WO2021059425A1 - 自動車車体部品の衝突性能評価試験方法および装置 - Google Patents
自動車車体部品の衝突性能評価試験方法および装置 Download PDFInfo
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- WO2021059425A1 WO2021059425A1 PCT/JP2019/037784 JP2019037784W WO2021059425A1 WO 2021059425 A1 WO2021059425 A1 WO 2021059425A1 JP 2019037784 W JP2019037784 W JP 2019037784W WO 2021059425 A1 WO2021059425 A1 WO 2021059425A1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/08—Shock-testing
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N3/30—Investigating strength properties of solid materials by application of mechanical stress by applying a single impulsive force, e.g. by falling weight
- G01N3/307—Investigating strength properties of solid materials by application of mechanical stress by applying a single impulsive force, e.g. by falling weight generated by a compressed or tensile-stressed spring; generated by pneumatic or hydraulic means
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- 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
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N3/02—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/04—Door pillars ; windshield pillars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/06—Fixed roofs
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N2203/0001—Type of application of the stress
- G01N2203/001—Impulsive
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N2203/003—Generation of the force
- G01N2203/0042—Pneumatic or hydraulic means
- G01N2203/0048—Hydraulic means
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N2203/02—Details not specific for a particular testing method
- G01N2203/04—Chucks, fixtures, jaws, holders or anvils
Definitions
- the present invention relates to a method and an apparatus for performing an evaluation test of collision performance of automobile body parts.
- Collision performance is one of the performances required for the car body, and it is required to protect the occupants while reducing damage to the car body in the event of a collision.
- evaluation of the collision performance of the vehicle body is indispensable, and performance prediction is carried out by computer simulation.
- automobile manufacturers manufacture prototype vehicles for collision tests, and if the performance is not satisfied, take measures and remanufacture the prototype vehicle. Therefore, it is necessary to carry out the collision test again, which requires a great deal of development cost and development time.
- a collision performance evaluation test (hereinafter, also referred to as "parts collision test”) for a single body component has been conventionally performed instead of the collision performance evaluation test for the entire vehicle body.
- a test method is desired in which the parts restraint state and the load load state are controlled and the test is performed according to the actual deformation of the entire vehicle body. It is rare.
- the front pillar and roof rail parts which play an important role in protecting occupants in the event of a small overlap collision, are parts that are connected in an arch shape to the front and center pillars, and the automobile is viewed from the front. It has a function to minimize the intrusion into the vehicle by transmitting the collision load generated in the center pillar portion by the front tire colliding with the front portion to the rear part of the vehicle body while suppressing the deformation as much as possible. At that time, the entire front part is greatly crushed by the collision load of the tire, so the load received by the roof rail parts changes in a complicated manner during the collision process. It is necessary to do.
- Patent Document 1 proposes a collision performance evaluation test method for vehicle body parts of an automobile and a parts collision tester used for the evaluation test method.
- the deformation resistance on the vehicle body side is simulated by attaching a restraint jig that combines a flywheel and a one-way clutch to each support point of the vehicle body parts.
- Patent Document 2 proposes a component support jig capable of applying torque in a component collision test.
- a rack and pinion type gear and a spring are combined to deform a vehicle body component of a spring. It can be restrained by force, and the restraint state of the body parts is adjusted by changing the strength of the spring.
- the jig used for the member collision test is required to have a structure and strength capable of corresponding to each speed.
- economic rationality is also emphasized.
- Patent Document 1 since the technique proposed in Patent Document 1 applies a binding force to the vehicle body parts by the inertial force of the flywheel, it is difficult to perform the test in a low speed region under desired conditions in which the inertial force can be obtained. Is. Further, even in the high speed region, it is necessary to adjust the mass of the flywheel due to the change in speed, and there is a concern that the test will be costly.
- Patent Document 2 is based on a rack and pinion and a spring-type restraint mechanism to obtain a restraining force of vehicle body parts, so that the mechanism is complicated and a high-speed region exceeding 50 km / h In this test, there are problems in that the mechanism does not operate due to a shocking load, and in the worst case, the device itself is damaged.
- the present invention proposes a collision performance evaluation test method for automobile parts that advantageously solves the above-mentioned restrictions on test speed and problems of economic rationality, and provides a collision performance evaluation test apparatus suitable for the method.
- the purpose is.
- the collision performance evaluation test method for automobile body parts which achieves the above object, supports and cures the front end portion, the middle portion, and the rear end portion of the automobile body parts when performing the collision performance evaluation test of the automobile body parts.
