WO2010000609A1

WO2010000609A1 - Carriage

Info

Publication number: WO2010000609A1
Application number: PCT/EP2009/057422
Authority: WO
Inventors: Frank Wollny; Andre Buchholz; Rafael Fagir; Sven Schlagner
Original assignee: Takata-Petri Ag
Priority date: 2008-07-03
Filing date: 2009-06-16
Publication date: 2010-01-07
Also published as: DE102008031659A1; EP2176634A1

Abstract

The invention relates to a carriage (2) for carrying out crash tests on motor vehicle subassemblies (22, 44), having a first carrier (20) for carrying a motor vehicle component to be tested (22), wherein the carriage (2) is designed to be moved relative to a stop unit (3), with the result that the carriage (2) can collide with the stop unit (3), wherein the first carrier (20) is mounted movably on the carriage (2) in such a manner that the first carrier (20) is moved from a starting position into an end position along a predeterminable path (21) if the carriage (2) collides with the stop unit (3). The invention provides for the carriage (2) to be designed to collide with the stop unit (3) via the first carrier (20), and for the first carrier (20) to be connected to the carriage (2) via at least one first deformation element (6) which is designed to deform, whilst absorbing energy, as the first carrier (20) is moved from the starting position into the end position.

Description

carriage

description

The invention relates to a carriage for carrying out crash tests on motor vehicle assemblies according to the preamble of claim 1.

Such a carriage has a first carrier connected to the carriage, on which a motor vehicle assembly to be tested is detachably mounted. In this case, the carriage is designed to be moved relative to an abutment unit, so that the carriage can collide with the abutment unit. Furthermore, the first carrier is movably mounted on the carriage, so that the first carrier moves in the direction of force from an initial position along a predetermined path to an end position due to a collision of the carriage with the stop unit, wherein the stop unit exerts a force on the first carrier becomes. Preferably, such a stop unit is stationary, while the carriage is designed to be movable in the direction of the stop unit.

The invention is based on the problem to provide a carriage which allows a realistic representation of the relative movements of motor vehicle components to each other during a crash.

This problem is solved by a carriage having the features of claim 1.

It is then provided that the carriage is designed to collide with the stop unit via the first carrier, ie, the first carrier is designed for this purpose to strike at the stop unit. It is further provided that the first carrier for damping the movement of the first carrier is connected to the carriage via at least one first deformation element, which is adapted to deform during the movement of the first carrier from the initial position to the end position with absorption of energy , Preferably, a contact carriage / stop unit takes place via a delay device.

Due to the defined moveable mounting of the first carrier, relative movements between the different vehicle parts, that is, the first motor vehicle assembly mounted on the first carrier and further carriage-fixed assemblies, in particular seats and a floor assembly, can be realistically modeled. The experimental device according to the invention is of particular importance in the development of restraint systems for trucks and other heavy commercial vehicles with similar properties. In the case of these vehicles, the instrument panel and associated add-on parts shift in a head-on collision due to the design (such vehicles regularly have a small crumple zone) to a considerable degree in the interior of the driver's cab. An optimal design of the restraint systems therefore requires that the aforementioned shift of motor vehicle parts is replicated as accurately as possible, even in dynamic experiments. This is made possible by the defined displaceable first carrier as the carrier of a motor vehicle subassembly to be tested, in particular comprising an instrument panel.

Preferably, the carriage is arranged and intended to be moved along a direction of movement in the direction of the stop unit.

Preferably, the movement of the first carrier comprises a translation of the first carrier.

The web, which passes through the center of gravity of the first carrier after or through a collision with the stop unit, extends in one embodiment along the direction of movement, preferably parallel to the direction of movement. That is, the web may be linear, particularly along the direction of travel.

In a further embodiment, the web is arc-shaped, preferably in such a way that, in the end position, the first carrier has the same or a larger spacing from the carriage along a direction transverse to the direction of movement. the vertical (vertical carriage axis) than in the initial position. Here, the vertical is to be understood as meaning a normal to the plane in which the carriage moves toward the stop unit (flat horizontal background).

