A design method for controlling abnormal noise of sealing strip, sealing strip and vehicle

Abstract

The present application relates to a design method for controlling abnormal noise of sealing strips, a sealing strip, and a vehicle, for avoiding abnormal noise of sealing strips. The method includes: selecting the number of coating types to be applied to the sealing strip; determining the target wear time of each coating based on a pre-designed life cycle of the sealing strip; testing the sealing strip to obtain a relationship curve of the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient over time; determining the sealing strip attenuation coefficient corresponding to the target wear time of each coating based on the target wear time and the relationship curve of each coating; determining the friction coefficient of each coating based on the relative displacement of the vehicle body within the pre-designed life cycle of the vehicle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient; selecting the model of each coating based on the friction coefficient of each coating; and determining the thickness of each coating based on the model of each coating and the target wear time.

Description

Technical Field

[0001] The present invention is used in the field of vehicle sealing systems, and more specifically relates to a design method for controlling abnormal noise of a sealing strip, a sealing strip, and a vehicle. Background Art

[0002] Abnormal noise from car door sealing strips is a type of abnormal noise problem that occurs more frequently when users use their cars. There are many factors that affect the abnormal noise from car door sealing strips, and the fact that the sealing strips are extremely easy to age is one of the common reasons that affect the abnormal noise from car door sealing strips.

[0003] If the robustness of the design scheme is not fully considered at the initial stage of the design of the sealing strip, it will be difficult to effectively avoid the problem of abnormal noise from the car door sealing strip. Summary of the Invention

[0004] The present application provides a design method for controlling abnormal noise of a sealing strip, a sealing strip, and a vehicle, which are used to avoid abnormal noise of the sealing strip.

[0005] The technical solution of the present invention is:

[0006] On the one hand, the present application provides a design method for controlling abnormal noise of a sealing strip, comprising:

[0007] Select the number of coating types to be applied on the sealing strip. The number of coating types selected should be greater than or equal to two layers.

[0008] Determine the target wear time of each coating based on the pre-designed sealing strip life cycle;

[0009] The sealing strip is tested to obtain the relationship curve of the initial positive pressure of the sealing strip section, the sealing strip stiffness and the sealing strip attenuation coefficient over time;

[0010] Determining a sealing strip attenuation coefficient corresponding to the target wear time of each coating layer based on the target wear time of each coating layer and the relationship curve;

[0011] The friction coefficient of each coating is determined based on the pre-designed relative displacement of the vehicle body during its life cycle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient corresponding to the target wear time of each coating;

[0012] Select the model for each coating based on its friction coefficient;

[0013] Determine the thickness of each coating based on the selected coating type and target wear time.

[0014] Preferably, the step of testing the sealing strip to obtain a curve showing the relationship between the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient over time comprises:

[0015] Perform CAE testing on the sealing strip section or test the sealing strip sample to obtain the initial positive pressure of the sealing strip section;

[0016] The sealing strip samples were tested to obtain the relationship curves of the sealing strip stiffness and the sealing strip attenuation coefficient changing with time.

[0017] Preferably, the step of determining the friction coefficient of each coating layer according to the pre-designed relative displacement of the vehicle body within the vehicle life cycle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient corresponding to the target wear time of each coating layer comprises:

[0018] According to the formula:

[0019]

[0020] Calculate the friction coefficient of the i-th coating ;

[0021] in, is the initial positive pressure of the sealing strip section; The relative displacement of the vehicle body during the pre-designed vehicle life cycle is a known value; is the sealing strip stiffness; is the target wear time of the i-th coating Corresponding sealing strip attenuation coefficient.

[0022] Preferably, based on the selected coating types and target wear time, the step of determining the thickness of each coating layer includes:

[0023] Determine the wear rate of each coating based on the selected coating model;

[0024] The thickness of each coating is determined according to the wear rate of each coating and the target wear time.

[0025] Preferably, the step of determining the thickness of each coating layer according to the wear rate and target wear time of each coating layer comprises:

[0026] The thickness of each coating is determined based on the product of the wear rate of each coating and the target wear time.

[0027] Preferably, for at least two coating layers, the friction force of the sealing strip when the upper coating layer away from the sealing strip is completely worn away is equal to the friction force of the sealing strip when the lower coating layer close to the sealing strip is completely worn away.

[0028] Preferably, the friction coefficient of each coating gradually increases from the side away from the sealing strip to the side in contact with the sealing strip.

[0029] Preferably, the pre-designed life cycle of the sealing strip is determined according to the entire life cycle of the vehicle to which the sealing strip is adapted.

[0030] This application also provides a design method for controlling abnormal noise of sealing strips, including:

[0031] Select the number of coating types to be applied on the sealing strip. The number of coating types selected should be greater than or equal to two layers.

