Vehicle door sealing strip optimization method and device, medium and equipment

Abstract

The invention provides a vehicle door sealing strip optimization method and device, a medium and equipment, and relates to the technical field of automobile manufacturing. Dynamic sealing simulation is carried out by collecting road spectrum data and vehicle body surface sound source data of a target vehicle under various working conditions, and dynamic sealing performance requirements of a vehicle door under various working conditions are identified according to simulation test results of dynamic sealing performance of the target vehicle under different working conditions. And reversely pushing the required compression amount of the vehicle door sealing strip at each sampling point to form a required compression amount curve. And then, converting the required compression amount curve into a corresponding required rigidity curve, and synthesizing the required rigidity curves under various working conditions to obtain the design parameters of the vehicle door sealing strip meeting the multi-working-condition scene. Therefore, the unequal rigidity optimization design of the vehicle door sealing strip is achieved, the dynamic leakage problem of a vehicle door system is fundamentally solved, the dynamic sealing performance requirement of a vehicle door can be met by achieving single-stage sealing, and finally the purpose of reducing noise of a passenger compartment is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile manufacturing, and particularly relates to a method, device, medium and equipment for optimizing a door seal strip. Background Art

[0002] The noise level of the passenger compartment has always been one of the most important performance indicators of an automobile, which reflects the overall NVH (Noise, Vibration, Harshness) performance level of the passenger compartment. In recent years, the noise reduction technology for the passenger compartment generally starts from four aspects: one is the sealing design of the passenger compartment; the second is the optimization of the passenger compartment structure; the third is the development of the acoustic package in the passenger compartment; the fourth is the application of active noise reduction technology. The above four methods can all reduce the noise level of the passenger compartment to a certain extent, but each has its own advantages and disadvantages. Among them, sealing is the foundation, including static sealing and dynamic sealing. Static sealing mainly aims at problems such as functional openings, mouse holes, sheet metal lap joints and cavity partition filling; dynamic sealing mainly refers to the deformation or displacement of the body opening and closing parts (doors, door frames) caused by wind excitation, resulting in seal failure.

[0003] For the noise in the passenger compartment, the quality of dynamic sealing plays a decisive role. However, in the prior art, the noise reduction method for dynamic sealing performance focuses on improving the robustness of the system, and does not fundamentally optimize the design of the seal strip product itself. Secondly, in the prior art when designing the seal strip, the stiffness of the seal strip at all positions is considered to be a fixed value. However, in actual situations, due to the limitations of the assembly process of the door and the body, the compression amounts at different positions of the seal strip are not the same, and the change in the compression amount will seriously affect the stiffness of the seal strip, resulting in poor overall dynamic sealing performance of the door. Summary of the Invention

[0004] The present application provides a method, device, medium and equipment for optimizing a door seal strip. By combining the dynamic response characteristics of the passenger compartment and the door under various typical working conditions and the requirements for dynamic sealing performance, unequal stiffness optimization design is carried out on the door seal strip to improve the sealing performance of the vehicle.

[0005] The first aspect of the embodiment of the present application provides a method for optimizing a door seal strip, and the method includes:

[0006] Based on the simulation test results of the target vehicle under different working conditions, obtain the simulation relative displacement data between the door and the door frame under each working condition, and the simulation relative displacement data includes the simulation relative displacement values at multiple sampling points arranged along the door seal strip;

[0007] For any working condition, based on the above simulation relative displacement data, determine the required compression amount curve of the door seal strip, and convert the required compression amount curve into the corresponding required stiffness curve;

[0008] Based on the above demand stiffness curves under various working conditions, obtain the comprehensive demand stiffness curve of the above door seal strip;

[0009] Optimize the above door seal strip based on the comprehensive demand stiffness curve of the above door seal strip.

[0010] Optionally, the step of determining the required compression amount curve of the above door seal strip based on the above simulation relative displacement data includes:

[0011] According to the simulation relative displacement values of multiple above sampling points, determine all the first sampling points and all the second sampling points among the multiple above sampling points; the above first sampling points represent the sampling points where dynamic seal leakage occurs; the above second sampling points represent the sampling points where dynamic seal leakage does not occur;

[0012] For any one of the above first sampling points, correct the simulation relative displacement value of the above first sampling point based on the compensation coefficient corresponding to the above first sampling point to obtain the target relative displacement value of the above first sampling point;

[0013] Determine the required compression amount curve of the above door seal strip based on the target relative displacement values of all the above first sampling points and the simulation relative displacement values of all the above second sampling points.

[0014] Optionally, the step of determining the first sampling points and the second sampling points according to the simulation relative displacement values of multiple above sampling points includes:

[0015] Obtain the designed gap between the door and the door frame and the initial effective compression amounts of the above door seal strip at multiple above sampling points;

[0016] When the simulation relative displacement value corresponding to the above sampling point is greater than the sum of the above designed gap and the above initial effective compression amount, determine the above sampling point as the above first sampling point; otherwise, determine the above sampling point as the above second sampling point.

[0017] Optionally, the step of determining the required compression amount curve of the above door seal strip based on the target relative displacement values of all the above first sampling points and the simulation relative displacement values of all the above second sampling points includes:

[0018] For any one of the above first sampling points, determine the target required compression amount corresponding to the above first sampling point based on the target relative displacement value of the above first sampling point and the above designed gap;

[0019] For any one of the above second sampling points, determine the target required compression amount corresponding to the above second sampling point based on the simulation relative displacement value of the above second sampling point and the above designed gap;

[0020] Based on the target demand compression amounts corresponding to each of the above-mentioned first sampling points and second sampling points, a demand compression amount curve of the door seal strip is obtained.

[0021] Optionally, the above simulation test results are obtained through the following steps: Based on the road spectrum data and the body surface sound source data of the target vehicle under the above working conditions, using the simulation model corresponding to the target vehicle to test the dynamic sealing performance of the target vehicle, and obtaining the simulation test results of the target vehicle under the above working conditions;

[0022] The step of determining the target demand compression amount corresponding to the first sampling point based on the target relative displacement value of the first sampling point and the design gap includes:

[0023] Based on the target relative displacement value of the first sampling point and the design gap, determine the test demand compression amount corresponding to the first sampling point;

[0024] Adjust the simulation model according to the test demand compression amount corresponding to the first sampling point, and re-perform the dynamic sealing performance test to obtain the new simulation relative displacement value of the first sampling point;

[0025] When the new simulation relative displacement value of the first sampling point meets the preset conditions, determine the test demand compression amount at this time as the target demand compression amount of the first sampling point.