In a variant of the invention, the first carrier is designed and provided rigidly (and detachably) to be connected to a first motor vehicle subassembly, wherein said first motor vehicle subassembly is preferably formed by a motor vehicle interior trim, in particular a motor vehicle interior trim of a truck. This is preferably an instrument panel, a steering column or a steering wheel or a selection of such components combined into an assembly. The first motor vehicle assembly may also include a retainer to be tested, which is preferably integrated with the steering wheel or instrument panel.

Preferably, the first carrier is designed to be height-adjustable along the vertical carriage axis, in order to adapt the first motor vehicle assembly with components optionally fastened thereto in their position to the real vehicle environment.

To support a second motor vehicle subassembly different from the first motor vehicle subassembly, a second carrier rigidly connected to the carriage is preferably provided. At this second carrier or a second vehicle assembly associated with the second carrier (comprising at least one vehicle seat, possibly together with substructure, as well as possibly a floor group on which the at least one seat can be fixed) is the first carrier in its movement from the initial position to the final position along the direction of movement. In this way, for example, the intrusion of an instrument panel or steering wheel assembly of a truck, together with restraint devices mounted thereon, can be imaged realistically in the direction of a seating group or the vehicle interior. Such a second motor vehicle assembly is preferably rigidly connected to the carriage. The second carrier or the second motor vehicle subassembly can also be height-adjustable (along the vertical carriage axis) on the carriage in order to be able to adapt to the real vehicle geometry. Furthermore, means for adjusting the motor vehicle seat or seats along the carriage longitudinal axis can be provided on the floor assembly. In one embodiment, the first carrier is mounted on the carriage via at least one pivotable longitudinally extending member, in particular in the form of a lever, the elongated member having a first free end portion which extends over a central portion of the elongated member having a second free end - Section is connected to the longitudinally extending element. Preferably, the two end portions are each integrally formed on the central portion.

For storage of the first carrier on the carriage while the first free end portion are pivotally fixed to the first carrier and the second free end portion pivotally on the slide th.

The carriage preferably has a frame, wherein that frame in particular has at least one longitudinally extended frame element inclined relative to the direction of movement in order to advantageously introduce the forces acting on the first carrier into the carriage. Preferably, said elongated member is pivotally secured to the frame of the carriage via its second free end portion.

Preferably, two, four or eight longitudinally extending members are provided for movably supporting the first carrier on the carriage, those elements being opposed to each other transversely of the direction of travel, that is, each elongated member facing another elongated member transverse to the direction of travel.

Furthermore, the at least one first deformation element can serve to limit the movement of the first carrier from the initial position to the end position and, if necessary, to lock the first carrier in its initial position. Preferably, the at least one deformation element is formed by a bent element, which is preferably made of a steel. In this case, the at least one deformation element is preferably designed to extend during the movement of the first carrier from the initial position to the end position while absorbing energy. That is, the curvature of the deformation element is reduced. Possibly. the deformation element is completely stretched so that it extends linearly along a (imaginary) straight line. Furthermore, the problem according to the invention is solved by a crash test arrangement having a stop unit, a carriage according to the invention and a first motor vehicle assembly connected to the first carrier (claim 10). In this case, the first motor vehicle subassembly preferably includes one of the components already mentioned (see above).

Furthermore, the arrangement has a second motor vehicle subassembly which is rigidly but vertically adjustable (along the vertical carriage axis) connected to the second carrier of the carriage and which may comprise the abovementioned components. Due to the movable mounting of the first carrier on the carriage, in the crash test arrangement according to the invention, the first carrier together with the first motor vehicle assembly attached thereto is moved from an initial position to an end position when the carriage (first carrier) collides with the abutment unit of the arrangement associated with the stop unit. In this case, the first motor vehicle subassembly is moved in the direction of the second motor vehicle subassembly, so that the spacing of the two subassemblies along the longitudinal axis of the carriage running along the said direction of movement of the carriage is reduced (see above).

In order to prevent the first carrier from being damaged by a collision with an abutment unit (see above) in the crash test arrangement according to the invention, the abutment unit in a contact region over which the first carrier and the abutment unit contact is preferably one predominantly plastically deformable material provided as a damping means.

