Commercial vehicle door closing force problem identification and optimization method and system and electronic equipment

Abstract

The invention discloses a commercial vehicle door closing force problem identification and optimization method and system and electronic equipment, and relates to the field of quality improvement, and the method comprises the steps: A1, carrying out the subjective evaluation of the door closing force; summarizing subjective evaluation results of the door closing force for judging an initial level and a problem point of the door closing force, and setting or adjusting the door closing force and a door closing smoothness target; a2, performing a door closing force objective test corresponding to a set or adjusted door closing force and door closing smoothness target in the door closing force subjective evaluation data; step A3, checking the assembly process and the design structure based on the data of the door closing force objective test, and re-executing the test in the step A2 after correction until the test result is stable; step A4, based on the stability of a test result in the step A3, decomposing a door closing force core influence factor of a non-assembly process and a design structure; and step A5, constructing a door closing force chemical analysis model.

Description

Technical Field

[0001] This application relates to the field of quality improvement, and in particular to methods for identifying and optimizing door closing force problems in commercial vehicles, systems for identifying and optimizing door closing force problems in commercial vehicles, electronic devices, storage media, and testing and evaluation platforms. Background Technology

[0002] Door closing force refers to the tactile sensation of the user's hand when using the car door. If the closing force is too great, the user will need to use a lot of force to close the door, which will cause customer complaints. If the closing force is too small, the door will feel loose and lack a sense of quality when closing. Therefore, the door closing force needs to be reasonably designed to meet the user's requirements and avoid complaints.

[0003] The closing force of commercial vehicle doors is one of the key indicators for measuring their manufacturing quality, sealing performance, and user experience. However, the closing force system of commercial vehicles is a complex system involving the coupling of multiple physical fields and factors. Numerous and interrelated factors influence it, primarily including: the sealing system, the door lock limiter system, the hinge system, and the inherent properties of the door itself.

[0004] Currently, in the field of commercial vehicle manufacturing and quality control, the handling of door closing force issues mainly relies on subjective human evaluation methods and single physical sensor testing methods. These methods lack objective quantitative standards, are inefficient, cannot quickly identify problems, and can only be responded to passively, making it impossible to achieve rapid optimization.

[0005] Patent 1 (CN116674338A) provides a vehicle door closing optimization control method. It mainly involves: acquiring the vehicle's start / stop status and the opening / closing status of doors, windows, sunroof, and trunk; when all these components are closed, if any door is detected to be open, the method adjusts the air conditioning intake mode or the overall window height based on the air conditioning circulation status and air intake volume to avoid excessive closing force caused by compressed air when closing the door, thus reducing the closing force. However, this method only optimizes closing force based on "aerodynamic resistance," limiting its application scenarios and failing to solve all closing force problems. Its effectiveness may vary significantly across different vehicle models and environments. This patent, on the other hand, aims to identify the root cause of closing force problems, simultaneously diagnosing factors such as aerodynamic resistance, mechanical friction, and locking mechanism engagement, making it more comprehensive and universal.

[0006] Patent 2 (CN114896692A) provides a method for calculating minimum door closing energy. It transforms multiple key influencing factors of door closing energy into numerical parameters to calculate the change curve of each key influencing factor with the closing angle when the door closes. This method calculates the minimum closing energy and its contribution in the early stages of door closing force development, identifying closing force risks. However, the accuracy of this method depends entirely on the accuracy of the input "design parameters," allowing only preliminary performance research within a certain range. It cannot replace physical testing and only identifies risks in problem-solving, lacking automatic diagnosis and optimization of the root causes of problems. While that patent pertains to front-end design tools, this patent can be positioned as a powerful solution and quality monitoring tool for the entire product lifecycle.

[0007] Patent 3 (CN119167640A) proposes an analytical method for vehicle door opening and closing design. By establishing a multibody dynamics model including key components such as limiters, it incorporates core factors like gravity and limiter torque into the calculations step by step, reproducing and predicting the door opening and closing feel of a real vehicle. However, this method only focuses on and models the limiter component, ignoring other important factors, resulting in low model complexity. Similar to simulation methods, this patent exhibits poor predictive ability and problem-solving capabilities.

[0008] In summary, there is a need to develop a more general and fundamental quality solution that can cover all types of door closing force problems, quickly identify problems, respond proactively, and achieve rapid optimization and improved door closing force performance. Summary of the Invention

[0009] The purpose of this invention is to provide a method for identifying and optimizing the closing force problem of commercial vehicles, a system for identifying and optimizing the closing force problem of commercial vehicles, an electronic device, a storage medium, and a testing and evaluation platform, thereby solving at least one of a number of technical problems.

[0010] 1. The lack of objective and quantitative standards makes it difficult to quickly identify areas for optimization.

[0011] 2. The problem of door closing force testing relying too heavily on subjective human evaluation.

[0012] This invention provides the following solution:

[0013] According to a first aspect of the present invention, a method for identifying and optimizing the closing force problem of commercial vehicles is provided, comprising:

[0014] Step A1: Conduct a subjective evaluation of the door closing force;

[0015] Summarize the subjective evaluation results of door closing force to determine the initial level of door closing force and problems, and set or adjust the goals of door closing force and door closing smoothness;

[0016] Step A2 involves setting or adjusting the closing force and closing smoothness targets in the subjective evaluation data of closing force, and then conducting an objective test of closing force.

[0017] Step A3: Based on the data from the objective test of the closing force, investigate the assembly process and design structure, make corrections, and re-execute the test in Step A2 until the test results are stable.

[0018] Step A4: Based on the stable test results from Step A3, decompose the core influencing factors of the closing force of the non-assembly process and the design structure.

[0019] Step A5: Construct a quantitative analysis model of the closing force;

[0020] The construction of the quantitative analysis model of the closing force includes referring to steps A1, A3 and A4, and combining the multiple linear regression algorithm to build an objective quantitative model with the closing energy as the core evaluation parameter.

