A positive design method for abnormal sound of sealing strip

Abstract

The application is a sealing strip abnormal sound positive design method. The application relates to the technical field of vehicle door sealing strips, and aims to solve the problem that there is currently a lack of system analysis method for the abnormal sound of the vehicle door sealing strip in the virtual prototype stage in the industry. Only the cross-section optimization and coating selection of the sealing strip are based on the past failure experience, and more attention is paid to the air sealing and durability functions, and less attention is paid to the abnormal sound. The application provides a sealing strip abnormal sound prevention positive design method suitable for the early stage of product development, that is, the virtual prototype stage. The application relates to a system design method of the input conditions such as the sealing strip compression load, the load direction and the sliding distance, and the selection principle of the sealing strip cross section and the coating. The application can more accurately obtain the real load of the sealing strip, improve the robustness of the design from the method, and reduce the risk of the occurrence of the abnormal sound of the sealing strip. The application has important significance for solving the problem of the abnormal sound of the sealing strip in the industry.

Description

Technical Field

[0001] This invention relates to the field of door sealing strip technology, and is a positive design method for sealing strip noise. Background Technology

[0002] Noise, Vibration, and Harshness (NVH) is an abbreviation for the same term. It's a comprehensive measure of automotive manufacturing quality, directly impacting the user's experience. NVH is a major concern for international automotive manufacturers and parts suppliers. Statistics show that approximately one-third of vehicle malfunctions are related to NVH issues, and companies allocate nearly 20% of their R&D budget to addressing these problems.

[0003] NVH (Noise, Vibration, and Harshness) is the most direct aspect of a car's performance for customers, and major companies are increasingly focusing on vibration and noise levels in vehicle development. To improve the NVH experience, more and more dynamic vibration absorbers are being used in various automotive components, such as the powertrain, subframe, rear axle, drive shaft, and transmission shaft, to reduce vibration and noise. When vibration and noise problems arise during the development of a new vehicle model, changing component designs to solve NVH issues is not only time-consuming and labor-intensive, slowing down the development cycle, but the new designs may also introduce new vibration and noise problems. In such cases, the application of dynamic vibration absorbers can not only quickly solve the problem but also minimize changes to the original design, reducing development time and costs.

[0004] The study of NVH characteristics is not only applicable to the development process of new automotive products, but also to the research on improving the ride comfort of existing models. This involves modeling and analyzing a specific system or assembly of a vehicle to identify the factors that have the greatest impact on ride comfort, and improving ride comfort by improving the vibration conditions of the excitation source (amplitude reduction or frequency shifting) or controlling the transmission of vibration noise from the excitation source to the vehicle interior.

[0005] Door seal strip noise is a relatively common problem among various automotive noise issues and is a recognized industry challenge. Due to numerous influencing factors, if design robustness is not improved in the early design phase, once it appears in mass production during the prototype stage, it becomes very difficult to resolve later. The main methods to mitigate the noise are optimizing the surface friction characteristics of the seal strip and improving the manufacturing precision of the door and body, but these are insufficient for a complete solution and are costly. Currently, the industry lacks predictive analysis methods for door seal strip noise, particularly precise input conditions such as compressive load and slip distance (relative displacement between the body and door) necessary for early analysis. Existing technologies primarily test the friction characteristics of the seal strip to determine its quality, without incorporating a systematic early predictive analysis method based on the overall vehicle conditions.

[0006] Existing patent CN113343363 A describes a method, storage medium, equipment, and apparatus for measuring the risk of abnormal noise from a vehicle door sealing strip. It mainly involves a method for obtaining the tangential deformation of the sealing strip and a method for obtaining the minimum stick-slip displacement of the sealing strip through simulated friction testing. Furthermore, it compares the tangential deformation of the door sealing strip with the minimum stick-slip displacement to determine the risk of abnormal noise. While this technology theoretically provides a method for judging the risk of abnormal noise, it does not consider the deviation in the normal load of the sealing strip caused by the internal gap deviation of the door during actual vehicle manufacturing, nor does it consider the safety factor for the relative displacement between the vehicle body and the door. It also does not provide a forward design method for different risk scenarios.