- a support jig that is supported by a tool and supports the tip portion is provided with a translation control / rotation control mechanism
- a support jig that supports the intermediate portion is provided with a translation control mechanism
- the translation control / rotation control mechanism collides with each other.
- a pair of support members having two rows of horizontal guide grooves parallel to each other, an L-shaped plate in which the tip of the vehicle body component is fixed to the upper surface and a collision punch collides with the front surface, and both sides of the L-shaped plate are provided.
- a rotating box having a side plate and sandwiched between the supporting members, and a rotating shaft pin penetrating one of the side plate of the rotating box and the two rows of horizontal guide grooves as the rotating shaft of the rotating box.
- An arc-shaped guide groove provided on the side plate of the rotating box with the central axis of the rotating shaft pin as the center of the arc, a first compression pin penetrating the other of the two rows of horizontal guide grooves, and the rotating shaft. It has a connecting plate for connecting the pin and the first compression pin so as to be rotatable and movable along the horizontal guide groove, and the first energy absorbing member is arranged in the arc-shaped guide groove.
- the translation control mechanism slidably sandwiches the outer peripheral end portion between the support plate fixed to the support jig, the pair of slide guides provided on the support plate, and the support plate and the slide guide.
- the rotation axis pin and the first compression pin are horizontally moved along the two rows of horizontal guide grooves of the translation control and rotation control mechanism, and the first energy absorbing member is compressed by the first compression.
- the reaction force compressed by the pin controls the translational movement and rotation of the tip of the vehicle body component, and the second compression pin presses the second energy absorbing member. It is characterized in that the translational movement of the intermediate portion of the vehicle body component is controlled by the contracting reaction force.
- the collision performance evaluation test device for automobile body parts of the present invention that achieves the above object is a device for performing an evaluation test for collision performance of automobile body parts, and is a front end portion, an intermediate portion, and a rear end portion of the vehicle body parts.
- the translation control mechanism and the rotation control mechanism are provided with a collision punch that collides with the front surface of the L-shaped plate included in the translation control and rotation control mechanism at a test speed, and the translation control and rotation control mechanism has two rows of horizontal parallel to the collision direction.
- An arc-shaped guide groove provided on the side plate of the rotating box with the central axis of the shaft pin as the center of the arc, a first compression pin penetrating the other of the two rows of horizontal guide grooves, and the rotating shaft.
- the translation control mechanism is arranged and slides on the support plate fixed to the support jig, a pair of slide guides provided on the support plate, and the support plate and the slide guide at the outer peripheral end portion. Both ends are slidably sandwiched between the disc for fixing the intermediate portion of the vehicle body parts, the support plate and the slide guide, and arranged in contact with the upper portion of the disc.
- a second compression pin having a translation plate and projecting from one of the support plate and the translation plate toward the other is formed on the other of the support plate and the translation plate.
- the first translation control and rotation control mechanism is provided in the translational control and rotation control mechanism, which extends in the slidable direction of the translation plate and is fitted in a linear guide portion in which a second energy absorbing member is arranged.
- the compression pin deforms the first energy absorbing member by the rotation of the rotating box around the rotating axis, and applies a torque opposite to the rotation direction to the rotating box.
- the second compression pin provided in the translation control mechanism deforms the second energy absorbing member by the translation of the translation plate, and exerts a reaction force in the direction opposite to the translation direction. It is characterized in that it is configured to be applied to the translation plate.
- the front end portion, the middle portion and the rear end portion of the vehicle body parts are supported by support jigs, respectively.
- a translation control / rotation control mechanism is provided on the support jig that supports the tip portion
- a translation control mechanism is provided on the support jig that supports the intermediate portion
- the translation control / rotation control mechanism is parallel to the collision direction.
- a pair of support members having horizontal guide grooves in a row, an L-shaped plate in which the tip of the vehicle body component is fixed to the upper surface and a collision punch collides with the front surface, and side plates provided on both side surfaces of the L-shaped plate.
- the translation control mechanism has a connecting plate for connecting the compression pins of the above rotatably and movably along the horizontal guide groove, and a first energy absorbing member is arranged in the arc-shaped guide groove.
- the outer peripheral end is slidably sandwiched between the support plate fixed to the support jig, the pair of slide guides provided on the support plate, and the support plate and the slide guide, and the vehicle body component. It has a disk for fixing the intermediate portion of the above plate, and a translation plate whose both ends are slidably sandwiched between the support plate and the slide guide and arranged in contact with the upper portion of the disk.
- a second compression pin projecting from one of the plate and the translation plate toward the other is formed on the other of the support plate and the translation plate in the slidable direction of the translation plate.
