TITLE OF INVENTION:
TEST SAMPLE SUPPORT, AND COLLISION TEST APPARATUS AND
COLLISION TEST METHOD OF STRUCTURAL MEMBER USING THE
SUPPORT
TECHNICAL FIELD
[0001]
The present invention relates to a collision test for evaluating a side collision
performance of various structural members constituting a body of an automobile.
Particularly, the present invention relates to a test sample support which supports a
structural member as a test sample, and is used for a collision test of the structural
member, and a collision test apparatus and a collision test method of the structural
member by using the aforementioned support.
BACKGROUND ART
[0002]
FIG. 1 is a perspective view to show a body of an automobile. The body of
an automobile includes various structural members. For example, when an
automobile is subjected to a side collision, an injury value of an occupant largely
depends on deformation behaviors of a center pillar 1, a side sill 2, and a roof rail 3
among the structural members. The center pillar 1 is disposed in an upright
orientation at each ofboth sides of the body. The side sill 2 is connected to a lower
end of the center pillar 1. The roof rail 3 is connected to an upper end of the center
pillar 1. The side sill 2 and the roof rail 3 extend in the fore-and-aft direction of the
body.
[0003]
In the development of an automobile, it is essential to evaluate the
performance of structural members against side collision. In general, automobile
manufacturers fabricate a proto-type vehicle and performs a side collision test by
using the proto-type vehicle (hereafter, also referred to as a "real-vehicle test") to
2
evaluate the performance of the structural members. However, such a proto-type
vehicle is costly, and the fabrication time of the proto-type vehicle is long. For that
reason, chances ofperfonning such evaluation by a real-vehicle test are limited.
Moreover, when a problem occurs in the performance of a structural member in a
real-vehicle test, it becomes necessary to fabricate another proto-type vehicle of a
modified design and perform the real-vehicle test again, causing the automobile
development to be delayed. Particularly, since the period of automobile
development has been shortened in recent years, it is difficult to perform real-vehicle
tests at many conditions. Therefore, it is also not easy to adopt a new material, a
new structure, and like for the structural members.
[0004]
Further, it is difficult for material manufacturers (for example, steel
manufacturers), parts manufacturers, and the like other than automobile
manufacturers to perform a real-vehicle test independently. This is because there
are constraints in the preparation of proto-type vehicles, the construction of realvehicle
test facilities, and the like. For that reason, it is very difficult for a
manufacturer of starting material, a manufacturer of parts, or the like to evaluate the
collision performance of its own product.
[0005]
Therefore, it is particularly desirable to perform a collision test by using a
single structural member without performing a real-vehicle test which uses a prototype
vehicle, as a technique for evaluating the performance of a structural member
against side collision.
[0006]
For example, Japanese Patent Publication No. 4902027 (Patent Literature 1)
discloses a technique of selecting a structural member which has a large contribution
to absorption of collision energy, and evaluating the collision performance of this
single structural member. It is described that the technique ofPatent Literature 1
makes it possible to accurately evaluate performance by performing a collision test
using, as a test sample, a center pillar or the like, which undergoes bending
deformation during a side collision without fabricating a proto-type vehicle.
[0007]
3
FIG. 2 is a side view to show a collision test apparatus disclosed in Patent
Literature 1. As shown in FIG. 2, in a collision test of Patent Literature 1, a center
pillar assembly S among structural members is used as the test sample. The center
pillar assembly S includes a pillar part Sa, a lower horizontal part Sb which extends
from a lower end of the pillar part Sa in a fore-and-aft direction, and an upper
horizontal part Sc which extends from an upper end of the pillar part Sa in the foreand-
aft direction. The center pillar assembly S is supported at a total of tour
portions including the front end and rear end of the lower horizontal part Sb and the
front end and rear end of the upper horizontal part Sc via a flywheel 104, respectively.
During the collision test, an impact is applied to the pillar part Sa by an impactor 17
which moves in the horizontal direction. The flywheel 1 04 serves to simulate
deformation resistance of the side sill2 and the roof rail 3 when subjected to an
impact load, and reproduces deformation behavior of the center pillar 1 similar to
that in a real-vehicle test.