Furthermore, the stop unit preferably has a delay device, which is designed to come into contact with the carriage when the carriage collides with the stop unit, so that the carriage is pre-definably delayed in the collision.

For this purpose, the delay device has at least one preferably replaceable delay element, which is set up and designed to be deformed to delay the carriage during the collision of the carriage with the stop unit with absorption of energy. Possibly. a plurality of such elements can be provided, which can be deformed, for example successively in a collision. Preferably, the abutting unit projects beyond the delay element along the direction of movement by a defined distance. Together with the offset of the associated contact areas on the carriage in the direction of movement, it is possible to control at which point in time the delay of the carriage occurs after a collision of the first carrier with the stop unit. At a relatively long said distance is only after a relatively strong displacement of the first carrier (intrusion), the delay of the carriage, whereas at a relatively smaller distance, the delay of the carriage begins faster.

Another more general inventive concept, which may be independently pursued and further developed by the features described above, is the provision of a slide for performing crash tests on automotive assemblies (and a corresponding crash test assembly with an impact unit) having a first support for supporting a test to be tested first motor vehicle assembly, wherein the carriage is adapted and arranged to be moved relative to a stop unit (along a direction of movement), so that the carriage may collide with the stop unit, and wherein the first carrier is movably mounted on the carriage such that the first Carrier is moved in a collision of the carriage with the stop unit from an initial position along a predeterminable path in an end position tion.

The illustrated features and advantages of the invention will become apparent from the following description of exemplary embodiments. Show it:

1 shows a schematic side view of a carriage according to the invention and a crash test arrangement according to the invention before the collision of the carriage with a stop unit;

FIG. 2 is a schematic, partial plan view of the arrangement shown in FIG. 1; FIG. and

3 shows a schematic side view of the arrangement shown in FIGS. 1 and 2 after a collision of the carriage with the stop unit.

FIG. 1 shows, in connection with FIGS. 2 and 3, a carriage 2 in a crash test arrangement 1 for simulating crashes (collisions) between motor vehicles. gene or a motor vehicle and another object. The arrangement is particularly suitable for the simulation of frontal collisions, in which the collision opponent impinges on the hood or front F of the vehicle to be tested.

The crash test arrangement 1 has a stop unit 3 and a carriage 2 which can be accelerated in the direction (movement direction B) onto the stop unit 3. The carriage 2 extends along a carriage longitudinal axis X, which runs parallel to said direction of movement B. The carriage 2 has four wheels 27, of which two wheels 27 transverse to the carriage longitudinal axis X, namely along a carriage transverse axis Y, opposite each other and are rotatably mounted to a respective base axis 28 parallel to the carriage transverse axis Y axis on a base frame 28 of the carriage, the extends in the XY plane, which is spanned by the carriage longitudinal axis X and the carriage transverse axis Y.

Preferably, the carriage 2 is pulled to move the carriage 2 in the direction of the stop unit 3 by a movable below the ground plane, connected to a drive pulling device. The coupling of the traction device to the carriage 2 takes place in its front region (in front of the center of gravity of the carriage, so that no additional management measures are necessary). Before the stop unit 3 (viewed along the direction of movement B), the carriage 2 is decoupled from the said pulling device, so that the carriage 2 travels a final distance until the collision with the stop unit 3.

The carriage 2 defines a first motor vehicle subassembly 22, 40 to be tested and a second vehicle subassembly to be tested, which together map a vehicle to be tested, in particular a truck or a heavy commercial vehicle, with regard to intrusions of the passenger cell of the relevant vehicle. The vehicles to be tested, for which the present crash test set-up is particularly suitable, are characterized by small crumple zones, for example because the engine block of such a vehicle does not lie between the direction of movement B of the carriage 2 or along the straight-ahead direction of the vehicle between a driver and a passenger the vehicle and a collision opponent, but for example along the vertical axis of the vehicle (carriage axis Z) below the passenger compartment (cab) is arranged. Under chen or similar conditions requires the test of airbag modules (especially driver airbag modules 204 and passenger airbag modules) or other restraint devices that the crash test arrangement 1 can represent the occurring in the vehicles in question large intrusions of vehicle front F. Due to such intrusions, for example, in a frontal impact, the first motor vehicle assembly 22, which in the present case comprises an instrument panel 201 and a steering column 202, a steering wheel 203 and an airbag module 204 disposed therein, toward the second motor vehicle assembly 40, which is a floor assembly 401 and at least one motor vehicle seat 400 mounted thereon, accelerated.