- the translation control and rotation control mechanism is caused by causing the collision punch to collide with a rotation box having a fixed tip portion of the body parts at a test speed. And the translation control and rotation control mechanism and the translation control mechanism apply a reaction force in the opposite direction to the part of the vehicle body part supported by the support jig provided with the translation control mechanism to control the translation and rotation of the part.
- the simple and durable structure in which the energy absorbing member is placed in the translation control / rotation control mechanism or translation control mechanism of the support jig enables testing in a high-speed region of 50 km / h or more, and further, energy absorption.
- the economical rationality of the test can be enhanced.
- the collision performance evaluation test apparatus for an automobile body part of the present invention includes a support jig for supporting the tip, middle and rear ends of the body part, and a support for supporting the tip.
- the translation control / rotation control mechanism provided on the tool, the translation control mechanism provided on the support jig for supporting the intermediate portion, and the test speed on the front surface of the L-shaped plate included in the translation control / rotation control mechanism.
- the translation control and rotation control mechanism has a pair of support members having two rows of horizontal guide grooves parallel to the collision direction, and the tip of the vehicle body component is fixed to the upper surface thereof.
- the L-shaped plate on which the collision punch collides with the front surface and side plates provided on both side surfaces of the L-shaped plate are provided, and the rotary box sandwiched between the support members and the rotary shaft of the rotary box are used.
- the arc-shaped guide groove, the first compression pin penetrating the other of the two rows of horizontal guide grooves, the rotary shaft pin, and the first compression pin are rotatable and move along the horizontal guide groove.
- a support plate having a connecting plate for enabling connection, a first energy absorbing member is arranged in the arcuate guide groove, and the translation control mechanism is fixed to the support jig, and the support plate.
- a pair of slide guides provided on the support plate, a disk slidably sandwiched between the support plate and the slide guide at the outer peripheral end portion to fix an intermediate portion of the vehicle body parts, and the support.
- a translation plate having both ends slidably sandwiched between the plate and the slide guide and arranged in contact with the upper portion of the disk, and one of the support plate and the translation plate on the other.
- a second compression pin projecting toward the support plate is formed on the other of the support plate and the translation plate, extends in the slidable direction of the translation plate, and has a second energy absorbing member inside.
- the first compression pin provided in the translation control and rotation control mechanism is fitted in the linear guide portion in which the is arranged, and the first energy absorbing member is caused by the rotation of the rotation box around the rotation axis.
- the second compression pin provided in the translation control mechanism is configured to apply a torque opposite to the rotation direction to the rotation box by deforming the rotation box. By the translation of the translation plate, the second energy absorbing member is deformed and a reaction force in the direction opposite to the translation direction is applied to the translation plate.
- the translation control and rotation control mechanism is caused by causing the collision punch to collide with a rotation box having a fixed tip portion of the body parts at a test speed.
- a support jig provided with a translation control mechanism by applying a reaction force in the opposite direction from the translation control / rotation control mechanism or the translation control mechanism. Therefore, it is possible to realize a collision performance evaluation test of a vehicle body component alone while satisfactorily reproducing the component restraint state and the load load state at the time of an actual vehicle body collision.
- the simple and durable structure in which the energy absorbing member is placed in the translation control / rotation control mechanism or translation control mechanism of the support jig enables testing in a high-speed region of 50 km / h or more, and further, energy absorption.
- the economical rationality of the test can be enhanced.
- the body parts are automobile front pillars and roof rail parts. This is because automobile front pillars and roof rail parts are greatly affected by the parts restraint state and the load-bearing state during the parts collision test. Further, it is preferable that the translation control / rotation control mechanism and the translation control mechanism reproduce the deformed state of the vehicle body parts that occurs in an actual vehicle body collision. This is because the accuracy of collision performance evaluation of vehicle body parts can be improved.
- the support jigs that support the intermediate portion and the rear end portion of the vehicle body parts each have load cells for load measurement, respectively. It is preferable to measure the distribution of the deformation load generated at the time of collision deformation of the vehicle body component by the collision punch with the load cell of. This is because it is possible to know the load applied from the vehicle body part to other parts of the vehicle body at the time of collision deformation of the vehicle body part.
- the energy absorbing member is preferably a commercially available metal circular tube. This is because commercially available metal circular tubes are inexpensively available and have a stable energy absorption capacity.