[0026] Optionally, after the step of obtaining the comprehensive demand stiffness curve of the door seal strip based on the demand stiffness curves under each working condition to optimize the door seal strip, it further includes:

[0027] Construct a statistical energy analysis model corresponding to the target vehicle, and use the statistical energy analysis model to evaluate the noise of the optimized door seal strip;

[0028] According to the evaluation result, determine whether the optimized door seal strip meets the dynamic sealing requirements.

[0029] Optionally, the step of using the statistical energy analysis model to evaluate the noise of the optimized door seal strip includes:

[0030] Load any working condition into the statistical energy analysis model, and detect the first ear-side noise value of the driver;

[0031] Calculate the first leakage amount corresponding to the optimized door seal strip before optimization at the first sampling point under the above working condition, and load the first leakage amount and the above working condition into the statistical energy analysis model to detect the second ear-side noise value of the driver, where the first sampling point represents the sampling point where dynamic seal leakage occurs;

[0032] Calculate the second leakage amount corresponding to the first sampling point of the optimized door seal strip under the above working conditions, and load the second leakage amount and the above working conditions into the above statistical energy analysis model to detect the third ear side noise value of the driver;

[0033] Calculate the first difference between the second ear side noise value and the first ear side noise value, and the second difference between the third ear side noise value and the first ear side noise value;

[0034] Evaluate whether the optimized door seal strip meets the noise reduction standard under the above working conditions by comparing the first difference with the second difference.

[0035] Based on the same inventive concept, the second aspect of the embodiment of the present application provides a door seal strip optimization device, and the above device includes:

[0036] A simulation test module, configured to obtain the simulation relative displacement data between the door and the door frame under each working condition based on the simulation test results of the target vehicle under different working conditions, and the above simulation relative displacement data includes the simulation relative displacement values at multiple sampling points arranged along the door seal strip;

[0037] A demand determination module, configured to determine the required compression amount curve of the above door seal strip based on the above simulation relative displacement data for any working condition, and convert the above required compression amount curve into a corresponding required stiffness curve;

[0038] A demand integration module, configured to obtain the comprehensive required stiffness curve of the above door seal strip based on the above required stiffness curves under each working condition;

[0039] An optimization module, configured to optimize the above door seal strip based on the comprehensive required stiffness curve of the above door seal strip.

[0040] Based on the same inventive concept, the third aspect of the embodiment of the present application provides a storage medium, and the above storage medium stores machine-executable instructions, and when the above machine-executable instructions are executed by a processor, the door seal strip optimization method proposed in the first aspect of the present application is implemented.

[0041] Based on the same inventive concept, the fourth aspect of the embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, and when the above processor executes, the door seal strip optimization method proposed in the first aspect of the present application is implemented.

[0042] Compared with the prior art, the present application has the following advantages:

[0043] An optimized method for a door seal strip provided by an embodiment of the present application obtains simulation relative displacement data between a door and a door frame under each working condition through simulation test results of a target vehicle under different working conditions. Among them, the simulation relative displacement data includes simulation relative displacement values at multiple sampling points arranged along the door seal strip. For any working condition, based on the simulation relative displacement data, a required compression amount curve of the door seal strip is determined, and the required compression amount curve is converted into a corresponding required stiffness curve. Based on the required stiffness curves under each working condition, a comprehensive required stiffness curve of the door seal strip is obtained to optimize the door seal strip. According to the simulation test results of the dynamic sealing performance of the target vehicle under different working conditions, the embodiment of the present application identifies the dynamic sealing performance requirements of the door under each working condition, and inversely deduces the required compression amount of the door seal strip at each sampling point to form a required compression amount curve. Then, the required compression amount curve is converted into a corresponding required stiffness curve, and the required stiffness curves under each working condition are integrated to obtain the design parameters of the door seal strip that meet the multi-working condition scenario. Therefore, the unequal stiffness optimized design of the door seal strip is realized, the dynamic leakage problem of the door system is fundamentally solved, the dynamic sealing performance requirements of the door can be met by single-stage sealing, and finally the purpose of reducing the noise in the passenger compartment is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 is a flowchart of an optimized method for a door seal strip proposed in an embodiment of the present application;

[0045] Figure 2 is the simulation result of the dynamic sealing response characteristics between the door and the door frame in an embodiment of the present application;

[0046] FIG. 3(a) is the stiffness curve of an equal-stiffness door seal strip in an embodiment of the present application;

[0047] FIG. 3(b) is the stiffness curve of the designed unequal-stiffness door seal strip in an embodiment of the present application;

[0048] Figure 4 is a flowchart of an optimized method for a door seal strip proposed in another embodiment of the present application;

[0049] Figure 5 is a schematic diagram of performing dynamic sealing detection in an embodiment of the present application;

[0050] Figure 6 is a schematic structural diagram of an optimized device for a door seal strip proposed in an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0051] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0052] The leakage noise caused by the body seal in the development of vehicle wind noise is a key factor affecting the wind noise inside the car. In the medium and high frequency bands, the impact on the noise inside the car is greater than the shape noise, which directly determines the level of wind noise of the whole vehicle. The body seal is divided into static seal and dynamic seal. Static seal is mainly for functional openings, mouse holes, sheet metal overlap and cavity partition filling. Dynamic seal mainly refers to the deformation or displacement of the body opening and closing parts (doors, door frames) caused by wind excitation, resulting in sealing failure. The aerodynamic noise caused by dynamic seal is usually much larger than that of static seal. It is the main noise source of leakage noise and the main path for external noise to enter the car. The use of sealing strips is an important measure to improve the overall sound insulation performance of the car body, which can effectively suppress the entry of air noise into the car.

[0053] The traditional door sealing system gradually achieves dynamic sealing performance requirements through multi-stage sealing. The biggest drawback of this solution to the dynamic sealing problem is waste and increased process difficulty, because the traditional sealing strip design does not fully consider the dynamic response characteristics of the passenger compartment and the door under typical working conditions, nor does it design the sealing strip according to the different dynamic sealing performance of different parts. The sealing performance can only be gradually improved by adding sealing levels. For single-stage sealing, sealing strips with equal stiffness and equal cross-section cannot meet the variable sealing stiffness performance requirements. Either the sealing strip stiffness is too large, resulting in obstacles to closing the door and poor closing sound quality, or the sealing strip stiffness is too small, resulting in local loose sealing and unqualified dynamic sealing.