[0007] For example, patent CN 113761663 A systematically analyzes the causes of abnormal noise based on the mechanism of abnormal noise in sealing strips. Through failure database, material matching database, sealing strip database, and experimental and simulation analysis, it provides some preferred solutions and data accumulation methods for solving abnormal noise problems in sealing strips in the early stage of project development. This method only involves the systematic decomposition method and preferred solution of the causes of abnormal noise in sealing strips, and is not a method for identifying abnormal noise risks and optimizing design.

[0008] For example, patent CN114646382 describes a sealing strip noise displacement testing device and testing method, which mainly involves the testing device and testing method for the minimum noise displacement of the sealing strip, providing a basic parameter measurement method for sealing strip noise control. Summary of the Invention

[0009] To overcome the shortcomings of the prior art, this invention provides a positive design method for sealing strip noise.

[0010] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0011] This invention provides a positive design method for sealing strip noise, and the invention provides the following technical solution:

[0012] A positive design method for sealing strip noise, the method comprising the following steps:

[0013] Step 1: Determine the model and parameters for all user operating conditions and production assembly factors;

[0014] Step 2: Simulate the vehicle's load under various real-world operating conditions and conduct a full-scenario analysis of sealing strip slippage;

[0015] Step 3: Optimize the selection of the sealing strip cross section and coating based on the slip analysis results.

[0016] Preferably, step 1 specifically includes the following steps:

[0017] Step 1.1: Use a platform vehicle or a similar vehicle model to collect road spectrum data. The road spectrum must have various typical extreme working conditions that can represent the user's usage scenarios, and have road surface features with the maximum displacement in the X, Y and Z directions in the whole vehicle coordinate system.

[0018] Step 1.2: Calculate the relative displacement between the door and the body under various road spectrum conditions using the whole vehicle model and whole vehicle virtual simulation software. Take the maximum relative displacement in the X, Y and Z directions under all road conditions and record it as X0, Y0 and Z0.

[0019] Step 1.3: Considering the production assembly and design margins for the entire vehicle, the maximum relative displacements in the X, Y, and Z directions obtained in Step 1.2 above are corrected and denoted as X. D Y D Z D ;

[0020] X D =nX0

[0021] Z D =nZ0

[0022] Y D =Y0+d0

[0023] Where n is a safety factor that takes into account the design margin, and a value that is taken as large as 1 based on experience; d0 is the door gap deviation caused by production and assembly, which affects the sealing strip in the Y direction of the whole vehicle, i.e. the normal load of the sealing strip.

[0024] Step 1.4: Based on the platform vehicle model or similar vehicle models, select the sealing strip cross-section form and coating that have not caused problems as the initial selection of sealing strips.

[0025] Preferably, step 1.2 involves measuring the maximum relative displacement on various user-used road surfaces using a platform vehicle or a vehicle of similar size, denoted as X0, Y0, Z0, and then replacing it.

[0026] Preferably, it includes the following steps:

[0027] Step 2.1: Use a dedicated material parameter testing system to obtain the constitutive parameters of the sealing strip, such as stiffness, mass density, and bulk modulus;

[0028] Step 2.2: Using Marc.Mentat and Hypermesh software, based on different materials and constitutive parameters, and employing Herrmann and arbitrary quadrilateral plane strain element structures, establish finite element models and calculation models for the sealing strip and the contact parts;

[0029] Step 2.3: Confirmation of loading conditions and calculation methods. Using the finite element model established in Step 2.2, apply dynamic displacement load according to the following load conditions and loading direction, and analyze the load transfer between the sealing strip and the opposing component. Assume that under the vehicle's overall condition, the pre-compression of the door sealing strip in its design state is S0, where S0 is the theoretical compression deformation of the sealing strip when the door is closed. Considering the door's internal clearance control tolerance and the overall vehicle deformation state, S0+Y is used as the formula. D S0, S0-Y D Apply Y-direction preload under three different load conditions;

[0030] In the calculation model of step 2.2, S0+Y is applied respectively. D S0, S0-Y D Under three conditions of Y-direction preload, the X-direction preload is applied. D The X-direction displacement load was used to analyze whether slippage occurred between the sealing strip and the counter piece.