[0008]
In reality, however, upon a side collision in a real-vehicle test, the side sill 2
and the roof rail 3 undergo torsional deformation and bending deformation at the
same time as the pillar part Sa undergoes bending deformation. In other words, the
side sill 2 and the roof rail 3 undergo plastic deformation. In this respect, in the
technique of Patent Literature 1, the flywheel 104 which simulates the side sill 2 and
the roofrail3 allows rotation and does not undergo plastic deformation. For that
reason, there is a risk that results obtained from the collision test of Patent Literature
1 deviate from results of a real-vehicle test.
[0009]
Moreover, the technique of Patent Literature 1 is laborious in assembling the
center pillar assembly S to the test apparatus. Further, during a collision test of
Patent Literature 1, the deformation behavior of the pillar part Sa is observed by a
camera (not shown). In that occasion, the flywheel 104 hinders the photographing
by the camera.
CITATION LIST
PATENT LITERATURE
4
[001 0]
Patent Literature 1: Japanese Patent Publication No. 4902027
SUMMARY OF INVENTION
TECHNICAL PROBLEM
[0011]
The present invention has been made in view of the above described problems.
An object of the present invention is to provide a test sample support, and a collision
test apparatus and a collision test method of the structural member by using the
support, which have the following features, relating to a collision test using a
structural member of an automobile body as a test sample:
- collision test can be performed conveniently and at a low cost; and
- side collision performance of a structural member can be accurately
evaluated.
SOLUTION TO PROBLEM
[0012]
A test sample support according to an embodiment of the present invention is
a test sample support for use in a collision test using a structural member of an
automobile body as a test sample.
The test sample support includes:
a linear main body,
a first attachment part to be cmmected by welding to one end ofboth ends of
the main body and adapted to be secured to the structural member, and
a second attachment part to be connected by welding to another end of the
both ends and adapted to be secured to a collision test apparatus, wherein
a cross section of the main body is an open section.
[0013]
In the above described test sample support, the cross section of the main body
is preferably cross-shaped. In this case, the main body is preferably made up of two
equilateral angle steels which are joined by welding to each other.
[0014]
5
In the above described test sample support, the main body can be made up of
a plurality of angle steels which are joined by welding or a bolt to one another. In
this case, the angle steel is preferably an equilateral angle steel, an inequilateral angle
steel, a channel steel, or aT-shaped steel.
[00 15)
In the above described test sample support, the main body can be made up of
a single angle steel. In this case, the angle steel is preferably an equilateral angle
steel, an inequilateral angle steel, a channel steel, an H-shaped steel, an !-shaped steel,
or a T -shaped steel.
[0016)
In the above described test sample support, a steel sheet may be joined by
welding to all or a part of the circumference of the main body.
[0017]
In the above described test sample support, a gradually varied section may be
formed in a part of the main body.
[0018]
A collision test apparatus according to an embodiment of the present
invention is a collision test apparatus using a structural member of an automobile
body as a test sample.
The first attachment part of the above described test sample support is secured
to each ofboth ends ofthe structural member.
The collision test apparatus includes:
a rigid wall to which the second attachment part of each test sample support is
secured;
an impactor for applying impact to the structural member from its side;
a camera for observing deformation behavior of the structural member; and
a measurement instrument for measuring a load acting on the impactor and a
displacement of the impactor.
[00 19]
The above described collision test apparatus preferably includes a connector
between the second attachment part of the test sample support and the rigid wall.
[0020]
6
In the above described collision test apparatus, the structural member is a
center pillar assembly and is preferably disposed in an upright orientation.
[0021]
A collision test method according to an embodiment of the present invention
is a collision test method in which a test sample is a structural member of an
automobile body.
The collision test method includes steps of:
securing the first attachment part of the test sample support to each of both
ends of the structural member;
securing the second attachment part of each test sample support; and
applying impact on the structural member from its side to observe
deformation behavior of the structural member, and measuring a load acting on the
impactor and a displacement of the impactor.
