifications of the patent JP 2006281964 we have a faithful reflection of the state of the art in the development of partial tests on structural components, specifically of the central pillar. In said patent, the central pillar and its connections to the lower rail (heel), and upper rail (of the roof) are isolated from the rest of the body of the vehicle. On both fictitious rails, contome conditions are established that offer resistance to turning in the direction longitudinal to the rails, adjustable according to the vehicle to be studied, being the rest of movements, displacements and turns whose axis of rotation is normal to the previous allowed rotation, canceled.
Por otro lado, Ia aplicación de Ia carga de impacto se realiza mediante dos cuerpos, en unos puntos definidos, mediante el sistema de caída de peso guiado. El sistema está muy simplificado respecto al comportamiento real y, en consecuencia, también es bastante limitado en Ia reproducción de Ia deformada, rotura, absorción de energía y en general del comportamiento del componente ante el impacto. Es un objetivo de Ia presente invención el disponer de un sistema de ensayos capaz de reproducir fielmente Ia cinemática, deformación, roturas y capacidad de absorción de energía del componente analizado, sin Ia necesidad del vehículo completo.On the other hand, the application of the impact load is carried out by means of two bodies, at defined points, by means of the guided weight loss system. The system is very simplified with respect to the real behavior and, consequently, it is also quite limited in the reproduction of the deformation, breakage, absorption of energy and in general of the behavior of the component before the impact. It is an objective of the present invention to have a test system capable of faithfully reproducing the kinematics, deformation, breakage and energy absorption capacity of the analyzed component, without the need for the entire vehicle.
Es otro objetivo de Ia presente invención el disponer de un sistema de ensayos que permita su ajuste para diferentes vehículos Descripción de Ia invenciónIt is another objective of the present invention to have a test system that allows adjustment for different vehicles Description of the invention
Para alcanzar los objetivos propuestos se ha concebido un sistema de ensayos que simula el resto del vehículo, de tal manera que Ia deformada, roturas, cinemática y absorción de energía del componente motivo de estudio sean comparativamente iguales a las que se presentan durante Ia colisión del vehículo completo. Con este fin, se utilizan el menor número de piezas posible del vehículo para reproducir el problema a simular, Io que se consigue mediante restricciones, dispositivos de absorción de energía, sistemas antiretroceso y dispositivos de aplicación de las fuerzas generadas por los medios de impacto. Todo ello sustentado por una estructura soporte fija, preferentemente rígida, de tal manera que el sistema sea suficientemente regulable para permitir simular el comportamiento de los distintos vehículos a ensayar.To achieve the proposed objectives, a test system has been conceived that simulates the rest of the vehicle, in such a way that the deformation, breakage, kinematics and energy absorption of the study component are comparatively equal to those presented during the collision of the vehicle. complete vehicle To this end, the smallest possible number of parts of the vehicle are used to reproduce the problem to be simulated, which is achieved by means of restrictions, energy absorption devices, anti-return systems and devices for applying the forces generated by the impact means. All this supported by a fixed support structure, preferably rigid, so that the system is sufficiently adjustable to allow simulating the behavior of the different vehicles to be tested.
El procedimiento de ajuste del sistema de ensayos para lograr que el comportamiento del componente sea simulado convenientemente se realiza mediante programas de cálculo por ordenador de elementos finitos, modelando todos los elementos del sistema y su ubicación, de tal manera que el comportamiento de las piezas a estudiar sea igual al mostrado durante un ensayo tipo del vehículo completo, previo a los ensayos parciales sobre el componente en cuestión.The procedure for adjusting the test system to ensure that the behavior of the component is simulated conveniently is carried out by computer calculation programs of finite elements, modeling all the elements of the system and their location, so that the behavior of the parts study equals shown during a full vehicle type test, prior to partial tests on the component in question.
Preferentemente, el rail superior del techo será de una longitud Io más reducida posible siempre que contenga inalterados los elementos y partes de conexión, incluido el pilar a estudiar, que se unan al mismo. Por el contrario, Ia talonera será de una longitud Io más larga posible, siempre que no rebase los pilares adyacentes, manteniéndose inalterada Ia unión con el pilar a estudiar.Preferably, the upper roof rail will be as short as possible as long as it contains unaltered connection elements and parts, including the pillar to be studied, that are attached to it. On the contrary, the heel will be as long as possible, as long as it does not exceed the adjacent pillars, keeping the union with the pillar to be studied unaltered.
Contra los componentes a estudiar, sujetos a Ia estructura de soporte fija, se aplican medios de impacto con un peso, velocidad y fuerza determinadas, provistos, en su caso, de una barrera de impacto, (generalmente normalizada según las normativas específicas en Ia materia). Dichos medios de impacto pueden ser un carro o un péndulo, así como elementos estáticos de actuación directa como son cilindros neumáticos, hidráulicos o dispositivos pirotécnicos. La dirección de impacto contra los componentes a analizar, y su ángulo de incidencia, vienen determinados por el procedimiento de ajuste.Against the components to be studied, subject to the fixed support structure, impact means with a certain weight, speed and force are applied, provided, where appropriate, with an impact barrier, (generally standardized according to the specific regulations in the matter ). Said impact means can be a car or a pendulum, as well as static direct acting elements such as pneumatic, hydraulic cylinders or pyrotechnic devices. The direction of impact against the components to be analyzed, and their angle of incidence, are determined by the adjustment procedure.