In order to be able to simulate the aforementioned collision event on the basis of a crash test setup 1, the first motor vehicle assembly 22 is mounted on a first carrier 20, which is movably suspended on a frame 25 of the carriage 2. The said frame 25 projects along the vertical carriage axis Z from the base frame 28 of the carriage 2. On the other hand, the second motor vehicle subassembly 40 is fixedly attached to a second carrier 4, here in the form of the base frame 28 of the carriage 2, and lies opposite the first motor vehicle subassembly 22 along the direction of movement B or along the carriage longitudinal axis X in accordance with the dimensions of the vehicle to be tested , Preferably, both motor vehicle subassembly 22, 40 can be fixed to the respective carrier 20, 4 such that their height can be varied along the vertical carriage axis Z.

Before the carriage 2 abuts against the stop unit 3, the first carrier 20 is in an initial position, in which the position of the first motor vehicle assembly 22 relative to the second motor vehicle assembly 40 corresponds to the position of the assemblies 22, 40 to each other in the vehicle to be tested (accident-free).

In the collision of the carriage 2 with the stop unit 3, the first carrier 20 abuts with a stop surface 20a facing the stop unit 3 against a abutment unit 7 projecting from the stop unit 3 in the direction of the first carrier 20 with a damping means which in the collision with the first Carrier 20 along the direction of movement B may be partially plastically deformed to reduce or prevent damage to the first carrier 20 in the collision. The abutment surface 20a need not be formed as a contiguous area, but rather may be formed by a plurality of unconnected surfaces. By virtue of the force introduced into the first carrier 20 as a result of the collision, the first carrier 20 movably mounted on the frame 25 - and thus the first motor vehicle subassembly 22 mounted thereon - is moved counter to the direction of movement B of the carriage 2 in the direction of the second motor vehicle subassembly 40 into one of the Starting position different final position shifted. By means of a dummies 402 positioned on the motor vehicle seat 400, the effects of a crash on an occupant occupying the motor vehicle seat 400 can be measured.

This displacement of the first carrier 20 takes place along a defined path 21, which is predetermined by a corresponding guidance of the first carrier 20. In one embodiment of the invention, it is provided, with departing from FIGS. 1 to 3, that the first carrier 20 moves from the initial position to the end position along a linear path, which preferably runs parallel to the longitudinal axis X of the carriage. Such a guide can be realized, for example, by each of the first carrier 20 along the carriage transverse axis Y projecting portions engage in correspondingly shaped cutouts of the frame 25 and guided therein.

According to FIG. 1, the first carrier 20 is guided along an arcuate path 21. For this purpose, the first carrier 20 is mounted on the frame 25 of the carriage via a total of eight hebeiförmige longitudinally extending elements 5. For this purpose, two side parts 25a are provided on the frame, which extend in each case parallel to the Z-X plane, which is spanned by the vertical carriage axis Z and the carriage longitudinal axis X, wherein the two side parts 25a face each other along the carriage transverse axis Y.

Each of the longitudinally extending elements 5 has a first free end portion 50 which is connected via a central portion 51 to a second free end portion 52 of the respective elongated element 5. In this case, the longitudinally extending elements 5 are mounted on the first carrier 20 in each case pivotally about the first free end sections 50 about an axis running parallel to the carriage transverse axis Y. Via the second free end portions 52, four longitudinally extending elements 5 are also mounted on each side part 25a of the frame 25 so as to be pivotable about an axis extending parallel to the carriage transverse axis Y, so that the longitudinally extending elements 5 mounted on the one side part 25a with respect to the ZX plane are arranged mirror-symmetrically to the longitudinally extended elements 5 mounted on the other side part 25a. The bearing points 5a of the longitudinally extending elements 5 on each side part 25a are preferably arranged on the corners of a (imaginary) rectangle.

