Method and device for determining abnormal noise of vehicle window

Abstract

The application discloses a vehicle window abnormal sound determination method and device. A vehicle finite element model is constructed by a geometric model of a target vehicle door and a body-in-white model. A door closing collision simulation is performed according to the vehicle finite element model to obtain a first gap amount of a window guide rail model and a door body model. Whether the target vehicle door has a vehicle window abnormal sound risk is determined according to the first gap amount and a preset first gap threshold. The application takes the gap change amount between the rail and the door body as a basis for measuring the door abnormal sound through the door closing collision simulation. The unreasonable factors of the window glass rail design that cause the door abnormal sound can be eliminated in the door design stage. More accurate window structure optimization for the door abnormal sound risk can be realized. The door quality is improved, and the vehicle comfort is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method and apparatus for determining abnormal noises from vehicle windows. Background Technology

[0002] Unusual noises from car doors reduce the comfort of vehicle use. Identifying the risks associated with unusual noises during the vehicle design phase is an important process in vehicle production.

[0003] The car door itself is an assembly of the door body and the window. The structure of the window has a great influence on the abnormal noise of the car door. In the existing general simulation analysis method, the stress and deformation of the contact point between the car door and the car body when the door is closed are output by the simulation model to judge the risk of abnormal noise of the car door. This method is not accurate enough in assessing abnormal noise of the car door and it is difficult to avoid the impact of unreasonable window design on abnormal noise of the car door. Summary of the Invention

[0004] This application provides a method and apparatus for determining abnormal noise in vehicle windows, in order to solve the technical problem of inaccurate assessment of abnormal noise in vehicle doors in the prior art. It achieves the goal of assessing the risk of abnormal noise in vehicle windows by analyzing the changes in the interval between the window glass guide rail and the door body, so as to facilitate more accurate optimization of the window structure to address the risk of abnormal noise in vehicle doors.

[0005] In view of the above problems, this application is made in order to provide a method and apparatus for determining abnormal noise of vehicle windows that overcomes or at least partially solves the above problems.

[0006] Firstly, a geometric model of the target car door is established, which includes the door body model and the window model.

[0007] Based on the geometric model of the target door, a finite element model of the target door is constructed. Based on the finite element model of the target door and the pre-configured body-in-white model, a vehicle finite element model is constructed.

[0008] Based on the vehicle finite element model, a door closing collision simulation was performed to obtain the first gap between the window model and the door model.

[0009] Based on the first gap measurement and the preset first gap threshold, determine whether there is a risk of abnormal window noise in the target car door.

[0010] Optionally, based on the vehicle finite element model, a door closing collision simulation is performed, including:

[0011] Based on the vehicle finite element model, a door closing collision simulation is performed with a set door opening angle and a set door closing speed; the set door opening angle includes the maximum door opening angle of the target door, and the set door closing speed includes the maximum door closing speed of the target door.

[0012] Optionally, the window model includes a window guide rail model and a window glass model; based on the vehicle finite element model, a door closing collision simulation is performed to obtain the first gap between the window model and the door model, including:

[0013] Based on the vehicle finite element model, N door closing collision simulations are performed under the preset state of the window glass model, where N is a positive integer greater than or equal to 1; the preset state of the window glass model includes: closed state, half-open state, and fully open state.

[0014] For each door-closing collision simulation based on N simulations, the first displacement curve of the window guide rail model and the second displacement curve of the door model in the door-closing collision simulation are output. Based on the first and second displacement curves, the gap curve corresponding to the door-closing collision simulation is determined. The first displacement curve is the displacement curve of the first target point in the vehicle coordinate system of the vehicle finite element model. The first target point is located in the window guide rail model. The second displacement curve is the displacement curve of the second target point in the vehicle coordinate system of the vehicle finite element model. The second target point is located in the door model and corresponds to the position of the first target point.

[0015] Based on the gap curves from N door-closing collision simulations, the minimum gap between the first target point and the second target point in the N door-closing collision simulations is determined and used as the first gap quantity.

[0016] Optional methods for determining abnormal noises from car windows also include:

[0017] Based on the finite element model of the target car door, the window glass is raised and lowered at a set moving speed to simulate the window glass movement and obtain the second gap between the window guide rail model and the window glass model.

[0018] The second gap amount is compared with the preset second gap threshold.

[0019] If the second gap is greater than the second gap threshold, then the target door is determined to have a risk of abnormal window noise.

[0020] Optionally, the feature is that the window guide rail model includes a window guide groove model and a window rubber strip model; obtaining the second gap between the window guide rail model and the window glass model includes:

[0021] The compression curves of multiple target points of the window rubber strip model are obtained, and the positions of the multiple target points of the window rubber strip model are different;

[0022] Based on the compression curves of multiple target points of the window rubber strip model, the maximum compression of multiple target points of the window rubber strip model is determined as the second gap amount.