ADVANTAGEOUS EFFECTS OF INVENTION
[0022]
A test sample support, and a collision test apparatus and a collision test
method of a structural member using the support of the present invention have the
following notable effects:
- collision test can be performed conveniently and at a low cost; and
- side collision performance of a structural member can be accurately
evaluated.
BRIEF DESCRIPTION OF DRAWINGS
[0023]
[FIG. 1] FIG.l is a perspective view to show a body of an automobile.
[FIG. 2] FIG. 2 is a side view to show a collision test apparatus disclosed in Patent
Literature 1.
[FIG. 3] FIG. 3 is a perspective view to show a collision test apparatus using a test
sample support whose cross section is a closed section.
[FIG. 4] FIG. 4 is a perspective view to show a main body of the test sample support
shown in FIG. 3.
7
[FIG. 5] FIG. 5 is a stress analysis diagram to show a deformed state of the test
sample support when the collision test apparatus shown in FIG. 3 is adopted.
[FIG. 6] FIG. 6 is a perspective view to show a collision test apparatus using a test
sample support of the present embodiment.
[FIG. 7] FIG. 7 is a perspective view to show a main body of the test sample support
shown in FIG. 6.
[FIG. 8] FIG. 8 is a stress analysis diagram to show a deformed state of the test
sample support when the collision test apparatus of the present embodiment is
adopted.
[FIG. 9A] FIG. 9A is a cross sectional view to show a variant ofthe test sample
support of the present embodiment.
[FIG. 9B] FIG. 9B is a cross sectional view to show a variant of the test sample
support ofthe present embodiment.
[FIG. 9C] FIG. 9C is a cross sectional view to show a variant of the test sample
support of the present embodiment.
[FIG. 9D] FIG. 9D is a cross sectional view to show a variant of the test sample
support of the present embodiment.
[FIG. 9E] FIG. 9E is a cross sectional view to show a variant of the test sample
support of the present embodiment.
[FIG. 9F] FIG. 9F is a cross sectional view to show a variant of the test sample
support of the present embodiment.
[FIG. 10] FIG. 10 is a perspective view to show a variant ofthe test sample support
of the present embodiment.
[FIG. 11] FIG. 11 is a perspective view to show a variant of the test sample support
of the present embodiment.
[FIG. 12] FIG. 12 is a diagram to show a relationship between intruding amount of
an impactor and reactive force to the impactor as a test result of an example.
DESCRIPTION OF EMBODIMENTS
[0024]
As described above, in the collision test in Patent Literature 1, the test sample
support which is used to support a center pillar assembly which is the test sample, is
8
a flywheel which simulates a side sill and a roof rail. This flywheel does not
undergo plastic deformation during the collision test. On the other hand, in an
actual real-vehicle test, the side sill and the roof rail undergo torsional deformation,
and bending deformation at the same time. In conclusion, the situation of the
collision test in Patent Literature 1 is different from that of a real-vehicle test.
Accordingly, the present inventors have conducted an intensive study on a
convenient test sample support which can replace the flywheel used in the collision
test in Patent Literature 1.
[002S]
Properties required of the test sample support are, for example, deformation
properties (torsional deformation and bending deformation) of the side sill and the
roof rail when the test sample is a center pillar assembly. In conclusion, appropriate
torsional rigidity and bending rigidity are demanded of the test sample support. As
a test sample support to satisfy such properties, the present inventors first conducted
a study on those test sample supports each of whose cross section is a closed section.
[0026]
FIG. 3 is a perspective view to show a collision test apparatus using a test
sample support whose cross section is a closed section. FIG. 4 is a perspective view
to show a main body of the test sample support shown in FIG. 3. FIGS. 3 and 4
exemplify a case in which collision test is performed on a center pillar assembly 5 as
a test sample.