The individual longitudinally extending elements 5 can thus be pivoted along the ZX plane, so that the carrier 20 movably mounted on the frame 25 of the carriage 2 by means of these longitudinally extending elements 5 moves out of its initial position on an arcuate path 21 along the ZX plane can be moved to its final position.

Thus, a retainer 204 disposed on the first motor vehicle assembly 22 corresponding to the displacement of the first motor vehicle assembly 22 toward the second motor vehicle assembly 40 (driver's floor assembly 401 and motor vehicle seat 400 and possibly the passenger's seat) may be closely examined and interpreted in terms of their characteristics and parameters. In the case of airbag modules 204, this relates, inter alia, to the dimensions of the airbag, the retention capacity and the triggering time.

The first carrier 20 itself preferably has an adapter plate 20b extending along the YZ plane, to which the first motor vehicle assembly 22 is releasably securable and four struts 20c projecting from that adapter plate 20b along the direction of movement B (carriage longitudinal axis X), each over a base 2Od are connected to the adapter plate 20b, wherein those bases 2Od are preferably arranged on the corners of a (imaginary) rectangle, so that each two struts 20c along the vertical carriage axis Z are superimposed and adjacent to a side part 25a of the frame 25 are arranged.

At these struts 20c, the first free end portions 50 of the longitudinally extending elements 5 are pivotally mounted, namely at each strut 20c two first free end portions 50 of two longitudinally extending elements 5. Along the carriage transverse axis Y are the said struts 20c between the side parts 25a of Frame 25 of the carriage 2 is arranged.

The four struts 20c further each have an end face facing away from the adapter plate 20b, each of which forms a stop surface 20a over which the first support 20 collides against corresponding abutment surfaces 20a facing surfaces 7a of the abutment unit 7 in the collision with the abutment unit 3. In order to initially lock the first carrier 20 in its initial position, the first carrier 20 is connected via a deformation element 6 to the carriage 2, specifically to the frame 25 of the carriage 2. For this purpose, the deformation element 6 has a first free end section 60, which is connected to a second free end section 62 of the deformation element 6 via a middle section 61 bent in the initial position of the first carrier 20 (these sections are preferably integrally formed with one another). About the first free end portion 60, the deformation element 6 is fixed to the frame 25, whereas it is fixed with its second free Endab- section 62 on the first support 20, in particular on one of the struts 20c of the support 20 adjacent to said side part 25a of Carrier 20 run.

The deformation element 6 further connects the first carrier 20 to the frame 25 of the carriage 2 in such a way that when the carrier 20 is displaced from the initial position to the end position, the central portion 61 of the deformation element 6 is bent open with absorption of energy, so that the Displacement of the first carrier 20 is set against a defined resistance.

Further, the deformation member 6 restricts the movement of the first carrier 20 from the initial position to the end position because the movement of the first carrier 20 ends after the central portion 61 of the deformation member 6 has been fully stretched to have an approximately linear shape.

In order to advantageously initiate the forces exerted by the stop unit 3 on the carrier 2 on the carriage 2 forces in the base frame 28 of the carriage 2, the carriage 2 from the base frame 28 outgoing frame members 29, via which the base frame 28 is connected to the frame 25 and which include an acute angle W with the direction of movement B or the base frame 28 of the carriage 2.

Finally, in order to decelerate the carriage 2 in a controlled manner in the event of a collision, a pin 9 projects from the carriage 2 along the direction of movement B and, in the event of a collision between the carriage 2 and the impact unit 3, interacts with a deceleration device 8. In this case, the mandrel 9 deforms a delay element 80 inelastically, so that kinetic energy of the carriage 2 is absorbed. The retardation member 80 may be a plate extending along the ZY plane, preferably of a steel which is supported by the mandrel 9 to absorb kinetic energy Carriage 2 is bent. Preferably, the delay device 8 of the stop unit 3 against the direction of movement B or along the carriage longitudinal axis X projecting abutment 81 for the delay element 80, where the delay element 80 is releasably fixed. The occurrence of the deceleration is controllable by suitably adjusting the path between the mandrel 9 and the retardation member 80 along the direction of movement B with respect to the path between the abutment unit 7 and the abutment surfaces 20a of the carrier 20. By choosing the deformability of the deformation element 80, the degree of deceleration can be adjusted.