[0023] Optionally, if it is determined that there is a risk of abnormal noise from the target door, the structural parameters of the window guide model are modified according to the difference between the second gap amount and the second gap threshold. The structural parameters of the window guide model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the window guide, as well as the overlap between the window guide model and the window glass model.

[0024] Optionally, based on the first gap measurement and a preset first gap threshold, determine whether the target door has a risk of abnormal window noise, including:

[0025] The first gap amount is compared with the first gap threshold. If the first gap amount is less than the first gap threshold, it is determined that the target car door has a risk of abnormal window noise.

[0026] Optionally, the method further includes:

[0027] If it is determined that there is a risk of abnormal noise from the target car door, the structural parameters of the window guide rail model are modified according to the difference between the first gap amount and the first gap threshold. The structural parameters of the window guide rail model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the window guide rail model.

[0028] Secondly, a device for determining abnormal noise in vehicle windows is provided, comprising:

[0029] The geometric model building unit is used to build the geometric model of the target car door, which includes the door body model and the window model.

[0030] Finite element model building unit is used to build a finite element model of the target door based on the geometric model of the target door, and to build a vehicle finite element model based on the finite element model of the target door and the pre-configured body-in-white model.

[0031] The door closing collision simulation unit is used to simulate door closing collisions based on the vehicle finite element model and obtain the first gap between the window model and the door model.

[0032] The abnormal noise risk assessment unit is used to determine whether there is a risk of abnormal noise from the target door based on the first gap amount and the preset first gap threshold.

[0033] Optionally, the window model includes a window guide rail model and a window glass model; the device also includes:

[0034] The window lifting simulation unit is used to simulate the lifting of the window glass based on the finite element model of the target car door and at a set window glass moving speed, so as to obtain the second gap between the window guide rail model and the window glass model.

[0035] The abnormal noise risk assessment unit is also used to compare the second gap amount with the preset second gap threshold. If the second gap amount is greater than the second gap threshold, it is determined that there is a risk of abnormal noise in the target door.

[0036] Thirdly, this application also provides a server, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the server performs the method provided in the first aspect.

[0037] Fourthly, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the computer to perform the method provided in the first aspect.

[0038] Fifthly, this application also provides a computer program product, including a computer program that, when run by a computer, causes the computer to perform the method provided in the first aspect.

[0039] The technical solution provided in this application has at least the following technical effects or advantages:

[0040] The method and apparatus for determining abnormal noise from vehicle windows provided in this application construct a finite element model of the vehicle using a geometric model of the target door and a body-in-white model. Based on this finite element model, a door-closing collision simulation is performed to obtain a first gap between the window guide rail model and the door body model. Based on this first gap and a preset first gap threshold, the application determines whether the target door poses a risk of abnormal noise from the window. This application uses the change in gap between the rail and the door body as a basis for measuring abnormal noise from the door through door-closing collision simulation. This facilitates the elimination of factors causing abnormal noise from the door due to unreasonable window glass rail design during the door design stage, enabling more precise optimization of the window structure to address the risk of abnormal noise, improving door quality, and ultimately enhancing vehicle comfort.

[0041] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0042] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0043] Figure 1This is a schematic diagram illustrating a common method for controlling vehicle window performance.

[0044] Figure 2 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 1 ;

[0045] Figure 3 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 2 ;

[0046] Figure 4 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 3 ;

[0047] Figure 5 The flowchart below shows the method for determining abnormal noise of vehicles windows applied to the optimization of vehicle window glass guide rails in the embodiments of this application.

[0048] Figure 6 The frame of the window noise detection device in the embodiments of this application. Figure 1 ;

[0049] Figure 7 The frame of the window noise detection device in the embodiments of this application. Figure 2 ;

[0050] Figure 8 This is a wireframe diagram of the glass lifting simulation unit in an embodiment of this application;

[0051] Figure 9 This is a schematic diagram of the server in an embodiment of this application. Detailed Implementation

[0052] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings.

[0053] The accompanying drawings illustrate various structural schematics according to embodiments of this application. These drawings are not to scale, and some details have been enlarged for clarity, and some details may have been omitted. The shapes of the various regions and layers shown in the drawings, as well as their relative sizes and positional relationships, are merely exemplary and may deviate from reality due to manufacturing tolerances or technical limitations. Furthermore, those skilled in the art can design regions / layers with different shapes, sizes, and relative positions as needed.