- FIG. 1 It is a perspective view which shows typically the collision performance evaluation test apparatus of the automobile body part of one Embodiment of this invention used in the collision performance evaluation test method of the automobile body part of one Embodiment of this invention. It is a perspective view which shows the support jig which supports the tip part of the front pillar as a body part in the collision performance evaluation test apparatus of the automobile body part of the said embodiment. It is a perspective view which shows the function of the translation control and rotation control mechanism in the said embodiment, (a) a schematic diagram which shows the state before a collision test, (b) a schematic diagram which shows the state after a collision test, and (c). ) It is a schematic diagram which shows the state of deformation of the energy absorbing member after a collision test in an enlarged manner.
- FIG. 1 It is a perspective view which shows the support jig which supports the roof side as the intermediate part of the vehicle body parts in the collision performance evaluation test apparatus of the automobile body parts of the said embodiment. It is a perspective view which shows the function of the translation control mechanism in the said embodiment, (a) a schematic diagram which shows the state before a collision test, (b) a schematic diagram which shows the state after a collision test, and (c) a collision test. It is a schematic diagram which shows the state of the deformation of the energy absorbing member later in an enlarged manner. It is a perspective view which shows typically the structure of the collision test of the automobile body part used in an Example.
- FIG. 1 is a perspective view schematically showing a collision performance evaluation test apparatus for an automobile body part according to an embodiment of the present invention, which is used in the collision performance evaluation test method for an automobile body part according to the embodiment of the present invention.
- 2 and 4 show support jigs that support the tip of the front pillar as the vehicle body component and the roof side as the intermediate portion of the vehicle body component in the collision performance evaluation test device for the vehicle body component of the above embodiment, respectively. It is an enlarged perspective view.
- the collision performance evaluation test device 1 for automobile body parts of this embodiment conducts a test for evaluating the frontal collision performance of a part 10 including an automobile front pillar and a roof rail as an automobile body part, as shown in FIG.
- the front portion support jig 2 that supports the tip portion 10a of the front pillar, which is the tip portion of the component 10 composed of the front pillar and the roof rail, and the roof side 10b as an intermediate portion of the component 10 composed of the front pillar and the roof rail are supported.
- the roof side support jig 3 Provided on the roof side support jig 3, the roof rail rear end support jig 4 that supports the rear end 10c of the roof rail, which is the rear end of the component 10 including the front pillar and the roof rail, and the front support jig 2.
- the translation control and rotation control mechanism 5 provided, the translation control mechanism 6 provided on the roof side support jig 3, and the L-shaped plate 5d included in the translation control and rotation control mechanism 5 are horizontal at a test speed toward the front surface. It is equipped with a collision punch 7 that collides with the vehicle.
- FIG. 2 is an enlarged perspective view showing a translation control and rotation control mechanism 5 of the front portion support jig 2 with a part cut out.
- the translation control and rotation control mechanism 5 is sandwiched between a pair of left and right front support members 5a fixed to the structure 1a of the device and having two rows of horizontal guide grooves 5b parallel to the collision direction, and a front support member 5a.
- the rotation box 5c having the L-shaped plate 5d in which the tip portion 10a of the front pillar is fixed to the upper surface and the collision punch collides with the front surface and the side plates 5e provided on both side surfaces of the L-shaped plate 5d, and the rotation of the rotation box 5c.
- a rotating shaft pin 5f penetrating one of a side plate 5e of the rotating box 5c and two rows of horizontal guide grooves 5b and a rotating shaft pin 5f are provided on the side plate 5e of the rotating box 5c with the rotating shaft pin 5f as the center of an arc.
- a plurality of circular tubular metal pipes 5h such as short steel pipes are slidably fitted inside the arcuate guide groove 5i between them as the first energy absorbing member.
- FIG. 3 is a perspective view schematically showing the function of the translation control and rotation control mechanism 5.
- FIG. 3A shows the state of the translation control / rotation control mechanism 5 before the collision test, and shows the L-shaped plate 5d, the rotation shaft pin 5f, the compression pin 5g, and the metal pipe of the rotation box 5c of the translation control / rotation control mechanism 5.
- the state of the arrangement of 5h is schematically shown in a perspective view.
- FIG. 3B shows the state of the translation control and rotation control mechanism 5 after the collision test.
- the rotation axis pin 5f and the compression pin 5g move in the horizontal translation direction 5k in parallel with the collision direction 7a, and the rotation box 5c It rotates around the rotation axis pin 5f, which is the rotation axis, in the direction of the rotation axis 5l.
- the first compression pin 5g since the movement of the first compression pin 5g in the rotation direction 5l is restricted by the horizontal guide groove 5b of the support member 5a and the connecting plate 5j, the first compression pin 5g has an arc shape as shown in an enlarged manner in FIG. 3C.
