CN219244996U

CN219244996U - Collision test system of rear collision avoidance device of automobile rear-end collision truck

Info

Publication number: CN219244996U
Application number: CN202320110522.1U
Authority: CN
Inventors: 范腾飞; 梁展; 赵娇子; 郭道远; 钱峰; 张小俊; 肖洋
Original assignee: Chery New Energy Automobile Co Ltd
Current assignee: Chery New Energy Automobile Co Ltd
Priority date: 2023-01-13
Filing date: 2023-01-13
Publication date: 2023-06-23
Anticipated expiration: 2033-01-13

Abstract

The utility model discloses a collision test system of a rear collision device of an automobile rear-end collision truck, wherein a driving channel is arranged on one side of a collision surface of a collision wall, a mounting frame extending towards the driving channel is fixed on the collision surface, the height of the mounting frame is higher than that of an automobile to be tested, and a collision beam extending downwards to simulate the rear collision device of the truck is fixed at the outer end of the mounting frame. The utility model makes up the blank of the collision test method of the rear protection device of the automobile and the truck in the field of automobile collision, and is beneficial to verifying the safety and reliability of the use of the automobile.

Description

Collision test system of rear collision avoidance device of automobile rear-end collision truck

Technical Field

The utility model relates to the field of automobile collision tests.

Background

At present, automobile traffic accidents are more and more, wherein accidents caused by rear-end collision trucks exist, the fatality rate of passengers in the accidents is high, most of the accidents are serious, and front driver safety airbags and passenger safety airbags are not unfolded to protect drivers and passengers.

Currently, the mandatory regulations (GB 11551) only specify class M1 vehicles and class N1 vehicles with maximum design total mass not greater than 2500kg, and utility trucks at a vehicle speed of 50 ^-2 ₀ Occupant protection index after km/h km/h collision with rigid collision wall.

There are many disclosures of existing collision test systems or methods, such as:

the patent publication No. CN103389214B, entitled "automobile Collision test method Using unmanned technique", discloses an automobile Collision test method using unmanned technique, and relates to an automobile. Selecting an open land for a crash test; presetting a barrier to be bumped or a vehicle according to a collision test standard; arranging a mark line with a strip color on the central line of the running direction of the vehicle to be collided, so that the central line and the barrier to be collided or the vehicle form an angle required by a corresponding collision test; the unmanned technology is utilized to reform the vehicle to be collided, so that the vehicle to be collided can autonomously carry out transverse control and longitudinal control of the vehicle; installing test dummy, connecting line and equipment on the vehicle to be collided or the vehicle to be collided according to standard rules; starting the start point of the center line of the running direction of the ready-state collision-ready vehicle, setting the vehicle to be in an unmanned state, dialing a starting gear, starting an unmanned controller and an emergency processor with the collision speed set, and starting a collision test. The collision test of any angle between the vehicle and the fixed barrier and between the vehicles is realized.

The patent name of the device is CN108657095A, and the device is a net rope type truck rear protection device with a shearing energy-absorbing structure, and discloses a net rope type truck rear protection device with a shearing energy-absorbing structure, which comprises a steel rope blocking net, a cross rod, a shearing sliding block, two supporting arms and shearing energy-absorbing boxes symmetrically arranged on two sides of the tail of the truck and in the supporting arms; the support arm is hinged with the truck frame, a groove with the same size as the energy-absorbing box is reserved at the lower end of the support arm and is used for installing the energy-absorbing box, the energy-absorbing box comprises a box body and cylindrical energy-absorbing materials, the shear sliding block comprises shear pins and connecting members, the energy-absorbing materials are inserted into the energy-absorbing box, and the shear pins penetrate through the energy-absorbing box perpendicular to the cylindrical energy-absorbing materials. The upper end of the steel rope type blocking net is connected with an energy absorption box arranged at the rear part of a truck box through a connecting component, and the lower end of the steel rope type blocking net is connected with a shearing sliding block arranged in a supporting arm through a cross rod.