[0031] In the calculation model of step 2.2, S0+Y is applied respectively. D S0, S0-Y D Under three vertical load conditions, the applied load is Z. D The Z-axis displacement load was used to analyze whether slippage occurred between the sealing strip and the handpiece.

[0032] Preferably, it includes the following steps:

[0033] Step 3.1: Based on the calculated slip analysis results between the sealing strip and the opposing component, if there is no relative slippage between them, there will be no frictional noise, and the sealing strip cross-sectional shape and coating of the initial selection scheme will be locked; if slippage occurs, further cross-sectional optimization is required according to the cross-sectional optimization principle.

[0034] Step 3.2: Optimize the cross-section of the sealing strip based on the cross-section optimization support system. Further cross-section optimization of the support system ensures that slippage does not occur between the sealing strip and the mating parts.

[0035] Step 3.3: Perform the sealing strip slippage analysis again on the optimized cross section according to steps 2.2 and 2.3. If no slippage occurs between the two, lock the optimized sealing strip cross section shape; if slippage occurs, it means that slippage between the sealing strip and the hand component cannot be avoided from multiple rounds of cross section optimization, and lock the sealing strip cross section shape.

[0036] Step 3.4: Using the final cross-sectional shape optimized in Step 3.2, replace the coating with one with a high coefficient of friction, and re-perform the sealing strip slippage analysis according to Steps 2.2 and 2.3. If no slippage occurs between the two, lock the optimized high coefficient of friction sealing strip coating; if slippage occurs, use a sealing strip coating with the lowest possible coefficient of friction, so that even if slippage occurs between the sealing strip and the opposing part, there will be little or no sticking.

[0037] Preferably, step 3.2 specifically includes:

[0038] Establish a library of sealing strip cross-sections, and preferentially select cross-sections with small slippage tendency;

[0039] The sealing strip bubbles should be pressed symmetrically and evenly onto the workpiece;

[0040] The sealing strip bubble should be pressed onto the flat surface of the component, avoiding pressing onto the rounded corners, edges, or uneven surfaces of the component.

[0041] A positive design system for sealing strip noise, the system comprising:

[0042] The model building module determines the model and parameters for all user operating conditions and production assembly factors;

[0043] The analysis module simulates the load of the vehicle under various real-world operating conditions and performs full-scenario sealing strip slippage analysis.

[0044] The optimization module optimizes the selection of the sealing strip cross-section and coating based on the slip analysis results.

[0045] A computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement a positive design method for sealing strip noise.

[0046] A computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement a positive design method for sealing strip noise.

[0047] A vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement a positive design method for sealing strip noise.

[0048] The present invention has the following beneficial effects:

[0049] This invention aims to provide a forward design method for preventing abnormal noises from automotive door sealing strips during driving, guiding the structural optimization and coating selection of the sealing strips. Currently, the industry lacks a systematic analysis method for addressing friction noise issues in door sealing strips during the virtual prototype stage. Current methods rely primarily on past failure experience to optimize the strip's cross-section and select coatings, focusing more on airtightness and durability, with less consideration given to noise. This invention provides a forward design method for preventing abnormal noises from sealing strips, applicable to the early stages of product development, i.e., the virtual prototype stage. This method involves confirming input conditions such as sealing strip compressive load, load direction, and sliding distance, as well as the selection principles for the sealing strip's cross-section and coating. Implementing this invention allows for more accurate acquisition of the sealing strip's actual load and improves the robustness of the design methodologically, reducing the risk of abnormal noises. This is of great significance for solving this industry-wide problem of abnormal noise from sealing strips. Attached Figure Description

[0050] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0051] Figure 1 The flowchart for the forward design method is shown in the figure;

[0052] Figure 2 For the whole vehicle coordinate system;

[0053] Figure 3 A miniature wire displacement sensor, auxiliary device, and storage device for measuring the relative displacement between a car door and the car body;

[0054] Figure 4 This is a full-scenario sealing strip slippage analysis model and loading diagram. Detailed Implementation

[0055] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0056] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0057] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0058] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0059] The present invention will be described in detail below with reference to specific embodiments. Specific Implementation Example 1:

[0061] according to Figures 1 to 4 As shown, the specific optimized technical solution adopted by the present invention to solve the above-mentioned technical problems is: the present invention relates to a positive design method for abnormal noise of sealing strips.

