CN210774721U - Crash test trolley - Google Patents

Abstract

The utility model relates to the technical field of automobile testing, in particular to a crash test bench. The crash test trolley includes a trolley frame, a wheel assembly mounted on the trolley frame for supporting the trolley frame, a trolley collision mechanism and a data acquisition assembly assembled on the trolley frame. A component mounting panel at the front end of the car frame for assembling the parts to be collided; the crash test trolley also includes a multifunctional suspension for adjusting the parameters of the trolley, and the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly. The crash test trolley can detachably assemble the parts to be crashed on the part installation panel, which can realize the crash test at the part level or the component level, which helps to reduce the cost of the crash test and shorten the development cycle, and helps to ensure the crash test The accuracy of the results; the multi-functional suspension can be used to independently adjust the parameters of the trolley, so as to achieve the purpose of multi-purpose, cost reduction and efficiency improvement.

Description

crash test rig

technical field

The utility model relates to the technical field of automobile testing, in particular to a crash test bench.

Background technique

In the field of passive safety of automobiles, crash test is an indispensable and important means of verifying development and design. It has the characteristics of non-repeatability, high cost and high precision requirements. Therefore, each vehicle crash test requires a lot of labor and time costs. and monetary cost. In the design and development of the crashworthiness performance of the passive safety structure of the automobile, after the crash test of the whole vehicle, it is necessary to optimize and repeat the verification of the parts or structural parts that do not meet the development expectations, that is, the optimized parts or structural parts need to be re-tested for the whole vehicle. Crash test, this kind of repeated vehicle crash test will lead to higher vehicle development cost and longer development cycle.

In the field of automobile crash test, the trolley parameters (such as weight, wheelbase, wheelbase and center of mass) of the crash test trolley stipulated by the regulations and standards of various countries in the world are different. In the process of automobile development, in order to meet the regulations and standards of different countries, it is necessary to purchase Several sets of different crash test rigs, all of which are customized rigs, can only be used in vehicle crash tests, which makes the development cost high.

Utility model content

The embodiments of the present utility model provide a crash test trolley, so as to solve the problems of high cost and long development period existing in the current use of the crash test trolley to conduct the entire vehicle crash test.

The utility model provides a crash test trolley, comprising a trolley frame, a wheel assembly mounted on the trolley frame and used to support the trolley frame, and a trolley collision machine assembled on the trolley frame and a data acquisition assembly, the crash test trolley further includes a multifunctional suspension for adjusting the parameters of the trolley, the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly, the bench The vehicle collision mechanism includes a component mounting panel mounted on the front end of the trolley frame for assembling components to be collided.

Preferably, the multifunctional suspension includes a distance adjustment assembly connected with the wheel assembly for adjusting the distance of the wheels, and a center of mass adjustment assembled on the distance adjustment assembly for adjusting the position of the center of mass of the trolley frame An assembly, and an angle adjustment assembly for adjusting the angle of a tire connected with the center of mass adjustment assembly, the angle adjustment assembly is connected with the trolley frame.

Preferably, the distance adjustment assembly comprises a wheelbase adjustment slide rail connected with the wheel assembly and arranged along the wheelbase direction, and a wheelbase adjustment guide groove arranged on the wheelbase adjustment slideway and arranged along the wheelbase direction , a wheelbase adjusting slider assembled in the wheelbase adjusting guide groove, a wheelbase fixing member for fixing the wheelbase adjusting slide rail and the wheelbase adjusting guide groove, and a wheelbase fixing member for fixing the wheelbase Adjust the guide groove and the track fixing piece of the wheel track adjusting slider.

Preferably, the center of mass adjustment assembly includes a center of mass adjustment rotating shaft mounted on the wheel base adjusting slider, and a center of mass adjustment rotating shaft disposed at both ends of the center of mass adjustment rotating shaft for assembling the center of mass adjustment rotating shaft on the trolley The first and second center of mass adjustment nuts on the frame, and the first and second vibration damping adjustment members assembled on the center of mass adjustment rotating shaft and threadedly matched with the center of mass adjustment rotating shaft , the first vibration damping adjustment piece is located between the wheelbase adjustment slider and the first center of mass adjustment nut, and the second vibration reduction adjustment piece is located between the wheelbase adjustment slider and the second between the center of mass adjustment nuts.

Preferably, the angle adjustment assembly includes an angle adjustment rotating half-shaft connected with the wheelbase adjusting slider, longitudinal and lateral stabilizing pull rods arranged on the angle adjusting rotating half shaft, and the longitudinal stabilizing pull rod a connected angle adjustment fixing rod, a frame lateral stabilizing beam fixedly connected to the frame of the trolley, and an angle adjustment positioning slot assembled on the frame lateral stability beam, and the lateral stabilizing rod is connected with the angle adjustment positioning groove, At least two adjustment positioning holes are provided on the angle adjustment positioning groove, and the angle adjustment fixing rod is matched with the adjustment positioning holes.

Preferably, the data acquisition assembly includes a force sensor mounted on the component mounting panel for acquiring collision force data, a data acquisition mounting plate mounted on the trolley frame, and a data acquisition mounting plate mounted on the data acquisition mounting plate The data acquisition device on the device is electrically connected to the force sensor.

Preferably, the force sensor is mounted on the front side of the component mounting panel; the trolley collision mechanism further includes an energy-absorbing protection assembly mounted on the component mounting panel; the energy-absorbing protection assembly includes a frame protector A collapsible energy absorbing tube and a sensor protecting the collapsible energy absorbing tube; the frame protecting the collapsing energy absorbing tube is provided between the rear side of the component mounting panel and the trolley frame; the sensor protecting the collapsible energy absorbing tube is provided in the The front side of the force sensor is used for connecting the to-be-collision component.

Preferably, the trolley collision mechanism further includes a component connecting assembly for connecting the trolley frame and the component mounting panel; the component connecting assembly includes a first connecting piece, a second connecting piece and a third connecting piece , the second connecting piece is detachably connected with the first connecting piece and the trolley frame, and the third connecting piece is detachably connected with the first connecting piece and the component mounting panel.

Preferably, the trolley collision mechanism further includes a height adjustment assembly for realizing detachable connection between the first connecting piece and the third connecting piece; the height adjustment assembly includes a height adjustment screw, a height adjustment nut, a connection A block and two limiting pieces, the two limiting pieces are arranged on the first connecting piece in parallel and opposite, the connecting block is connected with the third connecting piece and is located between the two limiting pieces , the height adjustment screw is assembled on the connection block, the limiter is provided with a screw assembly hole for assembling the height adjustment screw, and the height adjustment nut is assembled on the outer side of the two limiters. on the height adjustment screw.

Preferably, the crash test trolley further comprises a trolley braking device mounted on the trolley frame, the trolley braking device comprising a brake fixing plate, an air pressure mounted on the braking fixing plate a control assembly and a hydraulic control assembly; the hydraulic control assembly is connected with a brake oil pipe on the wheel assembly; the air pressure control assembly is connected with the hydraulic control assembly for controlling the hydraulic control assembly to the brake Fill the hose with brake fluid.