[0054] To better understand the above technical solutions, the following will describe the above technical solutions in detail with reference to specific implementation methods. It should be understood that the embodiments of this disclosure and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. In the absence of conflict, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0055] Unusual noises from car doors reduce vehicle comfort. Determining the risk of such noises during the vehicle design phase is a crucial process in vehicle production. Since a car door is an assembly of the door body and a window, the window structure significantly impacts door noise. Current common simulation analysis methods assess the risk of door noise by outputting the stress and deformation at the door-body contact point when the door is closed. However, this method is not precise enough in its evaluation of door noise and struggles to mitigate the impact of flawed window design on door noise.

[0056] The current common method for controlling vehicle window performance, the specific process is as follows: Figure 1 As shown, in the simulation analysis, a load is applied to the mounting point of the window glass guide rail. The maximum deformation of the window glass guide rail is obtained through the stiffness of the mounting point, thus determining the deformation of the window glass guide rail. Simultaneously, a certain amount of compensation is made on the guide rail mounting bracket to compensate for this deformation value. By controlling the amount of compensation, the door panel structure is optimized. The guide rail performance is verified through actual vehicle testing to review the design's feasibility or to revise the design. Regardless of changes in the door structure, the load value remains constant.

[0057] Different car doors have different types of window glass guide rails. For each type of window glass guide rail for each car model, data accumulation through multiple actual stress tests is required to form empirical load values. Therefore, this method has poor reusability. If the load in the simulation analysis does not match the actual force, it may lead to an unreasonable assessment of the impact of the window on abnormal door noise, thereby affecting the performance of the car door.

[0058] In view of this, this application provides a method for determining abnormal noises from vehicle windows, please refer to... Figure 2 , Figure 2 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 1 ,include:

[0059] S201. Establish the geometric model of the target car door. The geometric model of the target car door includes the door body model and the window model.

[0060] For example, based on the CAS input and configuration table input, the door structure and the structure of each system are designed, and a geometric model of the target door is established. This geometric model of the target door is a parametrically quantified model. The configuration table includes configuration parameters such as glass weight, number of glass guide rails, and direction of glass guide rails. The window model includes the window glass guide rail model, the window glass model, etc., which are not limited here.

[0061] Understandably, based on the CAS input and configuration input, a geometric model of the target car door is established, which only has the initial definition of the car door structure, such as the weight of the glass, whether the glass guide rail is a single glass guide rail or a double glass guide rail, whether the car door is framed or frameless, and whether the glass is straight up or straight down. Before judging abnormal noises from the car door, the parameters of the car door data, i.e., the geometric model of the target car door, are set. For example, the structural parameters of the window glass guide rail model include the height, width, stiffness, curvature, cross-sectional shape, and material of the window glass guide rail model.

[0062] For example, in the geometric model of the target car door, based on the performance requirements of the window glass guide rail, the stiffness of the window glass guide rail model and the overlap between the window glass guide rail model and the window glass model are set according to the structure and weight of the window glass model and the preset requirements; the preset requirements include door noise requirements and door closing sound quality requirements.

[0063] S202. Based on the geometric model of the target door, construct the finite element model of the target door. Based on the finite element model of the target door and the pre-configured body-in-white model, construct the vehicle finite element model.

[0064] For example, pre-processing software can be used to convert the geometric model file of the target door and output a finite element model of the target door. The finite element model of the target door is then assembled with a pre-configured body-in-white model to output a vehicle finite element model.

[0065] Understandably, the pre-configured body-in-white model can use an existing non-parametric body-in-white finite element model.

[0066] S203. Based on the vehicle finite element model, perform a door closing collision simulation to obtain the first gap between the window model and the door model.

[0067] For example, an excitation is applied to the vehicle finite element model to close the door from its maximum open position at maximum speed, and the first gap between the window model and the door model is output to verify the deformation and stress of the window model.

[0068] S204. Based on the first gap amount and the preset first gap threshold, determine whether there is a risk of abnormal window noise in the target car door.

[0069] For example, the first gap amount is compared with the first gap threshold. If the first gap amount is less than the first gap threshold, it is determined that the target door has a risk of abnormal window noise.

[0070] During the design phase of the target car door, based on the above operations and the output analysis results, if it is determined that the target car door has a risk of abnormal window noise, the structural parameters of the window model can be modified according to the difference between the first gap amount and the first gap threshold. Specifically, this refers to the structural parameters of the window glass guide model, such as the height, width, stiffness, curvature, cross-sectional shape, and material of the window glass guide model. The operations S201~S204 above are repeated until it is determined that the target car door does not have a risk of abnormal window noise, at which point the door data can be solidified.

[0071] In summary, the method for determining abnormal noise of vehicle windows provided in this application constructs a vehicle finite element model by using the geometric model of the target door and the body-in-white model. Based on the vehicle finite element model, a door closing collision simulation is performed to obtain the first gap between the window glass guide rail model and the door model. Based on the first gap and a preset first gap threshold, it is determined whether there is a risk of abnormal noise of the target door.