[0062] A positive design method for sealing strip noise, the method comprising the following steps:

[0063] Step 1: Determine the model and parameters for all user operating conditions and production assembly factors;

[0064] Step 2: Simulate the vehicle's load under various real-world operating conditions and conduct a full-scenario analysis of sealing strip slippage;

[0065] Step 3: Optimize the selection of the sealing strip cross section and coating based on the slip analysis results.

[0066] This invention aims to provide a forward design method for preventing abnormal noises from automotive door sealing strips during driving, guiding the structural optimization and coating selection of the sealing strip. First, considering all user operating conditions and production factors, the relative displacement between the door and the vehicle body is determined. Then, using a platform vehicle database, the sealing strip cross-section and coating are initially selected. These are used as inputs for the calculation model and parameters to perform a full-scenario sealing strip slippage analysis. Different analysis and development processes are triggered based on the slippage analysis results, thereby achieving the optimal design result. The invention mainly involves three parts: the first part is the model and parameter determination method considering all user operating conditions and production assembly factors; the second part is the full-scenario sealing strip slippage analysis method; and the third part is the method for optimizing the sealing strip cross-section and coating selection based on the slippage analysis results. The entire forward design method process is as follows: Figure 1 As shown. Specific Implementation Example 2:

[0068] The only difference between Embodiment 2 and Embodiment 1 of this application is that:

[0069] Step 1 specifically includes the following steps:

[0070] Step 1.1: Use a platform vehicle or a similar vehicle model to collect road spectrum data. The road spectrum must have various typical extreme working conditions that can represent the user's usage scenarios, and have road surface features with the maximum displacement in the X, Y and Z directions in the whole vehicle coordinate system.

[0071] Step 1.2: Calculate the relative displacement between the door and the body under various road spectrum conditions using the whole vehicle model and whole vehicle virtual simulation software. Take the maximum relative displacement in the X, Y and Z directions under all road conditions and record it as X0, Y0 and Z0.

[0072] Step 1.3: Considering the production assembly and design margins for the entire vehicle, the maximum relative displacements in the X, Y, and Z directions obtained in Step 1.2 above are corrected and denoted as X. D Y D Z D ;

[0073] X D =nX0

[0074] Z D =nZ0

[0075] Y D =Y0+d0

[0076] Where n is a safety factor that takes into account the design margin, and a value that is taken as large as 1 based on experience; d0 is the door gap deviation caused by production and assembly, which affects the sealing strip in the Y direction of the whole vehicle, i.e. the normal load of the sealing strip.

[0077] Step 1.4: Based on the platform vehicle model or similar vehicle models, select the sealing strip cross-section form and coating that have not caused problems as the initial selection of sealing strips. Specific Implementation Example 3:

[0079] The only difference between Embodiment 3 and Embodiment 2 of this application is that:

[0080] Step 1.2 Measure the maximum relative displacement on various user-used roads using a platform vehicle or a vehicle of similar size, and record it as X0, Y0, Z0, and then make the replacement. Specific Implementation Example 4:

[0082] The only difference between Embodiment 4 and Embodiment 3 of this application is that:

[0083] Step 2 specifically includes the following steps:

[0084] Step 2.1: Use a dedicated material parameter testing system to obtain the constitutive parameters of the sealing strip, such as stiffness, mass density, and bulk modulus;

[0085] Step 2.2: Using Marc.Mentat and Hypermesh software, based on different materials and constitutive parameters, and employing Herrmann and arbitrary quadrilateral plane strain element structures, establish finite element models and calculation models for the sealing strip and the contact parts;