[0021] Based on the quantitative analysis model of door closing force, the contribution of factors affecting door closing force is ranked.

[0022] Step A6: Based on the model and contribution ranking in Step A5, adjust the parameters of the core influencing factors and iteratively optimize the closing force performance.

[0023] Step A7: Record the data of the cyclic optimization of the closing force performance, aim at setting or adjusting the closing force and closing smoothness targets, lock the parameters corresponding to the factors affecting the closing force, and output the optimization results;

[0024] The optimization results are fed back to the design team to improve the design scheme and process.

[0025] Furthermore, step A1 includes:

[0026] First, determine the evaluators and evaluation content, then train the evaluators on the evaluation content to unify their understanding, and generate a pre-set evaluation terminology scale.

[0027] Ensure the basic conditions for evaluation are met, including checking the installation status of the prototype vehicle in a flat and windless environment to ensure that the preset basic conditions for evaluation are met.

[0028] The evaluation team conducted hands-on practice of closing the door of the prototype vehicle and perceived the heaviness, resistance when shifting gears, and smoothness.

[0029] Based on the personnel's practical experience, a pre-set evaluation term scale was used to record subjective feelings, and the evaluation results were summarized to identify the initial level of door closing force and the problem points.

[0030] Based on the initial level of closing force and the identified problems, set or adjust the closing force and closing smoothness targets.

[0031] Furthermore, step A2 includes:

[0032] Data was collected from personnel during practical operation using a door closing force tester and a door closing speed tester.

[0033] The door closing force tester includes a force sensor and a testing system, and the testing system is equipped with door closing energy testing software.

[0034] The data collected during the hands-on operation included: first closing all car windows, collecting parameters such as the energy radius, speed radius, speedometer installation position, and door opening of the corresponding car door, and then entering them into the door closing energy test software;

[0035] Among them, after the car door is fully closed, the force and angle values ​​are reset to zero, and the inner radius parameter of the software is adjusted to make the software-calculated speed value consistent with the actual measured value of the speedometer.

[0036] After the car door is opened, the force applied by the hand to the force sensor makes the car door close normally, and the door speed and closing energy data are collected, and at least 3 sets of consistent and qualified data are retained;

[0037] Among them, test data were obtained under the conditions of minimum closing force and closing speed of 1.2 m / s;

[0038] The minimum closing speed includes the critical speed at which the door can be fully closed when it is closed to a position of about 5°.

[0039] Minimum closing force includes the force required for the door to close at that minimum closing speed.

[0040] Furthermore, step A3 includes:

[0041] Based on the test data from step A2, check in sequence whether the sealing strip is installed in place, whether there is any interference in the door lock system, and whether the door gap and surface difference are within the design range;

[0042] Based on checking whether the sealing strip is installed in place, whether there is interference in the door lock system, and whether the door gap and surface difference are within the design range, non-core influencing factors such as machining accuracy deviation and assembly error are eliminated.

[0043] If, after investigation, non-core influencing factors are found to be unable to meet the preset requirements, the test in step A2 will be re-executed after correction.

[0044] Furthermore, step A4 includes:

[0045] If the non-core influencing factors can meet the preset requirements, then the core influencing factors are identified.

[0046] This includes components related to core factors, and clarifying the impact dimensions of each component;

[0047] Among them, the components related to the core factors include door locks, sealing strips, hinges, limit switches, pneumatic components, and buffer blocks;

[0048] The dimensions of influence for each component are clearly defined, including: the locking force of the door lock, the CLD and cavity pressure of the sealing strip, the tilt angle of the hinge, the pull rod type and internal spring clamping force of the limit switch, the pressure relief capacity of the pressure relief valve of the pneumatic component, and the stiffness and installation position of the buffer block.

[0049] The sealing strip corresponds to the conversion data of CLD and cavity pressure, including the contribution of closing force.

[0050] Furthermore, step A5 includes:

[0051] The experiment was designed using the multi-factor, multi-level experimental design method (DOE), and an objective quantitative model with the gate energy as the core evaluation parameter was built by combining the multiple linear regression algorithm.

[0052] The model formula includes:

[0053] Predicted door closing energy = 47.013 - 4.723 × recoil angle - 1.053 × inclination angle - 0.095 × effective pressure relief area of ​​pressure relief valve + 0.019 × sealing reaction force - 0.208 × door weight - 0.029 × door lock insertion force - 0.005 × overall vehicle air tightness - 43.005 × door area / cabin volume;

[0054] Simultaneously calculate and rank the contribution of each factor to the closing energy.

[0055] Furthermore, step A6 includes:

[0056] Based on the model and contribution ranking in step A5, adjust the parameters of the core influencing factors.

[0057] Adjusting the parameters of key influencing factors includes adjusting or removing components based on their characteristics, and experimentally verifying the impact of parameter changes on the closing force.

[0058] The closing force is judged to meet the standard by referring to the corresponding standard of closing energy and subjective evaluation. If it does not meet the standard, the parameters are adjusted and verified repeatedly until the preset target is met.

[0059] Furthermore, step A7 includes:

[0060] Improving the design scheme and process includes setting the priority of the improvement scheme and process;

[0061] This includes calculating the overall cost of the scheme and process improvement based on the parameter process of adjusting the core influencing factors and the ranking of the contribution of each factor to the gate closing energy;

[0062] Based on the overall cost of the proposed solutions and process improvements, prioritize the improvements.

[0063] According to a second aspect of the present invention, a system for identifying and optimizing the closing force problem of commercial vehicles is provided, comprising:

[0064] The subjective evaluation module is used to summarize the subjective evaluation results of the closing force, determine the initial level of the closing force and the problem points, and set or adjust the closing force and closing smoothness targets.