The embodiment of the present utility model provides a crash test trolley. A component mounting panel for assembling the components to be collided is assembled at the front end of the trolley frame, and the components to be collided can be detachably assembled on the component mounting panel, thereby completing the collision test of the components to be collided. , in order to realize the crash test at the part level or the component level, which helps to reduce the cost of the crash test and shorten the development cycle of the crash test; the multi-functional suspension is assembled on the frame of the trolley and connected with the wheel assembly, which can be adjusted according to the actual situation of the crash test. The parameters of the trolley can be adjusted according to the situation, so that the crash test trolley can be applied to different standards and different types of crash tests, so as to achieve the purpose of multi-purpose, cost reduction and efficiency improvement.

Description of drawings

In order to illustrate the technical solutions of the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments of the present invention. Obviously, the drawings in the following description are only of the present invention. In some embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without any creative effort.

1 is a schematic diagram of a crash test rig in an embodiment of the present invention;

Fig. 2 is the enlarged view of A in Fig. 1;

Fig. 3 is a schematic diagram of the multifunctional suspension in Fig. 1;

FIG. 4 is a schematic diagram of the brake device of the trolley in FIG. 1 .

Among them, 10, trolley frame; 11, frame longitudinal beam; 12, frame beam; 13, frame vertical beam; 14, reinforcing rib; 15, component mounting hole; 21, left front wheel; 22, right front wheel; 23, Left rear wheel; 24. Right rear wheel; 25. Rear wheel connecting shaft; 31. Parts mounting panel; 311. Parts mounting hole; 32. Energy absorption protection assembly; 321. Frame protection collapse energy absorption pipe; 322, Sensor protection collapse 33. Component connection assembly; 331, first connection piece; 332, second connection piece; 333, third connection piece; 34, height adjustment assembly; 341, height adjustment screw; 342, height adjustment nut; 343 , connecting block; 344, limiter; 41, force sensor; 42, data acquisition mounting plate; 50, multi-function suspension; 51, distance adjustment component; 511, wheelbase adjustment slide rail; 5111, wheelbase adjustment hole; 5112, wheel mounting hole; 512, wheel base adjustment guide groove; 5121, wheel base adjustment hole; 513, wheel base adjustment slider; 52, center of mass adjustment assembly; 521, center of mass adjustment rotating shaft; 522, first center of mass adjustment nut 523, the second center of mass adjustment nut; 524, the first damping adjustment part; 5241, the first static part; 5242, the first movable part; 525, the second damping adjustment part; 53, angle adjustment assembly; 531, angle adjustment rotation half shaft; 5311, first hinge seat; 5312, second hinge seat; 532, longitudinal stability rod; 5321, fixed rod mounting seat; 533, horizontal Stabilizing rod; 534, angle adjustment fixed rod; 535, frame lateral stability beam; 536, angle adjustment positioning slot; 5361, adjustment positioning hole; 5362, rod fixing seat; 60, trolley brake device; 61, brake fixing plate ;62, air pressure control assembly; 621, air storage pump; 622, air pressure regulating valve; 623, air pressure gauge; 624, air pressure control pipe; 625, air pressure cylinder; 626, cylinder fixing frame; 627, solenoid valve; 63, hydraulic control assembly ;631, oil storage cylinder; 632, hydraulic cylinder; 633, oil cylinder fixing frame; 634, oil outlet; 64, brake control assembly; 641, electric control box; 642, remote control; 71, counterweight; 72, camera Bracket; 81. Parts to be collided; 82. Parts mounting parts.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not intended to limit the present invention.

In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear" , "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings , is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

In the description of the present invention, it should be noted that, unless otherwise expressly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it may be a fixed connection or a connectable connection. Detachable connection, or integral connection; may be mechanical connection or electrical connection; may be direct connection, or indirect connection through an intermediate medium, or internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in specific situations.

FIG. 1 shows a schematic diagram of a crash test rig in this embodiment. As shown in FIG. 1 , the crash test trolley includes a trolley frame 10 , a wheel assembly (not shown in the figure) assembled on the trolley frame 10 for supporting the trolley frame 10 , and assembled on the trolley frame 10 . The trolley collision mechanism (not shown in the figure) and the data acquisition assembly (not shown in the figure), the trolley collision mechanism includes a component mounting panel 31 assembled at the front end of the trolley frame 10 for assembling the components to be collided 81; The crash test trolley further includes a multifunctional suspension 50 for adjusting the parameters of the trolley. The multifunctional suspension 50 is assembled on the trolley frame 10 and connected with the wheel assembly.

Among them, the cart frame 10 is a frame of a crash test cart, and is a frame for mounting other components on the crash test cart. The wheel assembly is used to support the trolley frame 10 to drive the trolley frame 10 to move. The trolley collision mechanism is a mechanism for assembling the component to be collided 81 so that the component to be collided 81 collides with a tractor or other collision test trolley during the collision test. The crash test trolley further includes a data acquisition component assembled on the trolley frame 10 , and the data acquisition component is a component used to collect corresponding test data during the crash test.

The component mounting panel 31 is a panel for assembling the component to be collided 81 . Specifically, the component mounting panel 31 is provided with a component mounting hole 311 for assembling the component to be collided 81 . For example, a plurality of M20 threaded holes may be provided on the component mounting panel 31 as component mounting holes 311 , spaced evenly at intervals of 100 mm, for mounting various components and structural components that need to be subjected to crash tests. As an example, when performing a crash test at the component level or the structural component level, a corresponding mounting fixture can be assembled on the component mounting hole 311 of the component mounting panel 31 , and the component to be collided 81 can be fixed on the component mounting panel 31 by using the mounting fixture , in order to perform a crash test on the component 81 to be crashed.

The component 81 to be collided is a structural component or component that needs to be subjected to a crash test, including but not limited to the front side member, energy-absorbing box, bumper, water tank, subframe and engine of the vehicle. The component to be collided 81 shown in FIG. 1 For the front side member of the vehicle.

Among them, the multifunctional suspension 50 is a component that can adjust the parameters of the trolley according to the actual situation of the crash test. Since the regulations and standards of various countries in the world stipulate the trolley parameters of the crash test trolleys in different countries, these trolley parameters include but are not limited to the weight, wheelbase, wheelbase and center of mass of the trolley. In general, crash tests include, but are not limited to, side crash tests, pillar crash tests, and rear crash tests. Among them, the side impact test includes but is not limited to C-IASI side impact, C-NCAP side impact and E-NCAP side impact. Taking the C-IASI side impact as an example, the C-IASI side impact test stipulates that the mass of the trolley is 1500kg±5kg, and the center of gravity of the trolley under the test conditions is 990mm±25mm behind the front axle, 0±25mm on the longitudinal centerline, The height from the ground is 566mm±25mm; the width of the collision block is 1676mm, the height of the collision block is 759mm, and the height of the collision block installed on the trolley is 379mm. The column impact test includes but is not limited to GB-T 37337-2019-Automobile side column impact and QJGAC 1521.055-2015 automobile frontal rigid column barrier impact. The rear crash test includes but is not limited to GB 20072-2006 passenger car rear crash test and RCAR low-speed rear crash test. Among them, GB 20072-2006 Passenger Car Rear Collision Fuel System Safety Requirements stipulates that the total trolley is 1100±20kg, and the collision The height of the lower edge of the surface from the ground should be 175±25mm; the RCAR low-speed rear crash test stipulates that the trolley is rigid, the mass is 1400kg±5kg, and the collision speed is 15km/h. The multifunctional suspension 50 is assembled on the trolley frame 10 and connected with the wheel assembly, and the parameters of the trolley can be adjusted according to the actual situation of the crash test, so that the crash test trolley can be applied to different standards and different types of crash tests to achieve The purpose of multi-purpose vehicles, reducing costs and improving efficiency.