[0072] This application uses a door closing collision simulation to measure the change in the gap between the track and the door body as a basis for measuring abnormal door noise. This allows for the elimination of factors causing abnormal door noise due to unreasonable window glass guide rail design during the door design stage, enabling more precise optimization of the window structure to address the risk of abnormal door noise, improving door quality, and ultimately enhancing vehicle comfort.

[0073] It should be noted that, in the above... Figure 2 Based on the corresponding implementation, a door closing collision simulation is performed using a vehicle finite element model, specifically including:

[0074] Based on the vehicle finite element model, a door closing collision simulation is performed with a set door opening angle and a set door closing speed; the set door opening angle includes the maximum door opening angle of the target door, and the set door closing speed includes the maximum door closing speed of the target door.

[0075] Thus, by analyzing the process of closing the car door at maximum speed from its fully open position, the deformation and stress on the glass guide rails are verified. This allows for rapid determination of the door structure's rationality and its ability to meet performance requirements regarding door noise, enabling quick and effective optimization and iteration of the door structure, improving design efficiency, and reducing the risk of design problems.

[0076] In some alternative implementations, such as Figure 3 As shown, Figure 3 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 2 In the above Figure 2 Based on the corresponding embodiment, and using the vehicle finite element model, the operation of performing a door closing collision simulation in S204 to obtain the first gap between the window model and the door model specifically includes:

[0077] S301. Based on the vehicle finite element model, N door closing collision simulations are performed under the preset state of the window glass model.

[0078] N is a positive integer greater than or equal to 1; the preset states of the vehicle window glass model include: closed state, half-open state, and fully open state. For example, in each door closing collision simulation, the analysis is performed on the vehicle door closing at maximum speed from the maximum opening position when the vehicle window glass is in the closed state, half-open state, or open state, to verify the deformation and stress of the glass guide rail.

[0079] S302. For each door closing collision simulation based on N door closing collision simulations, output the first displacement curve of the window glass guide rail model in the door closing collision simulation and the second displacement curve of the door body model in the door closing collision simulation, and determine the gap curve corresponding to the door closing collision simulation based on the first displacement curve and the second displacement curve.

[0080] The first displacement curve is the displacement curve of the first target point in the whole vehicle coordinate system of the vehicle finite element model. The first target point is located in the window glass guide rail model. The second displacement curve is the displacement curve of the second target point in the whole vehicle coordinate system of the vehicle finite element model. The second target point is located in the door model and corresponds to the position of the first target point.

[0081] For example, the window glass guide rail model is connected to the door model via two side mounting pieces. The lower end of the window glass guide rail model is relatively close to the door model, and it is prone to collision with the door during opening and closing. Therefore, the first target point is defined at the lower end of the window glass guide rail model, preferably the endpoint of the lower end of the door model that is closest to the door model. The second target point can be defined at the endpoint of the door model that is closest to the first target point.

[0082] S303. Based on the gap curve of the N-times door-closing collision simulation, determine the minimum gap between the first target point and the second target point in the N-times door-closing collision simulation, and use it as the first gap quantity.

[0083] The door body and window glass guide rail of a car door usually have a standard gap value. During the closing process, the door body and the window glass guide rail have relative displacement, and the actual gap between them will change. If the actual gap drops to less than the standard gap value during the closing process, abnormal noise will occur when closing the door. Therefore, the minimum gap is taken as the first gap value from the gap curves of different window closing states (i.e., glass fully open, glass half open, glass fully closed) obtained from N door closing collision simulations.

[0084] The above embodiments involve predicting and controlling the performance of the vehicle window glass guide rail under multiple analytical conditions, proposing multiple control indicators, and resulting in more accurate analysis results for door noise performance. Door noise can be effectively controlled during the data design phase. Furthermore, this operation is applicable to different types of doors, demonstrating strong reusability.

[0085] In some alternative implementations, such as Figure 4 As shown, Figure 4 The flowchart of the method for determining abnormal noise of vehicle windows in the embodiments of this application is as follows. Figure 3 The method for determining abnormal noise of vehicle windows provided in this application embodiment further includes:

[0086] S401. Based on the finite element model of the target car door, simulate the lifting and lowering of the car window glass at a set moving speed to obtain the second gap between the car window glass guide rail model and the car window glass model.

[0087] S402. Compare the second gap amount with the preset second gap threshold.

[0088] S403. If the second gap amount is greater than the second gap threshold, it is determined that there is a risk of abnormal window noise in the target door.

[0089] The operation described above can be used to analyze the state of glass movement in the glass guide rail, verify the deformation and stress of the glass guide rail, and further realize the effective control of door noise during the data design stage.