[0065] The objective testing module is used to set or adjust the closing force and closing smoothness targets in the subjective evaluation data of closing force, and to implement objective testing of closing force.

[0066] The non-core factors module is used to investigate assembly processes and design structures based on data from objective door closing force tests until the test results stabilize.

[0067] The core factors module is used to decompose the core influencing factors of non-assembly processes and design structures.

[0068] The analytical model building module is used to construct a quantitative analytical model of the closing force, including building an objective quantitative model with the closing energy as the core evaluation parameter by combining multiple linear regression algorithm.

[0069] Based on the quantitative analysis model of door closing force, the contribution of factors affecting door closing force is ranked.

[0070] The parameter adjustment module is used to sort the model and contribution, adjust the parameters of the core influencing factors, and iteratively optimize the gate closing force performance.

[0071] The process improvement module is used to record data on the process of cyclically optimizing the closing force performance, aim at setting or adjusting the closing force and closing smoothness targets, lock the parameters corresponding to the factors affecting the closing force, and output the optimization results.

[0072] The optimization results are fed back to the design team to improve the design scheme and process.

[0073] According to a third aspect of the present invention, an electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0074] The memory stores a computer program, which, when executed by the processor, causes the processor to perform steps such as the identification and optimization method for the door closing force problem in commercial vehicles.

[0075] According to a fourth aspect of the present invention, a computer-readable storage medium is provided storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform steps such as a method for identifying and optimizing the door closing force problem of a commercial vehicle.

[0076] According to a fifth aspect of the present invention, a testing and evaluation platform is provided, comprising:

[0077] Electronic equipment used to implement steps such as methods for identifying and optimizing door closing force issues in commercial vehicles;

[0078] The processor runs programs, and when the programs are running, they execute steps such as methods for identifying and optimizing the door closing force problem in commercial vehicles based on data output from electronic devices.

[0079] Storage medium used to store programs that, when running, execute steps such as methods for identifying and optimizing door closing force problems in commercial vehicles based on data output from electronic devices.

[0080] The above solution achieves the following beneficial technical effects:

[0081] This application standardizes subjective perception data by pre-setting an evaluation terminology scale, which simplifies the classification and statistics of subjective data and improves the convergence of the evaluation objectives.

[0082] This application standardizes the evaluation process during testing by setting minimum closing speed and minimum closing force, thus providing a unified reference standard for data collection across multiple vehicle models or multiple vehicles.

[0083] This application retrieves historical data on the wear and tear of vehicle doors, integrates the reduction of wear on easily worn components as a balanced objective, and selects from multiple iterative adjustments and tests of vehicle design and related component combinations that affect door closing force, making the improvement more cost-effective. Attached Figure Description

[0084] Figure 1 This is a flowchart of a method for identifying and optimizing the door closing force problem of commercial vehicles, provided by one or more embodiments of the present invention.

[0085] Figure 2 This is a structural diagram of a commercial vehicle door closing force problem identification and optimization system provided by one or more embodiments of the present invention.

[0086] Figure 3 This is a schematic diagram of a method for troubleshooting and optimizing the door closing force problem of commercial vehicles provided in a specific embodiment of the present invention.

[0087] Figure 4 This is a schematic diagram of a subjective evaluation process for the closing force of a commercial vehicle provided in a specific embodiment of the present invention.

[0088] Figure 5 This is a schematic diagram of an objective testing method for the closing force of commercial vehicle doors provided in a specific embodiment of the present invention.

[0089] Figure 6This is a schematic diagram of the mechanical structure and assembly quality inspection steps for closing the door of a commercial vehicle provided in a specific embodiment of the present invention.

[0090] Figure 7 This is a schematic diagram of a method for decomposing and optimizing the closing force of a commercial vehicle according to a specific embodiment of the present invention.

[0091] Figure 8 This is a block diagram of an electronic device for identifying and optimizing the door closing force problem of commercial vehicles, provided by one or more embodiments of the present invention. Detailed Implementation

[0092] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0093] Figure 1 This is a flowchart of a method for identifying and optimizing the door closing force problem of commercial vehicles, provided by one or more embodiments of the present invention.

[0094] like Figure 1 The methods for identifying and optimizing the door closing force problem in commercial vehicles shown include:

[0095] Step A1: Conduct a subjective evaluation of the door closing force;

[0096] Summarize the subjective evaluation results of door closing force to determine the initial level of door closing force and problems, and set or adjust the goals of door closing force and door closing smoothness;

[0097] Step A2 involves setting or adjusting the closing force and closing smoothness targets in the subjective evaluation data of closing force, and then conducting an objective test of closing force.

[0098] Step A3: Based on the data from the objective test of the closing force, investigate the assembly process and design structure, make corrections, and re-execute the test in Step A2 until the test results are stable.

[0099] Step A4: Based on the stable test results from Step A3, decompose the core influencing factors of the closing force of the non-assembly process and the design structure.

[0100] Step A5: Construct a quantitative analysis model of the closing force;

[0101] The construction of the quantitative analysis model of the closing force includes referring to steps A1, A3 and A4, and combining the multiple linear regression algorithm to build an objective quantitative model with the closing energy as the core evaluation parameter.

[0102] Based on the quantitative analysis model of door closing force, the contribution of factors affecting door closing force is ranked.

[0103] Step A6: Based on the model and contribution ranking in Step A5, adjust the parameters of the core influencing factors and iteratively optimize the closing force performance.

[0104] Step A7: Record the data of the cyclic optimization of the closing force performance, aim at setting or adjusting the closing force and closing smoothness targets, lock the parameters corresponding to the factors affecting the closing force, and output the optimization results;

[0105] The optimization results are fed back to the design team to improve the design scheme and process.

[0106] Specifically, non-core influencing factors generally do not require intervention from the design side. As long as the production side completes the assembly according to the preset process, the resulting shutdown impact is relatively fixed. The main purpose is to eliminate interference from production "non-conforming" issues.