[0086] Step 2.3: Confirmation of loading conditions and calculation methods. Using the finite element model established in Step 2.2, apply dynamic displacement load according to the following load conditions and loading direction, and analyze the load transfer between the sealing strip and the opposing component. Assume that under the vehicle's overall condition, the pre-compression of the door sealing strip in its design state is S0, where S0 is the theoretical compression deformation of the sealing strip when the door is closed. Considering the door's internal clearance control tolerance and the overall vehicle deformation state, S0+Y is used as the formula. D S0, S0-Y D Apply Y-direction preload under three different load conditions;

[0087] In the calculation model of step 2.2, S0+Y is applied respectively. D S0, S0-Y D Under three conditions of Y-direction preload, the X-direction preload is applied. D The X-direction displacement load was used to analyze whether slippage occurred between the sealing strip and the counter piece.

[0088] In the calculation model of step 2.2, S0+Y is applied respectively. D S0, S0-Y D Under three vertical load conditions, the applied load is Z. D The Z-axis displacement load was used to analyze whether slippage occurred between the sealing strip and the hand component. Specific Implementation Example 5:

[0090] The difference between Embodiment 5 and Embodiment 4 of this application lies only in:

[0091] Step 3 specifically includes the following steps:

[0092] Step 3.1: Based on the calculated slip analysis results between the sealing strip and the opposing component, if there is no relative slippage between them, there will be no frictional noise, and the sealing strip cross-sectional shape and coating of the initial selection scheme will be locked; if slippage occurs, further cross-sectional optimization is required according to the cross-sectional optimization principle.

[0093] Step 3.2: Optimize the cross-section of the sealing strip based on the cross-section optimization support system. Further cross-section optimization of the support system ensures that slippage does not occur between the sealing strip and the mating parts.

[0094] Step 3.3: Perform the sealing strip slippage analysis again on the optimized cross section according to steps 2.2 and 2.3. If no slippage occurs between the two, lock the optimized sealing strip cross section shape; if slippage occurs, it means that slippage between the sealing strip and the hand component cannot be avoided from multiple rounds of cross section optimization, and lock the sealing strip cross section shape.

[0095] Step 3.4: Using the final cross-sectional shape optimized in Step 3.2, replace the coating with one with a high coefficient of friction, and re-perform the sealing strip slippage analysis according to Steps 2.2 and 2.3. If no slippage occurs between the two, lock the optimized high coefficient of friction sealing strip coating; if slippage occurs, use a sealing strip coating with the lowest possible coefficient of friction, so that even if slippage occurs between the sealing strip and the opposing part, there will be little or no sticking. Specific Implementation Example Six:

[0097] The only difference between Embodiment Six and Embodiment Five of this application is that:

[0098] Step 3.2 specifically involves:

[0099] Establish a library of sealing strip cross-sections, and preferentially select cross-sections with small slippage tendency;

[0100] The sealing strip bubbles should be pressed symmetrically and evenly onto the workpiece;

[0101] The sealing strip bubble should be pressed onto the flat surface of the component, avoiding pressing onto the rounded corners, edges, or uneven surfaces of the component. Specific Implementation Example 7:

[0103] The only difference between Embodiment 7 and Embodiment 6 of this application is that:

[0104] This invention provides a positive design system for sealing strip noise, the system comprising:

[0105] The model building module determines the model and parameters for all user operating conditions and production assembly factors;

[0106] The analysis module simulates the load of the vehicle under various real-world operating conditions and performs full-scenario sealing strip slippage analysis.

[0107] The optimization module optimizes the selection of the sealing strip cross-section and coating based on the slip analysis results. Specific Implementation Example 8:

[0109] The difference between Embodiment 8 and Embodiment 7 of this application lies only in:

[0110] The present invention provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement a positive design method for abnormal noise of a sealing strip. Specific Implementation Example Nine:

[0112] The difference between Embodiment Nine and Embodiment Eight in this application lies only in:

[0113] The present invention provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement a positive design method for sealing strip noise. Specific Implementation Example 10:

[0115] The only difference between Embodiment 10 and Embodiment 9 of this application is that:

[0116] The present invention provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a positive design method for sealing strip noise as claimed.

