A device for testing the strength of a door hinge of a motor vehicle body

Abstract

The application belongs to the technical field of automobile parts detection, and particularly relates to a vehicle body door hinge strength detection device, which comprises a transverse adjusting assembly, a door rotating assembly, a weight-adjustable profiled door and a door hinge, and further comprises a deformation acquisition module, a load acquisition module and a control module; the deformation acquisition module monitors local deformation and stress concentration of a hinge mounting point in real time, and generates a deformation unevenness coefficient; the load acquisition module monitors load changes of a motor in real time, and generates a load fluctuation coefficient; the control module performs weighted logarithmic transformation on the two coefficients, generates an evaluation coefficient, and compares the evaluation coefficient with a reference threshold value, and simultaneously controls the working state of the detection device and the weight of the profiled door according to the comparison result. The application deeply integrates mechanical counterweight adjustment and intelligent monitoring, forms a closed-loop adaptive control, can dynamically optimize a test load, and significantly improves the automation degree, safety and test precision of hinge strength detection.

Description

Technical Field

[0001] This invention relates to the field of automotive parts testing technology, and in particular to a device for testing the strength of automotive body door hinges. Background Technology

[0002] Automotive door hinges are critical components connecting the door to the vehicle body, and their strength directly affects the vehicle's safety and lifespan. Under conditions of frequent door opening and closing and lateral impacts, hinges must possess sufficient resistance to deformation and fatigue. Existing door hinge strength testing devices mostly use fixed, contoured door designs or perform cyclic loading tests directly on the hinge without using a door, but these methods have the following shortcomings:

[0003] The weight of the contoured door is fixed, which cannot simulate the actual load conditions of doors of different car models, resulting in a deviation between the testing environment and the real working conditions;

[0004] The testing process mainly relies on manual observation of the hinge deformation or damage, lacking a real-time, automated monitoring and feedback mechanism. It is difficult to adjust or stop the test in time when abnormalities occur (such as local stress concentration or abnormal transmission resistance), which affects the testing efficiency and safety. Summary of the Invention

[0005] Based on the technical problems existing in the prior art, the present invention proposes a device for testing the strength of automotive body door hinges.

[0006] This invention proposes a vehicle body door hinge strength testing device, comprising a lateral adjustment component, a door rotation component, a contoured door, and a door hinge. The lateral adjustment component is fixed to a test bench and is used to adjust the position of the door rotation component. The door rotation component includes a motor and a push rod, with the push rod mounted on the output shaft of the motor. The upper edge of the contoured door forms a moving engagement with the free end of the push rod. The right half of the door hinge is fixed to the contoured door, and its left half is fixed to the test bench. The contoured door is capable of adjusting its own weight. The device further includes:

[0007] The deformation acquisition module is used to monitor the local deformation and stress concentration of key stress points on the vehicle door frame corresponding to the door hinge mounting point in real time, and generate the deformation non-uniformity coefficient through the control module.

[0008] The load acquisition module is used to monitor the load changes of the motor in real time and generate a load fluctuation coefficient through the control module.

[0009] The control module performs a comprehensive analysis of the generated deformation non-uniformity coefficient and load fluctuation coefficient to generate an evaluation coefficient. The evaluation coefficient is compared with a pre-set reference threshold, and the working state of the detection device and the weight of the contoured door are controlled simultaneously based on the comparison result.

[0010] Preferably, the contoured door adjusts its own weight through a counterweight assembly, which includes a U-shaped frame and a weight pan. The U-shaped frame is fixed to the side of the contoured door, and the weight pan can be placed inside the U-shaped frame.

[0011] Preferably, the contoured door is hollow inside and is equipped with a water injection pipe and a drain pipe. The water injection pipe and the drain pipe are respectively equipped with solenoid valves, and the weight of the contoured door is automatically adjusted by controlling the opening and closing of the solenoid valves.

