Automobile side wall assembly, design method of automobile side wall assembly and vehicle

Abstract

The application discloses an automobile side wall assembly, a design method of the automobile side wall assembly and a vehicle, and relates to the technical field of vehicles. The automobile side wall assembly comprises an abutting part and a sealing part. The upper end of the abutting part is connected to a door frame of the automobile side wall assembly, and the lower end is set as a free end. The sealing part is arranged on the door frame and is spaced from the abutting part, so that a space for accommodating the top of a window glass is formed between the sealing part and the abutting part. When the window glass is in the space, the sealing part is in abutting cooperation with the inner side surface of the window glass, and the sealing part is compressed and deformed towards the inner side of the window glass. The free end is in abutting cooperation with the outer side surface of the window glass and is elastically deformed, so that the free end applies a supporting force to the window glass. The supporting force makes the window glass have a tendency to compress the sealing part. In this way, the success rate of the window glass entering the groove can be improved under the premise of ensuring the sealing performance of the window glass.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an automobile side panel assembly, a design method for the automobile side panel assembly, and a vehicle. Background Technology

[0002] Frameless doors are a widely used door structure in the automotive industry. Compared to traditional framed doors, frameless doors can reduce the overall weight of the door and optimize the visual appearance of the vehicle's side profile.

[0003] However, in actual use, frameless doors cannot provide rigid guidance and restraint for the glass when it is raised or lowered to near the top closed position. Under these conditions, the glass's trajectory is determined solely by the preset trajectory of the window regulator and the elastic reaction force of the door seal. To ensure the vehicle's sealing and NVH performance, a certain interference fit must be maintained between the top door seal and the glass. This interference fit generates a continuous and significant outward pushing force on the top of the glass when it rises to the top. This pushing force causes the glass to bend outward and shift overall, preventing the top of the glass from accurately and smoothly fitting into the groove of the side panel top seal. Summary of the Invention

[0004] This application discloses an automotive side panel assembly, a design method for the automotive side panel assembly, and a vehicle, which improves the problem that the pushing force applied to the glass by the top sealing strip of the door causes the glass to bend outward and shift overall, resulting in the top of the glass not being able to accurately and smoothly fit into the groove of the top sealing strip of the side panel.

[0005] In a first aspect, this application provides a vehicle side panel assembly, the vehicle side panel assembly further comprising: The abutting part is connected at the upper end to the door frame of the vehicle side panel assembly, and at the lower end is set as a free end; A sealing part is provided on the door frame and is arranged at intervals from the abutting part, so that a space for accommodating the top of the vehicle window glass is formed between the sealing part and the abutting part; When the vehicle window glass is in the space, the abutting part abuts against the outer side of the vehicle window glass, and the sealing part is compressed and deformed toward the inner side of the vehicle window glass. The free end abuts against the outer side of the vehicle window glass and is elastically deformed, so that the free end applies a supporting force to the vehicle window glass. The supporting force makes the vehicle window glass tend to compress the sealing part.

[0006] The automotive side panel assembly possesses at least the following technical effects: When the window glass is in the space, the outer and inner surfaces of the window glass respectively abut against the abutment and the sealing part. At this time, the sealing part applies pressure to the window glass in the direction from the inner side to the outer side, and under the action of the reaction force, it is compressed and deformed from the outer side to the inner side of the window glass. This ensures a tight seal between the door assembly and the side panel body while reducing the amount of outward pushing of the sealing part against the window glass. The abutment provides support to the outer side of the window glass, and the free end of the abutment rests on the window glass. Pressure is applied to the window glass from the outside inward direction to limit the tendency of the upper edge of the window glass to shift outward, thus causing the window glass to tend to compress the sealing part. This allows the window glass to shift inward. Through the synergistic action of the abutment part and the sealing part, the force on the window glass is balanced, which can compensate for the outward shift of the upper edge of the window glass while ensuring the sealing performance of the window glass. This reduces problems such as air leakage, water leakage, and abnormal noise in the window glass, while allowing the upper edge of the window glass to accurately and smoothly fit into the groove of the side body, thereby improving the success rate of the window glass entering the groove.