- the metal pipes 5h (three in this example) in the guide groove 5i are compressed and deformed by the end of the arcuate guide groove 5i and the first compression pin 5g.
- FIG. 4 is an enlarged perspective view showing the translation control mechanism 6 of the support jig 3 that supports the roof side 10b as an intermediate portion of the vehicle body parts.
- the translation control mechanism 6 is fixed to the support jig 3, and in this embodiment, the support plate 6b having two parallel rows of linear vertical guide grooves 6g and the support plate 6b are opposed to each other with a gap provided on the support plate 6b.
- a disk 6a (see FIG. 1) in which the outer peripheral end is slidably sandwiched between the pair of attached slide guides 6c and the gap between the support plate 6b and the slide guide 6c to fix the roof side 10b.
- Both ends are slidably sandwiched between the support plate 6b and the slide guide 6c, and the translation plate 6d is arranged in contact with the upper part of the fixing disk 6a, and in this embodiment, the translation plate 6d is penetrated.
- It has two second compression pins 6e, each of which has a tip penetrating into two rows of vertical guide grooves 6g, and in this embodiment between the upper end of the vertical guide grooves 6g and the second compression pin 6e.
- a plurality of circular tubular metal pipes 6f such as short steel pipes are slidably fitted inside the vertical guide groove 6g of the above as a second energy absorbing member.
- the load cell 8a (not shown) is arranged between the support plate 6b and the structure 1a (not shown) via the load cell box 8 to apply a load in the direction perpendicular to the support plate 6a. I try to measure it. This makes it possible to measure the deformation force of the vehicle body parts acting in the direction perpendicular to the vertical plane including the collision direction 7a.
- the linear guide groove 6g may be arranged in the translation plate 6d, and the second compression pin 6e may be installed in the support plate 6b to be fitted into the guide groove 6g. Further, in this embodiment, two rows of linear vertical guide grooves are used, but there is no problem with one or three or more. Further, the number of metal pipes 5h and 6f to be arranged in the guide groove can be freely selected.
- FIG. 5 is a perspective view schematically showing the function of the translation control mechanism 6 in the above embodiment.
- FIG. 5A shows the state of the translation control mechanism 6 before the collision test, and shows the arrangement of the disk 6a for fixing the roof side 10b, the compression pin 6e, and the metal pipe 6f in a perspective view.
- FIG. 5B is a perspective view showing the state of the translation control mechanism 6 after the collision test. Due to the deformation of the vehicle body parts due to the collision, the roof side, which is an intermediate portion of the vehicle body parts, moves in the vertical translation direction 6i and slightly in the horizontal translation direction 6h, and rotates in the rotation direction 6j.
- the translation plate 6d and the compression pin 6e are pushed up vertically by the movement of the disk 6a in the vertical translation direction 6i.
- the metal pipes 6f (three in this example) in the circular vertical guide groove 6g are compressed and deformed by the upper end of the vertical guide groove 6g and the compression pin 6e.
- the reaction force of the deformation of the metal pipe acts on the fixing disk 6a via the translation plate, and gives a reaction force to the vehicle body parts. In this way, even in a collision test using only vehicle body parts, it is possible to perform a test in line with an actual vehicle in consideration of the influence of peripheral members.
- the roof rail rear end support jig 4 has a fixing plate 4a for fixing the roof rail rear end 10c.
- a load cell 8a is arranged between the fixed plate 4a and the structure 1a (not shown) via a load cell box 8 so that the load in the plane perpendicular direction, that is, in the collision direction 7a is measured on the fixed plate.
- the metal pipe as an energy absorbing member is made by cutting a commercially available steel pipe and needs to be replaced every test, but the cost required for the test can be kept low.
- the present invention is not limited to the above examples.
- the metal pipes 5h and 6f are used as the energy absorbing member, but instead of or in addition to the metal pipes 5h and 6f. It is also possible to use other shapes and materials.
- the intermediate portion support jig of the vehicle body part after grasping the deformation direction of the vehicle body component by CAE analysis in advance, the translation direction of the translation control mechanism can be changed as appropriate, or a plurality of intermediate portion support jigs can be used. Can also be used.
- the vehicle body parts are not limited to the parts including the front pillar and the roof rail, and even other vehicle body parts can be applied to a collision test against a load from a direction close to parallel to the axis of the vehicle body parts.
- FIG. 6 shows an embodiment of the present invention.
- a part collision test of a part 10 composed of an automobile front pillar and a roof rail is performed by simulating a head-on collision of an automobile using the above-mentioned collision performance evaluation test device for automobile body parts.