[0012] Preferably, the lateral adjustment assembly includes a fixed base, a guide rod, an end cap, a slide, and a hand-cranked screw; the fixed base is fixed on the test bench, the guide rod is connected between the fixed base and the end cap, the hand-cranked screw is rotatably connected between the fixed base and the end cap, the slide is slidably connected to the guide rod and threadedly connected to the hand-cranked screw, and the motor of the door rotating assembly is mounted on the slide.

[0013] Preferably, the free end of the push rod has a pair of sliding openings, and a constraint roller that can move along the sliding opening is inserted into each of the two sliding openings. The top end of the constraint roller is threaded with a locking nut for fixing the constraint roller to the push rod, and the upper edge of the contoured door is located between the two constraint rollers.

[0014] Preferably, the output and input terminals of the deformation acquisition module and the load acquisition module are electrically connected to the input and output terminals of the control module, respectively. The output terminal of the control module is electrically connected to the input terminal of the motor. The output terminal of the control module is also electrically connected to the solenoid valves on the water injection pipe and the drain pipe.

[0015] Preferably, the control module controls the working state of the detection device and the execution steps of the contour door weight measurement based on the comparison results as follows:

[0016] The deformation acquisition module collects local deformation and stress concentration; the load acquisition module collects motor load changes; the control module calculates the deformation non-uniformity coefficient, load fluctuation coefficient, and evaluation coefficient; if the evaluation coefficient is less than the reference threshold, the current test parameters and the current contour door weight are maintained; if the evaluation coefficient is greater than or equal to the reference threshold, the push rod speed is reduced, the loading force amplitude is reduced, and water is injected or drained into the contour door by controlling the solenoid valve to change its weight.

[0017] Preferably, the generation logic of the deformation non-uniformity coefficient is as follows:

[0018] The actual micro-strain values ​​during the test are obtained by the deformation acquisition module. The deformation non-uniformity coefficient is calculated based on the dispersion of each actual micro-strain value and the average micro-strain, which is used to quantify the degree of stress concentration at the hinge mounting point of the vehicle body door frame.

[0019] Preferably, the logic for generating the load fluctuation coefficient is as follows:

[0020] The load acquisition module acquires the actual current value of the motor at different times within a specified time period during the test. Based on the fluctuation of each actual current value and the average current, the load fluctuation coefficient is calculated to quantify the stability of the resistance experienced by the motor-driven push rod.

[0021] Preferably, the logic for generating the evaluation coefficients is as follows:

[0022] The evaluation coefficients for assessing the risk level of the current test status are generated by performing a weighted logarithmic transformation based on the deformation non-uniformity coefficient and the load fluctuation coefficient.

[0023] Compared with the prior art, the present invention provides a device for testing the strength of automotive body door hinges, which has the following advantages:

[0024] 1. A vehicle body door hinge strength testing device, which, by setting an adjustable weight contoured door and adjusting the weight by means of counterweight components or water injection structures, can simulate the load of actual doors of different vehicle models, making the hinge strength testing environment closer to real working conditions and improving the reliability of the test results.

[0025] 2. A vehicle body door hinge strength testing device, comprising a deformation acquisition module and a load acquisition module, which monitor the stress concentration at the hinge mounting point and the fluctuation of the motor-driven load in real time, generating an evaluation coefficient. When the evaluation coefficient is abnormal, the device not only adjusts the test parameters but also dynamically changes the weight of the contoured door, thereby actively adjusting the load borne by the hinge to make the stress distribution and motion resistance more uniform, avoiding test failure caused by local overload or jamming. This closed-loop control mechanism deeply integrates mechanical counterweight adjustment with intelligent monitoring, realizing adaptive optimization of the testing process and significantly improving the automation and safety of the testing. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of a vehicle body door hinge strength testing device proposed in this invention.

[0027] Figure 2 This is a schematic diagram of the installation structure between the lateral adjustment component and the door rotation component of an automobile body door hinge strength testing device proposed in this invention.