[0054] In view of this, the present application provides a method for optimizing a vehicle door sealing strip. First, the dynamic sealing performance of the vehicle door under various typical working conditions is evaluated. Then, a sealing strip with unequal stiffness and variable cross-section is designed based on the dynamic response characteristics of the passenger compartment and the door under various typical working conditions and the dynamic sealing performance requirements of the door. This fundamentally solves the dynamic leakage problem of the door system, and achieves single-stage sealing to meet the dynamic sealing performance requirements of the door, thereby ultimately achieving the purpose of reducing the noise in the passenger compartment.

[0055] Please refer to Figure 1 , Figure 1 1 is a flow chart of a method for optimizing a vehicle door sealing strip proposed in one embodiment of the present application. Figure 1 As shown, the method comprises the following steps:

[0056] Step S101: Based on the simulation test results of the target vehicle under different working conditions, obtain the simulation relative displacement data between the vehicle door and the door frame under each working condition. The above simulation relative displacement data includes the simulation relative displacement values at multiple sampling points arranged along the vehicle door seal strip.

[0057] In this embodiment, the simulation test results of the target vehicle under different working conditions are the test results obtained by conducting dynamic sealing performance tests on the target vehicle under different working conditions. Among them, the dynamic sealing performance of the vehicle refers to the sealing performance of the vehicle during driving. When the vehicle is in a driving state, negative pressure will appear in some local areas of the vehicle body surface, which will push components such as the vehicle door and the door frame to deform outward. When the resilience of the vehicle door seal strip is insufficient, gaps will be generated between the vehicle door and the vehicle body door frame, that is, leakage will occur at some position points between the vehicle door and the door frame, resulting in a decrease in the vehicle door sealing performance. At the same time, the vibration of the vehicle body during high-speed driving will also cause the deformation of the vehicle door, resulting in changes in the sealing performance and leakage at some position points.

[0058] It is easy to understand that the quality of the dynamic sealing performance of the vehicle has a greater impact on the overall vehicle sealing performance and noise level compared to the quality of the static sealing performance. Therefore, if the vehicle door seal strip is optimized only from the perspective of static sealing, the problem of vehicle sealing leakage can never be fundamentally solved. In view of the fact that the dynamic sealing situation of the vehicle during driving is completely different from the static sealing situation during the stationary state, this application conducts dynamic sealing tests on the vehicle to determine the dynamic sealing performance requirements that the vehicle door seal strip needs to meet, so as to design a seal strip with better and more effective sealing performance.

[0059] In this embodiment, the dynamic sealing performance of the vehicle is mainly tested in the following way:

[0060] First, collect the road spectrum data and the vehicle body surface sound source data of the target vehicle under different working conditions.

[0061] Among them, the working condition refers to the actual driving environment of the target vehicle. For example, driving on a highway, driving on a bumpy road, driving on a road with many curves, etc. The road spectrum data reflects the operating characteristics of the target vehicle when driving under specific working conditions. The collected road spectrum data mainly includes road surface information and vehicle state information. Exemplarily, the road surface information can include information such as road grade, route length, road surface flatness, etc., and the vehicle state information can include information such as the speed, acceleration, steering condition, braking condition, etc. of the target vehicle during driving. The collected vehicle body surface sound source data refers to the noise data generated by the vehicle body of the target vehicle under external excitation during driving, mainly from wind excitation and tire excitation. And at least 3 groups of data are collected for each working condition to exclude the influence of some accidental factors on the dynamic sealing performance test and ensure the accuracy of the test.

[0062] Then, a simulation model corresponding to the target vehicle is constructed, and simulation tests are carried out based on the road spectrum data and the body surface sound source data of the target vehicle under different working conditions to obtain the simulation test results.

[0063] In this embodiment, the simulation test results mainly include the simulation relative displacement data between the door and the doorframe under each working condition. Specifically, for the target vehicle, a finite element simulation model can be constructed to respectively test the dynamic response of the target vehicle under different working conditions. During the test, the road spectrum data and the body surface sound source data of the target vehicle collected under a certain working condition are used as the excitation input, and the dynamic response characteristics of the door and the passenger compartment under this working condition are simulated and solved, and at the same time, the simulation relative displacement data between the door and the doorframe under this working condition are obtained, that is, the simulation relative displacement values at multiple sampling points arranged along the door seal strip. Among them, the simulation relative displacement value of the sampling point refers to the dynamic relative displacement generated between the door and the doorframe at the position of this sampling point under the condition of this excitation input. It is easy to understand that if the simulation relative displacement value between the door and the doorframe at a sampling point is too large and the rebound ability of the door seal strip is not enough to make up for this displacement, leakage will occur at this sampling point, resulting in an increase in the noise of the passenger compartment.

[0064] As Figure 2 shown, Figure 2 shows the simulation results of the dynamic sealing response characteristics between the door and the doorframe of the target vehicle under a certain working condition. Figure 2 In it, the position points represented by the circle symbols represent the sampling points that did not have dynamic leakage in this dynamic sealing test, the position points represented by the triangle symbols represent the sampling points that had dynamic leakage in this dynamic sealing test, and the position points represented by the square symbols represent the sampling points that were in the critical situation of leakage in this dynamic sealing test. From Figure 2 it can be seen that in the dynamic sealing test, generally, leakage is more likely to occur at the upper middle position on the openable side of the door between the door and the doorframe.

[0065] Step S102: For any working condition, based on the above simulation relative displacement data, determine the required compression amount curve of the above door seal strip, and convert the required compression amount curve into the corresponding required stiffness curve.

[0066] In this embodiment, the simulation relative displacement values at multiple sampling points between the door and the doorframe under each working condition obtained by simulating according to the above step S101 indicate the actual possible door deformation conditions of the target vehicle under this working condition. If it is required that the door can still maintain dynamic sealing without leakage under this kind of deformation, then the rebound amount of the door seal strip at each sampling point needs to be able to make up for the simulation relative displacement value corresponding to this sampling point.

[0067] During the dynamic sealing simulation process, the resilience of the door seal can be quantified by the effective sealing compression. The greater the effective sealing compression of the door seal, the better the resilience, and the less likely it is to leak. Therefore, the simulated relative displacement values of the door and the door frame at multiple sampling points under each working condition can be used as the minimum dynamic sealing requirements that the door seal needs to meet at that sampling point. Based on this requirement, the effective sealing compression of the door seal at that sampling point can be calculated inversely, and the required compression at each sampling point can be obtained, forming the required compression curve of the door seal under this working condition. Then, based on the conversion relationship between the compression and stiffness of the door seal, the required compression curve can be converted into the corresponding required stiffness curve, and the stiffness parameters of the door seal at each sampling point under this working condition can be obtained. The door seal designed based on this stiffness parameter can meet the dynamic sealing requirements under this working condition, ensuring that the target vehicle does not have dynamic sealing leakage.