[0117] The methods include: Part One: Model and parameter determination methods for all user operating conditions and production assembly factors.

[0118] The key to performing slip analysis between the sealing strip and its counterpart (such as sheet metal or door trim) is to provide accurate and realistic load conditions that represent the vehicle's operating state, i.e., the relative displacement between the door and the body. It is also necessary to consider production assembly tolerances and design margins. The specific implementation steps are as follows:

[0119] Step S1 involves collecting road spectrum data using a platform vehicle or a similar vehicle model. The road spectrum must represent various typical extreme operating conditions applicable to user scenarios, and must exhibit road surface characteristics with maximum displacement in the X, Y, and Z directions in the vehicle coordinate system. Examples include X-direction impact displacement of railway tracks, Y-direction or Z-direction displacement of stepped tortuous roads, Z-direction displacement of potholes, and vehicle coordinate coefficients. Figure 2 As shown.

[0120] Step S2 uses a whole vehicle model and virtual simulation software to calculate the relative displacement between the door and the body under various road conditions. The maximum relative displacement in the X, Y, and Z directions under all road conditions is recorded as X0, Y0, and Z0. Alternatively, a platform vehicle or a similarly sized vehicle can be used to measure the maximum relative displacement on various user-operated roads, also recorded as X0, Y0, and Z0. A usable miniature wire displacement sensor, accessory, and storage device is provided. Figure 3 As shown.

[0121] Step S3 takes into account the production assembly and design margins of the whole vehicle, and corrects the maximum relative displacements in the X, Y, and Z directions obtained in S2 above, denoted as X. D Y D Z D .

[0122] X D =nX0

[0123] Z D =nZ0

[0124] Y D =Y0+d0

[0125] Note: n is a safety factor that takes into account the design margin, and is taken as a value that is larger than 1 based on experience.

[0126] d0 is to take into account the door gap deviation caused by production and assembly, which affects the sealing strip in the Y direction of the whole vehicle, that is, the normal load of the sealing strip.

[0127] Step S4 involves selecting the sealing strip cross-section and coating that have not shown any problems, based on the platform model or similar models, as the initial selection of the sealing strip.

[0128] Part Two: Analysis Method for Slippage of Sealing Strips in All Scenarios;

[0129] Only by simulating the loads of vehicles under various real-world operating conditions, and appropriately considering design margins and production assembly conditions, can the robustness of the sealing strip noise design be ensured. The implementation method is as follows:

[0130] Step S5 uses a dedicated material parameter testing system to obtain the constitutive parameters of the sealing strip, such as stiffness, mass density, and bulk modulus.

[0131] Step S6 uses Marc.Mentat and Hypermesh software to establish finite element models and calculation models of the sealing strip and the hand component based on different materials and constitutive parameters, using Herrmann and arbitrary quadrilateral plane strain element structures.

[0132] Step S7: Confirmation of loading conditions and calculation methods

[0133] Using the finite element model established in section S6, dynamic displacement loads are applied according to the following load conditions and loading directions to analyze the load transfer between the sealing strip and the opposing component. The slip analysis model is as follows: Figure 4 As shown.

[0134] Assuming the pre-compression of the door seal strip in its design state is S0 (S0 is the theoretical compression deformation of the seal strip when the door is closed), and considering the door inner clearance control tolerance and the overall vehicle deformation state, let S0+Y D S0, S0-Y D Three load conditions were applied with Y-direction preload respectively.

[0135] In the computational model of step S6, S0+Y is applied respectively. D S0, S0-Y D Under three conditions of Y-direction preload, the X-direction preload is applied. D The X-direction displacement load was used to analyze whether slippage occurred between the sealing strip and the hand component.

[0136] In the computational model of step S6, S0+Y is applied respectively. D S0, S0-Y D Under three vertical load conditions, the applied load is Z. D The Z-axis displacement load was used to analyze whether slippage occurred between the sealing strip and the handpiece.