[0028] Figure 3 This is a schematic diagram of the counterweight component structure of an automobile body door hinge strength testing device proposed in this invention;

[0029] Figure 4 For the present invention Figure 2 A magnified structural diagram at point A;

[0030] Figure 5 This is a system block diagram of an automotive body door hinge strength testing device proposed in this invention.

[0031] In the diagram: 1. Lateral adjustment assembly; 11. Fixed base; 12. Guide rod; 13. End cap; 14. Slide seat; 15. Hand crank screw; 2. Door rotation assembly; 21. Motor; 22. Push rod; 221. Slide opening; 222. Constraint roller; 223. Locking nut; 3. Contouring door; 4. Door hinge; 5. Counterweight assembly; 51. U-shaped frame; 52. Weight pan. Detailed Implementation

[0032] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0033] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0034] Reference Figures 1-4 A vehicle body door hinge strength testing device includes a lateral adjustment assembly 1, a door rotation assembly 2, a contoured door 3, and a door hinge 4. The lateral adjustment assembly 1, used to adjust the position of the door rotation assembly 2, includes a fixed base 11, a guide rod 12, an end cap 13, a slide 14, and a hand-cranked screw 15. The fixed base 11 is fixed to a test bench, the guide rod 12 is fixed between the fixed base 11 and the end cap 13, the hand-cranked screw 15 is rotatably connected between the fixed base 11 and the end cap 13, and the slide 14 is slidably connected to the guide rod 12 and threadedly connected to the hand-cranked screw 15. The motor 21 of the door rotation assembly 2 is mounted on the slide 14, allowing precise adjustment of the lateral position of the motor 21 by rotating the hand-cranked screw 15.

[0035] The door rotation assembly 2 includes a motor 21 and a push rod 22. The push rod 22 is mounted on the output shaft of the motor 21. A pair of sliding openings 221 are provided at the free end of the push rod 22. Constraint rollers 222, which can move along the sliding openings 221, are inserted into each of the two openings 221. A locking nut 223 is threaded to the top of each constraint roller 222 to secure it to the push rod 22. The upper edge of the contoured door 3 is located between the two constraint rollers 222. The right half of the door hinge 4 is fixed to the contoured door 3, and its left half is fixed to the test bench. During testing, the push rod 22 is rotated by the output shaft of the motor 21, and then the upper edge of the contoured door 3 is moved by the two constraint rollers 222, causing the contoured door 3 and the right half of the door hinge 4 to rotate back and forth together, thus performing a strength test on the door hinge 4.

[0036] The contoured door 3 can adjust its own weight to simulate the load of actual doors in different car models. Specifically, the contoured door 3 can adjust its weight through counterweight components 5. Multiple counterweight components 5 are provided, each of which includes a U-shaped frame 51 and a weight pan 52. The U-shaped frame 51 is fixed to the side of the contoured door 3. By inserting the weight pan 52 from the top of the U-shaped frame 51, the weight of the contoured door 3 can be increased.

[0037] As another preferred and automatically controllable implementation, the contoured door 3 is hollow inside and equipped with a water injection pipe and a water drainage pipe, each with a solenoid valve. By controlling the opening and closing of the solenoid valves, water can be injected or drained into the contoured door 3, thereby automatically adjusting the weight of the contoured door 3 without manual intervention.

[0038] Reference Figure 5 To address the problems of existing testing devices that rely on manual observation to determine hinge status during testing, and whose counterweight adjustment and monitoring are independent and unable to form an adaptive closed loop, this invention provides a deeply integrated intelligent control scheme. A vehicle body door hinge strength testing device further includes:

[0039] The deformation acquisition module is installed on the door frame of the vehicle body at key stress points corresponding to the installation points of the door hinge 4 (such as around the hinge fixing holes or at the bends) to monitor local deformation and stress concentration in real time, and to generate a deformation non-uniformity coefficient through the control module.

[0040] The load acquisition module is installed on the power supply circuit of motor 21 to monitor the load changes of motor 21 in real time and generate the load fluctuation coefficient through the control module.