[0090] In some optional embodiments, the window glass guide rail model includes a window guide groove model and a window rubber strip model; obtaining a second gap between the window glass guide rail model and the window glass model includes:

[0091] The compression curves of multiple target points of the window rubber strip model are obtained, and the positions of the multiple target points of the window rubber strip model are different.

[0092] Based on the compression curves of multiple target points of the window rubber strip model, the maximum compression of multiple target points of the window rubber strip model is determined as the second gap amount.

[0093] Window sealant strips seal the gap between the window glass and the window track. They are typically made of materials with good elasticity and resistance to compression deformation, such as EPDM rubber, but this is not a specific material. As the window glass moves up and down along the window track, the thickness of the window sealant strip changes with the gap between the glass and the track. If the deformation of the window sealant strip exceeds a preset value during this process, abnormal noises from the door may occur.

[0094] In the above Figure 4Based on the corresponding embodiment, if it is determined that there is a risk of abnormal noise from the target car door, the structural parameters of the car window glass guide rail model are modified according to the difference between the second gap amount and the second gap threshold.

[0095] The structural parameters of the car window glass guide rail model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the car window glass guide rail, as well as the overlap between the car window glass guide rail model and the car window glass model.

[0096] The above operation, based on the finite element model of the target car door, simulates the movement of the car window glass model along the car window glass guide rail model, and outputs the compression curve of the car window rubber strip model. Based on this compression curve and the preset second gap threshold, it can be determined whether there is a risk of abnormal noise during the raising and lowering of the car window glass. The abnormal noise of the car door can be well controlled during the data design stage.

[0097] The operations provided in the above embodiments can be applied to predict the performance of door glass guide rails during the conceptual design phase. For example... Figure 5 As shown, Figure 5 The flowchart below shows the application of the method for determining abnormal noise of vehicle windows in the embodiments of this application to the optimization of vehicle window glass guide rails.

[0098] like Figure 5 As shown in the figure, the specific implementation process of the method for determining abnormal noise of vehicle windows provided in this application embodiment, applied to the optimization of vehicle window glass guide rails, is as follows:

[0099] Step 1: Based on the CAS and configuration table input, design the door structure and the structure of each system.

[0100] Step 2: Based on the glass structure and weight, set the glass guide rail performance requirements to meet the requirements for abnormal door noise and door closing sound quality.

[0101] Step 3: Decompose the performance requirements of the glass guide rail, including the rigidity of the glass guide rail and the overlap between the guide groove and the glass. Based on the trajectory of the glass lifting, determine the draft trajectory of the glass guide rail. Based on the weight of the glass and the maximum closing speed, determine the stress on the glass guide rail, and determine the overlap between the guide groove and the glass based on the stress on the glass guide rail.

[0102] Step 4: Analyze the process of closing the car door from its fully open position at maximum speed to verify the deformation and stress of the glass guide rail. This analysis requires dividing the glass into closed, half-open, and open states.

[0103] Step 5: Analyze the movement of the glass in the glass guide rail and verify the deformation and stress of the glass guide rail.

[0104] The sixth step involves comparing the deformation and stress values ​​obtained in the fourth and fifth steps with the existing target system. If the requirements are not met, it is necessary to return to the first step and optimize the door structure.

[0105] Step 7: If the requirements are met in step 6, then based on the deformation calculated in steps 4 and 5, take the larger value of the two to carry out the door structure compensation design to ensure that there are no abnormal noises in the actual vehicle door.

[0106] The method for determining abnormal noise in vehicle windows provided in this application, when applied to the optimization of vehicle window glass rails, can control and optimize door sealing performance in advance during the design phase, effectively reducing abnormal noise caused by rail deformation and improving passenger comfort. It enables performance prediction and control of glass rails under multiple analysis conditions, proposes multiple control indicators, and provides more accurate results for door noise performance analysis. Door noise can be effectively controlled during the data design phase. It is applicable to different types of vehicle doors and has high reusability.

[0107] In summary, the embodiments of this application provide a method for determining abnormal noise from vehicle windows, which can be applied to control the performance of door glass guide rails to reduce abnormal noise from vehicle doors. This method can quickly determine whether the door structure is reasonable and whether it can meet the performance requirements for abnormal noise from vehicle doors, and can quickly and effectively optimize and iterate the door structure, improve design efficiency, and reduce the risk of design problems.

[0108] Secondly, a device for determining abnormal noise in vehicle windows is provided, such as... Figure 6 As shown, Figure 6 The frame of the window noise detection device in the embodiments of this application. Figure 1 .