The publication number is CN113650617A, and the patent name is "a method, a device, an electronic device and a storage medium for preventing rear-end collision", and the method comprises the following steps: according to the motion state information of the current vehicle, the relative motion information of the front obstacle on the current vehicle running path and the braking performance of the electronic stability control system of the current vehicle, which are acquired in real time, normalizing the rear-end collision risk existing between the current vehicle and the front obstacle in real time to obtain a collision risk value; and if the collision risk value reaches a collision risk threshold corresponding to any collision prevention function, triggering and executing the corresponding collision prevention function so as to prevent the rear-end collision between the current vehicle and the front obstacle. According to the scheme, when the collision risk between the current vehicle and the obstacle is quantified, the braking performance of the electronic stability control system is referred, so that all rear-end collision working conditions can be covered after normalization and quantification, and then the corresponding anti-collision function is triggered according to the collision risk value, and the rear-end collision of the current vehicle is effectively avoided.

At present, the common collision test does not relate to a collision test method of the rear protection device of the automobile and the truck, so that a new collision test method of the automobile needs to be developed, and the blank of the collision test method of the rear protection device of the automobile and the truck in the field of automobile collision can be made up.

Disclosure of Invention

The utility model aims to solve the technical problem of realizing a collision test system for simulating N1 type automobiles with M1 and maximum design total mass not more than 2500kg and judging whether front driver safety airbags and passenger safety airbags can be unfolded to protect drivers and passengers after rear-end collision occurs between the multi-purpose trucks and N2 and N3 type truck rear protection devices.

In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows: the utility model provides a collision test system of buffer stop behind car rear-end collision truck, collision face one side of collision wall is equipped with the driving passageway, be fixed with the mounting bracket that extends to the driving passageway on the collision face, the height of mounting bracket is higher than the height of the car that awaits measuring, the outer end of installing support is fixed with downwardly extending collision beam that imitates buffer stop behind the truck.

The collision wall is a reinforced concrete structure with width and length not smaller than 3m and height not smaller than 1.5m, and is a vertical wall surface for blocking a driving channel.

The mounting frame is a rectangular frame, and the mounting frame is parallel to the driving channel.

The collision wall is connected through last bracing piece to both sides of mounting bracket upper surface outer end, the middle zone of mounting bracket lower surface both sides passes through the lower bracing piece and connects the collision wall.

The collision beam is downwards and vertically fixed on the mounting frame, and the height of the lower edge of the collision beam from the ground is 545-550 mm.

The automobile is internally fixed with a dummy used for collision test, the dummy is tied on a seat in the automobile through a safety belt, and a triaxial acceleration sensor is respectively attached below a left side B column and a right side B column of the automobile.

Cameras are arranged above and on two sides of a collision area of the collision test system, and two cameras are arranged on the sides respectively.

Each of the cameras is a high-speed camera with a camera frequency greater than 1000 frames/second.

The utility model makes up the blank of the collision test method of the rear protection device of the automobile and the truck in the field of automobile collision, and is beneficial to verifying the safety and reliability of the use of the automobile.

Drawings

The contents of each drawing in the specification of the present utility model are briefly described as follows:

FIG. 1 is a side view of a collision test system for a rear-end collision truck rear bumper;

fig. 2 is a plan view of a collision test system for a rear collision device of a rear-end truck

The labels in the above figures are: 1. a collision wall; 2. a mounting frame; 3. a collision beam; 4. an upper support rod; 5. a lower support rod; 6. and a camera.

Detailed Description

The following detailed description of the embodiments of the utility model, such as the shape and construction of the components, the mutual positions and connection relationships between the components, the roles and working principles of the components, the manufacturing process and the operating and using method, etc., is provided to assist those skilled in the art in a more complete, accurate and thorough understanding of the inventive concept and technical solution of the present utility model.