[0068] Step S103: Based on the above-mentioned required stiffness curves under each working condition, obtain the comprehensive required stiffness curve of the above-mentioned door seal.

[0069] Step S104: Optimize the above-mentioned door seal based on the comprehensive required stiffness curve of the above-mentioned door seal.

[0070] In this embodiment, through dynamic sealing simulation tests, the required stiffness curves of the target vehicle under each working condition can be obtained respectively. The door seal designed based on the stiffness parameters corresponding to each sampling point in the required stiffness curve is a variable-stiffness door seal. Compared with the constant-stiffness door seal in the prior art, its dynamic sealing performance is better and more effective.

[0071] Please refer to FIGS. 3(a) and 3(b). Suppose there are 76 sampling points. The abscissa represents the sampling point number, and the ordinate represents the stiffness corresponding to the sampling point. The stiffness curve of the constant-stiffness door seal designed by the prior art is shown in FIG. 3(a), and the stiffness curve of the variable-stiffness door seal designed to meet Condition A through dynamic sealing performance tests in this application is shown in FIG. 3(b). Among them, a certain working condition is named Condition A, and Condition A can be a test scenario where the target vehicle travels 150 kilometers on the highway at a speed of 80-100 kilometers per hour. As can be seen from FIG. 3(b), to meet the dynamic sealing requirements under Condition A, for the sampling points where leakage occurs in the simulation test, the stiffness of the seal at that position is adjusted. By increasing the stiffness of the seal at that sampling point, the effective sealing compression at that sampling point is increased, thereby enhancing its resilience to avoid dynamic sealing leakage.

[0072] In addition, by combining the demand stiffness curves under various working conditions, a comprehensive demand stiffness curve of the door seal can be obtained. It is easy to understand that the door seal designed based on the comprehensive stiffness parameters corresponding to each sampling point in the comprehensive demand stiffness curve can simultaneously meet the dynamic sealing requirements under multiple working conditions, thereby improving the effectiveness of the door seal and making the actual applicable range of the door seal wider.

[0073] In the embodiment of the present application, according to the simulation test results of the dynamic sealing performance of the target vehicle under different working conditions, the dynamic sealing performance requirements of the door under each working condition are identified, and the required compression amount of the door seal at each sampling point is deduced therefrom to form a required compression amount curve. Then, the required compression amount curve is converted into a corresponding required stiffness curve, and the required stiffness curves under various working conditions are synthesized to obtain the design parameters of the door seal that meet the multi-working condition scenario. Thereby, the unequal stiffness optimization design of the door seal is realized, the sealing performance of the vehicle under static and dynamic sealing is improved, and the noise in the passenger compartment is reduced.

[0074] Please refer to Figure 4 , Figure 4 which is a flowchart of an optimization method for a door seal proposed in another embodiment of the present application. As Figure 4 shown, the method includes the following steps:

[0075] Step S201: Perform a static seal detection on the target vehicle.

[0076] In this embodiment, the vehicle with a large amount of noise in the passenger compartment subjectively reported by the customer is used as the target vehicle, and a static seal detection is performed on the target vehicle to measure parameters such as the original stiffness and effective compression amount of the door seal to determine whether the door seal meets the basic static seal requirements. For example, the sealing performance requirement of the whole vehicle is that the time for the pressure difference between the inside and outside of the vehicle to drop from 3600 Pa to 1350 Pa is greater than 18 s, and the pressure difference between the inside and outside of the vehicle body structure to drop from 3600 Pa to 1350 Pa must be greater than 36 s, etc. If the door seal cannot even meet the basic static seal requirements, there is no need to perform subsequent dynamic seal tests because there is no comparability even if tested. In this case, it is more important to optimize the door seal from the aspect of static seal. And when it is determined that the door seal meets the basic static seal requirements, since the leakage situations of static seal and dynamic seal are completely different, it is necessary to further perform step S202 to perform a dynamic seal test on the target vehicle to optimize the design of the door seal from the perspective of dynamic seal.

[0077] Step S202: Collect the road spectrum data and the body surface sound source data of the target vehicle under different working conditions, and perform a dynamic seal simulation test.

[0078] In this embodiment, for the specific data acquisition and simulation test process, please refer to the above embodiments, which will not be elaborated here. Through the simulation test, the simulation relative displacement data between the car door and the door frame under each working condition can be obtained, that is, the simulation relative displacement values at multiple sampling points arranged along the car door seal strip.

[0079] Step S203: Determine the required compression amount curve of the car door seal strip under the corresponding working condition according to the simulation relative displacement values of each sampling point under each working condition.

[0080] Specifically, this step mainly includes:

[0081] Step S203-1: Determine all the first sampling points and all the second sampling points among the multiple above-mentioned sampling points according to the simulation relative displacement values of the multiple above-mentioned sampling points; the above-mentioned first sampling points represent the sampling points where dynamic seal leakage occurs; the above-mentioned second sampling points represent the sampling points where dynamic seal leakage does not occur.

[0082] In this embodiment, under any working condition, it is possible to judge whether a sampling point leaks according to the designed gap between the car door and the door frame, the initial effective compression amount of the car door seal strip, and the simulation relative displacement values of the car door seal strip at each sampling point, and optimize the sampling points where leakage occurs.

[0083] Exemplarily, the step of determining the first sampling point and the second sampling point according to the simulation relative displacement values of the multiple above-mentioned sampling points includes: obtaining the designed gap between the car door and the door frame and the initial effective compression amount of the above-mentioned car door seal strip at the multiple above-mentioned sampling points; when the simulation relative displacement value corresponding to the above-mentioned sampling point is greater than the sum of the above-mentioned designed gap and the above-mentioned initial effective compression amount, determining the above-mentioned sampling point as the above-mentioned first sampling point, otherwise, determining the above-mentioned sampling point as the above-mentioned second sampling point.

[0084] Please refer to Figure 5 , in the dynamic seal test, assuming that the body position remains unchanged, the car door may deform inward or outward relative to the body, and when the car door deforms outward, dynamic leakage may occur. Exemplarily, assume that the designed gap between the car door and the door frame is A, and the effective compression amount of the car door seal strip at sampling point j is B j , and in the dynamic seal test, the simulation relative displacement value between the car door and the door frame corresponding to sampling point j is ΔS.