[0027]
As shown in FIG. 3, the center pillar assembly 5 includes a pillar part Sa, a
lower horizontal part Sb, and an upper horizontal part 5c. The pillar part Sa
corresponds to the center pillar 1 shown in FIG. 1. The lower horizontal part Sb
extends from a lower end of the pillar part Sa in the fore-and-aft direction thereof,
and constitutes a part of the side sill2 shown in FIG. 1. The upper horizontal part
Sc extends from an upper end of the pillar part Sa in the fore-and-aft direction thereof,
and constitutes a part of a roof rail 3.
[0028]
A test sample support 110 includes a linear main body Ill, a first attachment
part 112, and a second attachment part 113. The main body 111 of the test sample
9
support 110 is formed by combining two press formed products having a hat-shaped
cross section and joining them together by welding as shown in FIG. 4. The cross
section of the main body 111 is a closed section whose circumference is closed.
The first attachment part 112 is connected by welding to one end of both ends of the
main body 1 11. The second attachment part 113 is connected by welding to the
other end ofboth ends ofthe main body Ill.
[0029]
The test sample support 110 is secured to a supporting point of the center
pillar assembly 5. Specifically, the test sample support 11 0 is disposed at each of
total of 4 locations including the front end and rear end of the lower horizontal part
5b, and the front end and rear end of the upper horizontal part 5c of the center pillar
assembly 5. The first attachment part 112 of each test sample support 110 is
secured by welding to each of the front end and rear end of the lower horizontal part
5b and to each of the front end and rear end of the upper horizontal part 5c.
[0030)
The center pillar assembly 5 to which the test sample supports 110 have been
attached is secured to the collision test apparatus (not shown) with the pillar part 5a
being kept in an upright orientation. Specifically, the second attachment part 113 of
each test sample support 110 is secured to the rigid wall (not shown) of the collision
test apparatus via a connector 16.
[0031]
In a state that the center pillar assembly 5 is secured to the collision test
apparatus, the main body 111 of each test sample support 11 0 is disposed in an
orientation to extend in the fore-and-aft direction. Then, when performing a
collision test, an impact is applied to the pillar part 5a from its side by an impactor
(not shown) which moves in the horizontal direction.
[0032]
FIG. 5 is a stress analysis diagram to show a deformed state of the test sample
support when the collision test apparatus shown in FIG. 3 is adopted. In a case of
the test sample support 110 whose cross section is a closed section, that is, a test
sample support 11 0 which is formed by joining by welding two press formed
products each having a hat-shaped cross section as shown in FIG. 4, torsional
10
deformation and bending deformation occur caused by an impact load during
collision test as in an actual real-vehicle test, as shown in FIG. 5. However, in this
case, as obvious from the stress distribution shown by light and shade in FIG. 5, a top
plate part and a vertical wall part of the test sample support 110 undergo plastic
deformation in an irregular manner while being buckled. For this reason, variations
are likely to occur in the results obtained by the collision test.
[0033]
Therefore, it cannot be said that a collision test using a test sample support
110 whose cross section is a closed section is sufficient to accurately evaluate the
side collision performance of a structural member.
[0034]
The present inventors have conducted further studies in consideration of the
above described matters, to complete the present invention. Hereafter,
embodiments will be described in detail regarding the test sample support of the
present invention, and the collision test apparatus and collision test method of a
structural member by using the aforementioned support.
[0035]
FIG. 6 is a perspective view to show a collision test apparatus using a test
sample support of the present embodiment. FIG. 7 is a perspective view to show a
main body of the test sample support shown in FIG. 6. FIGS. 6 and 7, as well as
FIGS. 3 and 4, exemplify a case in which collision test is performed on the center
pillar assembly 5 as the test sample, in which overlapping description will be
conveniently omitted.
[0036]
The test sample support 10 includes a linear main body 11, a first attachment
part 12, and a second attachment part 13. The cross section of the main body 11 of
the test sample support 10 is an open section whose circumference is opened. TI1e
cross section of the main body 11 is cross-shaped, and made up of two equilateral
angle steels having an L-shape. Specifically, comer portions of the equilateral
angle steels are butt welded over the entire region in the longitudinal direction,
thereby joining them together.