[0109] The window rattling detection device 600 includes:

[0110] The geometric model building unit 601 is used to build the geometric model of the target vehicle door. The geometric model of the target vehicle door includes a door body model and a window model. For example, based on the CAS input and configuration table input, the door structure and the structure of each system are designed to build the geometric model of the target vehicle door. This geometric model of the target vehicle door is a parameterized model. The configuration table includes configuration parameters such as glass weight, number of glass guide rails, and glass guide rail direction. The window model includes a window glass guide rail model and a window glass model, etc., which are not limited here.

[0111] Understandably, the geometric model building unit 601 is also used to set the parameters of the door data, i.e. the geometric model of the target door, such as the structural parameters of the window glass guide rail model, including the height, width, stiffness, curvature, cross-sectional shape, and material of the window glass guide rail model.

[0112] The geometric model building unit 601 is also used to set the stiffness of the window glass guide rail model and the overlap between the window glass guide rail model and the window glass model in the geometric model of the target door, based on the performance requirements of the window glass guide rail, the structure and weight of the window glass model, and the preset requirements; the preset requirements include door noise requirements and door closing sound quality requirements.

[0113] Finite element model building unit 602 is used to build a finite element model of the target door based on the geometric model of the target door, and to build a vehicle finite element model based on the finite element model of the target door and the pre-configured body-in-white model.

[0114] The door closing collision simulation unit 603 is used to perform door closing collision simulation based on the vehicle finite element model to obtain the first gap between the window model and the door model.

[0115] For example, the door closing collision simulation unit 603 is used to apply excitation to the vehicle finite element model, causing the door to close from the maximum open position at the maximum speed, and outputting the first gap between the window model and the door model, thereby verifying the deformation and stress of the window model.

[0116] The abnormal noise risk judgment unit 604 is used to determine whether there is a risk of abnormal noise from the target door based on the first gap amount and the preset first gap threshold.

[0117] For example, the abnormal noise risk judgment unit 604 is used to compare the first gap amount with the first gap threshold. If the first gap amount is less than the first gap threshold, it is determined that there is a risk of abnormal noise in the target door.

[0118] Window glass rails can absorb the vibration of the window glass when driving and closing the door. They also enhance the appearance, reduce the height difference between the window glass and the outer door panel, and reduce air resistance. Therefore, window glass rails directly affect the comfort of passengers, and the performance of the glass rails is crucial to the overall performance of the door system.

[0119] During the design phase of the target car door, based on the analysis results output by the door closing collision simulation unit 603, if it is determined that the target car door has a risk of abnormal window noise, the structural parameters of the car window model can be modified according to the difference between the first gap amount and the first gap threshold. Specifically, the structural parameters of the car window glass guide rail model include, for example, the height, width, stiffness, curvature, cross-sectional shape, and material of the car window glass guide rail model.

[0120] In some alternative implementations, in the above-described... Figure 6 Based on the corresponding embodiment, the door closing collision simulation unit 603 is specifically used to: perform N door closing collision simulations based on the vehicle finite element model and under the preset state of the window glass model.

[0121] N is a positive integer greater than or equal to 1; the preset states of the vehicle window glass model include: closed state, half-open state, and fully open state. For example, in each door closing collision simulation, the analysis is performed on the vehicle door closing at maximum speed from the maximum opening position when the vehicle window glass is in the closed state, half-open state, or open state, to verify the deformation and stress of the glass guide rail, thereby quantifying the deformation of the vehicle window.

[0122] For each door-closing collision simulation based on N door-closing collision simulations, the first displacement curve of the window glass guide rail model and the second displacement curve of the door body model in the door-closing collision simulation are output. Based on the first displacement curve and the second displacement curve, the gap curve corresponding to the door-closing collision simulation is determined.

[0123] The first displacement curve is the displacement curve of the first target point in the whole vehicle coordinate system of the vehicle finite element model. The first target point is located in the window glass guide rail model. The second displacement curve is the displacement curve of the second target point in the whole vehicle coordinate system of the vehicle finite element model. The second target point is located in the door model and corresponds to the position of the first target point.

[0124] For example, the window glass guide rail model is connected to the door model via two side mounting pieces. The lower end of the window glass guide rail model is relatively close to the door model, and it is prone to collision with the door during opening and closing. Therefore, the first target point is defined at the lower end of the window glass guide rail model, preferably the endpoint of the lower end of the door model that is closest to the door model. The second target point can be defined at the endpoint of the door model that is closest to the first target point.

[0125] Based on the gap curves from N door-closing collision simulations, the minimum gap between the first target point and the second target point in the N door-closing collision simulations is determined and used as the first gap quantity.

[0126] The door body and window glass guide rail of a car door usually have a standard gap value. During the closing process, the door body and the window glass guide rail have relative displacement, and the actual gap between them will change. If the actual gap drops to less than the standard gap value during the closing process, abnormal noise will occur when closing the door. Therefore, the minimum gap is taken as the first gap value from the gap curves of different window closing states (i.e., glass fully open, glass half open, glass fully closed) obtained from N door closing collision simulations.