[0085] As Figure 5 shown, for sampling point j, when the car door is at the "0" position, it means that the car door is in a stationary state of normal closing. At this time, the car door seal strip is in a compressed state and just fills the designed gap A between the car door and the door frame, and no leakage will occur. When the car door changes from the "0" position to the "1" position, it means that the car door deforms inward. At this time, the simulation relative displacement value between the car door and the body is ΔS1 The inward compression of the door seal is recorded as negative, i.e., -B j . At this time, ΔS 1 = A + (-B j ), and there will be no leakage. When the door changes from the "0" position to the "2" position, it means the door deforms outward. At this time, the simulated relative displacement value between the door and the vehicle body is ΔS 2 . The outward rebound compression of the door seal is recorded as positive, i.e., +B j . If ΔS 2 = A + B j , it means that during this process, the door seal rebounds and expands outward, compensating for the simulated relative displacement value ΔS 2 between the door and the door frame, and there will be no leakage. When the door changes from the "0" position to the "3" position, the simulated relative displacement value between the door and the vehicle body is ΔS 3 . At this time, if ΔS 3 > A + B j , it means that during this process, the rebound ability of the door seal is not sufficient to compensate for the simulated relative displacement value ΔS 3 between the door and the door frame, and leakage will occur at this time.

[0086] Thus, for each sampling point, it can be judged whether dynamic seal leakage occurs at this sampling point in the following way:

[0087] ΔS > A + B j (j = 1, 2, …, n)

[0088] A = (A 1 + A 2 + A 3 ) / 3

[0089] Among them, n represents the number of sampling points. The designed gap A between the door and the door frame can be obtained by averaging the designed gaps at multiple sampling points j. For example, in this implementation, 3 sampling points are selected to calculate the designed gap. If the simulated relative displacement value ΔS between the door and the door frame at the sampling point j is greater than the sum of the initial effective compression at the sampling point j of the original door seal and the designed gap A, it is considered that dynamic seal leakage occurs at the sampling point j, and it is determined as the first sampling point. Otherwise, dynamic seal leakage does not occur at the sampling point j, and it is determined as the second sampling point.

[0090] Step S203-2: For any one of the above first sampling points, based on the compensation coefficient corresponding to the above first sampling point, correct the simulated relative displacement value of the above first sampling point to obtain the target relative displacement value of the above first sampling point.

[0091] Step S203-3: Determine the required compression amount curve of the door seal based on the target relative displacement values of all the above first sampling points and the simulated relative displacement values of all the above second sampling points.

[0092] Under the test conditions, the simulated relative displacement value ΔS between the door and the door frame at the sampling point j in this condition can be used as the minimum dynamic sealing requirement that the door seal needs to meet at the sampling point j, and the required effective sealing compression amount requirement, that is, the required compression amount B', of the door seal at the sampling point j can be inversely calculated according to the above leakage judgment formula, as follows: j , as follows:

[0093] B′ j ≥|ΔS - A|

[0094] It is easy to understand that if the effective sealing compression amount B' of the door seal at the sampling point j j is greater than or equal to the difference between the simulated relative displacement value ΔS between the door and the door frame at the sampling point j and the design clearance A, it means that the resilience of the door seal can compensate for the displacement difference caused by the outward deformation of the door, and leakage will not occur at the sampling point j.

[0095] However, considering that the greater the compression amount of the door seal, the greater the transmission loss. Due to its own structural reasons, there is a large difference in stiffness distribution in the door, while the stiffness difference of the door frame is not obvious. In the dynamic sealing simulation test, the dynamic sealing response characteristics between the passenger compartment and the door are closely related to the structural stiffness of the door. However, the traditional equal-stiffness design of the seal obviously ignores the influence of the uneven stiffness distribution of the door, and the equal-stiffness seal design cannot meet the dynamic sealing performance requirements. Therefore, in order to eliminate the influence of the uneven stiffness distribution of the door on the dynamic sealing performance, this application introduces a compensation coefficient for the uneven door stiffness, referred to as the compensation coefficient, to correct the simulated relative displacement value ΔS of the above-mentioned first sampling points where leakage occurs, obtain the target relative displacement value corresponding to the sampling point j, and then optimize the required compression amount B' of the sampling point j. Specifically, the optimization formula for the required compression amount B' is as follows: j The optimization of the required compression amount B' j is as follows:

[0096] B' j ≥|ΔS j (1 - k 1j ) - A| (j = 1, 2, 3..., n)

[0097]

[0098] where k 1j is the compensation coefficient for the uneven door stiffness, k s is the upper corner stiffness value of the door, k x is the lower corner stiffness value of the door, L is the height of the door seal, hj is the height of the sampling point j.

[0099] In this embodiment, the upper corner stiffness value k of the vehicle door s is the maximum value of the vehicle door stiffness, and the lower corner stiffness value k of the vehicle door x is the minimum value of the vehicle door stiffness. By dispersing the non-uniformity of the vehicle door stiffness to the sampling points at different heights, the compensation coefficient corresponding to each sampling point where leakage occurs is obtained to characterize the non-uniformity degree of the vehicle door stiffness at this sampling point, and the simulation relative displacement value of this sampling point is corrected according to it, so as to realize the optimization of the required compression amount B' j of this sampling point, and obtain the target required compression amount, thereby improving the accuracy and effectiveness of the vehicle door seal design.

[0100] Optionally, the step of determining the target required compression amount corresponding to the first sampling point based on the target relative displacement value of the first sampling point and the design gap specifically includes: determining the test required compression amount corresponding to the first sampling point based on the target relative displacement value of the first sampling point and the design gap; adjusting the simulation model according to the test required compression amount corresponding to the first sampling point, and re-performing the dynamic sealing performance test to obtain the new simulation relative displacement value of the first sampling point; when the new simulation relative displacement value of the first sampling point meets the preset conditions, determining the test required compression amount at this time as the target required compression amount of the first sampling point.

[0101] In this embodiment, for each first sampling point where leakage occurs, after performing dynamic simulation testing on the original vehicle door seal and calculating the required compression amount of this sampling point through the target relative displacement value, in order to ensure the effectiveness of this design value, this required compression amount can be used as the test required compression amount, and the simulation model is adjusted according to the test required compression amount, and the dynamic sealing test is re-performed (modifying the effective compression amount of the original vehicle door seal to the designed test required compression amount and re-performing the test) to detect whether this design value can actually meet the dynamic sealing performance requirements under the original test conditions. If the first designed test required compression amount still cannot meet the dynamic sealing performance requirements, then the test required compression amount is further increased according to the above correction formula and the test continues. Repeat this several times until ΔS ≤ A + B j , when the relative displacement value ΔS between the vehicle door and the door frame at the sampling point j satisfies this preset condition, it means that the sampling point j where leakage originally occurred no longer leaks, then the test required compression amount at this time is determined as the target required compression amount of the sampling point j. Thus, it is ensured that the vehicle door seal designed according to this target required compression amount has actual effectiveness and avoids the influence of simulation errors on the accuracy of the vehicle door seal design.