The collision test system of the rear collision prevention device of the automobile rear-end collision truck is provided with a collision wall 1, one side of a collision surface of the collision wall 1 is provided with a driving channel, the driving channel is a road with the length of at least 5m, horizontal, flat and smooth, the collision wall 1 is made of reinforced concrete, the front width is not less than 3m, and the height is not less than 1.5m. The thickness of the barrier is such that the mass is not less than 7X 10 ⁴ kg. The impact surface should be plumb, its normal should be at an angle of 0 ° to the straight running direction of the vehicle, the impact surface should be of a suitable configuration to install a simulated truck rear guard, the barrier should be implanted into the ground or secured to the ground using an auxiliary positioning device to limit its displacement.

Be fixed with the mounting bracket 2 that extends to driving passageway on the collision face, mounting bracket 2 is rectangular frame, and mounting bracket 2 is parallel with the driving passageway, can fix on the collision face through expansion screw, for guaranteeing the reliability of mounting bracket 2 fixing, the collision wall 1 is connected through last bracing piece 4 to the both sides of mounting bracket 2 upper surface outer end, and the middle zone of mounting bracket 2 lower surface both sides is connected collision wall 1 through lower bracing piece 5. . The height of the mounting frame 2 is higher than that of the automobile to be tested, and a collision beam 3 which extends downwards to simulate a rear collision-preventing device of the truck is fixed at the outer end of the mounting bracket.

The end of the impact beam 3 must not be bent to the rear of the vehicle and the sharp portion must not be directed rearward. The end of the cross member is in a round angle shape, the round corner radius of the end is not less than 2.5mm, the cross section height of the cross member is not less than 100mm, and the weight of a single piece is 125kg. The ground of the collision beam 3 should be parallel to the ground, the allowable deviation is within +/-1 DEG, the same end face is perpendicular to the ground, the collision beam 3 is positioned so that the first contact between the test vehicle and the device occurs at the middle position of the front end of the vehicle, and the vertical plane in the front end of the protection device forms an included angle of 0 DEG with the running direction of the vehicle. In the collision process, the vehicle cannot be contacted with the clamp of the protection device, the collision beam 3 is vertically fixed on the mounting frame 2 downwards, and the height of the lower edge of the collision beam 3 from the ground is 545-550 mm.

The test vehicle should reflect the characteristics of the series of products, should include all equipment that is normally installed, and should be in a state that can be operated normally. Some parts may be replaced by equal mass substitutes, but it is required that such replacement does not have a significant impact on the measurement results. For a class M1 vehicle, the vehicle mass submitted to the test should be the quality of the service. For a class N1 vehicle, the mass of the vehicle submitted to the test should be the full mass plus the mass of 136kg or its rated load (the smaller of which is taken) as a counterweight, which should be firmly mounted in its load area. And (3) evacuating fuel in the fuel tank, injecting water into the fuel tank, wherein the mass of the water is 90% of the mass of the fuel when the fuel tank is full, confirming that the spare tire and the vehicle-mounted tool are in place, cleaning other objects, and measuring and recording the mass and the front and rear axle loads of the vehicle at the moment. The vehicle quality at this time is the whole vehicle preparation quality.

A Hybrid III 50% male test dummy (75 kg.+ -.5 kg) or a counterweight of the same mass was placed on each of the driver side seat and the passenger side seat, and the mass and the front-rear axle load of the vehicle at this time were measured and recorded. The vehicle mass at this time is the test mass. All other systems (brake systems, cooling systems, etc.) should be evacuated and the mass of the exhaust fluid should be compensated. The air filter must be emptied of the refrigerant affecting the environment and the pressure checked after a collision to check for possible leaks. The mass of the in-vehicle measuring device can be compensated by reducing accessories which have no significant influence on the measurement result.

If the steering column is adjustable, it should be adjusted to a normal position specified by the manufacturer, and if not specified by the manufacturer, it should be adjusted to an intermediate position of the adjustable range. At the end of the acceleration process, the steering wheel should be in a free state and in a position where the vehicle is traveling straight as specified by the manufacturer, the moving glass on the vehicle should be in a closed position. For the purpose of test measurement, the movable window glass can be put down by the consent of the manufacturer, as long as the position of the operating handle corresponds to the position of the window glass when the window glass is closed. The gear lever should be in a neutral position. The pedal should be in a normal rest position. If the pedal is adjustable, it should be set in its neutral position, or designated design position. If a sunroof or a removable roof is installed, it should be in place and closed. For the convenience of test measurement, the test proposes that the department agrees to open.