[0107] In this embodiment, step A1 includes:

[0108] First, determine the evaluators and evaluation content, then train the evaluators on the evaluation content to unify their understanding, and generate a pre-set evaluation terminology scale.

[0109] Ensure the basic conditions for evaluation are met, including checking the installation status of the prototype vehicle in a flat and windless environment to ensure that the preset basic conditions for evaluation are met.

[0110] The evaluation team conducted hands-on practice of closing the door of the prototype vehicle and perceived the heaviness, resistance when shifting gears, and smoothness.

[0111] Based on the personnel's practical experience, a pre-set evaluation term scale was used to record subjective feelings, and the evaluation results were summarized to identify the initial level of door closing force and the problem points.

[0112] Based on the initial level of closing force and the identified problems, set or adjust the closing force and closing smoothness targets.

[0113] In this embodiment, step A2 includes:

[0114] Data was collected from personnel during practical operation using a door closing force tester and a door closing speed tester.

[0115] The door closing force tester includes a force sensor and a testing system, and the testing system is equipped with door closing energy testing software.

[0116] The data collected during the hands-on operation included: first closing all car windows, collecting parameters such as the energy radius, speed radius, speedometer installation position, and door opening of the corresponding car door, and then entering them into the door closing energy test software;

[0117] Among them, after the car door is fully closed, the force and angle values ​​are reset to zero, and the inner radius parameter of the software is adjusted to make the software-calculated speed value consistent with the actual measured value of the speedometer.

[0118] After the car door is opened, the force applied by the hand to the force sensor makes the car door close normally, and the door speed and closing energy data are collected, and at least 3 sets of consistent and qualified data are retained;

[0119] Among them, test data were obtained under the conditions of minimum closing force and closing speed of 1.2 m / s;

[0120] The minimum closing speed includes the critical speed at which the door can be fully closed when it is closed to a position of about 5°.

[0121] Minimum closing force includes the force required for the door to close at that minimum closing speed.

[0122] Specifically, the energy radius refers to the effective distance from the center of the door hinge to the edge of the door (usually the part of your hand when closing the door);

[0123] The speed radius refers to the radius of the reference point for the speed sensor used to measure the closing of the car door;

[0124] The speedometer installation location refers to the physical installation location of the sensor that actually measures the speed of the car door. Since the installation surface needs to be flat, it usually cannot coincide with the handle or the part of the door that is closed by the handle.

[0125] Door opening refers to the extent or width of the door opening, which is usually related to the hinges of commercial vehicles. Hinges are generally divided into several levels, such as 1, 2, and 3.

[0126] The closing speed of 1.2 m / s refers to the standard operating condition definition for evaluating door closing force, because the minimum closing speed varies for different vehicles.

[0127] In this embodiment, step A3 includes:

[0128] Based on the test data from step A2, check in sequence whether the sealing strip is installed in place, whether there is any interference in the door lock system, and whether the door gap and surface difference are within the design range;

[0129] Based on checking whether the sealing strip is installed in place, whether there is interference in the door lock system, and whether the door gap and surface difference are within the design range, non-core influencing factors such as machining accuracy deviation and assembly error are eliminated.

[0130] If, after investigation, non-core influencing factors are found to be unable to meet the preset requirements, the test in step A2 will be re-executed after correction.

[0131] Specifically, surface difference refers to the amount of misalignment between the surfaces of the doors and side panels and the direction parallel to the surface of the vehicle body. Ideally, the surface difference should be zero.

[0132] In this embodiment, step A4 includes:

[0133] If the non-core influencing factors can meet the preset requirements, then the core influencing factors are identified.

[0134] This includes components related to core factors, and clarifying the impact dimensions of each component;

[0135] Among them, the components related to the core factors include door locks, sealing strips, hinges, limit switches, pneumatic components, and buffer blocks;

[0136] The dimensions of influence for each component are clearly defined, including: the locking force of the door lock, the CLD and cavity pressure of the sealing strip, the tilt angle of the hinge, the pull rod type and internal spring clamping force of the limit switch, the pressure relief capacity of the pressure relief valve of the pneumatic component, and the stiffness and installation position of the buffer block.

[0137] The sealing strip corresponds to the conversion data of CLD and cavity pressure, including the contribution of closing force.

[0138] Specifically, locking force directly affects the solidity and firmness of the "click" sound when the door closes, as well as the amount of force required to close it. Too little force will make it feel loose, while too much force will make it feel heavy.

[0139] The sealing strip corresponds to the CLD (Closing Displacement) and cavity pressure; the CLD value directly affects the ease of closing the door. The sum of the CLD values ​​(total circumference) determines the force required to overcome all the rebound forces of the sealing strip.

[0140] The hinge corresponds to the tilt angle, which is the core of enabling the car door to "close" or "open" automatically due to gravity. On a slope, if the center of gravity of the car door is projected outside the hinge axis, gravity will generate a torque that causes the door to close or open. By precisely calculating and setting the tilt angle, the car door can maintain any opening degree on a level surface, while providing auxiliary force or resistance on slopes, improving convenience and safety.

[0141] The limit switch corresponds to the lever line design, and the cam line design creates a "pit" (low resistance point, corresponding to the stopping position) and a "slope" (high resistance point, requiring force to pass). The spring force determines the holding force of the roller in the "pit" and the force required to pass over the "slope". Together, they create a clear sense of the gear position and a smooth and elastic feel to opening and closing the door;

[0142] The air resistance component corresponds to the pressure relief valve's pressure relief capacity. Excellent pressure relief quickly eliminates the air cushion effect, allowing the car door to close easily without excessive force, thus improving the user experience. This avoids ear discomfort and a loud "pop" sound when the door closes due to rapid air pressure changes.