[0127] The device described in the above embodiments can be used to predict and control the performance of vehicle window glass guide rails under multiple operating conditions, propose multiple control indicators, and provide more accurate analysis results of door noise performance. Door noise can be effectively controlled during the data design phase.

[0128] In some alternative implementations, the vehicle window model includes a vehicle window glass guide rail model and a vehicle window glass model; such as Figure 7 As shown, Figure 7 The frame of the window noise detection device in the embodiments of this application. Figure 2 The window rattling detection device 600 also includes:

[0129] The glass lifting simulation unit 701 is specifically used to simulate the lifting of the window glass on the finite element model of the target car door at a set window glass moving speed, and to obtain the second gap between the window glass guide rail model and the window glass model.

[0130] The abnormal noise risk judgment unit 604 is also used to compare the second gap amount with the preset second gap threshold. If the second gap amount is greater than the second gap threshold, it is determined that there is a risk of abnormal noise in the target door.

[0131] The glass lifting simulation unit 701 analyzes the state of the glass moving in the glass guide rail, and the abnormal noise risk judgment unit 604 verifies the deformation and stress of the glass guide rail, so as to further realize the control of abnormal noise of the car door in the data design stage.

[0132] In some optional embodiments, the window glass guide rail model includes a window guide groove model and a window rubber strip model; the glass lifting simulation unit 701 specifically includes:

[0133] Compression curve determination unit 801 is used to obtain the compression curves of multiple target points of the window rubber strip model. The multiple target points of the window rubber strip model are located at different positions.

[0134] The maximum compression amount determination unit 802 determines the maximum compression amount of multiple target points of the window rubber strip model based on the compression amount curves of multiple target points, and uses it as the second gap amount.

[0135] Window sealant strips seal the gap between the window glass and the window track. They are typically made of materials with good elasticity and resistance to compression deformation, such as EPDM rubber, but this is not a specific material. As the window glass moves up and down along the window track, the thickness of the window sealant strip changes with the gap between the glass and the track. If the deformation of the window sealant strip exceeds a preset value during this process, abnormal noises from the door may occur.

[0136] In the above Figure 8 Based on the corresponding embodiment, if the abnormal noise risk judgment unit 604 determines that there is a risk of abnormal noise in the target door window, it outputs the result. The operator can modify the structural parameters of the window glass guide rail model according to the difference between the second gap amount and the second gap threshold.

[0137] The structural parameters of the car window glass guide rail model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the car window glass guide rail, as well as the overlap between the car window glass guide rail model and the car window glass model.

[0138] The aforementioned window noise determination device 600 is used to simulate the movement of the window glass model along the window glass guide rail model based on the finite element model of the target car door, and output the compression curve of the window rubber strip model. Based on the compression curve and the preset second gap threshold, it can determine whether there is a risk of abnormal noise during the raising and lowering of the window glass, and can effectively control door noise during the data design stage.

[0139] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a computer, causes the computer to perform the method provided in the above embodiments.

[0140] This application also provides a server, such as... Figure 9 As shown, the server 900 includes a memory 901, a processor 902, and a computer program 903 stored in the memory 901 and executable on the processor 902. When the processor 902 executes the computer program 903, the server 900 performs the method provided in the above embodiments.

[0141] This application also provides a computer program product, including a computer program that, when run, causes a computer to perform the methods provided in the above embodiments.

[0142] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0143] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0144] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

Claims

1. A method for determining abnormal noises from vehicle windows, characterized in that, include: Establish a geometric model of the target car door, which includes a door body model and a window model; The vehicle window model includes a vehicle window guide rail model and a vehicle window glass model; Based on the geometric model of the target door, a finite element model of the target door is constructed. Based on the finite element model of the target door and the pre-configured body-in-white model, a vehicle finite element model is constructed. Based on the vehicle finite element model, under the preset state of the window glass model, N door closing collision simulations are performed, where N is a positive integer greater than or equal to 1. The preset states of the vehicle window glass model include: closed state, half-open state, and fully open state. Based on each door-closing collision simulation of the N door-closing collision simulations, the first displacement curve of the vehicle window guide rail model and the second displacement curve of the door body model in the door-closing collision simulation are output. A gap curve corresponding to the door-closing collision simulation is determined based on the first and second displacement curves. The first displacement curve is the displacement curve of a first target point in the vehicle coordinate system of the vehicle finite element model, and the first target point is located in the vehicle window guide rail model. The second displacement curve is the displacement curve of a second target point in the vehicle coordinate system of the vehicle finite element model, and the second target point is located in the door body model and corresponds to the position of the first target point. Based on the gap curves of the N door-closing collision simulations, the minimum gap between the first target point and the second target point in the N door-closing collision simulations is determined as the first gap quantity. Based on the first gap amount and the preset first gap threshold, it is determined whether the target car door has a risk of abnormal window noise.