[0137] Part Three: Methods for Optimizing the Selection of Sealing Strip Cross-Section and Coating Based on Slip Analysis Results

[0138] Step S8, based on the slippage analysis results between the sealing strip and the opposing component calculated in S7, determines the next design step. If there is no relative slippage between the two, there is no possibility of frictional noise, thus locking in the sealing strip cross-sectional shape and coating of the initial selection scheme. If slippage occurs, further cross-sectional optimization is required based on the cross-sectional optimization principle.

[0139] Step S9 optimizes the sealing strip cross-section based on the cross-section optimization support system. The cross-section optimization support system supports further cross-section optimization to minimize slippage between the sealing strip and the counterpart. There are three key points: 1) Establish a sealing strip cross-section library and select cross-sections with small slippage tendency; 2) The sealing strip bubble should be symmetrically and evenly pressed on the counterpart; 3) The sealing strip bubble should be pressed on the flat surface of the counterpart, avoiding pressing on the rounded corners, edges, or non-flat surfaces of the counterpart.

[0140] Step S10 performs the sealing strip slippage analysis again on the optimized cross section according to steps S6 and S7, and determines the next step based on the analysis results. If no slippage occurs between the two, the optimized sealing strip cross section shape is locked; if slippage occurs, it means that slippage between the sealing strip and the hand component cannot be avoided from multiple rounds of cross section optimization, and the sealing strip cross section shape is locked.

[0141] Step S11 adopts the final cross-sectional shape optimized in step S9, replaces the coating with one with a high coefficient of friction, and performs the sealing strip slippage analysis again according to steps S6 and S7. Based on the analysis results, the next step is determined. If no slippage occurs between the two, the optimized high coefficient of friction sealing strip coating is locked. If slippage occurs, a sealing strip coating with the lowest possible coefficient of friction is used so that even if slippage occurs between the sealing strip and the opponent, there will be little or no sticking.

[0142] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or N embodiments or examples. Furthermore, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of the present invention, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified. Any process or method described in the flowcharts or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logical functions or processes, and the scope of preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain. The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection having one or N wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic device, and portable optical disc read-only memory (CDROM).Furthermore, the computer-readable medium can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory. It should be understood that various parts of the invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0143] The above description is merely a preferred embodiment of a positive design method for sealing strip noise. The scope of protection of such a method is not limited to the above embodiments; all technical solutions falling within this concept are within the scope of protection of this invention. It should be noted that for those skilled in the art, any improvements and variations made without departing from the principles of this invention should also be considered within the scope of protection of this invention.

Claims

1. A positive design method for sealing strip noise, characterized by: The method includes the following steps: Step 1: Determine the model and parameters for all user operating conditions and production assembly factors; Step 1 specifically includes the following steps: Step 1.1: Use a platform vehicle or a similar vehicle model to collect road spectrum data. The road spectrum must have various typical extreme working conditions that can represent the user's usage scenarios, and have road surface features with the maximum displacement in the X, Y and Z directions in the whole vehicle coordinate system. Step 1.2: Using the vehicle model and virtual vehicle simulation software, calculate the relative displacement between the door and the vehicle body under various road surface conditions. Take the maximum relative displacement in the X, Y, and Z directions under all road surface conditions, and record it as... , , ; Step 1.3: Considering the production assembly and design margins for the entire vehicle, the maximum relative displacements in the X, Y, and Z directions obtained in Step 1.2 are corrected, denoted as... , , ; in, To account for the safety factor of the design margin, a value larger than 1 is chosen based on experience. To account for the door clearance deviation caused by production and assembly, which affects the sealing strip in the Y direction of the whole vehicle, i.e. the normal load of the sealing strip; Step 1.4: Based on the platform vehicle model or similar vehicle models, select the sealing strip cross-section form and coating that have not caused problems as the initial selection of the sealing strip; Step 2: Simulate the vehicle's load under various real-world operating conditions and conduct a full-scenario analysis of sealing strip slippage; Step 2 specifically includes the following steps: Step 2.1: Use a dedicated material parameter testing system to obtain the constitutive parameters of the sealing strip, such as stiffness, mass density, and bulk modulus; Step 2.2: Using Marc.Mentat and Hypermesh software, based on different materials and constitutive parameters, and employing Herrmann and arbitrary quadrilateral plane strain element structures, establish finite element models and calculation models for the sealing strip and the contact parts; Step 2.3: Confirmation of loading conditions and calculation methods. Using the finite element model established in Step 2.2, apply dynamic displacement load according to the following load conditions and loading direction, and analyze the load transfer between the sealing strip and the opposing component; assume that the pre-compression of the door sealing strip in the design state is as follows under the whole vehicle condition. This represents the theoretical compression deformation of the sealing strip when the door is closed, taking into account the door's internal clearance control tolerance and the overall vehicle deformation. , , Apply Y-direction preload under three different load conditions; In the calculation model of step 2.2, respectively, when applying , , Under three different Y-direction preload conditions, the applied load is... The X-direction displacement load was used to analyze whether slippage occurred between the sealing strip and the counter piece. In the calculation model of step 2.2, respectively, when applying , , Under three vertical load conditions, the applied load is... The Z-axis displacement load was used to analyze whether slippage occurred between the sealing strip and the hand component. Step 3: Optimize the selection of the sealing strip cross section and coating based on the slip analysis results.