In the crash test trolley provided in this embodiment, the front end of the trolley frame 10 is equipped with a component mounting panel 31 for assembling the component to be collided 81, and the component to be collided 81 can be detachably assembled on the component mounting panel 31, thereby completing the The crash test of the component 81 to be crashed to realize the crash test at the component level or the component level helps to reduce the cost of the crash test and shorten the development cycle of the crash test. The multifunctional suspension 50 is assembled on the trolley frame 10 and connected with the wheel assembly, and the parameters of the trolley can be adjusted according to the actual situation of the crash test, so that the crash test trolley can be applied to different standards and different types of crash tests to achieve The purpose of multi-purpose vehicles, reducing costs and improving efficiency.

In one embodiment, the trolley frame 10 includes four frame longitudinal beams 11 arranged parallel to each other, at least two frame transverse beams 12 for connecting two frame longitudinal beams 11 on the same horizontal plane, and for connecting two frame longitudinal beams 11 on the same vertical plane. At least two frame vertical beams 13 of the two frame longitudinal beams 11 on the straight face. Four frame longitudinal beams 11 arranged in parallel to each other form two horizontal planes and two vertical planes, each horizontal plane adopts at least two frame transverse beams 12 to connect the two frame longitudinal beams 11, and each vertical plane adopts at least two frames Vertical beams 13 connect the two frame longitudinal beams 11 .

Further, the trolley frame 10 is also provided with a reinforcing rib 14 for improving stability. As an example, as shown in FIG. 1 , the reinforcing ribs 14 can be connected with the frame longitudinal beams 11 and the frame cross beams 12 to form a triangular stable structure, so that the trolley frame 10 is not easily deformed during the crash test. Alternatively, the reinforcing ribs 14 may be connected with the frame longitudinal beams 11 and the frame vertical beams 13 to form a triangular stable structure, so that the trolley frame 10 is not easily deformed during the crash test. Alternatively, the reinforcing ribs 14 can be connected with the frame beams 12 and the frame vertical beams 13, so that the trolley frame 10 is not easily deformed during the crash test.

Further, the frame longitudinal beams 11 , the frame cross beams 12 and the frame vertical beams 13 of the trolley frame 10 are all square tubes, so that the trolley frame 10 can bear a large deformable impact capacity, and is lighter in weight and lower in cost . As an example, the cross-shaped rib 14 can be made of a square tube, and the frame longitudinal beam 11, the frame beam 12 and the frame can be made of a square tube with a cross-sectional length of 80 mm, a cross-sectional width of 60 mm and a cross-sectional width of 10 mm. The trolley frame 10 formed by welding the vertical beams 13 can withstand deformable impact energy at a speed of 50 km/h, and the structure does not deform during the collision, which helps to ensure the service life of the trolley frame 10 .

Further, the trolley frame 10 is provided with component mounting holes 15, and the component mounting holes 15 can be arranged on the frame longitudinal beams 11, the frame cross beams 12 and the frame vertical beams 13, so as to install the structure required by the crash test rig during the crash test process. Components, for example, the trolley brake device 60, the data mining installation plate 42 and the counterweight 71 and the like.

In one embodiment, as shown in FIG. 1 , the wheel assembly includes a front wheel assembly (not shown in the figure) and a rear wheel assembly (not shown in the figure), and the front wheel assembly includes a left front wheel 21 and a right front wheel 22 And a front wheel connecting shaft (not shown in the figure) for connecting the left front wheel 21 and the right front wheel 22, the rear wheel assembly includes the left rear wheel 23, the right rear wheel 24 and the left rear wheel 23 and the right rear wheel. The rear wheel connecting shaft 25 of the wheel 24 , the front wheel connecting shaft and the rear wheel connecting shaft 25 are assembled in the trolley frame 10 .

In one embodiment, the data acquisition assembly further includes a force sensor 41 mounted on the component mounting panel 31 for acquiring collision force data, a data acquisition mounting plate 42 mounted on the trolley frame 10, and a data acquisition mounting plate mounted on the data acquisition mounting plate 31. The data acquisition device on 42 is electrically connected with the force sensor 41 .

The force sensor 41 is a sensor used to collect the collision force data formed by the collision of the component 81 to be collided during the collision test. Data acquisition equipment is the equipment used to collect test data. As an example, the data collection assembly includes not only the force sensor 41 mounted on the component mounting panel 31 for collecting crash force data, but also the tire pressure sensor and other crash force sensors disposed on the wheel assembly for collecting tire pressure data The sensor for the test data collected by the test. The data acquisition mounting plate 42 can be assembled on the component mounting hole 15 by using a bolt and nut assembly, so as to realize the fixing of the data mounting plate on the trolley frame 10 .

As an example, the force sensor 41 may specifically be a six-axis force sensor. The six-axis force sensor is a force sensor composed of a three-axis accelerator and a three-axis gyroscope, and can collect the collision force formed by the collision-to-be-collision component 81 during the collision process in all directions. data in order to improve and optimize the component to be crashed 81 based on the collected crash force data.

In this embodiment, the force sensor 41 in the data acquisition assembly is assembled on the component installation panel 31, so that the force sensor 41 can more accurately collect the collision force data formed by the component to be collided 81 on the component installation panel 31 during the collision process , to ensure the accuracy of data collection and help to ensure the accuracy of the crash test results.

In one embodiment, the force sensor 41 is mounted on the front side of the component mounting panel 31 through the component mounting hole 311 and is connected to the component 81 to be collided; side, and connected to the trolley frame 10.

As an example, if the member to be collided 81 is a member to be collided with a regular shape, the regular shape here is specifically a symmetrical shape, such as a front side member of a vehicle, for a member to be collided 81 of a regular shape, the force when it collides is relatively high. Evenly, during the crash test, the force sensor 41 can be assembled on the front side of the component mounting panel 31 through the component mounting hole 311, so that the force sensor 41 is connected with the component to be collided 81, that is, the force sensor 41 is arranged between the component to be collided 81 and the component Between the installation panels 31 , during the collision test, the force sensor 41 can directly collect the collision force data formed by the components to be collided 81 , so that the collected collision force data is more accurate.

As another example, if the member to be collided 81 is an irregularly shaped member to be collided, the regular shape here is specifically an asymmetrical shape, such as a subframe of a vehicle, for the irregularly shaped member to be collided 81, its collision If the force is uneven at times, during the crash test, the force sensor 41 can be assembled on the rear side of the component installation panel 31 through the component assembly hole 311, so that the force sensor 41 is connected to the trolley frame 10, that is, the force sensor 41 is arranged on the component installation. Between the panel 31 and the trolley frame 10, during the collision test, the collision force formed by the irregularly shaped components to be collided 81 can be dispersed by the component mounting panel 31, so that the force sensor 41 can collect a more accurate collision force data.