[0041] The control module performs a comprehensive analysis of the generated deformation non-uniformity coefficient and load fluctuation coefficient to generate an evaluation coefficient. The evaluation coefficient is then compared with a pre-set reference threshold, and the working state of the detection device and the weight of the contour door 3 are controlled simultaneously based on the comparison results.

[0042] It should be noted that the deformation acquisition module can be a resistance strain gauge or other device that can monitor local deformation and stress concentration in real time, the load acquisition module can be a Hall current sensor or other device that can monitor the load change of motor 21 in real time, and the control module is an embedded controller (such as the STM32 series) that integrates data acquisition and dynamic control algorithms. Therefore, the deformation acquisition module, load acquisition module and control module are not specifically limited here and can be selected according to actual needs.

[0043] The output and input terminals of the deformation acquisition module and the load acquisition module are electrically connected to the input and output terminals of the control module, respectively. The output terminal of the control module is electrically connected to the input terminal of the motor 21. The output terminal of the control module is also electrically connected to the solenoid valves on the water injection pipe and the drain pipe.

[0044] In another embodiment, the control module performs a comprehensive analysis of the generated deformation non-uniformity coefficient and load fluctuation coefficient to generate an evaluation coefficient. The evaluation coefficient is then compared with a pre-set reference threshold, and the working state of the detection device and the execution steps of the contour door 3 weight measurement are controlled based on the comparison results as follows:

[0045] Real-time detection: The deformation acquisition module collects local deformation and stress concentration; the load acquisition module collects load changes of motor 21;

[0046] Coefficient calculation:

[0047] Deformation non-uniformity coefficient Uε: Used to quantify the degree of stress concentration at the hinge mounting point of the vehicle body door frame. The generation logic of the deformation non-uniformity coefficient is as follows:

[0048] S1. Obtain the actual micro-strain value during the test through the deformation acquisition module, and calibrate the actual micro-strain value obtained by the i-th deformation acquisition module as εi, i=1,2,3,...,s, where i is a positive integer;

[0049] S2. Calculate the deformation non-uniformity coefficient. The expression for the calculation is:

[0050]

[0051] In the formula, denoted as average micro-strain; s represents the number of deformation acquisition modules.

[0052] Load fluctuation coefficient Iσ: Used to quantify the stability of the resistance encountered by the motor 21 driving the push rod 22 (i.e., the resistance when the contour door 3 drives the hinge 4 to rotate); it reflects whether the resistance encountered by the hinge 4 during rotation is stable, and whether there is abnormal or unexpected friction or jamming. The logic for generating the load fluctuation coefficient is as follows:

[0053] S1. Obtain the actual current of motor 21 at different times within time T during the test through the load acquisition module, and calibrate the actual current obtained at time n within time T as In, n=1, 2, 3, ..., k, where n is a positive integer;

[0054] S2. Calculate the load fluctuation coefficient. The expression for the calculation is:

[0055]

[0056] In the formula, Let be the average current over time T; and k be the number of samples over time T.

[0057] Evaluation coefficient Rtest: Used to comprehensively evaluate the risk level of the current test state; it is a single index that integrates the structural health state (Uε) and the motion resistance state (Iσ) to make the final control decision; it is analyzed through a formula by the control module, based on the formula:

[0058]

[0059] In the formula, α and β are weighting coefficients (set according to the hinge material and test standards).