[0032] The sealing strip is tested to obtain the relationship curve of the initial positive pressure of the sealing strip section, the sealing strip stiffness and the sealing strip attenuation coefficient over time;

[0033] Select the model for each coating;

[0034] After the model is selected, the target wear time of each coating is determined based on the initial positive pressure of the sealing strip section, the sealing strip stiffness, the relationship curve, the friction coefficient of each coating, and the pre-designed relative displacement of the vehicle body within the vehicle life cycle;

[0035] The thickness of each coating is determined according to the wear rate of each coating and the target wear time.

[0036] The present application also provides a sealing strip, comprising: a sealing strip bubble tube body, at least two coating layers coated on the sealing strip bubble tube body, each coating layer having a different friction coefficient and the same or different thickness;

[0037] The friction coefficient and thickness of each coating are obtained by adopting the above-mentioned design method for controlling abnormal noise of sealing strips or by adopting the above-mentioned design method for controlling abnormal noise of sealing strips.

[0038] Preferably, the sealing strip coating is a first coating, a second coating and a third coating sequentially coated on the sealing strip bubble tube body, and the friction coefficients of the first coating, the second coating and the third coating decrease sequentially.

[0039] On the other hand, the present application also provides a vehicle comprising the above-mentioned sealing strip.

[0040] The beneficial effects of the present invention are:

[0041] Due to the different settings of the friction coefficients of different coatings and the determination of the thickness of each coating according to the specific wear rate of each coating and the target wear time of each coating, the overall anti-noise performance of the sealing strip can be significantly improved. Specifically, due to the aging of the material, wear and other reasons during the use of the sealing strip, its positive pressure will gradually decay over time, and the decay of the positive pressure will cause changes in the friction force; in this application, by setting the friction coefficients of different coatings to be different, the friction force of the sealing strip can be dynamically adjusted in the case of positive pressure decay to compensate for the reduction in positive pressure. After the friction force of the sealing strip is dynamically adjusted, it can be ensured that during the life cycle of the sealing strip, when each layer of coating is worn out, the friction force of the sealing strip can be stably maintained at a state equal to the anti-deformation force of the sealing strip, so that the relative displacement of the vehicle body during the entire life cycle of the vehicle is less than the stick-slip displacement of the sealing strip, and the stick-slip phenomenon caused by the sealing strip noise is effectively avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a flow chart of a design method for controlling abnormal noise of a sealing strip in the first embodiment of the present application;

[0043] Figure 2 This is a flow chart of a design method for controlling abnormal noise of a sealing strip in the second embodiment of the present application;

[0044] Figure 3 This is a schematic structural diagram of the sealing strip in Example 3 of the present application. DETAILED DESCRIPTION

[0045] To make the objects, advantages, and features of the present invention more clearly apparent, the present invention is further described below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the drawings are all in a very simplified form and are not drawn to scale. They are only used to conveniently and clearly assist in illustrating the purposes of the embodiments of the present invention. In addition, the structures shown in the drawings are often part of the actual structure. In particular, different drawings may need to illustrate different focuses and sometimes use different scales.

[0046] Reference Figure 1 , Embodiment 1 of the present application provides a design method for controlling abnormal noise of a sealing strip, including:

[0047] S101, selecting the number of coating types to be applied on the sealing strip, wherein the selected number of coating types is greater than or equal to two layers.

[0048] In Example 1 of the present application, the number of selected coating models must be greater than or equal to two layers. Through the multi-layer redundant setting of the coating, even if the surface coating is worn away, the other layers of coating can still provide a certain friction compensation, thereby extending the service life of the sealing strip.

[0049] S102, based on the pre-designed life cycle of the sealing strip, determining the target wear time of each coating.

[0050] Among them, in Example 1 of the present application, the "pre-designed sealing strip life cycle" refers to the entire usage time range of the sealing strip from being put into use to eventually failing or needing to be replaced, which is predetermined during the design stage of the sealing strip based on its expected use environment, working conditions and product design goals; it is an important basis for the design and performance evaluation of sealing strips, and is used to guide coating design, material selection, performance testing and optimization, etc.

[0051] In the first embodiment of the present application, the lifecycle of a sealing strip is represented by the lifecycle of the vehicle, for example, by the vehicle's mileage (e.g., 100,000 kilometers, 150,000 kilometers, etc.) or the vehicle's service life (e.g., 5 years, 10 years, etc.). For example, the design lifecycle of a car door sealing strip may be 10 years. This means that under normal use, the sealing strip should maintain good sealing performance, wear resistance, and aging resistance until the vehicle reaches 10 years of service, requiring replacement. For some high-end cars or special-purpose vehicles, the lifecycle of the sealing strip may be even longer, for example, 15 years or more.