In one embodiment, the trolley crash mechanism further includes an energy absorbing protection assembly 32 assembled on the component mounting panel 31 . The energy absorbing protection component 32 is used to absorb the energy formed by the impact force during the crash test, so as to protect the trolley frame 10 . The energy absorbing protection assembly 32 is assembled on the component installation panel 31, and when the component to be collided 81 is assembled on the component installation panel 31 and the collision test is performed, the energy absorbing protection assembly 32 can absorb the energy generated by the collision force during the collision, so as to play a role in the collision. The function of protecting the trolley frame 10.

As an example, the energy absorbing protection assembly 32 includes a frame protection crushing energy absorbing tube 321 that fits on the front or rear side of the component mounting panel 31 . The frame protection collapse energy-absorbing tube 321 can absorb the energy generated by the collision force during the collision process, so as to prevent the energy from damaging the trolley frame 10, thereby playing a protective role.

As an example, if the to-be-collision component 81 is a regular-shaped component to be collided with, the frame protection collapse energy-absorbing tube 321 can be assembled on the front side of the component installation panel 31, that is, the frame-protection collapse energy-absorbing tube 321 is arranged in a regular shape Between the component to be collided 81 and the component installation panel 31, during the crash test, the frame protects the collapsing energy-absorbing tube 321 to directly absorb the energy of the collision force formed by colliding with the regularly-shaped component 81 to be collided. , which helps to protect the trolley frame 10 and can play the role of protecting the component mounting panel 31 .

As another example, if the to-be-collision component 81 is an irregular-shaped to-be-collision component 81, the frame protection collapse energy absorbing tube 321 can be assembled on the rear side of the component mounting panel 31, that is, the frame protection collapse energy absorbing tube 321 can be arranged on the rear side of the component mounting panel 31. Between the component mounting panel 31 and the trolley frame 10, the irregularly shaped components to be collided 81 are assembled on the front side of the component mounting panel 31. During the crash test, the impact force formed by the irregularly shaped components to be collided 81 The energy of the tumbler is dispersed by the component mounting panel 31, so that the frame protection collapse energy absorbing tube 321 has a better effect of absorbing the energy of the collision force formed by colliding with the irregularly shaped components to be collided 81, which is more helpful to protect the trolley frame. 10.

In one embodiment, the force sensor 41 is assembled on the front side of the component mounting panel 31; the energy absorption protection assembly 32 includes a frame protection collapse energy absorption tube 321 and a sensor protection collapse energy absorption tube 322; the frame protection collapse energy absorption tube 321 is arranged on the Between the rear side of the component mounting panel 31 and the trolley frame 10 ; the sensor protection collapse energy absorbing tube 322 is arranged on the front side of the force sensor 41 for connecting the component 81 to be collided.

As shown in FIG. 1 , when the component to be collided 81 is a regular-shaped component to be collided, such as the front side member of the vehicle, the force sensor 41 is assembled on the front side of the component mounting panel 31 through the component mounting hole 311 , and the sensor The protection collapse energy absorbing tube 322 is arranged on the front side of the force sensor 41, and the front side member of the vehicle can be installed on the front side of the sensor protection collapse energy absorbing tube 322 through the component mounting member 82; and the frame protection collapse energy absorbing tube 321 passes through the component The fitting hole 311 is fitted on the rear side of the component mounting panel 31 and connects the frame protection crushing energy absorbing tube 321 to the trolley frame 10 .

It can be understood that by adopting the design of the secondary crushing energy-absorbing protection of the frame protecting the crushing energy-absorbing tube 321 and the sensor protecting the crushing energy-absorbing tube 322, the energy generated by the trolley frame 10 and the force sensor 41 under the impact force can exceed its bearing limit. When collapsed, the structure safety of the trolley frame 10 and the six-axis force sensor 41 is protected.

In one embodiment, the dolly crash mechanism further includes a component connection assembly 33 for connecting the dolly frame 10 and the component mounting panel 31 . The component connecting assembly 33 is an assembly for connecting the dolly frame 10 and the component mounting panel 31 . Specifically, the component connecting assembly 33 is assembled on the front end of the trolley frame 10, and the component mounting panel 31 is assembled on the front end of the component connecting assembly 33. Accordingly, the component to be collided 81 is assembled on the front end of the component mounting panel 31, so that the component to be collided The component 81 may directly collide with a tractor or other crash test rig during a crash test.

As an example, the component connecting assembly 33 is detachably connected to the trolley frame 10 to replace the component connecting assembly 33 , so that the component connecting assembly 33 can be directly replaced when damaged, which helps to reduce the replacement cost of the component connecting assembly 33 . The component installation panel 31 is detachably connected to the component connection assembly 33 to replace the component installation panel 31 , so that the component installation panel 31 can be directly replaced when damaged, which helps to reduce the replacement cost of the component installation panel 31 .

In one embodiment, as shown in FIG. 2 , the component connecting assembly 33 includes a first connecting piece 331 , a second connecting piece 332 and a third connecting piece 333 , and the second connecting piece 332 is connected with the first connecting piece 331 and the trolley frame. 10 is detachably connected, and the third connecting piece 333 is detachably connected to the first connecting piece 331 and the component mounting panel 31 .

The first connector 331 is a component for connecting the second connector 332 and the third connector 333 . The first connecting member 331 is a square tube arranged in a vertical direction, and a plurality of first connecting holes are provided on the first connecting member 331 .

Wherein, the second connector 332 is a component for connecting the trolley frame 10 and the first connector 331 . As shown in FIG. 2 , the second connecting member 332 includes a first connecting plate, a second connecting plate and at least one stabilizing plate that are integrally formed; the first connecting plate and the second connecting plate are perpendicular to each other and have an L-shaped cross-section. The board and the second connecting board are provided with a second connecting hole; the stabilizing board is a right-angled triangle, and the two right-angled sides of the stabilizing board are respectively perpendicular to the first connecting board and the second connecting board. Stable and not easy to damage. For example, a bolt and nut assembly can be used to fit on the second connecting hole and the component mounting hole 15 of the trolley frame 10 to fix the second connecting member 332 on the trolley frame 10; The connecting hole and the first connecting hole of the first connecting piece 331 are used to fix the first connecting piece 331 on the second connecting piece 332 . It can be understood that the detachable connection with the trolley frame 10 and the first connecting member 331 can be realized by using the bolt and nut assembly, which saves time and effort in the operation process, so as to update the parts.

The third connector 333 is a component for connecting the component mounting panel 31 and the first connector 331 . As shown in FIG. 2 , the third connecting piece 333 is in the shape of a plate, and the third connecting piece 333 is provided with a third connecting hole, which can be assembled to the third connecting hole and the component mounting hole 311 of the component mounting panel 31 by using a bolt and nut assembly. to realize the detachable connection between the third connecting piece 333 and the component installation panel 31; the bolt and nut assembly can also be used to assemble the third connecting hole and the first connecting hole on the first connecting piece 331 to connect the third connecting piece 331. The member 333 is fixed on the first connecting member 331 . It can be understood that the detachable connection between the component installation panel 31 and the first connector 331 is realized by using the bolt and nut assembly, which saves time and effort in the operation process and facilitates replacement.