[0143] The buffer block, with its corresponding stiffness and installation position, absorbs the impact kinetic energy of metal parts such as hinges and latches during the final stage of door closing, eliminating the metallic clanging sound and producing a soft, muffled, high-quality door closing sound.

[0144] In this embodiment, step A5 includes:

[0145] The experiment was designed using the multi-factor, multi-level experimental design method (DOE), and an objective quantitative model with the gate energy as the core evaluation parameter was built by combining the multiple linear regression algorithm.

[0146] The model formula includes:

[0147] Predicted door closing energy = 47.013 - 4.723 × recoil angle - 1.053 × inclination angle - 0.095 × effective pressure relief area of ​​pressure relief valve + 0.019 × sealing reaction force - 0.208 × door weight - 0.029 × door lock insertion force - 0.005 × overall vehicle air tightness - 43.005 × door area / cabin volume;

[0148] Simultaneously calculate and rank the contribution of each factor to the closing energy.

[0149] Specifically, the multiple linear regression algorithm quantifies the magnitude and direction of the influence of multiple factors on a core outcome and makes reliable predictions based on this.

[0150] Closing energy, closing force, or feel is a subjective experience, while closing energy, as an objective indicator, can fully reflect the magnitude of the closing force and is combined with the feeling of work done by a person during the closing process.

[0151] The tilt angle refers to the angle between the hinge axis of a car door and the vertical plane when viewed from the side of the vehicle. It can be understood as the angle at which the car door tilts "backward".

[0152] The inclination angle refers to the angle between the hinge axis of a car door and the vertical plane when viewed from above. It can be understood as the angle at which the car door tilts "inward" (towards the center of the vehicle).

[0153] The effective pressure relief area of ​​a pressure relief valve refers to the minimum cross-sectional area through which airflow passes when the valve (usually located in the rear side panel or trunk) used to balance the air pressure difference between the inside and outside of the vehicle is open.

[0154] Sealing reaction force refers to the total elastic restoring force acting on the door when the door is fully closed and pressed against the door frame, caused by the compression of the door sealing strip (mainly the main sealing strip).

[0155] Door weight refers to the total mass of a single door assembly, including the weight of all components such as the inner door panel, outer door panel, glass, window regulator, door lock, hinges, and interior trim panels.

[0156] Door lock insertion force refers to the maximum force required for the door lock's pawl (or "latch") to slide into the lock ring (or "fire pin") until it is fully engaged in the final stage of closing the car door.

[0157] Vehicle airtightness is a quantitative indicator that measures the degree of sealing of the vehicle's cabin. It is typically characterized by applying a standard positive pressure (such as 50 Pa or 100 Pa) inside the vehicle and measuring the airflow rate (unit: cubic meters per hour or CFM) required to maintain this pressure. The lower the flow rate, the better the airtightness.

[0158] Door area / cabin volume is a ratio that refers to the ratio of the total effective area of ​​the doors (mainly the projected area surrounded by the sealing strip) to the net volume of the vehicle's cabin.

[0159] In this embodiment, step A6 includes:

[0160] Based on the model and contribution ranking in step A5, adjust the parameters of the core influencing factors.

[0161] Adjusting the parameters of key influencing factors includes adjusting or removing components based on their characteristics, and experimentally verifying the impact of parameter changes on the closing force.

[0162] The closing force is judged to meet the standard by referring to the corresponding standard of closing energy and subjective evaluation. If it does not meet the standard, the parameters are adjusted and verified repeatedly until the preset target is met.

[0163] In this embodiment, step A7 includes:

[0164] Improving the design scheme and process includes setting the priority of the improvement scheme and process;

[0165] This includes calculating the overall cost of the scheme and process improvement based on the parameter process of adjusting the core influencing factors and the ranking of the contribution of each factor to the gate closing energy;

[0166] Based on the overall cost of the proposed solutions and process improvements, prioritize the improvements.

[0167] Figure 2 This is a structural diagram of a commercial vehicle door closing force problem identification and optimization system provided by one or more embodiments of the present invention.

[0168] like Figure 2 The commercial vehicle door closing force problem identification and optimization system shown includes:

[0169] The subjective evaluation module is used to summarize the subjective evaluation results of the closing force, determine the initial level of the closing force and the problem points, and set or adjust the closing force and closing smoothness targets.

[0170] The objective testing module is used to set or adjust the closing force and closing smoothness targets in the subjective evaluation data of closing force, and to implement objective testing of closing force.

[0171] The non-core factors module is used to investigate assembly processes and design structures based on data from objective door closing force tests until the test results stabilize.

[0172] The core factors module is used to decompose the core influencing factors of non-assembly processes and design structures.

[0173] The analytical model building module is used to construct a quantitative analytical model of the closing force, including building an objective quantitative model with the closing energy as the core evaluation parameter by combining multiple linear regression algorithm.

[0174] Based on the quantitative analysis model of door closing force, the contribution of factors affecting door closing force is ranked.

[0175] The parameter adjustment module is used to sort the model and contribution, adjust the parameters of the core influencing factors, and iteratively optimize the gate closing force performance.

[0176] The process improvement module is used to record data on the process of cyclically optimizing the closing force performance, aim at setting or adjusting the closing force and closing smoothness targets, lock the parameters corresponding to the factors affecting the closing force, and output the optimization results.

[0177] The optimization results are fed back to the design team to improve the design scheme and process.

[0178] It is worth noting that although this system / device only discloses the above-mentioned modules / units, it does not mean that this system / device is limited to the above-mentioned basic functional modules. On the contrary, what this invention intends to express is that, based on the above-mentioned basic functional modules, those skilled in the art can add one or more functional modules in combination with the prior art to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. It cannot be assumed that the scope of protection of the claims of this invention is limited to the above-disclosed basic functional modules just because this embodiment only discloses a few basic functional modules.