[0037]
11
The first attachment part 12 is connected by welding to one end of both ends
of the main body 1 1. The second attachment part 13 is connected ~y welding to the
other end of both ends of the main body 11. These first attachment part 12 and
second attachment part 13 are, for example, flat steels.
[0038]
The test sample support 1 0 is secured to a supporting point of the center pillar
assembly 5. Specifically, the test sample support 10 is disposed at each of total of 4
locations including the front end and rear end of the lower horizontal part 5b, and the
front end and rear end of the upper horizontal part 5c of the center pillar assembly 5.
The first attachment part 12 of the test sample support I 0 is secured by welding to
each of the front end and rear end of the lower horizontal part 5b and to each of the
front end and rear end of the upper horizontal part 5c.
[0039]
The center pillar assembly 5 to which the test sample supports 10 have been
attached is secured to the collision test apparatus (not shown) with the pillar part 5a
being kept in an upright orientation. Specifically, the second attachment part 13 of
each test sample support I 0 is secured to a rigid wall (not shown) of the collision test
apparatus. FIG. 6 exemplifies a case in which the second attachment part 13 of
each test sample support 10 is secured to the rigid wall via the connector 16. The
rigid wall is a complete rigid body made of cast steel and secured to the ground.
The second attachment part 13 of each test sample support 1 0 and the connector 16
are connected to each other by welding or a bolt. The connector 16 is formed, for
example, by combining a plurality of flat steels, angle steels, or the like and joining
them by welding or a bolt, and is a rigid body which is hardly plastically deformed.
The connector 16 and the rigid wall are detachably connected by a bolt.
[0040]
The material of the test sample support 10 will not be particularly limited,
provided that it is a metal. The material of the test sample support 10 is preferably
a carbon steel.
[0041]
In a state in which the center pillar assembly 5 is secured to the collision test
apparatus, the main body 11 of each test sample support 1 0 is disposed in an
12
orientation to extend in the fore-and-aft direction. Then, when performing a
collision test, an impact is applied to the pillar part 5a from its side by an impactor 17
which moves in the horizontal direction. The impactor 17 is attached to a carriage
(not shown), and applies an impact load, which corresponds to a side collision in a
real-vehicle test, to the pillar part 5a. The carriage is equipped with a measuring
instrument such as a load cell and a displacement meter. Moreover, during a
collision test, deformation behavior of the entire pillar part 5a is observed by moving
image photographing with a camera 18. Further, in the course of the impactor 17
intruding into the center pillar assembly 5, a load (reactive force) acting on the
impactor 17 and an intruding amount of the impactor 1 7 are measured by the above
described measurement instrument. Note that when photographing with the camera
18, the pillar part 5a to be photographed is illuminated by an illumination device.
[0042]
FIG. 8 is a stress analysis diagram to show a deformed state of the test sample
support when the collision test apparatus of the present embodiment is adopted. In
a case of the test sample support 10 of the present embodiment, that is, a test sample
support 1 0 whose cross section is an open section as shown in FIG. 7, torsional
deformation and bending deformation occur caused by an impact load during
collision test as in an actual real-vehicle test, as shown in FIG. 8. Moreover, in this
case, as obvious from the stress distribution shown by light and shade in FIG. 8,
uniform plastic deformation occurs without occurrence of buckling. For this reason,
the results obtained by the collision test will be stable.
[0043]
In this way, according to a collision test by use of a test sample support of the
present embodiment, since the test sample support has an appropriate torsional
rigidity and bending rigidity, the deformation behavior of a structural member (for
example, a center pillar assembly), which is the test sample, becomes equivalent to
that in a real-vehicle test. Therefore, it becomes possible to accurately evaluate the
side collision performance of a structural member. Moreover, the test sample
support of the present embodiment can be easily fabricated since the cross section of
its main body is a simple open section. Therefore, it becomes possible to perform
collision test conveniently and at a low cost. Moreover, since the collision test of
13
the present embodiment does not use a flywheel as the test sample support as in
Patent Literature 1, it is possible to ensure a sufficient field of view of the camera for
photographing the deformation behavior of the test sample.