As shown in FIGS. 1 and 2 , the two frame longitudinal beams 11 of the trolley frame 10 on the same vertical plane are provided with component mounting holes 15 , and a second connector 332 can be used to connect the frame above the same vertical plane The longitudinal beam 11 is fixed with the first connecting member 331, and a second connecting member 332 is used to fix the frame longitudinal beam 11 and the first connecting member 331 under the same vertical plane, so as to fix the first connecting member 331 to the trolley frame 10, to ensure the reliability of the fixed connection; and then fix the component mounting panel 31 connected with the third connecting piece 333 to the first connecting piece 331 to realize the fixing of the component mounting panel 31 to the trolley frame 10. This component connection assembly 33 can make the components such as the first connector 331, the second connector 332, the third connector 333 and the component mounting panel 31 easier to replace. Replacing the corresponding parts without having to replace them all helps reduce the cost of crash tests.

In one embodiment, the trolley collision mechanism further includes a height adjustment assembly 34 for realizing detachable connection between the first connecting member 331 and the third connecting member 333; the height adjustment assembly 34 includes a height adjustment screw 341, a height adjustment nut 342, The connecting block 343 and two limiting members 344 are arranged on the first connecting member 331 in parallel and opposite to each other. The connecting block 343 is connected to the third connecting member 333 and is located between the two limiting members 344. The adjusting screw 341 is assembled on the connecting block 343 , the limiting member 344 is provided with a screw mounting hole for assembling the height adjusting screw 341 , and the height adjusting nut 342 is assembled on the height adjusting screw 341 outside the two limiting members 344 .

The height adjustment assembly 34 is an assembly for adjusting the height of the component to be collided 81 mounted on the component mounting panel 31 and the ground. As shown in FIG. 2 , the first connecting member 331 is provided with two limiting members 344 arranged in parallel and opposite to each other, and the distance between the two limiting members 344 defines a height range for height adjustment. The connecting block 343 can be welded on the third connecting piece 333 , or can be fixed on the third connecting piece 333 with a bolt and nut assembly. The connecting block 343 is disposed between the two limiting members 344 , so that the connecting block 343 can drive the third connecting member 333 to adjust the height between the two limiting members 344 . The height adjustment screw 341 is assembled on the connection block 343, and the height adjustment screw 341 can drive the connection block 343 to move between the two limiters 344, thereby adjusting the height of the third connection piece 333 connected to the connection block 343 from the ground, Further, the heights of the component mounting panel 31 connected to the third connecting piece 333 and the components to be collided 81 assembled on the component mounting panel 31 are adjusted. The two limiting members 344 are provided with screw mounting holes for mounting the height adjusting screw 341, so that the height adjusting screw 341 assembled on the connecting block 343 can pass through, so as to limit the height adjusting screw 341 to drive the connecting block 343 to adjust the height. direction of movement. The two height adjusting nuts 342 are assembled on the height adjusting screws 341 outside the two limiting members 344 . Understandably, when the height needs to be adjusted, by loosening the two height adjusting nuts 342, adjusting the position of the connecting block 343 between the two limiting members 344, and then tightening the two height adjusting nuts 342, the height adjustment can be achieved. The height adjustment assembly 34 has a simple structure, and the operation process saves time and effort; moreover, the height adjustment assembly 34 is assembled between the detachably connected first connecting member 331 and the third connecting member 333, so that the height adjustment assembly 34 can also be adjusted. Easy to replace.

In one embodiment, the multifunctional suspension 50 includes a distance adjustment assembly 51 connected with the wheel assembly for adjusting the distance of the wheels, and a center of mass adjustment assembly assembled on the distance adjustment assembly 51 for adjusting the position of the center of mass of the trolley frame 10 52 , and an angle adjustment assembly 53 connected with the center of mass adjustment assembly 52 for adjusting the angle of the tire, and the angle adjustment assembly 53 is connected with the trolley frame 10 .

Wherein, the distance adjusting assembly 51 is an assembly connected with the wheel assembly for adjusting the distance of the wheel. The distance adjustment assembly 51 can be used to adjust the wheelbase between the front and rear axles of the wheel assembly, and can also be used to adjust the wheelbase between the left and right wheels. Generally speaking, the wheel assembly of the crash test rig includes the left front wheel 21 , the right front wheel 22 , the left rear wheel 23 and the right rear wheel 24 , and the multifunctional suspension 50 can be arranged on the left front wheel 21 and the right front wheel 22 . between. The multi-function suspension 50 is provided with two distance adjustment components 51, and the two distance adjustment components 51 are respectively connected with the left front wheel 21 and the right front wheel 22, and the two distance adjustment components 51 are connected through the angle adjustment component 53. Controlling the distance adjustment component 51 to drive the left front wheel 21 and the right front wheel 22 to move back and forth relative to the trolley frame 10 to achieve wheelbase adjustment, and to move left and right relative to the trolley frame 10 to achieve wheelbase adjustment. Therefore, the distance adjustment component 51 is The assembly connected with the wheel assembly can drive the wheel assembly to move back and forth and left and right.

The center of mass adjustment assembly 52 is an assembly assembled on the distance adjustment assembly 51 for adjusting the position of the center of mass of the trolley frame 10 . Since the trolley frame 10 is a cuboid-shaped structure constructed by using four frame longitudinal beams 11 , the center of mass adjusting assembly 52 is connected to the wheel assembly through the distance adjusting assembly 51 , and is assembled on the trolley frame 10 , and can be adjusted by the center of mass adjusting assembly 52 The trolley frame 10 is driven to move in the up-down direction to adjust the position of the center of mass of the trolley frame 10 .

Among them, the angle adjustment assembly 53 is an assembly for connecting the distance adjustment assembly 51 and the trolley frame 10 . Since the angle adjustment assembly 53 is connected to the trolley frame 10 and connected to the wheel assembly through the distance adjustment assembly 51 , the angle adjustment assembly 53 can drive the wheel assembly to adjust the angle relative to the trolley frame 10 to adjust the tire angle.

In the crash test rig provided in this embodiment, the multifunctional suspension 50 is connected to the wheel assembly through the distance adjustment assembly 51, and is connected to the trolley frame 10 through the angle adjustment assembly 53, so as to realize the use of the multifunctional suspension 50 to connect the wheel assembly and the trolley frame 10; the two wheel distances of the wheel base and the wheel base of the wheel assembly connected to it can be adjusted through the distance adjustment assembly 51; and the center of mass position of the trolley frame 10 can be adjusted through the center of mass adjustment assembly 52; 53 Adjust the tire angle of the wheel assembly, so as to realize the trolley parameters of the crash test trolley according to the regulations and standards of various countries, and independently adjust the trolley parameters such as wheelbase, wheelbase, center of mass position and tire angle, so that the same crash test trolley can be It is applied to different standards and different types of crash tests to achieve the purpose of multi-purpose vehicles, reducing costs and improving efficiency.