Front seat position, for a fore-aft adjustable seat, the "H" point (determined according to the procedure specified in appendix C of GB 11551) should be located at or closest to the neutral position of travel; for height adjustable seats, the adjustment should be to an intermediate position or factory defined position. For bench seats, the "H" point of the driver's position should be referenced. If adjustable, the seat back should be adjusted to bring the phantom torso angle as close as possible to the factory-specified normal use angle, and if not specified by the factory, to a position inclined rearwardly from the plumb-face by an angle of 25 °. If the test is intended to verify only whether the body structure or the airbag is detonated, no dummy need be placed. If a counterweight is needed, a counterweight dummy (75 kg plus or minus 5 kg) can be placed instead, and the placement of the counterweight dummy is carried out by referring to GB 11551. If the aim of the test is to investigate the injury value of the human body, a Hybrid III 50% male dummy can be placed as required. The placement of the dummy must meet the requirements for the dummy in GB 11551. If the test dummy is used, the test is carried out under the environment with the ambient temperature of 20-22 degrees and the humidity of 10-70 percent. If a counterweight dummy is used, the test environment is not required.

And a triaxial acceleration sensor (other position sensors are defined according to the calibration scheme of each vehicle type) is respectively attached below the left and right side B columns. The sensor should be rigidly fixed so that its registration is as little affected by vibrations as possible, in particular the mounting of the acceleration sensor should ensure that the actual measuring axis does not deviate more than 5 ° from the reference axis.

Cameras 6 (or video cameras) are arranged above and on two sides of the collision area, namely the area where the automobile contacts the collision beam 3, and two cameras 6 are arranged on two sides of the collision area. The high-speed camera 6 has a shooting frequency of more than 1000 frames/second and a sampling frequency of more than or equal to 10KHZ. And judging whether secondary collision injury to drivers and passengers caused by too late or non-ignition of the air bag ignition moment exists or not through the test video and the test data.

While the utility model has been described above with reference to the accompanying drawings, it will be apparent that the utility model is not limited to the above embodiments, but is capable of being modified or applied directly to other applications without modification, as long as various insubstantial modifications of the method concept and technical solution of the utility model are adopted, all within the scope of the utility model.

Claims

1. The utility model provides a collision test system of buffer stop behind car rear-end collision truck which characterized in that: the collision surface one side of collision wall is equipped with the driving passageway, be fixed with the mounting bracket that extends to the driving passageway on the collision surface, the height of mounting bracket is higher than the height of the car that awaits measuring, the outer end of mounting bracket is fixed with downwardly extending simulation truck rear buffer stop's collision roof beam.

2. The crash test system according to claim 1, wherein: the collision wall is a reinforced concrete structure with width and length not smaller than 3m and height not smaller than 1.5m, and is a vertical wall surface for blocking a driving channel.

3. The crash test system according to claim 2, wherein: the mounting frame is a rectangular frame, and the mounting frame is parallel to the driving channel.

4. A crash test system as set forth in claim 3 wherein: the collision wall is connected through last bracing piece to both sides of mounting bracket upper surface outer end, the middle zone of mounting bracket lower surface both sides passes through the lower bracing piece and connects the collision wall.

5. The crash test system as set forth in claim 4 wherein: the collision beam is downwards and vertically fixed on the mounting frame, and the height of the lower edge of the collision beam from the ground is 545-550 mm.

6. The crash test system according to any one of claims 1-5, wherein: the automobile is internally fixed with a dummy used for collision test, the dummy is tied on a seat in the automobile through a safety belt, and a triaxial acceleration sensor is respectively attached below a left side B column and a right side B column of the automobile.

7. The crash test system as set forth in claim 6 wherein: cameras are arranged above and on two sides of a collision area of the collision test system, and two cameras are arranged on the sides respectively.

8. The crash test system as set forth in claim 7 wherein: each of the cameras is a high-speed camera with a camera frequency greater than 1000 frames/second.