2. The positive design method for sealing strip noise according to claim 1, characterized in that: Step 1.2 Measure the maximum relative displacement on various user-used road surfaces using a platform vehicle or a similar-sized vehicle, and record it as... , , Replace it.

3. The positive design method for sealing strip noise according to claim 2, characterized in that: Step 3 specifically includes the following steps: Step 3.1: Based on the calculated slip analysis results between the sealing strip and the opposing component, if there is no relative slippage between them, there will be no frictional noise, and the sealing strip cross-sectional shape and coating of the initial selection scheme will be locked; if slippage occurs, further cross-sectional optimization is required according to the cross-sectional optimization principle. Step 3.2: Optimize the cross-section of the sealing strip based on the cross-section optimization support system. Further cross-section optimization of the support system ensures that slippage does not occur between the sealing strip and the mating parts. Step 3.3: Perform the sealing strip slippage analysis again on the optimized cross section according to steps 2.2 and 2.

3. If no slippage occurs between the two, lock the optimized sealing strip cross section shape; if slippage occurs, it means that slippage between the sealing strip and the hand component cannot be avoided from multiple rounds of cross section optimization, and lock the sealing strip cross section shape. Step 3.4: Using the final cross-sectional shape optimized in Step 3.2, replace the coating with one with a high coefficient of friction, and re-perform the sealing strip slippage analysis according to Steps 2.2 and 2.

3. If no slippage occurs between the two, lock the optimized high coefficient of friction sealing strip coating; if slippage occurs, use a sealing strip coating with the lowest possible coefficient of friction, so that even if slippage occurs between the sealing strip and the contact part, there will be little or no sticking.

4. The positive design method for sealing strip noise according to claim 3, characterized in that: Step 3.2 specifically involves: Establish a library of sealing strip cross-sections, focusing on sections with minimal slippage tendency; The sealing strip bubbles should be pressed symmetrically and evenly onto the workpiece; The sealing strip bubble should be pressed onto the flat surface of the component, avoiding pressing onto the rounded corners, edges, or uneven surfaces of the component.

5. A positive design system for sealing strip noise, said system operating based on the method of claim 1, characterized in that: The system includes: The model building module determines the model and parameters for all user operating conditions and production assembly factors; The analysis module simulates the load of the vehicle under various real-world operating conditions and performs full-scenario sealing strip slippage analysis. The optimization module optimizes the selection of the sealing strip cross-section and coating based on the slip analysis results.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement a positive design method for sealing strip noise as described in any one of claims 1-4.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, it implements the positive design method for abnormal noise of sealing strips as described in any one of claims 1-4.

8. A vehicle, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, the processor executing the program to implement a positive design method for sealing strip noise as described in any one of claims 1-4.

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