[0179] In one specific embodiment, a method as follows is disclosed Figure 3 The following is a flowchart for troubleshooting and optimizing the door closing force issue in commercial vehicles:

[0180] In step S1, the closing force is subjectively evaluated to determine whether the door closes smoothly. This subjective evaluation involves organizing relevant personnel to conduct on-site practical assessments. By having them close the doors of a prototype vehicle, the level of closing force can be quickly evaluated and analyzed. The subjective feeling of the closing force is described using appropriate subjective evaluation terminology, thus achieving an evaluation of the closing force level. Finally, the comprehensive evaluations from the subjective evaluators are summarized to determine the level of closing force and any issues identified. Figure 4 As shown.

[0181] In step S2, the objective testing equipment for closing force is a closing force tester and a closing speed tester, and the testing method is as follows: Figure 5 As shown. The door closing force tester consists of a force sensor and a door closing force testing system. It can be used to test the force required to close a car door, while the door closing speed tester is used to test the minimum door closing speed and specific door closing speed conditions. The minimum door closing force refers to the force required to close the car door at its minimum speed. The minimum door closing speed refers to the closing speed of the car door when it is closed to an angle of approximately 5°. Below a certain speed, the car door cannot be completely closed; this closing speed is called the minimum door closing speed.

[0182] In step S3, the mechanical mechanism and assembly quality inspection is completed by objectively testing the minimum closing force and the closing force at a closing speed of 1.2 m / s, such as... Figure 6 As shown. Step by step, check whether the sealing strip is installed correctly, whether there is interference in the door lock system, and whether the door gap and surface difference are within the design range, until the above-mentioned problems are eliminated or resolved. Then continue to analyze other core factors affecting the door closing force. The contents checked in this step are mainly non-critical factors, mainly affected by errors and precision. Once eliminated, the problem can be directly solved, and the influencing logic is relatively simple.

[0183] In steps S4 and S5, the factors affecting the closing force are precisely decomposed, mainly including the door lock, sealing strip, hinge, limit switch, air resistance, and buffer block. These factors are primarily affected by locking force, CLD (Closing Locking Device), sealing strip cavity pressure, tilt angle, tie rod profile, internal spring clamping force, pressure relief valve's relief capacity, stiffness, and position. By adjusting and removing the characteristics of each factor, it is determined whether the closing force meets the initial definition. If the closing force of the commercial vehicle changes after adjustment, the cause needs to be analyzed, and the verification method optimized. Figure 7 As shown, after iterative optimization, the closing force target requirement is finally met.

[0184] In step S6, it is determined whether the closing force meets the initial target requirement, and the corresponding performance parameters of each door system are output. The results of the closing force adjustment and optimization, as well as the optimization suggestions for components and subsystems, are input to the relevant design engineers to optimize the performance of relevant components in advance.

[0185] In another specific embodiment, such as Figure 4 The subjective evaluation process for commercial vehicle door closing force, as shown, primarily assesses the perception and evaluation of the heaviness, resistance, and smoothness of the door closing process. Before conducting the subjective evaluation, it is crucial to determine the evaluators and the evaluation content. The evaluators should be briefed on the evaluation content to avoid invalid subjective evaluation results due to misunderstandings among different evaluators. Secondly, a prototype vehicle must be prepared and inspected to ensure it is in good working order and meets the requirements of the subjective evaluation. The subjective evaluation of door closing force must be conducted in a flat, windless environment. Finally, after the subjective evaluation, the results must be compiled and summarized, and the evaluation results of the prototype vehicle's door closing force and any related issues should be recorded.

[0186] After the testing equipment is set up as required, the door closing force test shall be conducted as follows:

[0187] 1) Close all windows. Based on the layout of the door closing force testing equipment, collect relevant parameters such as energy radius, speed radius, speedometer installation position, and door opening. Input the relevant parameters into the door closing energy testing software.

[0188] 2) With the car door fully closed, set the force and angle values ​​to zero in the door closing energy test software;

[0189] 3) Adjust the radius parameter value in the door closing energy test software to ensure that the speed value in the energy analysis software is consistent with the speedometer measurement value;

[0190] 4) Open the car door, apply force to the force sensor to close the door normally, and collect data on the door speed and closing energy.

[0191] 5) At least three sets of data with good consistency should be retained for testing.

[0192] In another specific embodiment, door closing force prediction and analysis can be added:

[0193] For example, during the design and development of door closing force, since there are many factors affecting door closing force, it is necessary to predict, calculate and analyze the door closing force in the early stage to determine the influence of the corresponding design parameters of each subsystem and component on the magnitude of the door closing force, so as to optimize the design of relevant component parameters in the early stage and avoid the risk of large door closing force in the later prototype vehicle.

[0194] For example, when predicting door closing force, relevant parameters need to be input to predict the door closing energy and minimum closing speed. The required input parameters for the model are as follows:

[0195] 1) Model parameters (carriage volume, vehicle leakage, door mass, door projected area, door moment of inertia, etc.).

[0196] 2) Geometric dimensions and assembly tolerances of the door sealing strip;

[0197] 3) Hinges and door center of gravity coordinates;

[0198] 4) Door lock mechanical characteristic curve, hinge torque;

[0199] 5) CLD curve of sealing strip.

[0200] The output is shown below:

[0201] 1) Minimum closing speed and minimum closing energy;

[0202] 2) The percentage of energy contribution from each component and subsystem during gate closure;

[0203] Based on the results of the door closing force prediction analysis, the level of the door closing force and risk assessment can be analyzed, and the optimization suggestions for components and subsystems can be input to relevant design engineers to optimize the performance of relevant components in advance.