En cuanto a las restricciones, estas pueden ser fijas, móviles o sin contacto inicial y son ubicadas preferentemente sobre el raíl superior (el del techo), e inferior (Ia talonera), simulando a Ia altura de las conexiones entre los raíles y el pilar Ia deformada, movimientos y tensiones representativas. Además, dichas restricciones pueden actuar inclusive sobre el propio pilar motivo de ensayo y sus conexiones con el resto de Ia estructura. De este modo, las restricciones junto con los raíles reproducen las condiciones de contorno apropiadas para que las condiciones de ensayo sobre el componente (el pilar y sus conexiones al resto de componentes), sean representativas de un ensayo completo real.As for the restrictions, these can be fixed, mobile or without initial contact and are preferably located on the upper rail (the roof), and lower (the heel), simulating the height of the connections between the rails and the pillar Deformed Ia, movements and representative tensions. In addition, said restrictions may even act on the pillar itself as a test ground and its connections with the rest of the structure. In this way, the restrictions together with the rails reproduce the appropriate boundary conditions so that the test conditions on the component (the pillar and its connections to the rest of the components) are representative of a real complete test.
Las restricciones fijas comprenden planos fijos en el espacio, que actúan de tope al movimiento del componente y son posicionados de una manera específica según se haya determinado mediante programas de cálculo por ordenador para reproducir las condiciones del componente en dicho sistema de ensayo parcial. Las restricciones fijas también pueden estar montadas sobre restricciones móviles para determinar el desplazamiento máximo relativo al movimiento de Ia restricción móvil.The fixed restrictions comprise fixed planes in space, which act as a stop to the movement of the component and are positioned in a specific way as determined by computer calculation programs to reproduce the conditions of the component in said partial test system. Fixed restrictions can also be mounted on mobile restrictions for determine the maximum displacement relative to the movement of the mobile restriction.
Las restricciones fijas y móviles pueden estar solidariamente unidas a los componentes del vehiculo en ensayo, constituyendo una empotradura. Esta empotradura puede realizarse de forma soldada o atornillada, o bien mediante una pieza adoptadora. En este ultimo caso, es ventajoso unir Ia pieza adoptadora a Ia restricción mediante tornillos y al componente del vehiculo en ensayo mediante soldadura y/o tornillos.Fixed and mobile restrictions may be jointly and severally connected to the components of the test vehicle, constituting a recess. This recess can be made welded or screwed, or by an adopter. In the latter case, it is advantageous to join the adopter part to the restriction by means of screws and to the vehicle component under test by welding and / or screws.
Dentro de las restricciones fijas, existen algunas que pueden incluir Ia función de soporte de los componentes a estudiar al estar unidos y en contacto con los componentes estructurales del vehículo, pudiendo ser de tipo rígido o flexible, preferentemente las primeras pues el raíl del techo y Ia talonera, elementos propios de Ia carrocería que se simula, actúan como elementos de transición flexibles entre las restricciones y/o soportes y los componentes a estudiar, pilares y su conexión a los raíles. Además, dichas restricciones fijas de sujeción pueden incluir sistema/s de absorción de energía.Within the fixed restrictions, there are some that may include the support function of the components to be studied when being connected and in contact with the structural components of the vehicle, being able to be of a rigid or flexible type, preferably the first ones as the roof rail and The heel, elements of the body that is simulated, act as flexible transition elements between the restrictions and / or supports and the components to be studied, pillars and their connection to the rails. In addition, said fixed restraint restrictions may include energy absorption system / s.
Las restricciones móviles, realizadas mediante mecanismos o elementos flexibles, provocan que el movimiento se produzca de una determinada manera en ciertas zonas del componente sustentado, preferentemente raíl del techo y talonera, bien sea desplazamientos lineales en el espacio o giros, repercutiendo en Ia cinemática del componente a estudiar, pudiendo incorporar sistemas de absorción de energía e inclusive restricciones fijas a los movimientos antes descritos. Las restricciones sin contacto inicial se realizan, preferentemente, mediante uno o varios planos dispuestos fijos en el espacio.The mobile restrictions, made by means of flexible mechanisms or elements, cause the movement to occur in a certain way in certain areas of the supported component, preferably roof rail and heel, either linear displacements in the space or turns, affecting the kinematics of the component to be studied, being able to incorporate energy absorption systems and even fixed restrictions on the movements described above. Restrictions without initial contact are preferably made by one or several planes arranged fixed in the space.
Los raíles pueden llevar sistemas de absorción de energía incorporados o conectados de manera independiente a las restricciones mediante mecanismos de acoplamiento, para que Ia cinemática se parezca a Ia del vehículo completo y los movimientos no sea "tan instantáneos" sino que las curvas intrusión-tiempo sean representativas del ensayo del vehículo completo. Asimismo su regulación también puede serlo individualmente y/o conjuntamente. Los sistemas de absorción de energía utilizados pueden ser simples o una combinación de los enumerados a continuación con el fin de crear determinadas curvas de absorción que representen las deformaciones y en general el comportamiento cinemático deseable sobre los componentes a estudiar. Los absorbedores además pueden ser pasivos, no controlables durante el ensayo y sólo regulados previamente al ensayo, u activos, cuya regulación puede ser controlada en todo momento. Dentro de los sistemas de absorción se utilizan dispositivos usados habitualmente para Ia absorción de impactos, como son barras a flexión y compresión, honeycomb y espumas celulares, sistemas hidráulicos, neumáticos, amortiguadores reológicos, etc.The rails can have energy absorption systems incorporated or connected independently of the restrictions by means of coupling mechanisms, so that the kinematics resemble that of the complete vehicle and the movements are not "so instantaneous" but that the intrusion-time curves are representative of the complete vehicle test. Also its regulation can also be individually and / or together. The energy absorption systems used can be simple or a combination of those listed below in order to create certain absorption curves that represent the deformations and in general the desirable kinematic behavior on the components to be studied. The absorbers can also be passive, not controllable during the test and only regulated prior to the test, or active, whose regulation can be controlled at all times. Within the absorption systems, devices commonly used for the absorption of impacts are used, such as bending and compression bars, honeycomb and cellular foams, hydraulic systems, tires, rheological dampers, etc.