[0102] After that, based on the target relative displacement values of all the above-mentioned first sampling points and the simulated relative displacement values of all the above-mentioned second sampling points, the required compression amount curve of the vehicle door sealing strip can be determined. Specifically, this step mainly includes: for any one of the above-mentioned first sampling points, based on the target relative displacement value of the first sampling point and the designed clearance, determining the required compression amount corresponding to the first sampling point; for any one of the above-mentioned second sampling points, based on the simulated relative displacement value of the second sampling point and the designed clearance, determining the required compression amount corresponding to the second sampling point; based on the required compression amounts corresponding to each of the above-mentioned first sampling points and second sampling points, obtaining the required compression amount curve of the vehicle door sealing strip.

[0103] In this embodiment, for the second sampling points that do not leak in the dynamic sealing simulation test, it is considered that they have met the dynamic sealing performance requirements under the corresponding test conditions, and there is no need to adjust their initial effective compression amounts. The initial effective compression amount is directly used as the required compression amount of the sampling point. Only for the first sampling points that leak, it is necessary to adjust and optimize their initial effective compression amounts through the above method to obtain the required compression amount after the improved design. Thus, based on the required compression amounts finally corresponding to the two types of sampling points respectively, the required compression amount curve of the optimized vehicle door sealing strip is formed.

[0104] Step S204: Convert the required compression amount curves under multiple working conditions into corresponding required stiffness curves and merge them to obtain the comprehensive required stiffness curve of the vehicle door sealing strip, so as to optimize the vehicle door sealing strip.

[0105] In this embodiment, based on the conversion relationship between the compression amount and stiffness of the vehicle door sealing strip, the required compression amount curve can be converted into the corresponding required stiffness curve, so that the designed stiffness parameters of the vehicle door sealing strip at each sampling point under the corresponding test conditions, that is, the required stiffness curve, can be obtained, realizing the non-uniform stiffness design of the vehicle door sealing strip. At the same time, by merging the required stiffness curves under various working conditions, the comprehensive required stiffness curve is obtained to simultaneously meet the dynamic sealing requirements under multiple working conditions, thereby expanding the actual applicable range of the vehicle door sealing strip.

[0106] Step S205: Based on the optimized vehicle door sealing strip, conduct a noise assessment on the target vehicle under dynamic sealing.

[0107] In this embodiment, in order to actually test the optimized performance of the vehicle door sealing strip designed according to the above method, the noise assessment of the target vehicle under dynamic sealing can be carried out in the following way:

[0108] A statistical energy analysis model corresponding to the target vehicle is constructed, and the noise of the optimized door sealing strip is evaluated using the statistical energy analysis model; based on the evaluation result, it is determined whether the optimized door sealing strip meets the dynamic sealing requirement.

[0109] In this embodiment, a statistical energy analysis model (SEA model) is constructed to detect, compare and analyze the passenger compartment noise before and after the door sealing strip is optimized under various working conditions to determine whether the optimized unequal stiffness door sealing strip meets the dynamic sealing requirements.

[0110] Specifically, the analysis process mainly includes: loading any working condition into the above-mentioned statistical energy analysis model, and detecting and obtaining a first ear noise value of the driver; calculating a first leakage amount corresponding to the first sampling point of the above-mentioned door sealing strip before optimization under the above-mentioned working condition, and loading the above-mentioned first leakage amount and the above-mentioned working condition into the above-mentioned statistical energy analysis model, and detecting and obtaining a second ear noise value of the driver, wherein the above-mentioned first sampling point represents a sampling point where a dynamic sealing leakage occurs; calculating a second leakage amount corresponding to the above-mentioned door sealing strip at the above-mentioned first sampling point after optimization under the above-mentioned working condition, and loading the above-mentioned second leakage amount and the above-mentioned working condition into the above-mentioned statistical energy analysis model, and detecting and obtaining a third ear noise value of the driver; calculating a first difference between the above-mentioned second ear noise value and the above-mentioned first ear noise value, and a second difference between the above-mentioned third ear noise value and the above-mentioned first ear noise value; and evaluating whether the optimized door sealing strip meets the noise reduction standard under the above-mentioned working condition by comparing the above-mentioned first difference with the above-mentioned second difference.

[0111] In this embodiment, the noise reduction level of the designed sealing strips with different stiffness needs to be evaluated in different working conditions. Under any working condition, the vehicle noise under the working condition is detected by the statistical energy analysis model, and the driver's ear noise value at this time is recorded to obtain the first ear noise value R 0 Then, the first leakage amount corresponding to the first sampling point (the sampling point where dynamic sealing leakage occurs) of the original door sealing strip with equal stiffness under this working condition is calculated, and on this basis, the driver's ear noise value under the first leakage amount is detected using the statistical energy analysis model to obtain the second ear noise value R 1 At the same time, the second leakage corresponding to the first sampling point when the designed unequal stiffness door sealing strip is subjected to dynamic sealing test under this working condition is calculated, and on this basis, the statistical energy analysis model is used to detect the driver's ear noise value under the second leakage, that is, the third ear noise value R 2 After that, R 1 and R 2 R 0 By making a difference, we can obtain the absolute values ​​of noise changes Δ1 and Δ2 before and after the door seal is optimized under this working condition, namely:

[0112] Δ1=R 1 -R 0 , Δ2=R 2 -R 0

[0113] If Δ1>Δ2, the evaluation result is: the above-mentioned door sealing strip meets the noise reduction standard under the above-mentioned working condition, and it is considered that the optimized door sealing strip meets the dynamic sealing requirements under the working condition. Otherwise, the noise reduction standard is not met, and it is considered that the optimized door sealing strip does not meet the dynamic sealing requirements under the working condition.

[0114] In this embodiment, different noise reduction standards can be set for different working conditions, and when it is detected that the optimized door sealing strip meets the noise reduction standards corresponding to each working condition, it is determined that the door sealing strip meets the dynamic sealing requirements. This means that the unequal stiffness door sealing strip designed by the method of this application can improve the dynamic sealing performance of the target vehicle and effectively reduce the noise level of the passenger compartment.

[0115] In addition, based on the above noise evaluation, for any first sampling point, the absolute values ​​of the noise change Δ1 and Δ2 before and after the door seal strip is optimized under the working condition can be further subtracted to obtain the noise contribution of the first sampling point, which characterizes the degree of influence of the first sampling point on the noise of the whole vehicle. Therefore, according to the noise contribution of each first sampling point, the degree of influence of each first sampling point on the noise of the whole vehicle can be understood. Therefore, when designing the door seal strip, the first sampling point that has a greater influence on the noise of the whole vehicle, in principle, the required compression amount or the required stiffness value of the sampling point should also be designed to be larger, so as to avoid leakage at the sampling point and cause larger noise. For the first sampling point that has a smaller influence on the noise of the whole vehicle, in principle, the required compression amount or the required stiffness value of the sampling point can be designed to be smaller.

