An object of the present invention is to provide a collision performance evaluation test method and apparatus that achieve a part collision test that satisfactorily reproduces the state of an actual automobile body collision, allow the test to be performed in a high-speed region, and increase the economic rationality of the test. A motion control mechanism formed of a translation control mechanism or a rotation control mechanism is provided in at least one of a support jig that supports one end portion of an automobile body part and a support jig that supports the other end portion of the automobile body part. The motion control mechanism includes a fixed member fixed to a motion restriction member in the support jig and a movable member so connected to the fixed member as to be movable and fixed to the one end portion or the other end portion of the automobile body part. A compression member protruding from one of the fixed member and the movable member toward the other is fit into a guide portion formed in the other one of the fixed member and the movable member so as to extend in the movable direction of the movable member and disposed with an energy-absorbing member therein. The motion of the movable member with respect to the fixed member deforms the energy-absorbing member to apply reaction force in the direction opposite the direction of the motion to the movable member.

A mobile platform includes a base having a first surface and at least one drive wheel coupled to the base so as to movable with respect to the base first surface. A drive wheel retention mechanism is coupled to the at least one drive wheel and is structured to retain the at least one drive wheel in a first position in which the at least one drive wheel extends to a first distance from the first surface along a first side of the first surface. A plurality of roller elements is also coupled to the base and is structured to extend to a distance from the first surface along the first side of the first surface. The distance of the plurality of roller elements from the first surface is less than the first distance of the at least one drive wheel from the first surface.

A testing device for an airbag module includes a support structure to which an airbag module containing an airbag can be fastened, the support structure forming a passage which can be penetrated by the airbag, at least one lid movably fastened to the support structure by fastening means between a closing position in which the lid closes the passage and an open position in which the passage is opened, and a closure device that closes the lid in the closing position by applying a closing force to the lid, wherein the lid comprises at least one first force sensor measuring the opening force applied to the lid by the airbag when moved out of the closed position by the airbag.

The present disclosure belongs to the technical field of tests of wheels and automobile chassis suspension systems, and provides a universal suspension and test equipment for an automobile chassis simulation road test. A simulated dashpot is movably connected to a simulated shock absorption tower; a simulated steering link and a simulated lower control arm are both movably connected to a backboard; and the simulated dashpot, the simulated steering link, and the simulated lower control arm are all assembled with corresponding mounting holes in a steering knuckle. Simulated parts with adjustable lengths and positions are used to replace an original vehicle's dashpot, steering link and lower control arm of a suspension, so that by means of adjusting lengths and angles of all the parts of the test suspension, the universal suspension can be applicable to the spatial hard point requirements of most current Macpherson suspensions.

The road simulation device includes a frame structure and a transmission structure. The transmission structure includes a first test bench, a second test bench, a third test bench and a fourth test bench. A first sliding plate structure of the first test bench slides in a first direction and a second direction, a second sliding plate structure of the second test bench slides in the first direction, and a third sliding plate structure of the third test bench slides in the second direction. The first sliding plate structure and the first base structure, the second sliding plate structure and the second base structure, the third sliding plate structure and the third base structure, as well as the fourth baffle plate structure and the fourth base structure are connected by spherical hinges. Damages to the frame structure caused by huge acting force generated by rigid connection during testing can be avoided.

In a vehicle vibration device including a first shaft and a second shaft extending in a left-right direction at such a spacing that each of wheels of a vehicle to be inspected is sandwiched therebetween in a front-rear direction and a movement mechanism that moves the first shaft, the first shaft being moved in a front-rear and horizontal direction by the movement mechanism to excite the wheel to vibration in front-rear and up-down directions, a support member that supports the wheel from below is provided between the first shaft and the second shaft. As a result, a vibration force produced by a front-side shaft is effectively transmitted to the wheel over an entire vibration frequency range in a vibration test.

The disclosure describes an arm assembly for a crash test dummy. The arm assembly includes a model forearm, a model hand, and a model wrist joint coupling the model forearm and model hand. The model wrist joint includes at least one sensor configured to generate sensor data indicative of a force or a moment experienced by the model wrist joint.

The present disclosure belongs to the technical field of tests of wheels and automobile chassis suspension systems, and provides a universal suspension and test equipment for an automobile chassis simulation road test. A simulated dashpot is movably connected to a simulated shock absorption tower; a simulated steering link and a simulated lower control arm are both movably connected to a backboard; and the simulated dashpot, the simulated steering link, and the simulated lower control arm are all assembled with corresponding mounting holes in a steering knuckle. Simulated parts with adjustable lengths and positions are used to replace an original vehicle's dashpot, steering link and lower control arm of a suspension, so that by means of adjusting lengths and angles of all the parts of the test suspension, the universal suspension can be applicable to the spatial hard point requirements of most current Macpherson suspensions.

The present invention relates to the field of passive safety testing of vehicles, in particular to a construction method for an impact response performance limit value of a crash dummy and an electronic device. The method includes: determining, according to response curves of the crash dummy under different impact test conditions, a standard response curve and alignment starting time and ending time of each response curve; aligning, according to differences between other response curves except the standard response curve and the standard response curve, other response curves except the standard response curve with the standard response curve; and determining, according to all the aligned response curves, an impact response performance limit value function of the crash dummy, where the differences include cumulative differences or cumulative variances. The method can truly, accurately and effectively construct a performance limit value of a dummy part under various impact tests.

An assembly to simulate side impacts to a vehicle includes a rocker, a translatable sled, and one or more displacement members. The rocker is secured to a wall. A b-pillar extends from the rocker and a roof rail is secured to the b-pillar and the wall. The translatable sled is arranged with the wall to impact the b-pillar. The one or more displacement members are secured to the wall and spaced from the rocker to simulate a stiffness of a full vehicle frame during impact between the sled and the b-pillar. A first rocker end constraint may secure a first end of the rocker to the wall. A second rocker end constraint may secure a second end of the rocker to the wall. The constraints may be arranged with the rocker such that the ends of the rocker may pivot relative to the wall.