[0052] Furthermore, assuming that the life cycle of the sealing strip is T, the target wear time of each coating is designed according to the actual design requirements, and the sum of the target wear time of each coating is T; the target wear time of each coating is expressed as 、 .. .

[0053] In actual situations, for example, the target wear time of each coating can be preliminarily divided according to the pre-obtained service life of the coating material.

[0054] S103 , testing the sealing strip to obtain a relationship curve of the initial positive pressure of the sealing strip cross section, the sealing strip stiffness, and the sealing strip attenuation coefficient changing with time.

[0055] In Example 1 of the present application, the initial positive pressure of the sealing strip cross section refers to the pressure in the vertical direction between the sealing strip and the contact surface when the sealing strip is installed and in its initial working state. To obtain the initial positive pressure of the sealing strip cross section, the force conditions of the sealing strip can be modeled and simulated using finite element analysis technology within CAE testing methods to predict the initial positive pressure of the sealing strip cross section.

[0056] In the first embodiment of the present application, the steps of determining the initial positive pressure of the sealing strip cross section using finite element analysis technology include:

[0057] Use finite element analysis software (such as ANSYS, ABAQUS, etc.) to build a three-dimensional model of the sealing strip and its contact surface. The established three-dimensional model should include the geometric shape, material properties and characteristics of the sealing strip and the contact surface;

[0058] Apply corresponding loads and boundary conditions to the established 3D model according to actual usage conditions. For example, apply installation force, vibration load during vehicle driving, etc.

[0059] Mesh the 3D model with applied loads and boundary conditions to ensure that the mesh quality meets the analysis accuracy requirements;

[0060] Run finite element analysis. The finite element analysis results can provide pressure distribution diagrams and pressure values, and then obtain the initial positive pressure of the sealing strip section.

[0061] In the first embodiment of the present application, the initial positive pressure of the sealing strip cross section can also be obtained by testing the sealing strip sample. The steps of testing the sealing strip sample include:

[0062] Secure the test platform to a stable tensile test bench, ensuring it is level and vibration-free. The test platform consists of an upper and lower fixture, mounted at each end of the tensile testing machine.

[0063] Install the fixing device of the sealing strip sample on the test platform to ensure that the sealing strip sample can be installed in place according to actual use conditions.

[0064] Start the tensile testing machine and make the tooling on the test platform compress the sealing strip sample at a speed of 30 mm / min until it is compressed to the theoretical compression height, and record the relationship between the compression load and deformation of the sealing strip sample.

[0065] Through the above test method, the initial positive pressure of the sealing strip section can be measured.

[0066] In the first embodiment of the present application, the initial positive pressure of the sealing strip end face is Typical values ​​are between 0.03N / mm and 0.15N / mm, depending on the cross-sectional design and compression design of the sealing strip.

[0067] In the first embodiment of the present application, the sealing strip stiffness is obtained by testing the sealing strip sample. The testing process of the sealing strip sample includes:

[0068] Install the sealing strip sample on the dynamic test platform to ensure it is in its initial working condition.

[0069] Install a displacement sensor to measure the displacement change of the sealing strip.

[0070] According to the actual use conditions, set the frequency, amplitude and period of the dynamic test platform cyclic loading; for example, the frequency can be set to 1 Hz, the amplitude to 5 mm, and the period to 1000 cycles.

[0071] Start the data acquisition system to record the displacement and load data of the sealing strip in each cyclic loading.

[0072] The sealing strip stiffness is calculated based on the displacement and load data. The sealing strip stiffness can be calculated as the ratio of load to displacement. For example, if the sealing strip displacement in a cycle is 5 mm and the corresponding load is 100 N, the sealing strip stiffness in that cycle is 20 N / mm. The average of the sealing strip stiffness over multiple cycles is used as the sealing strip stiffness in Example 1 of this application.

[0073] By performing a long-term creep test on a sealing strip sample, the change in the attenuation coefficient of the sealing strip under continuous stress conditions can be obtained, i.e., the relationship curve of the sealing strip attenuation coefficient change over time in Example 1 of the present application. The long-term creep test process includes:

[0074] Install the sealing strip sample on the long-term compression test platform to ensure it is in its initial working condition.

[0075] Install a force sensor to record changes in the reaction force of the sealing strip.

[0076] According to the actual use conditions, set the compression margin and time of the long-term compression test; for example, the compression margin can be set to 12mm and the test time can be set to 1000 hours.

[0077] Start the data acquisition system to record the reaction force and time data of the sealing strip during long-term compression.

[0078] The acquisition system should be able to display data in real time and record the data for subsequent analysis.