[0204] In another specific embodiment, a prediction model for the door closing force problem is disclosed:

[0205] Both peak closing force and closing energy can be used as objective evaluation indicators of door closing feel. Closing energy and peak closing force have a linear relationship: 1. Energy is a cumulative amount over a process, while force is an instantaneous value; 2. Energy is directly related to user experience. Closing energy carries more information, and this prediction model uses closing energy as an objective evaluation parameter.

[0206] Analysis and ranking of energy contribution from door closure:

[0207] Process deviation > Vehicle door closing air resistance > Sealing strip CLD > Sealing strip cavity air resistance > Door lock

[0208] To analyze the interaction between various door components or performance influencing factors and door closing energy, a multi-factor, multi-level analysis approach was adopted, and multiple sets of experiments were designed using the Design of Experiments (DOE) method. An objective quantitative model of subjective perception of door closing force was constructed using multiple linear regression.

[0209] Predicted door closing energy = 47.013 - 4.723 * recoil angle - 1.053 * inclination angle ± 0.095 * effective pressure relief area of ​​pressure relief valve + 0.019 * sealing reaction force - 0.208 * door weight - 0.029 door lock insertion force - 0.005 * overall vehicle air tightness - 43.005 * door area / cabin volume

[0210] The comparison between predicted values ​​and subjective score intervals is shown in Table 1.

[0211] Table 1

[0212] describe Subjective scores Minimum gate closing energy (J) Unqualified Below 5.5 ＞40 qualified 5.5-6.5 18~40 excellent 6.5-8 ＜18

[0213] Based on the above correlation and regression analysis conclusions, increasing the hinge tilt angle, increasing the effective pressure relief area of ​​the pressure relief valve, and reducing the reaction force of the sealing strip can effectively improve the closing energy. When these are used in the prediction model, the predicted value of the closing energy corresponding to the minimum closing speed can be significantly reduced.

[0214] Based on predictive model analysis, the optimal combination of door parameters for a commercial vehicle is recommended as follows: tilt angle 2°, tilt angle 2°, effective pressure relief valve area 122.72 cm², sealing reaction force 400 N, door weight 60.8 kg, door lock insertion force 29 N, air tightness SCFM@125 Pa = 200, door area / cabin volume = 0.145 m⁻¹. Statistics are shown in Table 2. (This represents the volume of air leaked per hour in the entire cab under a 125 Pa pressure difference between the inside and outside of the vehicle. CFM: cubic feet per minute. S: standard, referring to air under standard conditions.)

[0215] Table 2

[0216] Experiment number Factor 1: Backward tilt Factor 2 Introversion Factor 3: Effective pressure relief area of ​​the pressure relief valve Factor 4: Sealing reaction force Factor 5: Door weight Factor 6: Door lock insertion force Factor 7: Air tightness Factor 8: Door area / cabin volume Optimal solution 2 2 122.72 400 60.8 29 200 0.145

[0217] Figure 8 This is a block diagram of an electronic device for identifying and optimizing the door closing force problem of commercial vehicles, provided by one or more embodiments of the present invention.

[0218] like Figure 8 As shown, this application provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0219] The memory stores a computer program, which, when executed by the processor, causes the processor to perform steps of a method for identifying and optimizing the door closing force problem in commercial vehicles.

[0220] This application also provides a computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a method for identifying and optimizing the door closing force problem of a commercial vehicle.

[0221] This application also provides a testing and evaluation platform, including:

[0222] Electronic equipment used to implement steps for identifying and optimizing door closing force issues in commercial vehicles;

[0223] The processor runs a program, and when the program runs, it executes the steps of identifying and optimizing the door closing force problem in commercial vehicles based on data output from electronic devices.

[0224] Storage medium for storing programs that, when running, execute steps for identifying and optimizing the door closing force problem in commercial vehicles based on data output from electronic devices.

[0225] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0226] The electronic device comprises a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and memory. The operating system can be any one or more computer operating systems that control the electronic device through processes, such as Linux, Unix, Android, iOS, or Windows. Furthermore, in this embodiment of the invention, the electronic device can be a smartphone, tablet computer, or other handheld device, or a desktop computer, portable computer, or other electronic device; there is no particular limitation in this embodiment.

[0227] In this embodiment of the invention, the executing entity for electronic device control can be an electronic device itself, or a functional module within an electronic device capable of calling and executing a program. The electronic device can obtain the firmware corresponding to the storage medium. This firmware is provided by the supplier, and different storage media may have the same or different firmware; no limitation is made here. After obtaining the firmware corresponding to the storage medium, the electronic device can write this firmware into the storage medium; specifically, it burns the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented using existing technology, and will not be elaborated upon in this embodiment of the invention.

[0228] Electronic devices can also obtain reset commands corresponding to the storage media. The reset commands corresponding to the storage media are provided by the supplier. The reset commands corresponding to different storage media can be the same or different, and no restrictions are imposed here.

[0229] At this time, the storage medium of the electronic device is a storage medium on which the corresponding firmware has been written. The electronic device can respond to the reset command corresponding to the storage medium on which the corresponding firmware has been written, thereby resetting the storage medium on which the corresponding firmware has been written according to the reset command. The process of resetting the storage medium according to the reset command can be implemented by existing technology and will not be described in detail in this embodiment of the invention.

[0230] For ease of description, the above devices are described separately by function as various units and modules. Of course, in implementing this application, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0231] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the meaning consistent with their meaning in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined.