- the tip portion 10a of the front pillar is supported by the front side support jig 2
- the roof side 10b is supported by the roof side side support jig 3
- the roof rail rear end portion 10c is supported by the rear end support jig 4.
- the collision punch 7 collides with the front surface (vertical surface) of the L-shaped plate 5d in which the tip portion 10a of the front pillar is fixed to the upper surface (horizontal plane) at a test speed horizontally and face-to-face, and occurs at the time of the collision.
- the side load applied to the support jig 3 on the roof side side and the horizontal load applied to the rear end support jig 4 of the roof rail were measured by the load cell 8a, respectively. Further, as shown in FIGS. 7A and 7B, the shape change of the component 10 including the front pillar and the roof rail before and after the collision is measured.
- the state of a head-on collision that actually occurs is simulated, and the front pillar tip portion 10a restrains rotation and movement in the vertical and horizontal directions by using a translation control and rotation control mechanism 5.
- the translation control mechanism 6 restrains the movement in the vertical direction as well as the rotation.
- the binding force generated on the roof side 10b is predicted, and the plate thickness and number of steel pipes 6f are determined so that a reaction force equivalent to the binding force is generated, and the front The plate thickness and the number of steel pipes 5h are determined so that the torque generated at the tip of the pillar 10a is predicted and the torque equivalent to the torque is generated.
- steel cylindrical pipes 5h and 6f having a plate thickness of 1.2 mm, a diameter of 16 mm, and a length of 20 mm are placed in the arcuate guide groove 5i of the translational control and rotation control mechanism 5.
- Three steel pipes were arranged one by one and three each in the vertical guide groove of the translation control mechanism 6, and a total of 12 steel pipes were arranged.
- the collision punch determined the shape and the collision position of the collision punch 7 by simulating the bogie used in the vehicle body collision test of the actual vehicle.
- a collision punch 7 collides with the vertical surface of the L-shaped plate 5d provided in the rotation box 5c of the translational control and rotation control mechanism 5 at a speed of 40 km / h using a high-speed deformation tester of the hydraulic servo type.
- FIG. 7B it can be seen that the vehicle body component 10 is bent due to the deformation portion 10d generated on the roof rail on the front side from the roof side.
- FIG. 8 is a graph showing the change over time of the load during the component collision test of the collision performance evaluation test method for the automobile body parts of this embodiment
- FIG. 8A shows the load cell 8a of the rear end support jig 4 of the roof rail. It is a graph which shows the time-dependent change of the collision load transmitted to the body part of the collision direction 7a of the collision punch 7 measured, and (b) is the direction perpendicular to the vertical plane including the collision direction 7a with the deformation of a body part.
- the horizontal axis is the elapsed time (s) from the time of collision
- the vertical axis is the magnitude of the load (kN).
- FIGS. 8A and 8B it was possible to know the change with time of the collision load based on the deformation of the vehicle body parts after the collision.
- FIG. 9 shows a schematic side view of the deformed state of the vehicle body parts during the small overlap test as an actual vehicle collision test.
- FIG. 9A shows the vehicle body parts (front pillars and roof rails) before the collision test
- FIG. 9B shows the deformation of the vehicle body parts after the collision test. Comparing FIGS. 7 and 9, the deformed portion 10d of the vehicle body part is generated in substantially the same portion, and the collision performance evaluation test method and the collision performance evaluation test device for the automobile body part according to the present invention are an actual automobile. It can be seen that the deformation that occurs in the head-on collision of is well reproduced.
- the translation control / rotation control mechanism and the translation control are performed as the collision punch collides with the body parts at a test speed.
- the translation or rotation of the part is controlled.
- the simple and durable structure in which the energy absorbing member is placed in the translation control / rotation control mechanism or translation control mechanism of the support jig enables testing in a high-speed region of 50 km / h or more, and further, energy absorption.
- the economical rationality of the test can be enhanced.