[0079] Calculate the seal strip attenuation coefficient based on the reaction force and time data. The seal strip attenuation coefficient can be calculated as the ratio of reaction force to time. For example, if the seal strip reaction force decreases from 0.1N / mm to 0.055N / mm within 1000 hours, the seal strip attenuation coefficient becomes 0.000045N / mm·hour.

[0080] The attenuation coefficient data at each time point is plotted into a curve, thereby obtaining the relationship curve required in the first embodiment of the present application. The relationship curve can reflect the change of the attenuation coefficient of the sealing strip over time.

[0081] S104 , based on the target wear-resistant time of each coating layer and the relationship curve, determining a sealing strip attenuation coefficient corresponding to the target wear-resistant time of each coating layer.

[0082] By inputting the target wear times expected to be achieved by different coatings into the previously defined relationship curves, the sealing strip attenuation coefficients corresponding to the target wear times of these coatings can be accurately determined.

[0083] Taking three-layer coating as an example, based on the obtained test data and target wear time, the target wear time of each coating is determined. The corresponding sealing strip attenuation coefficients , as shown in Table 1:

[0084]

[0085] Table 1

[0086] S105 , determining the friction coefficient of each coating layer based on the pre-designed relative displacement of the vehicle body within the vehicle life cycle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient.

[0087] First, establish positive pressure on the sealing strip The attenuation formula that changes with time t is: , is the initial positive pressure of the sealing strip, is the sealing strip attenuation coefficient that changes with time t. Then, the sealing strip stick-slip displacement is established. The correlation model that changes with time t is expressed as: , is the sealing strip stiffness, The friction coefficient of the sealing strip corresponding to the change in time t. For example, it is equal to the coefficient of friction of the coating that is rubbing against the object at time t.

[0088] According to the prior art, when the vehicle body moves relative to >Sealing strip stick-slip displacement When the relative displacement of the vehicle body exceeds the stick-slip capability of the sealing strip, the sealing strip will be forced to slide, and the friction vibration generated by the sealing strip on the contact surface will be transmitted through the vehicle body structure and eventually perceived as abnormal noise by the people in the car. Substitution In the model, solve the equation Find the target wear time for each coating , that is, to determine the target wear life of each coating to ensure that the relative displacement of the vehicle body is always met throughout the life cycle of the vehicle <Sealing strip stick-slip displacement , thereby avoiding abnormal noise from the sealing strip.

[0089] Furthermore, in the first embodiment of the present application, according to the formula:

[0090]

[0091] Calculate the friction coefficient of the i-th coating ;

[0092] in, is the initial positive pressure of the sealing strip section; The relative displacement of the vehicle body during the pre-designed vehicle life cycle is a known value; is the sealing strip stiffness; is the target wear time of the i-th coating Corresponding sealing strip attenuation coefficient; Indicates the deformation resistance of the sealing strip.

[0093] Taking three-layer coating as an example, in Table 1, the target wear time of the inner layer is = =3 years, target wear time of the middle layer = =4 years, target wear time of the surface = =3 years.

[0094] S106, selecting a model for each coating according to the friction coefficient of the different coatings.

[0095] Based on the friction coefficient of each coating, select a coating model that adapts to the friction coefficient.

[0096] When the friction coefficients of multiple coatings meet the requirements, one model can be selected based on cost and other reasons.

[0097] S107 , determining the thickness of each coating layer based on the selected coating type and target wear resistance time.

[0098] In this embodiment of the present application, step S107 includes:

[0099] S1071, determining the wear rate of each coating based on each selected coating model;

[0100] S1072: Determine the thickness of each coating layer based on the wear rate and target wear resistance time of each coating layer.

[0101] The wear rate of different coating types is determined according to the characteristics of the coating type, and the wear rate is provided by the manufacturer of the coating type.

[0102] In step S1072 , the thickness of each coating layer is determined based on the product of the wear rate of each coating layer and the target wear resistance time.

[0103] The above method in Example 1 of the present application can significantly improve the overall anti-squeaking performance of the sealing strip due to the different settings of the friction coefficients of different coatings and the determination of the thickness of each coating according to the specific wear rate of each coating and the target wear time of each coating. By setting the friction coefficients of different coatings to be different, the positive pressure during the aging process of the sealing strip can be compensated. The attenuation of the friction of the sealing strip ensures that when each layer of coating is worn out during the entire life cycle of the sealing strip, the friction force of the sealing strip can be stably maintained at a state equal to the anti-deformation force of the sealing strip, so as to achieve the relative displacement of the car body during the entire life cycle of the sealing strip. < less than the stick-slip displacement of the sealing strip .