[0232] For the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0233] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0234] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for identifying and optimizing the door closing force problem in commercial vehicles, characterized in that, The method for identifying and optimizing the door closing force problem in commercial vehicles includes: Step A1: Conduct a subjective evaluation of the door closing force; Summarize the subjective evaluation results of door closing force to determine the initial level of door closing force and problems, and set or adjust the goals of door closing force and door closing smoothness; Step A2 involves setting or adjusting the closing force and closing smoothness targets in the subjective evaluation data of closing force, and then conducting an objective test of closing force. Step A3: Based on the data from the objective test of the closing force, investigate the assembly process and design structure, make corrections, and re-execute the test in Step A2 until the test results are stable. Step A4: Based on the stable test results from Step A3, decompose the core influencing factors of the closing force of the non-assembly process and the design structure. Step A5: Construct a quantitative analysis model of the closing force; The construction of the quantitative analysis model of the closing force includes referring to steps A1, A3 and A4, and combining the multiple linear regression algorithm to build an objective quantitative model with the closing energy as the core evaluation parameter. Based on the quantitative analysis model of door closing force, the contribution of factors affecting door closing force is ranked. Step A6: Based on the model and contribution ranking in Step A5, adjust the parameters of the core influencing factors and iteratively optimize the closing force performance. Step A7: Record the data of the cyclic optimization of the closing force performance, aim at setting or adjusting the closing force and closing smoothness targets, lock the parameters corresponding to the factors affecting the closing force, and output the optimization results; The optimization results are fed back to the design team to improve the design scheme and process.

2. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A1 includes: First, determine the evaluators and evaluation content, then train the evaluators on the evaluation content to unify their understanding, and generate a pre-set evaluation terminology scale. Ensure the basic conditions for evaluation are met, including checking the installation status of the prototype vehicle in a flat and windless environment to ensure that the preset basic conditions for evaluation are met. The evaluation team conducted hands-on practice of closing the door of the prototype vehicle and perceived the heaviness, resistance when shifting gears, and smoothness. Based on the personnel's practical experience, a pre-set evaluation term scale was used to record subjective feelings, and the evaluation results were summarized to identify the initial level of door closing force and the problem points. Based on the initial level of closing force and the identified problems, set or adjust the closing force and closing smoothness targets.

3. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A2 includes: Data was collected from personnel during practical operation using a door closing force tester and a door closing speed tester. The door closing force tester includes a force sensor and a testing system, and the testing system is equipped with door closing energy testing software. The data collected during the hands-on operation included: first closing all car windows, collecting parameters such as the energy radius, speed radius, speedometer installation position, and door opening of the corresponding car door, and then entering them into the door closing energy test software; Among them, after the car door is fully closed, the force and angle values ​​are reset to zero, and the inner radius parameter of the software is adjusted to make the software-calculated speed value consistent with the actual measured value of the speedometer. After the car door is opened, the force applied by the hand to the force sensor makes the car door close normally, and the door speed and closing energy data are collected, and at least 3 sets of consistent and qualified data are retained; Among them, test data were obtained under the conditions of minimum closing force and closing speed of 1.2 m / s; The minimum closing speed includes the critical speed at which the door can be fully closed when it is closed to a position of about 5°. Minimum closing force includes the force required for the door to close at that minimum closing speed.

4. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A3 includes: Based on the test data from step A2, check in sequence whether the sealing strip is installed in place, whether there is any interference in the door lock system, and whether the door gap and surface difference are within the design range; Based on checking whether the sealing strip is installed in place, whether there is interference in the door lock system, and whether the door gap and surface difference are within the design range, non-core influencing factors such as machining accuracy deviation and assembly error are eliminated. If, after investigation, non-core influencing factors are found to be unable to meet the preset requirements, the test in step A2 will be re-executed after correction.

5. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A4 includes: If the non-core influencing factors can meet the preset requirements, then the core influencing factors are identified. This includes components related to core factors, and clarifying the impact dimensions of each component; Among them, the components related to the core factors include door locks, sealing strips, hinges, limit switches, pneumatic components, and buffer blocks; The dimensions of influence for each component are clearly defined, including: the locking force of the door lock, the CLD and cavity pressure of the sealing strip, the tilt angle of the hinge, the pull rod type and internal spring clamping force of the limit switch, the pressure relief capacity of the pressure relief valve of the pneumatic component, and the stiffness and installation position of the buffer block. The sealing strip corresponds to the conversion data of CLD and cavity pressure, including the contribution of closing force.

6. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A5 includes: The experiment was designed using the multi-factor, multi-level experimental design method (DOE), and an objective quantitative model with the gate energy as the core evaluation parameter was built by combining the multiple linear regression algorithm. The model formula includes: Predicted door closing energy = 47.013 - 4.723 × recoil angle - 1.053 × inclination angle - 0.095 × effective pressure relief area of ​​pressure relief valve + 0.019 × sealing reaction force - 0.208 × door weight - 0.029 × door lock insertion force - 0.005 × overall vehicle air tightness - 43.005 × door area / cabin volume; Simultaneously calculate and rank the contribution of each factor to the closing energy.

7. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A6 includes: Based on the model and contribution ranking in step A5, adjust the parameters of the core influencing factors. Adjusting the parameters of key influencing factors includes adjusting or removing components based on their characteristics, and experimentally verifying the impact of parameter changes on the closing force. The closing force is judged to meet the standard by referring to the corresponding standard of closing energy and subjective evaluation. If it does not meet the standard, the parameters are adjusted and verified repeatedly until the preset target is met.

8. The method for identifying and optimizing the closing force problem of commercial vehicles according to claim 1, characterized in that, Step A7 includes: Improving the design scheme and process includes setting the priority of the improvement scheme and process; This includes calculating the overall cost of the scheme and process improvement based on the parameter process of adjusting the core influencing factors and the ranking of the contribution of each factor to the gate closing energy; Based on the overall cost of the proposed solutions and process improvements, prioritize the improvements.

9. An electronic device, characterized in that, include: The processor, communication interface, memory, and communication bus are connected, with the processor, communication interface, and memory communicating with each other via the communication bus. The memory stores a computer program that, when executed by a processor, causes the processor to perform the steps of the commercial vehicle door closing force problem identification and optimization method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The device stores a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of the commercial vehicle door closing force problem identification and optimization method as described in any one of claims 1 to 8.

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