El sistema de ensayos puede comprender uno o varios sistemas antiretroceso, cuya principal ventaja es Ia de simular mejor Ia deformación del resto de Ia estructura, más en concreto su deformación plástica, además de mantener Ia estructura con su deformada sin verse afectada por el retroceso del impactor. Dicho/s disposit¡vo/s puede/n ir y/o ser regulados de manera aislada o formando un conjunto con el resto de dispositivos tales como el de absorción, las restricciones móviles, etc.The test system can comprise one or more anti-reverse systems, whose main advantage is to better simulate the deformation of the rest of the structure, more specifically its plastic deformation, in addition to maintaining the structure with its deformation without being affected by the recoil of the impactor Said device / s can / n go and / or be regulated in isolation or forming a set with other devices such as absorption, mobile restrictions, etc.
El sistema comprende dispositivos de aplicación de las fuerzas, que simulan el efecto de ciertos componentes del vehículo que no se montan en el sistema parcial y que influyen de manera significativa en Ia transmisión de las fuerzas del impacto, tales como las bisagras. Tales dispositivos pueden llevar dispositivos de absorción incorporados a los mismos. El sistema de ensayo puede contener o no dichos dispositivos de aplicación de fuerzas (empujadores). Los dispositivos de aplicación de fuerzas se unen por uno de sus extremos a uno de los componentes a estudiar, generalmente el pilar, y por el otro extremo opuesto van conectados a una placa que contacta con los medios de impacto durante el ensayo, bien directamente o bien indirectamente, siendo en éste último caso habitual realizarlo a través de una barrera de impacto ubicada en los medios de impacto, de tal manera que se obtenga de dicho contacto una fuerza suficientemente representativa y similar a Ia que ejercería el componente no incorporado en el ensayo. En el caso que los medios de impacto lleven una barrera de impacto, el dispositivo de aplicación de las fuerzas utiliza una placa de homogeneización, que evita que dicho dispositivo perfore en exceso Ia barrera de impacto, sin que se extraiga del contacto Ia fuerza requerida. El dispositivo de ensayo es ajustable a cada vehículo a estudiar mediante Ia incorporación de diferentes restricciones, sistemas de aplicación de fuerzas y ajustes de Ia estructura de soporte.The system comprises force application devices, which simulate the effect of certain components of the vehicle that are not mounted in the partial system and that significantly influence the transmission of impact forces, such as hinges. Such devices may have absorption devices incorporated therein. The test system may or may not contain such force application devices (pushers). The force application devices are attached at one of their ends to one of the components to be studied, generally the pillar, and at the other opposite end they are connected to a plate that contacts the impact means during the test, either directly or either indirectly, in the latter case, it is usually done through an impact barrier located in the impact means, such that a sufficiently representative force similar to that exerted by the component not incorporated in the test would be obtained from said contact . In the event that the impact means carry an impact barrier, the force application device uses a homogenization plate, which prevents said device from excessively piercing the impact barrier, without removing the required force from the contact. The test device is adjustable to each vehicle to be studied through the incorporation of different restrictions, force application systems and adjustments of the support structure.
Salvo los dispositivos de absorción propiamente dichos, los componentes a estudiar y los elementos de acoplamiento entre las restricciones y los componentes del vehículo en ensayo, el resto no son materiales consumibles. De todos modos el sistema de ensayo está naturalmente sujeto a cierto desgaste y también se puede destruir accidentalmente (por ejemplo, en algún ensayo que no haya funcionado bien), es por ello que los distintos elementos pueden reemplazarse individualmente.Except for the actual absorption devices, the components to be studied and the coupling elements between the restrictions and the components of the vehicle under test, the rest are not consumable materials. However, the test system is naturally subject to some wear and can also be accidentally destroyed (for example, in a test that has not worked well), that is why the different elements can be replaced individually.
Para minimizar Ia destrucción accidental o al menos minimizar sus efectos, el sistema incorpora dispositivos de absorción de energía aplicados a los medios de impacto, que actúan en el caso de que el componente a ensayar no absorbiera convenientemente toda Ia energía puesta en juego.To minimize accidental destruction or at least minimize its effects, the system incorporates energy absorption devices applied to the impact means, which act in the event that the component to be tested does not conveniently absorb all the energy put into play.
Dichos sistemas de absorción aplicados a los medios de impacto pueden consistir en tubos colapsables a compresión cuando los medios de impacto se introducen de manera excesiva dentro de Ia estructura de soporte fija. El proceso de ajuste del dispositivo comienza tras un análisis de las simulaciones de Ia colisión del vehículo completo a estudiar, pudiendo estar previamente validado con una colisión real, en el que se extraen las condiciones de contorno que permitirán simular en el dispositivo de ensayo parcial las piezas a estudiar. Dichas condiciones de contorno se traducen en los dispositivos fijos y móviles tales como las restricciones fijas y móviles, sistemas de absorción de energía, antiretornos, dispositivos de aplicación de Ia carga y puntos de unión de todos éstos elementos a los componentes del vehículo, Io que nos permitirá reproducir las cinemáticas, deformada y cantidad de energía absorbida deseadas en el ensayo parcial. Asimismo, se determina Ia velocidad y el peso del impactor, y las condiciones generales del impacto representadas por Ia barrera de impacto deformable. Es particularmente deseable que las restricciones sean preferentemente diseñadas al mismo tiempo que los sistemas de absorción incorporados o conectados a los mismos así como aprovechar Ia propia absorción de elementos circundantes de Ia carrocería incluidos en los componentes de ensayo, talonera y raíl del techo, Io que redunda en una reducción de sistemas y costes.Said absorption systems applied to the impact means may consist of collapsible compression tubes when the impact means are introduced excessively into the fixed support structure. The process of adjustment of the device begins after an analysis of the simulations of the collision of the entire vehicle to be studied, being able to be previously validated with a real collision, in which the boundary conditions that will allow to simulate the partial test device are extracted. pieces to study. Said boundary conditions are translated into fixed and mobile devices such as fixed and mobile restrictions, energy absorption systems, antiretornos, load application devices and attachment points of all these elements to the vehicle components, which will allow us to reproduce the kinematics, deformed and amount of absorbed energy desired in the partial test. Likewise, the speed and weight of the impactor is determined, and the general conditions of the impact represented by the deformable impact barrier. It is particularly desirable that the restrictions be preferably designed at the same time as the absorption systems incorporated or connected thereto, as well as taking advantage of the absorption of surrounding elements of the bodywork included in the test components, heel and roof rail, it results in a reduction of systems and costs.