2. The method for determining abnormal noise in vehicle windows as described in claim 1, characterized in that, The door closing collision simulation based on the vehicle finite element model includes: Based on the vehicle finite element model, a door closing collision simulation is performed with a set door opening angle and a set door closing speed; the set door opening angle includes the maximum door opening angle of the target door, and the set door closing speed includes the maximum door closing speed of the target door.

3. The method for determining abnormal noise in vehicle windows as described in claim 1, characterized in that, The method for determining abnormal noise from vehicle windows also includes: Based on the finite element model of the target car door, the window glass is raised and lowered at a set moving speed to simulate the window glass movement and obtain the second gap between the window guide rail model and the window glass model. The second gap amount is compared with the preset second gap threshold. If the second gap amount is greater than the second gap threshold, then it is determined that the target car door has a risk of abnormal window noise.

4. The method for determining abnormal noise in vehicle windows as described in claim 3, characterized in that, The window guide rail model includes a window guide groove model and a window rubber strip model; obtaining the second gap between the window guide rail model and the window glass model includes: The compression curves of multiple target points of the window rubber strip model are obtained, and the positions of the multiple target points of the window rubber strip model are different; Based on the compression curves of multiple target points of the window rubber strip model, the maximum compression of multiple target points of the window rubber strip model is determined as the second gap amount.

5. The method for determining abnormal noise in vehicle windows as described in claim 4, characterized in that, If it is determined that the target car door has a risk of abnormal window noise, the structural parameters of the window guide rail model are modified according to the difference between the second gap amount and the second gap threshold. The structural parameters of the window guide rail model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the window guide rail, as well as the overlap between the window guide rail model and the window glass model.

6. The method for determining abnormal noise from vehicle windows as described in claim 1, characterized in that, The step of determining whether the target car door has a risk of abnormal window noise based on the first gap amount and a preset first gap threshold includes: The first gap amount is compared with the first gap threshold. If the first gap amount is less than the first gap threshold, it is determined that the target car door has a risk of abnormal window noise.

7. The method for determining abnormal noise in a vehicle window as described in claim 6, characterized in that, Also includes: If it is determined that the target car door has a risk of abnormal window noise, the structural parameters of the window guide rail model are modified according to the difference between the first gap amount and the first gap threshold. The structural parameters of the window guide rail model include: the height, width, stiffness, curvature, cross-sectional shape, and material of the window guide rail model.

8. A device for determining abnormal noise in a vehicle window, characterized in that, The device is applied to a server, which is pre-configured with a geometric model of the target car door and a body-in-white model. The geometric model of the target car door includes a door body model and a window model. The window model includes a window guide rail model and a window glass model. The device includes: The finite element model building unit is used to build a finite element model of the target car door based on the geometric model of the target car door, and to build a vehicle finite element model based on the finite element model of the target car door and the body-in-white model. A door-closing collision simulation unit is used to perform N door-closing collision simulations based on the vehicle finite element model and in a preset state of the window glass model, where N is a positive integer greater than or equal to 1. The preset states of the window glass model include: closed state, half-open state, and fully open state. Based on each of the N door-closing collision simulations, the unit outputs a first displacement curve of the window guide rail model and a second displacement curve of the door body model in the corresponding door-closing collision simulation. Based on the first and second displacement curves, a gap curve corresponding to the corresponding door-closing collision simulation is determined. The first displacement curve is the displacement curve of a first target point in the vehicle coordinate system of the vehicle finite element model, where the first target point is located in the window guide rail model. The second displacement curve is the displacement curve of a second target point in the vehicle coordinate system of the vehicle finite element model, where the second target point is located in the door body model and corresponds to the position of the first target point. Based on the gap curves of the N door-closing collision simulations, the minimum gap between the first target point and the second target point in the N door-closing collision simulations is determined as the first gap quantity. The abnormal noise risk judgment unit is used to determine whether the target door has a risk of abnormal noise from the window based on the first gap amount and the preset first gap threshold.

9. The vehicle window noise detection device as described in claim 8, characterized in that, The vehicle window model includes a vehicle window guide rail model and a vehicle window glass model; the device also includes: The glass lifting simulation unit is used to simulate the lifting of the window glass on the target car door model at a set window glass moving speed, based on the finite element model of the target car door, to obtain the second gap between the window guide rail model and the window glass model. The abnormal noise risk judgment unit is also used to compare the second gap amount with the preset second gap threshold. If the second gap amount is greater than the second gap threshold, it is determined that the target door has a risk of abnormal window noise.

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