[0104] In the first embodiment of the present application, for at least two layers of coating, the friction force of the upper coating away from the sealing strip when it is completely worn out is equal to the friction force of the lower coating close to the sealing strip when it is completely worn out; since the positive pressure of the sealing strip will continue to decrease, in order to achieve this goal, it is necessary to gradually increase the friction coefficient of each coating from the side away from the sealing strip to the side in contact with the sealing strip; for example: for a sealing strip with three layers of coating, a coating with a three-level gradient friction coefficient of "low-medium-high" from the outside to the inside is designed, that is, the friction coefficients of the three layers of coating from the outside to the inside are respectively maintained at < < , by increasing the friction coefficient to compensate for the positive pressure during the aging process of the sealing strip Attenuation of friction is achieved to compensate for friction, ensuring that when each layer of coating is worn out, the friction of the sealing strip can be stably maintained at a state equal to the deformation resistance of the sealing strip, so that the relative displacement of the vehicle body is less than the stick-slip displacement of the sealing strip throughout the life cycle of the vehicle, effectively avoiding abnormal noise caused by stick-slip phenomenon.

[0105] Taking a three-layer coating as an example, the method in the first embodiment includes:

[0106] The reaction force-time curve of the sealing strip under constant compression residual amount is recorded using a long-term compression tester, and the attenuation rate is calculated to obtain a relationship curve.

[0107] According to the above principle, the friction coefficient of the three-layer coating is designed to meet the friction coefficient of the outer coating. < Friction coefficient of the middle coating < Friction coefficient of inner coating , ensuring that the friction force of the sealing strip will not decrease when each coating wears out gradually.

[0108] After identifying the friction coefficient of the three-layer coating 、 and Finally, the models of the three coatings are selected respectively, and the wear rate of each coating is determined according to the model of each coating. Then, the thickness of each coating is determined according to the product of the wear rate of each of the three coatings and the target wear time.

[0109] Example 1 of the present application achieves long-term and effective control of abnormal noise of the sealing strip through multi-layer coating gradient design, life cycle performance matching and active compensation of friction coefficient; this method not only takes into account the performance changes of the sealing strip in different use stages, but also ensures the feasibility and economy of the solution through reasonable material selection and thickness design; this systematic design concept can be extended to various sealing structures that require long-term wear resistance and noise reduction.

[0110] Reference Figure 2 In the second embodiment of the present application, another design method for controlling abnormal noise of a sealing strip is provided, including:

[0111] S201, selecting the number of coating types to be applied on the sealing strip, where the number of coating types selected is greater than or equal to two layers;

[0112] S202, testing the sealing strip to obtain a relationship curve of the initial positive pressure of the sealing strip cross section, the sealing strip stiffness, and the sealing strip attenuation coefficient over time;

[0113] S203, selecting a model for each coating;

[0114] S204, after the model is selected, the target wear time of each coating is determined based on the initial positive pressure of the sealing strip cross section, the sealing strip stiffness, the relationship curve, the friction coefficient of each coating, and the pre-designed relative displacement of the vehicle body within the vehicle life cycle;

[0115] S205 , determining the thickness of each coating layer according to the wear rate and target wear resistance time of each coating layer.

[0116] In Example 2 of this application, the selected coating type must be greater than or equal to two layers. This redundant coating ensures that even if the surface layer wears, the remaining layers can still provide some friction compensation, extending the service life of the sealing strip. Furthermore, during design, different coatings can be optimized for wear characteristics at different stages, such as low friction in the initial stage, cushioning in the mid-stage, and anti-aging in the final stage.

[0117] In step S202, the initial positive pressure of the sealing strip cross section refers to the vertical pressure between the sealing strip and the contact surface when the sealing strip is installed and in its initial working state. To obtain the initial positive pressure of the sealing strip cross section, the force on the sealing strip can be modeled and simulated using finite element analysis technology in CAE testing to predict the initial positive pressure of the sealing strip cross section.

[0118] In the second embodiment of the present application, the step of determining the initial positive pressure of the sealing strip cross section using finite element analysis technology includes:

[0119] Use finite element analysis software (such as ANSYS, ABAQUS, etc.) to build a three-dimensional model of the sealing strip and its contact surface. The established three-dimensional model should include the geometric shape, material properties and characteristics of the sealing strip and the contact surface;

[0120] Apply corresponding loads and boundary conditions to the established 3D model according to actual usage conditions. For example, apply installation force, vibration load during vehicle driving, etc.

[0121] Mesh the 3D model with applied loads and boundary conditions to ensure that the mesh quality meets the analysis accuracy requirements;

[0122] Run finite element analysis. The finite element analysis results can provide pressure distribution diagrams and pressure values, and then obtain the initial positive pressure of the sealing strip section.