Una vez conseguidas las condiciones de contorno y el objetivo último, como es reproducir el comportamiento del pilar y sus conexiones al resto de Ia estructura del vehículo, se puede proceder al estudio de modificaciones de los mismos, asegurando así que los resultados obtenidos con el presente sistema de ensayo sean representativos de Io que sucedería ante un impacto real si se montaran en el vehículo completo. Breve descripción de los dibujosOnce the boundary conditions and the ultimate goal have been achieved, such as reproducing the behavior of the pillar and its connections to the rest of the structure of the vehicle, it is possible to proceed to the study of modifications thereof, thus ensuring that the results obtained with this test system be representative of what would happen in the event of a real impact if they were mounted on the entire vehicle. Brief description of the drawings
Para complementar Ia descripción que antecede, y con objeto de ayudar a una mejor comprensión de las características de Ia invención, se va a proceder a realizar una descripción detallada de una realización preferida, en base a un juego de planos que se acompañan a esta memoria descriptiva y en donde, con carácter orientativo y no limitativo, se ha representado Io siguiente. La figura 1 muestra una vista frontal del dispositivo, en Ia dirección en que se desplaza el carro impactor.To complement the above description, and in order to help a better understanding of the characteristics of the invention, a detailed description of a preferred embodiment will be carried out, based on a set of drawings that accompany this report. descriptive and where, for guidance and non-limiting purposes, the following has been represented. Figure 1 shows a front view of the device, in the direction in which the impactor carriage moves.
La figura 2 muestra una vista lateral del dispositivo. La figura 3 muestra una vista lateral del dispositivo de restricción ubicado en el extremo de Ia talonera a Ia altura de las plazas delanteras del vehículo.Figure 2 shows a side view of the device. Figure 3 shows a side view of the restriction device located at the end of the heel at the height of the front seats of the vehicle.
La figura 4 muestra una vista lateral del dispositivo de restricción ubicado en el extremo de Ia talonera a Ia altura de las plazas traseras del vehículo. En las anteriores figuras, las referencias numéricas corresponden a las siguientes partes y elementos:Figure 4 shows a side view of the restriction device located at the end of the heel at the height of the rear seats of the vehicle. In the previous figures, the numerical references correspond to the following parts and elements:
I . Estructura de soporte. 2. Restricción fija de talonera.I. Support structure. 2. Fixed heel restraint.
3. Restricción móvil trasera de talonera.3. Rear mobile heel restraint.
4. Restricción móvil central de Ia talonera.4. Central mobile restriction of the heel.
5. Restricción móvil superior.5. Superior mobile restriction.
6. Restricción sin contacto inicial. 7. Pilar central6. Restriction without initial contact. 7. Central Pillar
8. Talonera8. Heel pad
9. Raíl del techo9. Roof rail
10. Dispositivos de aplicación de Ia fuerza del carro impactor.10. Devices for applying the force of the impactor car.
I 1. Carro impactor 12. Barrera de impactoI 1. Impactor car 12. Impact barrier
13. Restricción fija de unión.13. Fixed binding restriction.
14. Restricción fija de tope.14. Fixed limit stop.
15. Cuerpo fijo.15. Fixed body.
16. Primer cuerpo móvil. 17. Primer plano de restricción.16. First mobile body. 17. Close-up of restriction.
18. Segundo cuerpo móvil.18. Second mobile body.
19. Segundo plano de restricción.19. Second level of restriction.
20. Tercer cuerpo móvil.20. Third mobile body.
En las anteriores figuras se han incorporado unos ejes cartesianos para una mejor comprensión de las explicaciones. El sistema coordenado esta definido de tal forma que el eje X es Ia dirección lateral del vehículo, el eje Y Ia dirección longitudinal del vehículo y el eje Z Ia dirección vertical del vehículo.In the previous figures some Cartesian axes have been incorporated for a better understanding of the explanations. The coordinate system is defined in such a way that the X axis is the lateral direction of the vehicle, the Y axis is the longitudinal direction of the vehicle and the Z axis is the vertical direction of the vehicle.
Descripción detallada de una realización preferida En las figuras 1 y 2, que corresponde al estudio del comportamiento del pilar central de un vehículo, se muestran el pilar central (7), Ia talonera (8) y el raíl del techo (9), así como las diversas restricciones fijas (2 y 6) y móviles (3, 4 y 5), unidas a una estructura de soporte (1 ), fija.DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT In Figures 1 and 2, which corresponds to the study of the behavior of the central pillar of a vehicle, the central pillar (7), the heel (8) and the roof rail (9) are shown, as well like the various fixed (2 and 6) and mobile (3, 4 and 5) restrictions, attached to a fixed support structure (1).