[0060] Dynamic adjustment: If Rtest < Rthreshold (Rthreshold is a preset reference threshold), the current test state is determined to be normal, and the current test parameters (such as push rod 22 speed, loading force amplitude) and the current weight of the contoured door 3 are maintained; if Rtest ≥ Rthreshold, the test state is determined to be risky, and the control module performs one or more of the following operations:

[0061] 1. Reduce the speed of push rod 22;

[0062] 2. Reduce the amplitude of the applied force;

[0063] Third, the weight of the contoured door 3 is altered by controlling the solenoid valve to inject or drain water into it. Specifically, if Uε is too high (severe stress concentration), the contoured door 3 may be too heavy, causing excessive load on the hinge mounting points. In this case, the drain solenoid valve is opened to reduce the weight of the contoured door 3. If Iσ is too high (large fluctuations in motion resistance), the contoured door 3 may be too light, causing unstable hinge movement. In this case, the water injection solenoid valve is opened to increase the weight of the contoured door 3. Through weight adjustment, the evaluation coefficient Rtest is brought back to a safe range, allowing the testing process to continue safely.

[0064] Working principle:

[0065] In use, first fix the left half of the door hinge 4 to be tested on the test platform, and fix the right half of the hinge to the contour door 3. Based on the actual door weight of the model to be simulated, the initial weight of the contour door 3 is preset by the control module (achieved by controlling the solenoid valve to inject / drain water). By turning the hand crank screw 15, the slide block 14 is driven to move along the guide rod 12, the lateral position of the motor 21 and the push rod 22 is adjusted, and the locking nut 223 is loosened. The final position of the constraint roller 222 is adjusted along the slide 221 so that the two constraint rollers 222 just clamp the upper edge of the contour door 3, and then the locking nut 223 is tightened.

[0066] When the equipment is started, the control module controls the motor 21 to rotate back and forth. The motor 21 drives the push rod 22 to swing. The push rod 22 moves the upper edge of the contour door 3 through two constraint rollers 222, causing the contour door 3 to swing back and forth around the rotation axis of the door hinge 4, applying a cyclic load to the door hinge 4 (for example, setting the rotation angle, frequency and number of times) to conduct a strength and durability test.

[0067] During testing, a deformation acquisition module installed at key stress points on the hinge mounting points of the vehicle body door frame monitors local deformation in real time and generates a deformation non-uniformity coefficient Uε; a load acquisition module installed on the power supply circuit of motor 21 monitors the load changes of motor 21 in real time and generates a load fluctuation coefficient Iσ; the control module comprehensively analyzes Uε and Iσ, calculates the evaluation coefficient Rtest using a formula, and compares it with the reference threshold Rthumbnail: if Rtest < Rthumbnail, the current test parameters are maintained; if Rtest ≥ Rthumbnail, the speed of push rod 22 or the amplitude of the loading force is automatically reduced, and water is automatically injected or drained to adjust the weight of the contour door 3 according to the deviation direction of Uε and Iσ until Rtest returns to normal. Throughout the process, the mechanical counterweight adjustment and intelligent monitoring form a closed-loop feedback, significantly improving the automation level and safety of hinge strength testing.

[0068] The above are merely preferred embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A vehicle body door hinge strength testing device, comprising a lateral adjustment assembly (1), a door rotation assembly (2), a contoured door (3), and a door hinge (4), characterized in that, The lateral adjustment component (1) is fixed on the test bench and is used to adjust the position of the door rotation component (2); the door rotation component (2) includes a motor (21) and a push rod (22), the push rod (22) is mounted on the output shaft of the motor (21); the upper edge of the contour door (3) forms a push-fit with the free end of the push rod (22); the right half of the door hinge (4) is fixed to the contour door (3), and its left half is fixed on the test bench; the contour door (3) can adjust its own weight; the device also includes: The deformation acquisition module is used to monitor the local deformation and stress concentration of the key stress points on the door frame corresponding to the installation point of the door hinge (4) in real time, and generate the deformation non-uniformity coefficient through the control module. The load acquisition module is used to monitor the load changes of the motor (21) in real time and generate the load fluctuation coefficient through the control module; The control module performs a comprehensive analysis of the generated deformation non-uniformity coefficient and load fluctuation coefficient to generate an evaluation coefficient. The evaluation coefficient is compared with a pre-set reference threshold, and the working state of the detection device and the weight of the contour door (3) are controlled simultaneously based on the comparison result.