[0123] In the second embodiment of the present application, the initial positive pressure of the sealing strip cross section can also be obtained by testing the sealing strip sample. The steps of testing the sealing strip sample include:

[0124] Secure the test platform to a stable tensile test bench, ensuring it is level and vibration-free. The test platform consists of an upper and lower fixture, mounted at each end of the tensile testing machine.

[0125] Install the fixing device of the sealing strip sample on the test platform to ensure that the sealing strip sample can be installed in place according to actual use conditions.

[0126] Start the tensile testing machine and make the tooling on the test platform compress the sealing strip sample at a speed of 30 mm / min until it is compressed to the theoretical compression height, and record the relationship between the compression load and deformation of the sealing strip sample.

[0127] Through the above test method, the initial positive pressure of the sealing strip section can be measured.

[0128] In the second embodiment of the present application, the initial positive pressure of the sealing strip end face is Typical values ​​are between 0.03N / mm and 0.15N / mm, depending on the cross-sectional design and compression design of the sealing strip.

[0129] In the second embodiment of the present application, the sealing strip sample is tested to obtain the sealing strip stiffness. The testing process of the sealing strip sample includes:

[0130] Install the sealing strip sample on the dynamic test platform to ensure it is in its initial working condition.

[0131] Install a displacement sensor to measure the displacement change of the sealing strip.

[0132] According to the actual use conditions, set the frequency, amplitude and period of the dynamic test platform cyclic loading. For example, you can set the frequency to 1Hz, the amplitude to 5mm, and the period to 1000 cycles.

[0133] Start the data acquisition system to record the displacement and load data of the sealing strip in each cycle.

[0134] The sealing strip stiffness is calculated based on the displacement and load data. The sealing strip stiffness can be calculated as the ratio of load to displacement. For example, if the sealing strip displacement in a cycle is 5 mm and the corresponding load is 100 N, the sealing strip stiffness in that cycle is 20 N / mm. The average of the sealing strip stiffness over multiple cycles is used as the sealing strip stiffness in Example 1 of this application.

[0135] By performing a long-term creep test on a sealing strip sample, the change in the attenuation coefficient of the sealing strip under continuous stress conditions can be obtained, i.e., the relationship curve of the sealing strip attenuation coefficient change over time in Example 2 of the present application. The long-term creep test process includes:

[0136] Install the sealing strip sample on the long-term compression test platform to ensure it is in its initial working condition.

[0137] Install a force sensor to record changes in the reaction force of the sealing strip.

[0138] According to the actual use conditions, set the compression margin and time of the long-term compression test; for example, the compression margin can be set to 12mm and the test time can be set to 1000 hours.

[0139] Start the data acquisition system to record the reaction force and time data of the sealing strip during long-term compression.

[0140] The acquisition system should be able to display data in real time and record the data for subsequent analysis.

[0141] Calculate the seal strip attenuation coefficient based on the reaction force and time data. The seal strip attenuation coefficient can be calculated as the ratio of reaction force to time. For example, if the seal strip reaction force decreases from 0.1N / mm to 0.055N / mm within 1000 hours, the seal strip attenuation coefficient becomes 0.000045N / mm·hour.

[0142] The attenuation coefficient data at each time point is plotted into a curve, thereby obtaining the relationship curve required in the first embodiment of the present application. The relationship curve can reflect the change of the attenuation coefficient of the sealing strip over time.

[0143] In S203 , when selecting the coating model, model control can be performed in advance based on factors such as cost and ease of obtaining the coating.

[0144] Combined with the description of Example 1, the formula:

[0145]

[0146] Calculate the friction coefficient of the i-th coating ;

[0147] in, is the initial positive pressure of the sealing strip section; The relative displacement of the vehicle body during the pre-designed vehicle life cycle is a known value; is the sealing strip stiffness; is the target wear time of the i-th coating Corresponding sealing strip attenuation coefficient.

[0148] On the contrary, in the second embodiment, the friction coefficient of the i-th coating is predetermined. After that, the sealing strip attenuation coefficient that makes the above formula valid can be found through the above relationship curve in reverse. , and the sealing strip attenuation coefficient determined at this time is The corresponding wear time is the same, and the time obtained at this time is the target wear time of each coating .

[0149] Among them, the "pre-designed sealing strip life cycle" refers to the entire service time range of the sealing strip from being put into use to its final failure or need for replacement, which is predetermined during the design phase of the sealing strip based on its expected use environment, working conditions and product design goals; it is an important basis for the design and performance evaluation of sealing strips, and is used to guide coating design, material selection, performance testing and optimization, etc.