De Ia estructura completa del vehículo se extrae el conjunto que comprende el pilar central (7), Ia talonera (8) y el raíl del techo (9), así como Ia conexión estructural entre ellos. De tal manera que Ia talonera (8) ha de ser Io más larga posible sin que ésta incluya los pilares adyacentes del vehículo y el raíl del techo (9) ha de ser Io más corto posible sin que afecte a Ia conexión de éste con el pilar central (7).From the complete structure of the vehicle, the assembly comprising the central pillar (7), the heel (8) and the roof rail (9) is extracted, as well as the structural connection between them. In such a way that the heel (8) must be as long as possible without it including the adjacent pillars of the vehicle and the roof rail (9) must be as short as possible without affecting its connection with the vehicle. central pillar (7).
Según puede apreciarse en las figuras 1 y 3, a Ia talonera (8), situada en el extremo de las plazas delanteras del vehículo, se Ia somete a una restricción fija de talonera (2). Dicha restricción está compuesta a su vez por dos restricciones fijas. Una restricción fija de unión (13) dispuesta en Ia parte inferior de Ia talonera, Ia cual está unida a Ia misma mediante una pieza adoptadora (no mostrada por simplificar modelo), siendo el resultado una restricción a Ia base de Ia talonera (8) de sus 3 movimientos de translación y los 3 de rotación quedando el resto del extremo libre. Además, esta restricción fija de unión (13) hace las funciones de soporte. Por Ia parte superior de dicho extremo de Ia talonera y en su lado interior, el de los ocupantes, se ubica una restricción fija de tope (14) que limita el movimiento de dicha cara de Ia talonera, haciendo de tope al desplazamiento de dicha cara e influyendo en el comportamiento de Ia talonera y en Ia deformada de Ia propia sección. En éste caso se muestra sin contacto en un instante inicial al ensayo, pudiendo estar en contacto durante ciertos periodos del ensayo. Según puede apreciarse en las figuras 1 y 4, a Ia talonera (8) en el extremo de las plazas traseras del vehículo se Ia somete a una restricción móvil trasera (3). Esta restricción móvil se compone de un cuerpo fijo (15) unido a Ia estructura de soporte (1 ) y de un primer cuerpo móvil (16) que gira sobre un eje respecto al cuerpo fijo (15) , según los ejes cartesianos mostrados y con un radio de giro definido. Dicho primer cuerpo móvil (16) se encuentra unido a Ia talonera (8) mediante una pieza adoptadora (no mostrada por simplificar modelo), siendo el resultado una restricción del movimiento de Ia base de Ia talonera al movimiento del primer cuerpo móvil (16), con Io que Ia restricción móvil trasera (3) hace las funciones de soporte. El cuerpo móvil presenta un primer plano de restricción (17) que limita el movimiento de Ia talonera (8), haciendo de tope al desplazamiento de Ia misma durante Ia deformación e influyendo en su comportamiento y en Ia deformada de Ia propia sección. En éste caso se muestra en contacto en un instante inicial al ensayo, pudiendo estar sin contacto ciertos periodos del ensayo.As can be seen in Figures 1 and 3, the heel (8), located at the end of the front seats of the vehicle, is subjected to a fixed heel restriction (2). This restriction is in turn composed of two fixed restrictions. A fixed joint restriction (13) arranged in the lower part of the heel, which is attached to it by an adopter piece (not shown for simplifying model), the result being a restriction to the base of the heel (8) of its 3 movements of translation and 3 of rotation leaving the rest of the free end. In addition, this fixed binding restriction (13) performs the support functions. On the upper part of said end of the heel and on its inner side, that of the occupants, there is a fixed stop restriction (14) that limits the movement of said face of the heel, making a stop to the movement of said face and influencing the behavior of the heel and the deformation of the section itself. In this case it is shown without contact at an initial time to the test, being able to be in contact during certain periods of the test. As can be seen in Figures 1 and 4, the heel (8) at the end of the rear seats of the vehicle is subjected to a rear mobile restraint (3). This mobile restriction consists of a fixed body (15) attached to the support structure (1) and a first mobile body (16) that rotates on an axis with respect to the fixed body (15), according to the Cartesian axes shown and with a defined turning radius. Said first mobile body (16) is attached to the heel (8) by an adopter piece (not shown for simplifying model), the result being a restriction of the movement of the base of the heel to the movement of the first body mobile (16), with what the rear mobile restriction (3) performs the support functions. The mobile body has a first restriction plane (17) that limits the movement of the heel (8), stopping the movement of the heel during the deformation and influencing its behavior and the deformation of the section itself. In this case it is shown in contact at an initial moment to the test, certain periods of the test may be without contact.