In one embodiment, as shown in FIG. 3 , the distance adjusting assembly 51 includes a wheelbase adjusting rail 511 connected with the wheel assembly and disposed along the wheelbase direction, and a wheelbase adjusting rail 511 disposed on the wheelbase adjusting rail 511 and disposed in the wheelbase direction. The wheelbase adjustment guide groove 512, the wheelbase adjustment slider 513 assembled in the wheelbase adjustment guide groove 512, the wheelbase fixing member for fixing the wheelbase adjustment slide rail 511 and the wheelbase adjustment guide groove 512 (not shown in the figure) shown), and a wheel track fixing member (not shown in the figure) for fixing the wheel track adjustment guide groove 512 and the wheel track adjustment slider 513 .

As shown in FIG. 3 , the wheelbase adjusting slide rail 511 includes a plate-shaped slide rail body, two oppositely disposed first connecting parts extending vertically from the same side of the slide rail body, and extending from the end of each first connecting part to the Another second connecting portion extending vertically in the direction of the first connecting portion, and a third connecting portion extending vertically from the end of each second connecting portion to the direction away from the slide rail body, the two first connecting portions are arranged in parallel and opposite to each other, The two second connecting parts are arranged in parallel and opposite to the slide rail body, the two third connecting parts are arranged in parallel and opposite to each other, and at least two wheelbase adjustment holes 5111 are arranged at intervals on the two third connecting parts, and the slide rail body is provided with A wheel mounting hole 5112 for connecting the wheel assembly.

As shown in FIG. 3 , the wheelbase adjustment guide groove 512 includes a guide groove body in the shape of a square tube and two sliding limit parts extending vertically from the end of the guide groove body in a direction away from each other, and the sliding limit parts are assembled on the shaft Inside the distance adjusting slide rail 511, the guide groove body is provided with a wheelbase fixing hole and a wheelbase adjusting hole 5121. The sliding limit portion of the wheelbase adjustment guide groove 512 is assembled on the wheelbase adjustment slide rail 511, that is, on the first connecting portion and the second connecting portion extending from the slide rail body, so as to avoid the wheelbase adjustment guide groove. 512 is disengaged from the wheelbase adjusting rail 511 .

The wheelbase adjustment guide groove 512 can move in the direction of the wheelbase relative to the wheelbase adjustment rail 511 to adjust the distance between the front and rear axles in the wheel assembly. On the wheelbase fixing hole (not shown in the figure) of the wheelbase adjusting guide groove 512, the wheelbase can be adjusted and fixed. The wheelbase fixing can be a bolt and nut assembly, which saves time and effort in the assembly process.

The wheelbase adjustment slider 513 is provided with a wheelbase fixing hole. The wheelbase adjustment slider 513 is assembled in the guide groove body and can move in the direction of the wheelbase relative to the guide groove body to adjust the wheelbase of the left and right wheels of the wheel assembly. The fixing piece is assembled on the wheel track adjustment hole 5121 of the wheel track adjustment guide groove 512 and the wheel track fixing hole of the wheel track adjustment slider 513, so as to realize the adjustment and fixation of the wheel track. The track fixings can be bolt-and-nut assemblies, which saves time and effort in the assembly process.

In one embodiment, as shown in FIG. 3 , the center of mass adjusting assembly 52 includes a center of mass adjusting rotating shaft 521 assembled on the wheelbase adjusting slider 513 , and The first mass center adjusting nut 522 and the second mass center adjusting nut 523 assembled on the trolley frame 10, the first vibration damping adjusting member 524 assembled on the mass center adjusting rotary shaft 521 and threadedly matched with the mass center adjusting rotary shaft 521, and the The second damping adjusting member 525, the first damping adjusting member 524 is located between the wheel base adjusting slider 513 and the first mass center adjusting nut 522, and the second damping adjusting member 525 is located between the wheel base adjusting slide 513 and the second The center of mass is adjusted between the nuts 523 .

As shown in FIG. 2 and FIG. 3 , the first center of mass adjustment nut 522 , the second center of mass adjustment nut 523 , the first damping adjusting member 524 , the second damping adjusting member 525 and the wheelbase adjusting slider 513 are all assembled on the On the center of mass adjustment rotating shaft 521, and the first center of mass adjustment nut 522 and the second center of mass adjustment nut 523 are used to assemble the center of mass adjustment rotating shaft 521 on the trolley frame 10, and the first damping adjustment member 524 is assembled on the trolley frame 10. Between the wheel base adjusting slider 513 and the first mass center adjusting nut 522 , the second vibration damping adjusting member 525 is located between the wheel base adjusting slide 513 and the second mass center adjusting nut 523 . During the assembling process, the center of mass adjustment rotating shaft 521 can be passed through the frame longitudinal beam 11 above the trolley frame 10, and then the first damping adjusting member 524, the wheel base adjusting slider 513 and the second damping adjusting member 525 can be assembled in sequence Then, pass the center of mass adjustment rotating shaft 521 through the frame longitudinal beam 11 under the trolley frame 10, and finally, use the first center of mass adjustment nut 522 and the second center of mass adjustment nut 523 to assemble the center of mass adjustment rotating shaft 521 on the trolley on frame 10. At this time, the first damping adjusting member 524, the second damping adjusting member 525 and the wheel base adjusting slider 513 are located between the upper and lower frame longitudinal beams 11, and can move up and down along the center of mass adjusting rotation axis 521 to realize the adjusting table The position of the center of mass of the vehicle frame 10 .

As shown in FIG. 3 , the center of mass adjustment rotating shaft 521 is a relatively rotatable rotating shaft assembled on the wheelbase adjusting slider 513 , and the center of mass adjusting rotating shaft 521 is specifically a rotating shaft passing through the wheelbase adjusting slider 513 . With external thread. The wheelbase adjusting slider 513 is located between the first damping adjusting piece 524 and the second damping adjusting piece 525 , and the first damping adjusting piece 524 and the second damping adjusting piece 525 can be threaded with the center of mass adjusting rotating shaft 521 Therefore, the rotating shaft 521 can be adjusted by rotating the center of mass, so that the first damping adjusting member 524 and the second damping adjusting member 525 move upward or downward, thereby driving the first damping adjusting member 524 and the second damping adjusting member 524 The wheelbase adjusting slider 513 between the vibration adjusting members 525 moves upward or downward along the center of mass adjusting rotation axis 521. Since the wheelbase adjusting slider 513 is connected with the wheel assembly 20, the wheel assembly 20 is used to support the trolley frame 10. When the wheel base adjusting slider 513 moves upward or downward along the center of mass adjusting rotating shaft 521 , the position of the center of mass of the trolley frame 10 can be adjusted. It can be understood that the first mass center adjusting nut 522 and the second mass center adjusting nut 523 are assembled on both ends of the mass center adjusting rotating shaft 521, and the first mass center adjusting nut 522 and the second mass center adjusting nut 523 can be controlled to rotate to The purpose of controlling the center of mass to adjust the rotating shaft 521 to rotate is achieved.