Claims

claims

1. carriage for performing crash tests on motor vehicle assemblies, with

a first carrier (20) for carrying a first motor vehicle assembly (22) to be tested,

- wherein the carriage (2) is arranged and provided to be moved relative to a stop unit (3) along a direction of movement (B), so that the carriage (2) can collide with the stop unit (3),

- wherein the first carrier (20) is movably mounted on the carriage (2) such that the first carrier (20) in a collision of the carriage (2) with the stop unit (3) from an initial position along a predeterminable path (21) in an end position is moved,

characterized in that

- The carriage (2) is adapted to collide on the first carrier (20) with the stop unit (3), and

- The first carrier (20) to the carriage (2) via at least a first deformation element (6) is connected, which is adapted to the movement of the first carrier (20) from the initial position to the end position to absorb energy deform.

2. Carriage according to claim 1, characterized in that the web (21) has a curvature.

3. Carriage according to one of the preceding claims, characterized by a second carrier (4) for supporting a second motor vehicle subassembly (40).

4. A carriage according to claim 3, characterized in that the first carrier (20) is arranged and provided, in its movement from the initial positi- on in the end position along the direction of movement (B) to the second motor vehicle assembly (40) to be approximated.

5. Carriage according to one of the preceding claims, characterized in that the first carrier (20) via at least one pivotable, longitudinally extended

Element (5) is mounted on the carriage (2).

6. Carriage according to one of the preceding claims, characterized in that the carriage (2) has a frame (25), wherein the frame (25) in particular at least one with respect to the direction of movement (B) inclined extending, longitudinally extending frame member (29 ) having.

7. Carriage according to one of the preceding claims, characterized in that the at least one first deformation element (6) is adapted to limit the movement from the initial position to the end position.

8. carriage according to claim 7, characterized in that the at least one first deformation element (6) is adapted to lock the first carrier (20) in its initial position.

9. A carriage according to claim 7 or 8, characterized in that the at least one deformation element (6) is formed by a bent element, in particular consisting of a steel, which is set up and provided, during the movement of the first carrier (20) the initial position to be stretched to the final position with absorption of energy.

10. crash test arrangement, comprising a carriage (2) according to at least one of the preceding claims and a stop unit (3).

1. A crash test arrangement according to claim 10, characterized by a first motor vehicle subassembly (22) connected to the first carrier (20), wherein the first motor vehicle subassembly (22) is in particular a motor vehicle subassembly of a truck, and wherein the first motor vehicle subassembly (22 ), in particular a selection of the following motor vehicle parts: - a motor vehicle interior trim,

an instrument panel (201), a steering column (202),

a steering wheel (203), and

- A retaining device (204), in particular an airbag module.

12. crash test arrangement according to claim 10 or 1 1, characterized by a with the second carrier (4) connected second motor vehicle assembly (40), wherein the second motor vehicle assembly (40) is in particular a motor vehicle assembly of a truck, and wherein the second motor vehicle assembly (40) comprises in particular a selection of the following motor vehicle parts: - at least one motor vehicle seat (400), and

- A floor group (401).

13. Crashtestanordnung according to any one of claims 10 to 12, characterized in that the stop unit (3) has a abutment unit (7) which is set up and intended to collide with the first carrier (20).

14. Crashtestanordnung according to any one of claims 10 to 13, characterized in that the stop unit (3) has a delay device (8) which is adapted and provided to interact with the carriage (2), when the carriage (2 ) collides with the stop unit (3), so that the

Carriage (2) defined during the collision is delayed.

15. Crashtestanordnung according to claim 14, characterized in that the delay device (8) has at least one delay element (80) which is adapted to delay the carriage (2) in the collision of the carriage (2) with the stop unit (3). to be deformed under absorption of energy.

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