[0007] In one embodiment, the abutting portion includes: The first abutment section extends vertically, with its upper end connected to the door frame; and... The second abutment section is located inside the first abutment section and extends in the vertical direction. The lower end of the second abutment section is connected to the lower end of the first abutment section, and the upper end is set as a free end. The second abutment section is inclined inward and abuts against the outer side of the vehicle window glass and elastically deforms when the vehicle window glass is in the space.

[0008] In the above solution, the second abutment section can use its own inclined structure to form an inward component force on the window glass, and the upper end of the second abutment section is a free end, which can generate elastic deformation buffer when it is squeezed outward by the window glass. This can not only ensure the limiting effect on the window glass and prevent the glass from shifting outward, but also not hinder the normal raising and lowering of the window glass. In addition, the first abutment section can provide structural support for the second abutment section, thereby improving the overall structural stability of the abutment part.

[0009] In one embodiment, the dimension of the second abutment segment from the outside to the inside of the window glass is ΔT, where 0.6 ≤ ΔT / δmax ≤ 0.8; Wherein, δmax is the outward drift parameter of the vehicle window glass, calculated and confirmed by the coupled dynamics model built based on simulation software.

[0010] In the above solution, the outward drift parameter is the distance by which the upper edge of the window glass shifts outward relative to the set installation position when the door frame is not equipped with the abutment part and the window glass is in the space. By controlling the size of the second abutment section within the above range, sufficient inward limiting thrust can be provided for the window glass while ensuring that the second abutment section has sufficient deformation buffering capacity. This avoids insufficient limiting thrust due to the size of the second abutment section being too small, which would fail to compensate for the outward drift, or excessive rigidity due to the size of the second abutment section being too large, which would hinder the normal raising and lowering of the window glass.

[0011] In one embodiment, the dimension of the abutting portion in the vertical direction is A, where A ≥ 10 mm.

[0012] In the above solution, the vertical dimension limitation of the abutment not only ensures the contact area between the abutment and the outer side of the window glass, thereby enhancing the limiting effect of the abutment on the outward drift of the window glass, but also prevents excessive local stress at the contact point between the abutment and the outer side of the window glass by limiting the minimum dimension of the abutment in the vertical direction. This not only improves the protection of the window glass, but also reduces the risk of fatigue damage to the abutment after long-term use.

[0013] In one embodiment, the abutting portion is provided in multiple ways, and the multiple abutting portions are arranged at intervals in the front-rear direction of the vehicle window glass on the door frame.

[0014] In the above solution, the limiting effect on the key position of the window glass can be guaranteed, the material usage of the abutment part can be reduced, the processing cost of the parts can be reduced, and the overall weight of the side assembly can be reduced. The multiple abutment parts form multiple abutment points that are spaced apart in the front-rear direction of the window glass. The synergistic effect of the multiple abutment points ensures the limiting coverage of the window glass and meets the limiting requirements.

[0015] In one embodiment, a plurality of the abutting portions are arranged along the extension direction of the variable curvature curve, wherein the minimum radius of curvature of the variable curvature curve is R, and R≥50mm.

[0016] In the above solution, it is possible to ensure that the multiple abutting parts are adapted to the contour curvature of the outer side of the vehicle window glass in the front-rear direction, so that each abutting part can effectively abut against the outer side of the vehicle window glass. This avoids the problem that some abutting parts are suspended or interfere with the movement path of the vehicle window glass due to the mismatch between the contour curvature and the arrangement trajectory, thus failing to play a limiting role. This improves the reliability of the coordinated limiting of multiple abutting parts.

[0017] In one embodiment, the sealing part includes an extension and a sealing member. The extension has two opposing ends, one end of which is connected to the door frame, and the other end extends toward the inside of the window glass and is connected to the sealing member. The dimension of the extension from the outside to the inside of the window glass is ΔS, where 0.8≤ΔS / δmax≤1.0. Wherein, δmax is the outward drift parameter of the vehicle window glass, calculated and confirmed by the coupled dynamics model built based on simulation software.