[0150] Furthermore, assuming that the life cycle of the sealing strip is T, the target wear time of each coating is determined according to the actual design requirements, and the sum of the target wear time of each coating is T; the target wear time of each coating from the outside to the inside is expressed as 、 .. .

[0151] Furthermore, in step S205 , the thickness of each coating layer may be determined by multiplying the wear rate of each coating layer by the target wear resistance time.

[0152] In the second embodiment of the present application, it must also be satisfied that, for at least two layers of coating, the friction force of the sealing strip when the upper coating away from the sealing strip is completely worn out is equal to the friction force of the sealing strip when the lower coating close to the sealing strip is completely worn out; the friction coefficient of each coating gradually increases from the side away from the sealing strip to the side in contact with the sealing strip.

[0153] Similarly, in Example 2 of the present application, long-term and effective control of abnormal noise of the sealing strip is achieved through multi-layer coating gradient design, life cycle performance matching and active compensation of friction coefficient; this method not only takes into account the performance changes of the sealing strip in different use stages, but also ensures the feasibility and economy of the solution through reasonable material selection and thickness design; this systematic design concept can be extended to various sealing structures that require long-term wear resistance and noise reduction.

[0154] Compared with Example 1, in Example 2 of the present application, the method can quickly determine the thickness of each coating layer based on a pre-selected coating model.

[0155] Reference Figure 3 , the third embodiment of the present application further provides a sealing strip, comprising: a sealing strip bubble tube body 4, at least two coating layers coated on the sealing strip bubble tube body, each of the coating layers having a different friction coefficient, and each of the coating layers having the same or different thicknesses;

[0156] The friction coefficient and thickness of each coating are obtained by using the design method for controlling abnormal noise of the sealing strip described in the first or second embodiment.

[0157] The sealing strip in Example 3 of the present application can significantly improve the overall anti-sounding performance of the sealing strip due to the different settings of the friction coefficients of different coatings and the determination of the thickness of each coating according to the specific wear rate of each coating and the target wear time of each coating.

[0158] Among them, in embodiment three of the present application, the sealing strip coating is the first coating 1, the second coating 2 and the third coating 3 sequentially coated on the sealing strip bubble tube body 4, and the friction coefficients of the first coating 1, the second coating 2 and the third coating 3 decrease sequentially.

[0159] The sealing strip obtained in the third embodiment can be made by the method in the first or second embodiment.

[0160] Due to the different settings of the friction coefficients of different coatings and the determination of the thickness of each coating according to the specific wear rate of each coating and the target wear time of each coating, the overall anti-squeak performance of the sealing strip can be significantly improved.

[0161] During the use of the sealing strip, due to reasons such as material aging and wear, the positive pressure of the sealing strip will gradually decay over time, and the decay of the positive pressure will cause changes in the friction force. In this application, by setting the friction coefficients of different coatings to be different, the friction force can be dynamically adjusted to compensate for the decrease in positive pressure when the positive pressure decays. After dynamically adjusting the friction of the sealing strip, it can be ensured that during the entire life cycle of the sealing strip, when each layer of coating is completely worn out, the friction force of the sealing strip can be stably maintained at a state equal to the deformation resistance of the sealing strip, so that the relative displacement of the vehicle body is less than the stick-slip displacement of the sealing strip during the entire life cycle, effectively avoiding abnormal noise caused by the stick-slip phenomenon.

[0162] On the other hand, embodiment 4 of the present application also provides a vehicle comprising the above-mentioned sealing strip.

[0163] In the fourth embodiment of the present application, the vehicle may be, but is not limited to, a pure electric vehicle (Pure Electric Vehicle / Battery Electric Vehicle, PEV / BEV), a hybrid electric vehicle (Hybrid Electric Vehicle, HEV), an extended-range electric vehicle (Range Extended Electric Vehicle, REEV), a plug-in hybrid electric vehicle (Plug-in Hybrid Electric Vehicle, PHEV), a new energy vehicle (New Energy Vehicle), a fuel vehicle, etc.

[0164] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referenced to each other.

[0165] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0166] It should also be noted that, in this document, the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are for the purpose of facilitating the description of the present invention and simplifying the description, rather than indicating or implying that the devices or components referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any actual relationship or order between these entities or operations, nor should they be understood as indicating or implying relative importance. Moreover, the terms "comprises", "includes" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device comprising a series of elements does not include those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or terminal device comprising the element.

[0167] The technical solutions provided by the present invention have been described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is intended only to facilitate understanding of the present invention, and the contents of this specification should not be construed as limiting the present invention. Furthermore, those skilled in the art will appreciate that various modifications may be made to the specific implementation methods and scope of application according to the present invention. It is not necessary and impossible to exhaustively enumerate all implementation methods herein, and any obvious variations or modifications derived therefrom remain within the scope of protection of the present invention.