As an example, as shown in FIG. 3 , the first damping adjusting member 524 includes a first static portion 5241 close to the wheel base adjusting slider 513 and a first movable portion 5242 far away from the wheel base adjusting slide 513 ; the second damping The adjusting member 525 includes a second stationary portion 5251 that is close to the wheel gap adjusting slider 513 and a second movable portion 5252 that is far away from the wheel gap adjusting slider 513 . Among them, the first movable part 5242 and the second movable part 5252 are provided with inner threads that cooperate with the outer threads of the center of mass adjustment rotating shaft 521, and can move relative to the center of mass adjustment rotating shaft 521 when the center of mass adjustment rotating shaft 521 rotates; the first The static part 5241 and the second static part 5251 are not provided with an internal thread matched with the external thread of the center of mass adjustment rotating shaft 521 , and the height adjustment process during the rotation of the center of mass adjusting rotating shaft 521 has a vibration reduction effect. In this example, the thread directions of the first movable portion 5242 and the second movable portion 5252 are the same, so that when the center of mass adjustment rotating shaft 521 rotates, the first movable portion 5242 and the second movable portion 5252 move in the direction of movement relative to the center of mass adjustment rotating shaft 521 In the same way, the wheel base adjusting slider 513 located between the first damping adjusting member 524 and the second damping adjusting member 525 is moved upward or downward to achieve the purpose of adjusting the height of the center of mass of the trolley frame 10 .

As shown in FIG. 3 , the angle adjustment assembly 53 includes an angle adjustment rotation half shaft 531 connected with the wheelbase adjustment slider 513 , a longitudinal stabilizing rod 532 and a lateral stabilizing rod 533 arranged on the angle adjustment rotating half shaft 531 , and a longitudinal stabilizing rod 533 . The angle adjustment fixing rod 534 connected with the pull rod 532, the frame lateral stabilizer beam 535 fixedly connected with the trolley frame 10, and the angle adjustment positioning groove 536 assembled on the frame lateral stabilizer beam 535, the lateral stability pull rod 533 is connected with the angle adjustment positioning groove 536 , the angle adjustment positioning slot 536 is provided with at least two adjustment positioning holes 5361, and the angle adjustment fixing rod 534 is matched with the adjustment positioning holes 5361.

Wherein, the angle adjustment rotating half shaft 531 is connected with the wheel base adjustment slider 513, so that the angle adjustment assembly 53 is connected with the distance adjustment assembly 51, so as to realize the connection between the trolley frame 10 connected with the angle adjustment assembly 53 and the distance adjustment assembly 51. connected to the wheel assembly. As an example, the angle adjustment rotating half shaft 531 can be welded or fixed on the wheel base adjusting slider 513 by other means, so as to realize the fixed connection between the angle adjusting rotating half shaft 531 and the wheel base adjusting slider 513 .

A first hinged seat 5311 and a second hinged seat 5312 are arranged on the angle adjustment and rotation half-shaft 531, and the longitudinal stability rod 532 is assembled on the first hinged seat 5311 and can rotate in the longitudinal direction relative to the first hinged seat 5311; the lateral stability rod The 533 is assembled on the second hinge seat 5312 and can rotate relative to the second hinge seat 5312 in the lateral direction. The longitudinal stabilization rod 532 is provided with a fixing rod mounting seat 5321, and an angle adjusting fixing rod 534 is hingedly mounted on the fixing rod mounting seat 5321, so that the angle adjusting fixing rod 534 can rotate relative to the fixing rod mounting seat 5321 in the longitudinal direction.

The frame lateral stabilizing beam 535 is a component fixedly connected to the trolley frame 10 arranged in the lateral direction. The frame lateral stabilizing beam 535 can be welded on the trolley frame 10 or fixed on the trolley frame 10 in other ways. The two ends of the frame lateral stabilization beam 535 are provided with two angle adjustment positioning grooves 536 , and at least two adjustment positioning holes 5361 for realizing angle adjustment are provided on the angle adjustment positioning grooves 536 . During the crash test, according to the actual needs of the crash test, the angle adjustment fixing rod 534 can be inserted into different adjustment positioning holes 5361 to adjust the angle of the longitudinal stabilizer rod 532 relative to the frame lateral stabilizer beam 535, so as to realize the adjustment and longitudinal stability rod The angle of the distance adjustment assembly 51 and the wheel assembly connected with 532 relative to the frame lateral stabilizing beam 535 fixed on the trolley frame 10, so as to achieve the purpose of adjusting the wheel angle.

A pull rod fixing seat 5362 is provided at the position where the angle adjustment positioning groove 536 is opposite to the second hinge seat 5312 for fixing the lateral stability rod 533 hinged with the second hinge base 5312, so that the lateral stability pull rod 533 can better stabilize the frame Lateral stabilizer beam 535, and plays a role in damping vibration during the crash test.

In one embodiment, the crash test trolley further includes a trolley brake device 60 mounted on the trolley frame 10 , and the trolley brake device 60 includes a brake fixing plate 61 and an air pressure mounted on the brake fixing plate 61 . The control assembly 62 and the hydraulic control assembly 63; the hydraulic control assembly 63 is connected with the brake oil pipe (not shown in the figure) on the wheel assembly; the air pressure control assembly 62 is connected with the hydraulic control assembly 63 for controlling the hydraulic control assembly 63 to the brake Inject the brake fluid into the oil hose.

The trolley braking device 60 can realize the autonomous braking of the collision test trolley after the collision test, so as to avoid the secondary collision or the collision deflection movement of the collision test trolley after the collision, which not only protects the accuracy and reliability of the collected test data. reliability, and protect the safety of test personnel and test equipment (including but not limited to camera components and data acquisition components).

Among them, the brake fixing plate 61 is a panel for assembling a structural member on the trolley brake device 60 . The hydraulic control assembly 63 is connected to the brake oil pipe on the wheel assembly, and can inject brake oil into the brake oil pipe, so that the brake oil is injected into the brake caliper of the wheel assembly to achieve the purpose of braking. The air pressure control assembly 62 is connected with the hydraulic control assembly 63 for controlling the hydraulic control assembly 63 to inject brake oil into the brake oil pipe on the wheel assembly.

As shown in FIG. 4 , the air pressure control assembly 62 includes an air storage pump 621 , an air pressure regulating valve 622 and an air pressure gauge 623 arranged at one end of the air storage pump 621 , and an air pressure cylinder 625 connected to the air storage pump 621 through an air pressure control pipe 624 . The cylinder 625 is fixed on the cylinder fixing frame 626 on the brake fixing plate 61 , and the air pressure control pipe 624 is provided with a solenoid valve 627 . Correspondingly, the hydraulic control assembly 63 includes an oil storage cylinder 631 , a hydraulic cylinder 632 and an oil cylinder fixing frame 633 . The oil storage cylinder 631 is connected with the hydraulic cylinder 632 and is used for providing brake oil to the hydraulic cylinder 632 ; the oil cylinder fixing frame 633 is used for connecting the oil storage cylinder 631 The hydraulic cylinder 632 is fixed on the brake fixing plate 61; the hydraulic cylinder 632 is connected with the pneumatic cylinder 625, and the hydraulic cylinder 632 is provided with an oil outlet 634 which is connected with the brake oil pipe of the wheel assembly. The hydraulic cylinder 632 can inject the brake oil provided by the oil storage cylinder 631 into the brake oil pipe of the wheel assembly through the oil outlet 634 under the action of the air pressure cylinder 625 to realize braking.