[0116] Based on this rule, the rationality of the designed unequal stiffness door seal can be checked. For example, if the required stiffness value of a sampling point that has a greater impact on the noise of the whole vehicle is smaller than the required stiffness value of other sampling points that have a smaller impact on the noise of the whole vehicle, it means that the design is unreasonable and should be redesigned. Therefore, in this way, the rationality of the designed unequal stiffness door seal can be intuitively checked to ensure the effectiveness of the design.

[0117] Based on the same inventive concept, the second aspect of the embodiment of the present application provides a door sealing strip optimization device. Figure 6 , Figure 6 : is a schematic diagram of the structure of a door sealing strip optimization device proposed in an embodiment of the present application, comprising:

[0118] A simulation test module, which is used to obtain the simulated relative displacement data between the vehicle door and the door frame under various working conditions based on the simulation test results of the target vehicle under different working conditions. The above simulated relative displacement data includes the simulated relative displacement values at multiple sampling points arranged along the vehicle door seal strip;

[0119] A demand determination module, which is used to determine the required compression amount curve of the above vehicle door seal strip for any working condition based on the above simulated relative displacement data, and convert the above required compression amount curve into a corresponding required stiffness curve;

[0120] A demand synthesis module, which is used to obtain the comprehensive required stiffness curve of the above vehicle door seal strip based on the above required stiffness curves under various working conditions;

[0121] An optimization module, which is used to optimize the above vehicle door seal strip based on the comprehensive required stiffness curve of the above vehicle door seal strip.

[0122] Optionally, the above demand determination module includes:

[0123] A sampling point classification sub-module, which is used to determine all the first sampling points and all the second sampling points among the multiple above sampling points according to the simulated relative displacement values of the multiple above sampling points; the above first sampling points represent the sampling points where dynamic seal leakage occurs; the above second sampling points represent the sampling points where dynamic seal leakage does not occur;

[0124] A correction sub-module, which is used to correct the simulated relative displacement value of any above first sampling point based on the compensation coefficient corresponding to the above first sampling point to obtain the target relative displacement value of the above first sampling point;

[0125] A compression amount curve generation sub-module, which is used to determine the required compression amount curve of the above vehicle door seal strip based on the target relative displacement values of all the above first sampling points and the simulated relative displacement values of all the above second sampling points.

[0126] Optionally, the above sampling point classification sub-module includes:

[0127] A parameter acquisition unit, which is used to acquire the designed gap between the vehicle door and the door frame and the initial effective compression amount of the above vehicle door seal strip at multiple above sampling points;

[0128] A sampling point type judgment unit, which is used to determine the above sampling point as the above first sampling point when the simulated relative displacement value corresponding to the above sampling point is greater than the sum of the above designed gap and the above initial effective compression amount, otherwise, determine the above sampling point as the above second sampling point.

[0129] Optionally, the above compression amount curve generation sub-module includes:

[0130] A first calculation unit, configured to determine a target required compression amount corresponding to any one of the above first sampling points based on the target relative displacement value of the above first sampling point and the above design clearance;

[0131] A second calculation unit, configured to determine a target required compression amount corresponding to any one of the above second sampling points based on the simulated relative displacement value of the above second sampling point and the above design clearance;

[0132] A curve generation unit, configured to obtain a required compression amount curve of the above door seal based on the target required compression amounts respectively corresponding to each of the above first sampling points and second sampling points.

[0133] Optionally, the above simulation test module is specifically configured to: based on the road spectrum data and the body surface sound source data of the above target vehicle under the above working conditions, use the simulation model corresponding to the above target vehicle to test the dynamic sealing performance of the above target vehicle, and obtain the simulation test result of the above target vehicle under the above working conditions;

[0134] The above first calculation unit is specifically configured to:

[0135] Determine a test required compression amount corresponding to the above first sampling point based on the target relative displacement value of the above first sampling point and the above design clearance;

[0136] Adjust the above simulation model according to the test required compression amount corresponding to the above first sampling point, and re-perform the dynamic sealing performance test to obtain a new simulated relative displacement value of the above first sampling point;

[0137] When the new simulated relative displacement value of the above first sampling point meets a preset condition, determine the test required compression amount at this time as the target required compression amount of the above first sampling point.

[0138] Optionally, the above device further includes:

[0139] An acoustic package analysis module, configured to build a statistical energy analysis model corresponding to the above target vehicle, and use the statistical energy analysis model to evaluate the noise of the optimized above door seal;

[0140] An evaluation module, configured to determine whether the optimized above door seal meets the dynamic sealing requirements according to the evaluation result.

[0141] Optionally, the above acoustic package analysis module includes:

[0142] A basic test sub-module, configured to load any working condition into the above statistical energy analysis model, and detect and obtain the first ear side noise value of the driver;

[0143] The pre-optimization test sub-module is used to calculate the first leakage amount corresponding to the above-mentioned door seal strip before optimization at the first sampling point under the above-mentioned working conditions, and load the above-mentioned first leakage amount and the above-mentioned working conditions into the above-mentioned statistical energy analysis model to detect the second ear side noise value of the driver, where the above-mentioned first sampling point represents the sampling point where dynamic seal leakage occurs;

[0144] The post-optimization test sub-module is used to calculate the second leakage amount corresponding to the above-mentioned optimized door seal strip at the above-mentioned first sampling point under the above-mentioned working conditions, and load the above-mentioned second leakage amount and the above-mentioned working conditions into the above-mentioned statistical energy analysis model to detect the third ear side noise value of the driver;

[0145] The comparison sub-module is used to calculate the first difference between the above-mentioned second ear side noise value and the above-mentioned first ear side noise value, and the second difference between the above-mentioned third ear side noise value and the above-mentioned first ear side noise value; by comparing the above-mentioned first difference with the above-mentioned second difference, to evaluate whether the optimized above-mentioned door seal strip meets the noise reduction standard under the above-mentioned working conditions.

[0146] For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0147] Each embodiment in this specification is described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the embodiments can be referred to each other.