[0044]
The test sample support 10 of the present embodiment can take various forms
as long as the cross section ofthe main body 11 is an open section. For example,
the cross sectional shape of the main body 11 will not be limited to a cross-shape, but
may beaU-shape, an L-shape, aT-shape, or the like. Moreover, the main body 11
may be formed by combining a plurality of angle steels, or by using a single angle
steel. When a plurality of angle steels are combined, the joining method thereof
may either be welding, or fastening by a bolt. The angle steel to be adopted in this
case is, for example, an equilateral angle steel, an inequilateral angle steel, a channel
steel, aT-shaped steel, and the like. On the other hand, when a single angle steel is
used, the angle steel is, for example, an equilateral angle steel, an inequilateral angle
steel, a channel steel, an H-shaped steel, an !-shaped steel, aT-shaped steel, and the
like. Any of the angle steels is a general purpose product, which can be easily
procured.
[0045]
FIGS. 9A to 9F are each a cross sectional view to show a variant of the test
sample support of the present embodiment. The main body 11 shown in FIG. 9A
corresponds to that shown in FIG. 7. In other words, the main body 1 1 has a cross
section of cross-shape, and is fonned by joining by welding two equilateral angle
steels to each other.
[0046]
The main bodies 11 shown in FIGS. 98 to 9D each have a cross section of
cross shape, and is made up of two inequilateral angle steels. Among these, the
main body 11 shown in FIG. 9B is formed by joining angle steels to each other by a
bolt. The main bodies 11 shown in FIGS. 9C and 90 are each formed by joining by
welding angle steels to each other. In these cases, torsional rigidity is not variable,
and only bending rigidity can be adjustable.
[0047]
14
The main body 11 shown in FIG. 9E has a cross section ofH-shape, and is
formed by joining by welding two channel steels to each other. The main body 11
shown in FIG. 9F has a cross section of 1-shape, and is one made up of a single 1-
shaped steel.
[0048]
Moreover, the test sample support I 0 of the present invention can easily
adjust its rigidity. For example, as shown in FIG. l 0, forming a gradually varied
section 14 in a part of the angle steel constituting the main body 11 of the test sample
support 10 can appropriately reduce the rigidity of the test sample support 10. The
gradually varied section 14 means a shape (for example, a concave part) which is not
uniform, but is gradually varied. Moreover, as shown in FIG. 11, attaching by
welding a steel sheet 15 to the circumference of the angle steel that constitutes the
main body 11 of the test sample support 1 0 can appropriate! y enhance the rigidity of
the test sample support 10. The attaching region of the steel sheet 15 may be all or
a part of the circumference of the main body 11. In addition to these, adjusting the
dimensions of the main body 11, particularly its longitudinal dimension can adjust
the rigidity ofthe test sample support 10.
[0049]
The adjustment amounts of dimension and shape, and rigidity of the test
sample support are set, for example, in the following way. A CAE (Computer
Aided Engineering) analysis is performed in advance on a structural member to be
the test sample, and structural members around that structural member. The
deformation properties of structural members around the test sample are acquired by
the CAE analysis. For example, when the test sample is a center pillar assembly,
the properties of torsional deformation and bending deformation of the side sill and
the roof rail are acquired. Then, based on the deformation properties, the
adjustment amounts of dimension and shape, and rigidity of the test sample support
10 are set.
[0050]
The above described embodiment shows an example in which a center pillar
assembly is selected as the structural member to be the test sample. However, the
15
structural member to be the test sample is not limited to the center pillar assembly.
The test sample may be a side sill, a roof rail, or the like.
EXAMPLES
[0051]
In order to confinn effects of the present invention, the following tests were
performed. As an inventive example of the present invention, a center pillar
assembly was supported by using the test sample support having an open section as
shown in FIGS. 6 and 7, and a side collision test was conducted. As a reference
example of the present invention, a center pillar assembly was supported by using the
test sample support having a closed section as shown in FIGS. 3 and 4, and a side
collision test was conducted. Moreover, for a comparison purpose, a real-vehicle
test was conducted. All of the tests were conducted conforming to the
specifications of SUV SIDE IMP ACT of IIHS (Insurance Institute for Highway
Safety). A reactive force acting on the impactor, and an intruding amount of the
impactor were investigated during the course of the impactor intruding into the
center pillar assembly during a test.