As shown in FIG. 4 , the trolley brake device 60 further includes a brake control assembly 64 assembled on the brake fixing plate 61 , and the brake control assembly 64 includes an electric control box 641 and a remote control 642 connected to the electric control box 641 . , the electric control box 641 is electrically connected with the solenoid valve 627 for controlling the air pressure control assembly 62 to provide a driving force to the hydraulic control assembly 63 .

In one embodiment, the crash test trolley further includes a counterweight 71 mounted on the trolley frame 10 and a camera assembly mounted on the trolley frame 10 .

In one embodiment, the crash test trolley further includes a counterweight 71 mounted on the trolley frame 10 . As shown in FIG. 1 , the frame longitudinal beam 11 and the frame cross beam 12 of the trolley frame 10 are provided with component mounting holes 15 , and bolt and nut assemblies can be used to assemble the configuration block on the component mounting holes 15 to assemble the counterweight block 71 On the trolley frame 10, the quality of the crash test trolley is independently configured to realize the trolley parameters according to different regulations and standards. For example, a configuration block of 1.0-2.5t can be assembled on the trolley frame 10 according to the actual needs of the crash test.

In one embodiment, the crash test trolley further includes a camera assembly mounted on the trolley frame 10 , and the camera assembly includes a camera mount 72 mounted on the trolley frame 10 and a photographing camera mounted on the camera mount 72 . The camera bracket 72 is an adjustable angle bracket, so that the shooting angle of the shooting camera can be adjusted independently according to the actual requirements of the crash test.

The above embodiments are only used to illustrate the technical solutions of the present utility model, but not to limit them; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: it can still be used for the foregoing implementations. The technical solutions recorded in the examples are modified, or some technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should include within the scope of protection of the present invention.

Claims (10)

1. A crash test trolley comprising a trolley frame, a wheel assembly mounted on the trolley frame for supporting the trolley frame, a trolley crash mechanism and data assembled on the trolley frame The collection assembly is characterized in that the trolley collision mechanism includes a component mounting panel assembled at the front end of the trolley frame and used for assembling the parts to be collided; A functional suspension mounted on the trolley frame and connected to the wheel assembly. 2 . The crash test rig according to claim 1 , wherein the multifunctional suspension comprises a distance adjustment assembly connected with the wheel assembly for adjusting the distance of the wheels, and assembled on the distance adjustment assembly. 3 . The center of mass adjustment assembly for adjusting the position of the center of mass of the trolley frame, and the angle adjustment assembly connected with the center of mass adjustment assembly for adjusting the angle of the tire, the angle adjustment assembly is connected with the trolley frame. 3 . The crash test rig according to claim 2 , wherein the distance adjustment assembly comprises a wheelbase adjustment slide rail connected with the wheel assembly and arranged in the direction of the wheelbase. 3 . A wheelbase adjustment guide groove arranged along the wheelbase direction on the slide rail, a wheelbase adjustment slider assembled in the wheelbase adjustment guide groove, used for fixing the wheelbase adjustment slide rail and the wheelbase adjustment guide A wheelbase fixing member of the groove, and a wheelbase fixing member for fixing the wheelbase adjusting guide groove and the wheelbase adjusting slider. 4. The crash test rig according to claim 3, wherein the center of mass adjustment assembly comprises a center of mass adjustment rotating shaft assembled on the wheel base adjusting slider, and a center of mass adjustment rotating shaft disposed at both ends of the A first mass center adjusting nut and a second mass center adjusting nut for assembling the mass center adjusting rotary shaft on the trolley frame, assembled on the mass center adjusting rotary shaft and threaded with the mass center adjusting rotary shaft A first vibration damping adjustment member and a second vibration damping adjustment member are matched, the first vibration reduction adjustment member is located between the wheel base adjustment slider and the first mass center adjustment nut, and the second vibration reduction adjustment member The adjusting member is located between the wheel base adjusting slider and the second mass center adjusting nut. 5 . The crash test rig according to claim 3 , wherein the angle adjustment assembly comprises an angle adjustment rotating half shaft connected with the wheel base adjusting slider, and is arranged on the angle adjustment rotating half shaft. 6 . Longitudinal stabilizing rod and lateral stabilizing rod, the angle adjustment fixing rod connected with the longitudinal stabilizing rod, the frame lateral stabilizing beam fixedly connected with the frame of the trolley, and the angle adjustment positioning slot assembled on the frame lateral stabilizing beam , the lateral stabilizing rod is connected with the angle adjustment positioning slot, the angle adjustment positioning slot is provided with at least two adjustment positioning holes, and the angle adjustment fixing rod is matched with the adjustment positioning holes. 6 . The crash test trolley according to claim 1 , wherein the data acquisition assembly is assembled on the component mounting panel and the force sensor for collecting crash force data is assembled on the trolley frame. 7 . The data acquisition installation board and the data acquisition device assembled on the data acquisition installation board are electrically connected with the force sensor. 7. The crash test rig of claim 6, wherein the force sensor is mounted on the front side of the component mounting panel; The trolley collision mechanism further includes an energy absorption protection assembly assembled on the component mounting panel; the energy absorption protection assembly includes a frame protection collapse energy absorption tube and a sensor protection collapse energy absorption tube; the frame protection collapse absorption tube The energy pipe is arranged between the rear side of the component mounting panel and the trolley frame; the sensor protection collapse energy absorption pipe is arranged on the front side of the force sensor for connecting the components to be collided. 8. The crash test trolley of claim 1, wherein the trolley crash mechanism further comprises a component connecting assembly for connecting the trolley frame and the component mounting panel; the component connecting assembly It includes a first connector, a second connector and a third connector, the second connector is detachably connected with the first connector and the trolley frame, and the third connector is connected with the first connector The connecting piece and the component mounting panel are detachably connected. 9. The crash test trolley according to claim 8, wherein the trolley crash mechanism further comprises a height adjustment assembly for realizing the detachable connection of the first connecting piece and the third connecting piece; The height adjustment assembly includes a height adjustment screw, a height adjustment nut, a connecting block and two limiting pieces, the two limiting pieces are arranged on the first connecting piece in parallel and opposite to each other, and the connecting block is connected to the first connecting piece. The three connecting pieces are connected and located between the two limiting pieces, the height adjusting screw is assembled on the connecting block, and the limiting piece is provided with a screw mounting hole for assembling the height adjusting screw, so The height adjustment nut is assembled on the height adjustment screws outside the two limiters. 10 . The crash test trolley according to claim 1 , wherein the crash test trolley further comprises a trolley braking device assembled on the trolley frame, and the trolley braking device includes a braking device. 11 . A moving fixing plate, an air pressure control assembly and a hydraulic control assembly assembled on the brake fixing plate; the hydraulic control assembly is connected with the brake oil pipe on the wheel assembly; the air pressure control assembly is connected with the hydraulic control assembly connected to the hydraulic control assembly for controlling the hydraulic control assembly to inject brake oil into the brake oil pipe.

Images