2. The automobile body door hinge strength testing device according to claim 1, characterized in that, The contoured door (3) adjusts its own weight through a counterweight assembly (5). The counterweight assembly (5) includes a U-shaped frame (51) and a weight pan (52). The U-shaped frame (51) is fixed to the side of the contoured door (3), and the weight pan (52) can be placed inside the U-shaped frame (51).

3. The automobile body door hinge strength testing device according to claim 1, characterized in that, The contoured door (3) is hollow inside and is equipped with a water injection pipe and a drain pipe. The water injection pipe and the drain pipe are respectively equipped with electromagnetic valves. By controlling the opening and closing of the electromagnetic valves, the weight of the contoured door (3) can be automatically adjusted.

4. The automobile body door hinge strength testing device according to claim 1, characterized in that, The lateral adjustment assembly (1) includes a fixed seat (11), a guide rod (12), an end cap (13), a slide (14), and a hand-cranked screw (15); the fixed seat (11) is fixed on the test bench, the guide rod (12) is connected between the fixed seat (11) and the end cap (13), the hand-cranked screw (15) is rotatably connected between the fixed seat (11) and the end cap (13), the slide (14) is slidably connected to the guide rod (12) and threadedly connected to the hand-cranked screw (15), and the motor (21) of the door rotating assembly (2) is mounted on the slide (14).

5. The automobile body door hinge strength testing device according to claim 1, characterized in that, The free end of the push rod (22) is provided with a pair of sliding openings (221). Each of the two sliding openings (221) is provided with a constraint roller (222) that can move along the sliding opening (221). The top end of the constraint roller (222) is threaded with a locking nut (223) for fixing the constraint roller (222) on the push rod (22). The upper edge of the contour door (3) is located between the two constraint rollers (222).

6. The automobile body door hinge strength testing device according to claim 3, characterized in that, The output and input terminals of the deformation acquisition module and the output and input terminals of the load acquisition module are electrically connected to the input and output terminals of the control module, respectively. The output terminal of the control module is electrically connected to the input terminal of the motor (21). The output terminal of the control module is also electrically connected to the solenoid valves on the water injection pipe and the drain pipe.

7. The automobile body door hinge strength testing device according to claim 1, characterized in that, The control module controls the working state of the detection device and executes the weight measurement of the contoured door (3) according to the comparison results as follows: The deformation acquisition module acquires local deformation and stress concentration; the load acquisition module acquires the load change of the motor (21); the control module calculates the deformation non-uniformity coefficient, load fluctuation coefficient and evaluation coefficient; if the evaluation coefficient is less than the reference threshold, the current test parameters and the current weight of the contour door (3) are maintained; if the evaluation coefficient is greater than or equal to the reference threshold, the speed of the push rod (22) is reduced, the loading force amplitude is reduced, and water is injected or drained into the contour door (3) by controlling the solenoid valve to change its weight.

8. The automobile body door hinge strength testing device according to claim 1, characterized in that, The generation logic of the deformation non-uniformity coefficient is as follows: The actual micro-strain values ​​during the test are obtained by the deformation acquisition module. The deformation non-uniformity coefficient is calculated based on the dispersion of each actual micro-strain value and the average micro-strain, which is used to quantify the degree of stress concentration at the hinge mounting point of the vehicle body door frame.

9. The automobile body door hinge strength testing device according to claim 1, characterized in that, The logic for generating the load fluctuation coefficient is as follows: The actual current value of the motor (21) at different times during a specified time period during the test is obtained by the load acquisition module. The load fluctuation coefficient is calculated based on the fluctuation of each actual current value and the average current, which is used to quantify the stability of the resistance experienced by the motor (21) driving the push rod (22).

10. The automobile body door hinge strength testing device according to claim 1, characterized in that, The logic for generating the evaluation coefficients is as follows: The evaluation coefficients for assessing the risk level of the current test status are generated by performing a weighted logarithmic transformation based on the deformation non-uniformity coefficient and the load fluctuation coefficient.

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