En Ia parte inferior de Ia talonera (8), a Ia altura del pilar central (7), se ubica una restricción móvil central (4). Dicha restricción consiste en un mecanismo con dos ejes de giro en Ia dirección del eje longitudinal de Ia talonera (8), con ángulos de giro máximo definidos (no mostrados en Ia figura el tope al giro). Dicha parte de Ia talonera se somete en su parte base al movimiento de un segundo cuerpo móvil (18) del que es solidaria. La restricción móvil central (4) está compuesta de 3 piezas principales, Ia primera unida a Ia estructura de soporte (1 ), Ia segunda dispuesta entre los dos ejes de rotación a modo de palanca y el segundo cuerpo móvil (18) en contacto con Ia base de Ia talonera (8) mediante una pieza adaptadora (no mostrada por simplificar modelo), siendo el resultado una restricción total al movimiento de Ia base de Ia talonera respecto al segundo cuerpo móvil (18), con Io que Ia restricción móvil central (4) hace las funciones de soporte. Por Ia parte superior de dicho extremo de Ia talonera y en su lado interior, el de los ocupantes, se ubica segundo plano de restricción (19) que limita el movimiento de dicha cara de Ia talonera, haciendo de tope al desplazamiento de dicha cara relativo al movimiento del segundo cuerpo móvil (18) e influyendo en el comportamiento de Ia talonera (8) y en Ia deformada de Ia propia sección. En éste caso se muestra en contacto en un instante inicial al ensayo, pudiendo estar sin contacto ciertos periodos del ensayo.In the lower part of the heel (8), at the height of the central pillar (7), a central mobile restriction (4) is located. Said restriction consists of a mechanism with two axes of rotation in the direction of the longitudinal axis of the heel (8), with defined maximum angles of rotation (not shown in the figure the stop to rotation). Said part of the heel is subjected in its base part to the movement of a second mobile body (18) of which it is integral. The central mobile restriction (4) is composed of 3 main parts, the first one attached to the support structure (1), the second one arranged between the two rotation axes as a lever and the second mobile body (18) in contact with The base of the heel (8) by means of an adapter piece (not shown for simplifying the model), the result being a total restriction to the movement of the base of the heel with respect to the second mobile body (18), so that the central mobile restriction (4) does the support functions. On the upper part of said end of the heel and on its inner side, that of the occupants, is located second restriction plane (19) that limits the movement of said face of the heel, making stop the displacement of said relative face to the movement of the second mobile body (18) and influencing the behavior of the heel (8) and the deformation of the section itself. In this case it is shown in contact at an initial moment to the test, certain periods of the test may be without contact.
Una restricción sin contacto inicial (6), fija, limita Ia intrusión del pilar central (7) en dirección del pasajero. Dicha restricción consiste en un plano girado un determinado ángulo respecto al eje y de coordenadas de forma que Ia deformada del pilar sea Ia deseada en un momento concreto, más aún cuando el pilar central (7) porta el carrete del cinturón, con el cual hace contacto.A restriction without initial contact (6), fixed, limits the intrusion of the central pillar (7) in the direction of the passenger. Said restriction consists of a plane rotated a certain angle with respect to the axis and of coordinates so that the deformation of the pillar is the desired one at a time concrete, even more so when the central pillar (7) carries the belt reel, with which it makes contact.
En el raíl del techo (9) se dispone una restricción móvil superior (5) basada en un giro sobre un eje longitudinal, con radio definido y con un tope incorporado a dicho giro determinado por el contacto de un tercer cuerpo móvil (20) con Ia estructura de soporte (1 ). Dicha restricción móvil superior (5) se une rígidamente mediante una pieza adoptadora a Ia parte superior del raíl del techo (9), quedando restringido en esa zona a los movimientos de Ia parte móvil de Ia restricción y dejando el resto del raíl (parte inferior) que contribuya con su deformada a Ia del pilar central (7). Además, Ia restricción móvil superior (5) hace las funciones de soporte de Ia estructura a ensayar.On the roof rail (9) there is an upper mobile restraint (5) based on a turn on a longitudinal axis, with defined radius and with a stop incorporated to said turn determined by the contact of a third mobile body (20) with The support structure (1). Said upper mobile restriction (5) is rigidly joined by an adopter piece to the upper part of the roof rail (9), being restricted in that area to the movements of the mobile part of the restriction and leaving the rest of the rail (lower part ) that contributes with its deformation to the one of the central pillar (7). In addition, the upper mobile restriction (5) performs the support functions of the structure to be tested.
En general, los mecanismos que constituyen las restricciones móviles limitan los desplazamientos a un máximo de 0,5 m. y los giros hasta 90 grados a ambos lados de Ia posición inicial. Los radios de giro no son superiores a 0,5 m.In general, the mechanisms that constitute mobile restrictions limit travel to a maximum of 0.5 m. and the turns up to 90 degrees on both sides of the initial position. The turning radii are not more than 0.5 m.
El sistema incorpora sobre el pilar central dos dispositivos de aplicación de Ia fuerza (10), donde se transmite una fuerza localizada proveniente del impactor y que simulan Ia influencia de los componentes no incorporados al sistema, en este caso las bisagras de Ia puerta trasera. Dichos empujadores consisten en nuestro caso en elementos rígidos con una placa de homogeneización que contacta con Ia barrera para evitar que se enclave en Ia misma y transmita Ia fuerza requerida según Ia barrera de impacto y el área de Ia placa tal y como muestra Ia figura 2. Por otro lado, los medios de impacto están representados, en este caso, por un carro impactor (1 1 ) diseñado específicamente para el sistema, sobre el que se dispone una barrera de impacto (12), flexible. Dicho carro impactor (1 1 ) es lanzado a una velocidad y peso especificados contra Ia estructura a ensayar, de manera que introduce Ia energía requerida para el estudio.The system incorporates on the central pillar two devices for applying the force (10), where a localized force is transmitted from the impactor and simulates the influence of the components not incorporated into the system, in this case the hinges of the rear door. Said pushers in our case consist of rigid elements with a homogenization plate that contacts the barrier to prevent it from locking in it and transmitting the required force according to the impact barrier and the area of the plate as shown in Figure 2 On the other hand, the impact means are represented, in this case, by an impactor car (1 1) designed specifically for the system, on which a flexible impact barrier (12) is arranged. Said impactor car (1 1) is thrown at a specified speed and weight against the structure to be tested, so that it introduces the energy required for the study.