[0052]
FIG. 12 is a diagram to show a relationship between intruding amount of an
impactor and reactive force to the impactor as a test result of an example. As
shown in FIG. 12, in the test of the inventive example of the present invention which
used the test sample support having an open section, a result similar to that in the
real-vehicle test was obtained. In contrast to this, in the test of the reference
example which used the test sample support having a closed section, it is revealed
that the reactive force to the impactor decreased in a final stage of the intrusion of the
impactor, thus deviating from the result of the real-vehicle test. This is caused by
the fact that buckling occurred in the test sample support.
INDUSTRIAL APPLICABILITY
[0053]
The present invention can be effectively used for evaluating the collision
performance of structural members constituting an automobile body.
16
REFERENCE SIGNS LIST
[0054]
1 : Center pillar
2: Side sill
3: Roofrail
5: Center pillar assembly
5a: Pillar part
5b: Lower horizontal part
5c: Upper horizontal part
10: Test sample support
11: Main body
12: First attachment part
13: Second attachment part
14: Gradually varied section
15: Steel sheet
16: Connector
17: Impactor
18: Camera
17

We claim:
I. A test sample support for use in a collision test using a structural member of
an automobile body as a test sample, the test sample support comprising:
a linear main body;
a first attachment part to be connected by welding to one end of both ends of
the main body and adapted to be secured to the structural member; and
a second attachment part to be connected by welding to another end of the
both ends and adapted to be secured to a collision test apparatus, wherein
a cross section of the main body is an open section.
2. The test sample support according to claim 1, wherein
the cross section of the main body is cross-shaped.
3. The test sample support according to claim 2, wherein
the main body is made up of two equilateral angle steels which are joined by
welding to each other.
4. The test sample support according to claim 1, wherein
the main body is made up of a plurality of angle steels which are joined by
welding or a bolt to one another.
5. The test sample support according to claim 4, wherein
the angle steel is an equilateral angle steel, an inequilateral angle steel, a
channel steel, or a T -shaped steel.
6. The test sample support according to claim 1, wherein
the main body is made up of a single angle steel.
7. The test sample support according to claim 6, wherein
the angle steel is an equilateral angle steel, an inequilateral angle steel, a
channel steel, an H-shaped steel, an !-shaped steel, or aT-shaped steel.
18
8. The test sample support according to any one of claims 1 to 7, wherein
a steel sheet is joined by welding to .all or a part of a circumference of the
main body.
9. The test sample support according to any one of claims 1 to 8, wherein
a gradually varied section is formed in a part of the main body.
10. A collision test apparatus using a structural member of an automobile body as
a test sample, the first attachment part of the test sample support according to any
one of claims 1 to 9 is secured to each of both ends of the structural member,
the collision test apparatus comprises:
a rigid wall to which the second attachment part of each test sample support is
secured;
an impactor for applying impact to the structural member from its side;
a camera for observing deformation behavior of the structural member; and
a measurement instrument for measuring a load acting on the impactor and a
displacement of the impactor.
11 . The collision test apparatus according to claim 10, wherein
the collision test apparatus comprises a connector between the second
attachment part of the test sample support and the rigid wall.
12. The collision test apparatus according to claim 10 or 1 1, wherein
the structural member is a center pillar assembly and is disposed in an upright
orientation.
13. A collision test method in which a test sample is a structural member of an
automobile body,
the collision test method includes steps of:
securing the first attachment part of the test sample support according to any
one of claims 1 to 9 to each of both ends of the structural member;
securing the second attachment part of each test sample support; and
19
applying impact on the structural member from its side to observe
deformation behavior of the structural member, and measuring a load acting on the
impactor and a displacement of the impactor.