- Collision performance test device 1a Structure 10 Specimen (part consisting of front pillar and roof rail) 10a Front pillar tip 10b Roof side middle 10c Roof rail rear end 10d Deformation 2 Front pillar tip support jig 3 Roof side middle support jig 4 Roof rail rear end support jig 4a Roof rail rear end fixing Plate 5 Translation control and rotation control mechanism 5a Support member 5b Horizontal guide groove 5c Rotation box 5d Rotation box L-shaped plate 5e Rotation box side plate 5f Rotation shaft pin 5g First compression pin 5h First energy absorption member (metal pipe) 5i Arc-shaped guide groove 5j Pin connecting plate 5k Horizontal translation direction 5l Rotation direction 6 Translation control mechanism 6a Roof side intermediate part fixing disk 6b Support plate (slide base) 6c translation plate (slide guide) 6d Slider 6e Second compression pin 6f Second energy absorbing member (metal pipe) 6g Vertical guide groove 6h Horizontal translation direction 6i Vertical translation direction 6j Rotation direction 7 Collision punch 7a Collision direction
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Abstract
Description
本ずつおよび並進制御機構6の垂直ガイド溝に3本ずつそれぞれ配置し、合計で12本の鋼管を配置した。また、衝突パンチは、実車の車体衝突試験で用いられる台車を模擬して、衝突パンチ7の形状および衝突する位置を決定した。
1a 構造体
10 試験体(フロントピラーおよびルーフレールからなる部品)
10a フロントピラー先端部
10b ルーフサイド側中間部
10c ルーフレール後端部
10d 変形部
2 フロントピラー先端部支持治具
3 ルーフサイド側中間部支持治具
4 ルーフレール後端部支持治具
4a ルーフレール後端部固定板
5 並進制御兼回転制御機構
5a 支持部材
5b 水平ガイド溝
5c 回転ボックス
5d 回転ボックスL形プレート
5e 回転ボックス側面プレート
5f 回転軸ピン
5g 第1の圧縮ピン
5h 第1のエネルギー吸収部材(金属パイプ)
5i 円弧状ガイド溝
5j ピン連結プレート
5k 水平並進方向
5l 回転方向
6 並進制御機構
6a ルーフサイド側中間部固定用円板
6b 支持プレート(スライドベース)
6c 並進プレート(スライドガイド)
6d スライダー
6e 第2の圧縮ピン
6f 第2のエネルギー吸収部材(金属パイプ)
6g 垂直ガイド溝
6h 水平並進方向
6i 垂直並進方向
6j 回転方向
7 衝突パンチ
7a 衝突方向
8 ロードセルボックス
8a ロードセル
Claims (10)
- 自動車の車体部品の衝突性能の評価試験を行うに際し、
前記車体部品の先端部、中間部および後端部をそれぞれ支持治具で支持し、
前記先端部を支持する支持治具に並進制御兼回転制御機構を設け、
前記中間部を支持する支持治具に並進制御機構を設け、
前記並進制御兼回転制御機構が、衝突方向に平行な二列の水平ガイド溝を持つ一対の支持部材と、上面に前記車体部品の先端部を固定し、前面に衝突パンチを衝突させるL形プレートおよび該L形プレートの両側面に設けられた側面プレートを持ち、前記支持部材に挟持された回転ボックスと、前記回転ボックスの回転軸として、前記回転ボックスの前記側面プレートおよび、前記二列の水平ガイド溝の一方を貫通する回転軸ピンと、前記回転軸ピンの中心軸を円弧の中心として前記回転ボックスの側面プレートに設けられた円弧状ガイド溝および、前記二列の水平ガイド溝の他方を貫通する第1の圧縮ピンと、前記回転軸ピンおよび前記第1の圧縮ピンを回転可能、かつ前記水平ガイド溝に沿って移動可能に連結する連結プレートと、を有し、前記円弧状ガイド溝内に第1のエネルギー吸収部材を配置し、
前記並進制御機構が、前記支持治具に固定された支持プレートと、該支持プレート上に設けられた一対のスライドガイドと、前記支持プレートと前記スライドガイドとに外周端部を摺動可能に挟持され、前記車体部品の中間部を固定する円板と、前記支持プレートと前記スライドガイドとに両端部を摺動可能に挟持され、前記円板の上部に接して配置された並進プレートと、を有し、