Por seguridad, en el caso que haya un exceso de energía que no pueda ser absorbida por el componente en ensayo, y a fin de evitar daños al sistema de ensayo y minimizar los del componente a ensayar, se han dispuesto dispositivos de absorción de energía, no mostrados, del tipo tubo a compresión. Uno a cada lado de Ia estructura de soporte (1 ), que detienen el carro impactor (1 1 ) directamente, y otro detrás del pilar central (7), que evita que dicho pilar se desplace más de Io deseable hacia el interior. Estos dispositivos de absorción de energía actuarán sólo cuando Ia intrusión del carro ¡mpactor (1 1 ) sobre el sistema fijo sea considerada excesiva. For safety, in the event that there is an excess of energy that cannot be absorbed by the component under test, and in order to avoid damage to the test system and minimize those of the component to be tested, they have arranged energy absorption devices, not shown, of the compression tube type. One on each side of the support structure (1), which stops the impactor carriage (1 1) directly, and another behind the central pillar (7), which prevents said pillar from moving more than desirable inwards. These energy absorption devices will act only when the intrusion of the carrier car (1 1) on the fixed system is considered excessive.

Claims

REIVINDICACIONES
1. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral, caracterizado por comprender;1. Test system of the pillars of a vehicle before a lateral collision, characterized by understanding;
- un conjunto parcial de componentes del vehículo, constituido por un pilar, una talonera (8) y un rail del techo (9) unidos entre si,- a partial set of vehicle components, consisting of a pillar, a heel pad (8) and a roof rail (9) linked together,
- una estructura de soporte (1 ), fija,- a fixed support structure (1),
- unas restricciones al movimiento relativo entre los componentes del vehículo y Ia estructura de soporte (1 ), que pueden ser fijas , móviles o sin contacto inicial, combinadas entre si,- restrictions on the relative movement between the components of the vehicle and the support structure (1), which can be fixed, mobile or without initial contact, combined with each other,
- medios de impacto sobre los componentes del vehículo en ensayo,- means of impact on the components of the vehicle under test,
- dispositivos de aplicación de Ia fuerza de los medios de impacto sobre los componentes del vehículo en ensayo. - devices for applying the force of the impact means on the components of the vehicle under test.
2. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por comprender dispositivos de absorción de energía.2. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized by comprising energy absorption devices.
3. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 2 caracterizado por que los dispositivos de absorción de energía comprenden tubos a compresión.3. Test system of the pillars of a vehicle before a lateral collision according to claim 2 characterized in that the energy absorption devices comprise compression tubes.
4. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por comprender sistemas antiretroceso.4. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized by comprising anti-reverse systems.
5. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones fijas y móviles están solidariamente unidas a los componentes del vehículo en ensayo, constituyendo una empotradura; de tal manera que es nulo el desplazamiento y el giro relativos.5. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the fixed and mobile restrictions are jointly and severally attached to the components of the test vehicle, constituting a recess; in such a way that the relative displacement and rotation is null.
6. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 5, caracterizado por que Ia empotradura se realiza de forma soldada o atornillada. 6. Test system of the pillars of a vehicle before a lateral collision according to claim 5, characterized in that the recess is made welded or screwed.
7. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 5, caracterizado por que Ia empotradura se realiza mediante una pieza adaptadora.7. Test system of the pillars of a vehicle before a lateral collision according to claim 5, characterized in that the recess is made by means of an adapter piece.
8. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 7, caracterizado por que Ia pieza adaptadora va unida a Ia restricción mediante tornillos, estando unida al componente del vehiculo mediante soldadura y/o tornillos.8. Test system of the pillars of a vehicle before a lateral collision according to claim 7, characterized in that the adapter piece is attached to the restriction by screws, being connected to the vehicle component by welding and / or screws.
9. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones fijas no unidas a los componentes del vehiculo en ensayo comprenden uno o varios planos de restricción dispuestos fijos en el espacio.9. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the fixed restrictions not attached to the components of the test vehicle comprise one or more restriction planes arranged fixed in space.
10. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones sin contacto inicial comprenden uno o varios planos dispuestos fijos en el espacio, sin contacto inicial con los componentes del vehiculo en ensayo.10. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the restrictions without initial contact comprise one or several planes arranged fixed in the space, without initial contact with the vehicle components in test.
1 1. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones fijas unidas a los componentes del vehiculo en ensayo comprenden a su vez restricciones sin contacto inicial. 1 1. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the fixed restrictions attached to the components of the test vehicle comprise in turn restrictions without initial contact.
12. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones móviles están unidas a uno o varios de los componentes del vehiculo en ensayo por su extremo móvil, y a Ia estructura de soporte (1 ) por su extremo fijo.12. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the mobile restrictions are attached to one or more of the components of the vehicle under test by its movable end, and to the structure of support (1) by its fixed end.
13. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 12, caracterizado por que las restricciones móviles comprenden a su vez restricciones fijas o sin contacto inicial.13. Test system of the pillars of a vehicle before a lateral collision according to claim 12, characterized in that the mobile restrictions in turn comprise fixed restrictions or no initial contact.
14. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones móviles comprenden mecanismos.14. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the mobile restrictions comprise mechanisms.
15. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 14, caracterizado por que los mecanismos permiten un desplazamiento y un giro en el espacio con un determinado radio de giro. 15. Test system of the pillars of a vehicle before a lateral collision according to claim 14, characterized in that the mechanisms allow a displacement and a rotation in space with a certain turning radius.
16. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 15, caracterizado por que el giro es igual o menor de 90 grados a cada lado de Ia posición inicial.16. Test system of the pillars of a vehicle before a lateral collision according to claim 15, characterized in that the turn is equal or less than 90 degrees on each side of the initial position.
17. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 15, caracterizado por que el radio de giro es menor o igual a 0,5 m.17. Test system of the pillars of a vehicle before a lateral collision according to claim 15, characterized in that the turning radius is less than or equal to 0.5 m.
18. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 15, caracterizado por que el desplazamiento es igual o menor a 0,5 m. a cada lado de Ia posición inicial. 18. Test system of the pillars of a vehicle before a lateral collision according to claim 15, characterized in that the displacement is equal to or less than 0.5 m. on each side of the initial position.
19. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que las restricciones móviles comprenden elementos flexibles.19. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the mobile restrictions comprise flexible elements.
20. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los medios de impacto comprenden una barrera de impacto.20. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the impact means comprise an impact barrier.
21. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 20, caracterizado por que Ia barrera de impacto es flexible.21. Test system of the pillars of a vehicle before a lateral collision according to claim 20, characterized in that the impact barrier is flexible.
22. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los medios de impacto comprenden un carro impactor (1 1 ).22. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the impact means comprise an impactor car (1 1).
23. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los medios de impacto comprenden un péndulo.23. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the impact means comprise a pendulum.
24. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los medios de impacto comprenden un cilindro neumático y/o hidráulico.24. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the impact means comprise a pneumatic and / or hydraulic cylinder.
25. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los medios de impacto comprenden un dispositivo pirotécnico.25. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the impact means comprise a pyrotechnic device.
26. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que los dispositivos de aplicación de Ia fuerza están unidos por un extremo a alguno de los componentes del vehículo en ensayo y por el otro a una placa que contacta durante el ensayo con los medios de impacto.26. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the force application devices are connected at one end to one of the components of the vehicle under test and on the other to a plate that contacts the impact means during the test.
27. Sistema de ensayo de los pilares de un vehículo ante una colisión lateral de acuerdo con Ia reivindicación 1 , caracterizado por que el pilar es un pilar central (7) al que se somete a una restricción sin contacto inicial (6), a Ia talonera (8) se Ia somete a una restricción fija de talonera (2) en su parte delantera, a una restricción móvil central de talonera (4) debajo del pilar central (7) y a una restricción móvil trasera (3), mientras al rail del techo (9) se Ie somete a una restricción móvil superior (5). 27. Test system of the pillars of a vehicle before a lateral collision according to claim 1, characterized in that the pillar is a central pillar (7) to which it is subjected to a restriction without initial contact (6), to the heel (8) is subjected to a fixed heel restriction (2) in its front, a central mobile heel restriction (4) under the central pillar (7) and a rear mobile restriction (3), while the rail of the roof (9) is subjected to a superior mobile restriction (5).
28. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 27, caracterizado por que Ia restricción fija de talonera (2) esta compuesta a su vez por dos restricciones fijas, una restricción fija de unión (13) dispuesta en Ia parte inferior de Ia talonera (8), a Ia cual está unida de forma solidaria y una restricción fija de tope (14) que limita el movimiento de Ia talonera, haciendo de tope al desplazamiento de Ia misma.28. Test system of the pillars of a vehicle before a lateral collision according to claim 27, characterized in that the fixed heel restriction (2) is in turn composed of two fixed restrictions, a fixed binding restriction (13 ) disposed in the lower part of the heel (8), to which it is joined in solidarity and a fixed stop restriction (14) that limits the movement of the heel, making a stop to the movement of the same.
29. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 27, caracterizado por que Ia restricción móvil trasera (3) se compone de un cuerpo fijo (15) unido a Ia estructura de soporte (1 ) y de un primer cuerpo móvil (16) que gira sobre un eje respecto al cuerpo fijo (15), estando dicho primer cuerpo móvil (16) unido solidariamente a Ia talonera (8), disponiéndose sobre el primer cuerpo móvil (16) un primer plano de restricción (17) que limita el movimiento de Ia talonera (8).29. Test system of the pillars of a vehicle before a lateral collision according to claim 27, characterized in that the rear mobile restraint (3) is composed of a fixed body (15) attached to the support structure (1) and of a first mobile body (16) that rotates on an axis with respect to the fixed body (15), said first mobile body (16) being jointly and severally attached to the heel (8), with the first mobile body (16) being arranged a first restriction plane (17) that limits the movement of the heel (8).
30. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 27, caracterizado por que Ia restricción móvil central (4) está compuesta de tres piezas principales, Ia primera unida a Ia estructura de soporte (1 ), Ia segunda dispuesta entre dos ejes de rotación a modo de palanca, y Ia tercera es un segundo cuerpo móvil (18) solidario de Ia base de Ia talonera (8), sobre el que se dispone un segundo plano de restricción (19) que limita el movimiento de Ia talonera (8). 30. Test system of the pillars of a vehicle before a lateral collision according to claim 27, characterized in that the central mobile restriction (4) is composed of three main parts, the first attached to the support structure (1) , The second arranged between two axes of rotation as a lever, and the third is a second movable body (18) integral with the base of the heel (8), on which a second restriction plane (19) is provided that limits the movement of the heel (8).
31. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 27, caracterizado por que Ia restricción móvil superior (5) consiste en un tercer cuerpo móvil (20), solidario del raíl del techo (9), y giratorio sobre un eje longitudinal fijo. 31. Test system of the pillars of a vehicle before a lateral collision according to claim 27, characterized in that the upper mobile restriction (5) consists of a third mobile body (20), integral with the roof rail (9) , and rotating on a fixed longitudinal axis.
32. Sistema de ensayo de los pilares de un vehiculo ante una colisión lateral de acuerdo con Ia reivindicación 27, caracterizado por que Ia restricción sin contacto inicial (6), consiste en un plano girado un determinado ángulo respecto a Ia vertical. 32. Test system of the pillars of a vehicle before a lateral collision according to claim 27, characterized in that the restriction without initial contact (6), consists of a plane rotated a certain angle with respect to the vertical.
PCT/ES2009/000057 2008-02-25 2009-02-03 System for the side-impact testing of vehicle pillars WO2009106656A1 (en)

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