Claims

1. A design method for controlling abnormal noise of sealing strips, characterized in that: include: Select the number of coating types to be applied on the sealing strip. The number of coating types selected should be greater than or equal to two layers. Determine the target wear time of each coating based on the pre-designed sealing strip life cycle; The sealing strip is tested to obtain the relationship curve of the initial positive pressure of the sealing strip section, the sealing strip stiffness and the sealing strip attenuation coefficient over time; Determining a sealing strip attenuation coefficient corresponding to the target wear time of each coating layer based on the target wear time of each coating layer and the relationship curve; The friction coefficient of each coating is determined based on the pre-designed relative displacement of the vehicle body during its life cycle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient corresponding to the target wear time of each coating; Select the model for each coating based on its friction coefficient; Determine the thickness of each coating based on the selected coating type and target wear time.

2. The design method for achieving abnormal noise control of sealing strips according to claim 1, characterized in that: The steps of testing the sealing strip to obtain a curve showing the relationship between the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient over time include: Perform CAE testing on the sealing strip section or test the sealing strip sample to obtain the initial positive pressure of the sealing strip section; The sealing strip samples were tested to obtain the relationship curves of the sealing strip stiffness and the sealing strip attenuation coefficient changing with time.

3. The design method for achieving sealing strip abnormal noise control according to claim 1 is characterized in that: The steps of determining the friction coefficient of each coating layer based on the pre-designed relative displacement of the vehicle body during the vehicle life cycle, the initial positive pressure of the sealing strip section, the sealing strip stiffness, and the sealing strip attenuation coefficient corresponding to the target wear time of each coating layer include: According to the formula: ， Calculate the friction coefficient of the i-th coating ; in, is the initial positive pressure of the sealing strip section, The relative displacement of the vehicle body during the pre-designed vehicle life cycle, is the sealing strip stiffness, is the target wear time of the i-th coating Corresponding sealing strip attenuation coefficient.

4. The design method for achieving sealing strip abnormal noise control according to claim 1 is characterized in that: Based on the selected coating type and target wear time, the steps for determining the thickness of each coating include: Determine the wear rate of each coating based on the selected coating model; The thickness of each coating is determined according to the wear rate of each coating and the target wear time.

5. The design method for achieving abnormal noise control of sealing strips according to claim 4 is characterized in that: The steps for determining the thickness of each coating layer based on the wear rate and target wear time of each coating layer include: The thickness of each coating is determined based on the product of the wear rate of each coating and the target wear time.

6. The design method for achieving sealing strip abnormal noise control according to claim 1 is characterized in that: For at least two coating layers, the friction force of the sealing strip when the upper coating layer away from the sealing strip is completely worn is equal to the friction force of the sealing strip when the lower coating layer close to the sealing strip is completely worn.

7. The design method for achieving sealing strip abnormal noise control according to claim 6 is characterized in that: The friction coefficient of each coating increases gradually from the side away from the sealing strip to the side in contact with the sealing strip.

8. The design method for achieving sealing strip abnormal noise control according to claim 1 is characterized in that: The pre-designed life cycle of the sealing strip is determined based on the full life cycle of the vehicle to which the sealing strip is adapted.

9. A design method for controlling abnormal noise of sealing strips, characterized in that: include: Select the number of coating types to be applied on the sealing strip. The number of coating types selected should be greater than or equal to two layers. The sealing strip is tested to obtain the relationship curve of the initial positive pressure of the sealing strip section, the sealing strip stiffness and the sealing strip attenuation coefficient over time; Select the model for each coating; After the model is selected, the target wear time of each coating is determined based on the initial positive pressure of the sealing strip section, the sealing strip stiffness, the relationship curve, the friction coefficient of each coating and the pre-designed relative displacement of the sealing strip over its entire life cycle; The thickness of each coating is determined according to the wear rate of each coating and the target wear time.

10. A sealing strip, characterized in that: include: A sealing strip bubble tube body, at least two coatings applied on the sealing strip bubble tube body, each coating having a different friction coefficient and the same or different thickness; The friction coefficient and thickness of each coating are obtained by adopting the design method for controlling abnormal noise of sealing strips as described in any one of claims 1 to 8 or the design method for controlling abnormal noise of sealing strips as described in claim 9.

11. The sealing strip according to claim 10, characterized in that: The at least two coating layers applied on the sealing strip bubble tube body include a first coating layer (1), a second coating layer (2), and a third coating layer (3) applied sequentially on the sealing strip bubble tube body (4), and the friction coefficients of the first coating layer (1), the second coating layer (2), and the third coating layer (3) decrease sequentially.

12. A vehicle, characterized in that: Including the sealing strip according to claim 10.

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