前記支持プレートと前記並進プレートとのうち一方に他方に向けて突設された第2の圧縮ピンが、前記支持プレートと前記並進プレートとのうちの他方に形成されて前記並進プレートの摺動可能方向に延在するとともに内部に第2のエネルギー吸収部材を配置された直線状ガイド部内に嵌入しており、
前記回転ボックスのL形プレートの前記前面に対し試験速度で衝突パンチを衝突させるとともに、前記並進制御兼回転制御機構の前記二列の水平ガイド溝に沿った前記回転軸ピンおよび前記第1の圧縮ピンの水平移動と、前記第1のエネルギー吸収部材を前記第1の圧縮ピンが圧縮する反力によって前記車体部品の先端部の並進移動と回転とを制御し、
前記第2のエネルギー吸収部材を第2の圧縮ピンが圧縮する反力によって前記車体部品の中間部の並進移動を制御することを特徴とする自動車車体部品の衝突性能評価試験方法 - 前記車体部品は、フロントピラーおよびルーフレールからなる部品とすることを特徴とする、請求項1記載の自動車車体部品の衝突性能評価試験方法。
- 前記並進制御兼回転制御機構および前記並進制御機構は、実際の車体衝突で発生する前記車体部品の変形状態を再現することを特徴とする請求項1または2記載の自動車車体部品の衝突性能評価試験方法。
- 前記車体部品の中間部および後端部を支持する支持治具は、それぞれ個別に荷重測定用のロードセルを有し、
それぞれのロードセルで、前記衝突パンチによる前記車体部品の衝突変形時に発生する変形荷重の分布を計測することを特徴とする請求項1から3までの何れか1項記載の自動車車体部品の衝突性能評価試験方法。 - 前記第1または第2のエネルギー吸収部材に円管状の金属パイプを用いることを特徴とする請求項1~4のいずれか1項記載の自動車車体部品の衝突性能評価試験方法。
- 自動車の車体部品の衝突性能の評価試験を行う装置であって、
前記車体部品の先端部、中間部および後端部をそれぞれ支持するための支持治具と、
前記先端部を支持するための支持治具に設けられた並進制御兼回転制御機構と、
前記中間部を支持するための支持治具に設けられた並進制御機構と、
前記並進制御兼回転制御機構に有するL形プレートの前面に試験速度で衝突する衝突パンチと、
を具え、
前記並進制御兼回転制御機構が、衝突方向に平行な二列の水平ガイド溝を持つ一対の支持部材と、上面に前記車体部品の先端部を固定させ、前記前面に前記衝突パンチを衝突させる前記L形プレートおよび該L形プレートの両側面に設けられた側面プレートを持ち、前記支持部材に挟持された回転ボックスと、前記回転ボックスの回転軸として、前記回転ボックスの前記側面プレートおよび、前記二列の水平ガイド溝の一方を貫通している回転軸ピンと、前記回転軸ピンの中心軸を円弧の中心として前記回転ボックスの前記側面プレートに設けられた円弧状ガイド溝および、前記二列の水平ガイド溝の他方を貫通している第1の圧縮ピンと、前記回転軸ピンおよび前記第1の圧縮ピンを回転可能、かつ、前記水平ガイド溝に沿って移動可能に連結するための連結プレートと、を有し、前記円弧状ガイド溝内に第1のエネルギー吸収部材を配置し、
前記並進制御機構が、前記支持治具に固定された支持プレートと、該支持プレート上に設けられた一対のスライドガイドと、前記支持プレートと前記スライドガイドとに外周端部で摺動可能に挟持され、前記車体部品の中間部を固定するための円板と、前記支持プレートと前記スライドガイドとに両端部を摺動可能に挟持され、前記円板の上部に接して配置された並進プレートと、を有し、
前記支持プレートと前記並進プレートとのうち一方に他方に向けて突設された第2の圧縮ピンが、前記支持プレートと前記並進プレートとのうちの他方に形成されて前記並進プレートの摺動可能方向に延在するとともに内部に第2のエネルギー吸収部材を配置された直線状ガイド部内に嵌入しており、
前記並進制御兼回転制御機構に設けられた前記第1の圧縮ピンが前記回転軸回りの回転ボックスの回転により、前記第1のエネルギー吸収部材を変形させてその回転方向と逆のトルクを前記回転ボックスに付与するように構成され、
前記並進制御機構に設けられた前記第2の圧縮ピンが前記並進プレートの並進により、前記第2のエネルギー吸収部材を変形させてその並進方向と逆方向の反力を前記並進プレートに付与するように構成されていることを特徴とする自動車車体部品の衝突性能評価試験装置。 - 前記車体部品は、フロントピラーおよびルーフレールからなる部品であることを特徴とする請求項6記載の自動車車体部品の衝突性能評価試験装置。
- 前記並進制御兼回転制御機構および前記並進制御機構は、実際の車体衝突で発生する前記車体部品の変形状態を再現するように構成されていることを特徴とする請求項6または7記載の自動車車体部品の衝突性能評価試験装置。
- 前記車体部品の中間部および後端部を支持する支持治具は、それぞれ個別に荷重測定用のロードセルを有し、
それぞれのロードセルで、前記衝突パンチによる前記車体部品の衝突変形時に発生する変形荷重の分布を計測するように構成されていることを特徴とする請求項6~8のいずれか1項記載の自動車車体部品の衝突性能評価試験装置。 - 前記第1または第2のエネルギー吸収部材が円管状の金属パイプであることを特徴とする請求項6~9のいずれか1項記載の自動車車体部品の衝突性能評価試験装置。
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