[0148] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a device, or a computer program product. Therefore, the embodiments of the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0149] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowcharts and / or block diagrams, and the combination of processes and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to the processors of general-purpose computers, special-purpose computers, embedded processors, or other programmable data processing terminal devices to generate a machine, so that the instructions executed by the processors of the computer or other programmable data processing terminal devices generate for implementing in the process Figure 1 each process or multiple processes and / or blocksFigure 1 means for the functions specified in one or more boxes.

[0150] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to work in a specific manner, such that the instructions stored in the computer-readable memory produce a manufactured article including an instruction means that implements the functions specified in one Figure 1 process or more processes and / or boxes Figure 1 one box or more boxes.

[0151] These computer program instructions may also be loaded onto a computer or other programmable data processing terminal device, such that a series of operational steps are performed on the computer or other programmable terminal device to produce a computer-implemented process, and thus the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one Figure 1 process or more processes and / or boxes Figure 1 one box or more boxes.

[0152] Although the preferred embodiments of the embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0153] Finally, it should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or terminal device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or terminal device including the said element.

[0154] The above has introduced in detail an optimization method, device, medium and equipment for a car door sealing strip. In this article, specific examples are used to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. An optimization method for a car door seal, characterized in that, the method comprises: Based on the simulation test results of the target vehicle under different working conditions, obtaining the simulation relative displacement data between the car door and the door frame under each working condition, and the simulation relative displacement data includes the simulation relative displacement values at multiple sampling points arranged along the car door seal; For any working condition, based on the simulation relative displacement data, determining the required compression amount curve of the car door seal, and converting the required compression amount curve into a corresponding required stiffness curve; Based on the required stiffness curves under each working condition, obtaining the comprehensive required stiffness curve of the car door seal; Based on the comprehensive required stiffness curve of the car door seal, optimizing the car door seal.

2. The method according to claim 1, characterized in that, the step of determining the required compression amount curve of the car door seal based on the simulation relative displacement data includes: According to the simulation relative displacement values of multiple sampling points, determining all the first sampling points and all the second sampling points among the multiple sampling points; the first sampling point represents the sampling point where dynamic seal leakage occurs; the second sampling point represents the sampling point where no dynamic seal leakage occurs; For any one of the first sampling points, based on the compensation coefficient corresponding to the first sampling point, correcting the simulation relative displacement value of the first sampling point to obtain the target relative displacement value of the first sampling point; Based on the target relative displacement values of all the first sampling points and the simulation relative displacement values of all the second sampling points, determining the required compression amount curve of the car door seal.

3. The method according to claim 2, characterized in that, the step of determining the first sampling point and the second sampling point according to the simulation relative displacement values of multiple sampling points includes: Obtaining the designed gap between the car door and the door frame and the initial effective compression amount of the car door seal at multiple sampling points; When the simulation relative displacement value corresponding to the sampling point is greater than the sum of the designed gap and the initial effective compression amount, determining the sampling point as the first sampling point, otherwise, determining the sampling point as the second sampling point.

4. The method according to claim 3, characterized in that, the step of determining the required compression amount curve of the car door seal based on the target relative displacement values of all the first sampling points and the simulation relative displacement values of all the second sampling points includes: For any one of the first sampling points, based on the target relative displacement value of the first sampling point and the designed gap, determining the target required compression amount corresponding to the first sampling point; For any one of the second sampling points, based on the simulation relative displacement value of the second sampling point and the designed gap, determining the target required compression amount corresponding to the second sampling point; Based on the target required compression amount corresponding to each of the first sampling points and the second sampling points, obtaining the required compression amount curve of the car door seal.

5. The method according to claim 4, characterized in that, The simulation test results are obtained through the following steps: Based on the road spectrum data and the body surface sound source data of the target vehicle under the working condition, use the simulation model corresponding to the target vehicle to test the dynamic sealing performance of the target vehicle, and obtain the simulation test results of the target vehicle under the working condition; The step of determining the target required compression amount corresponding to the first sampling point based on the target relative displacement value of the first sampling point and the design clearance includes: Based on the target relative displacement value of the first sampling point and the design clearance, determine the test required compression amount corresponding to the first sampling point; Adjust the simulation model according to the test required compression amount corresponding to the first sampling point, and re-perform the dynamic sealing performance test to obtain the new simulation relative displacement value of the first sampling point; When the new simulation relative displacement value of the first sampling point meets the preset conditions, determine the test required compression amount at this time as the target required compression amount of the first sampling point.

6. The method according to claim 1, characterized in that, After the step of obtaining the comprehensive required stiffness curve of the door seal strip based on the required stiffness curves under various working conditions to optimize the door seal strip, it further includes: Construct a statistical energy analysis model corresponding to the target vehicle, and use the statistical energy analysis model to evaluate the noise of the optimized door seal strip; According to the evaluation result, judge whether the optimized door seal strip meets the dynamic sealing requirements.

7. The method according to claim 6, characterized in that, The step of using the statistical energy analysis model to evaluate the noise of the optimized door seal strip includes: Load any working condition into the statistical energy analysis model, and detect the first ear side noise value of the driver; Calculate the first leakage amount corresponding to the optimized door seal strip at the first sampling point under the working condition, and load the first leakage amount and the working condition into the statistical energy analysis model to detect the second ear side noise value of the driver, where the first sampling point represents the sampling point where dynamic seal leakage occurs; Calculate the second leakage amount corresponding to the optimized door seal strip at the first sampling point under the working condition, and load the second leakage amount and the working condition into the statistical energy analysis model to detect the third ear side noise value of the driver; Calculate the first difference between the second ear side noise value and the first ear side noise value, and the second difference between the third ear side noise value and the first ear side noise value; By comparing the first difference with the second difference, evaluate whether the optimized door seal strip meets the noise reduction standard under the working condition.

8. A door seal strip optimization device, characterized in that, The device includes: A simulation test module, configured to obtain the simulation relative displacement data between the door and the door frame under each working condition based on the simulation test results of the target vehicle under different working conditions, where the simulation relative displacement data includes the simulation relative displacement values at multiple sampling points arranged along the door seal strip; A demand determination module, configured to determine a required compression amount curve of the vehicle door sealing strip for any working condition based on the simulated relative displacement data, and convert the required compression amount curve into a corresponding required stiffness curve; A demand integration module, configured to obtain a comprehensive required stiffness curve of the vehicle door sealing strip based on the required stiffness curves under various working conditions; An optimization module, configured to optimize the vehicle door sealing strip based on the comprehensive required stiffness curve of the vehicle door sealing strip.

9. A computer-readable storage medium, on which a computer program is stored, characterized in that, when the computer program is executed by a processor, the steps in the method according to any one of claims 1 to 7 are implemented.

10. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, when the processor executes the computer program, the steps in the method according to any one of claims 1 to 7 are implemented.

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