[0018] In the above scheme, the outward drift parameter is the distance by which the upper edge of the window glass shifts outward relative to the set installation position when the door frame is not provided with the abutment part and the window glass is in the space. The extension can limit the installation position of the seal, causing the seal to shift inward as a whole. By limiting the size of the extension within the above range, the interference fit between the seal and the window glass when they are in the space can be reduced, the outward pushing force of the seal on the window glass can be reduced, and the sealing effect between the seal and the inner side of the window glass can be guaranteed to avoid seal failure.

[0019] Secondly, this application also provides a vehicle including the aforementioned automobile side panel assembly.

[0020] This vehicle possesses at least the following technical advantages: By providing the abutment portion on the door frame, when the window glass is in the space, the abutment portion engages with the outer surface of the window glass, creating an inward pressure on the window glass from the outside. This effectively compensates for the outward offset of the window glass caused by the reaction force of the sealing portion, thus solving the problem of the window glass's upper edge bulging outward and failing to properly enter the groove when in the space. This significantly improves the success rate of the window glass entering the groove and reduces the probability of malfunctions such as window lifting jamming and abnormal noise. Simultaneously, by adjusting the interference fit between the sealing portion and the window glass, the outward pushing force of the sealing portion on the window glass can be reduced, further assisting in improving the outward bulging problem of the window glass. The two actions work synergistically to maximize the accuracy of the window glass entering the groove while ensuring the sealing performance of the window glass.

[0021] Thirdly, this application also proposes a design method for an automotive side panel assembly, used to design the aforementioned automotive side panel assembly, the design method comprising the following steps: A preliminary coupled dynamics model is constructed, and the outward drift parameters of the vehicle window glass are calculated and confirmed based on the preliminary coupled dynamics model. The inward retraction range of the abutment part and the inward settlement range of the sealing part are determined according to the outward drift parameters. The structures of the abutting part and the sealing part are adjusted according to the inward retraction range and the inward sinking range to obtain a second coupled dynamic model; The motion of the vehicle window glass in the second coupled dynamics model is simulated to obtain the inward retraction parameters of the abutment part and the inward sinking parameters of the sealing part. The second coupled dynamics model is then optimized based on the inward retraction parameters and the inward sinking parameters to obtain the target coupled dynamics model.

[0022] The design method of this automotive side panel component has at least the following technical advantages: through phased coupled dynamic modeling and simulation verification, the outward drift characteristics of the window glass can be accurately determined. The inward retraction parameters of the abutment part and the inward settlement parameters of the sealing part can be directly determined based on the outward drift parameters obtained from simulation calculations. This eliminates the need for repeated physical experiments in the early stages of development, effectively shortens the development cycle of the automotive side panel component, and reduces development costs.

[0023] In one embodiment, the abutting part includes a first abutting section and a second abutting section. The first abutting section extends in the vertical direction and its upper end is connected to the door frame. The second abutting section is located inside the first abutting section and extends in the vertical direction. The lower end of the second abutting section is connected to the lower end of the first abutting section, and its upper end is set as a free end. The second abutting section is inclined inward and abuts against the outer surface of the vehicle window glass when the vehicle window glass is in the space and can elastically deform. The second abutment section has a dimension of ΔT from the outside to the inside of the window glass, where 0.6 ≤ ΔT / δmax ≤ 0.8; The sealing part includes an extension and a sealing element. The extension has two opposite ends, one end of which is connected to the door frame, and the other end extends toward the inside of the window glass and is connected to the sealing element. The dimension of the extension from the outside to the inside of the window glass is ΔS, where 0.8≤ΔS / δmax≤1.0. The steps of constructing a preliminary coupled dynamics model, calculating and confirming the outward drift parameters of the vehicle window glass based on the preliminary coupled dynamics model, and determining the inward retraction range of the abutment portion and the inward settlement range of the sealing portion according to the outward drift parameters include: The target vehicle model is determined, and a preliminary coupled dynamics model corresponding to the target vehicle model is established in the simulation software environment; Based on the structural parameters of the target vehicle model, the outward flare parameter δmax of the top of the window glass when it is in the space is calculated; wherein, the structural parameters of the target vehicle model include at least the cross-sectional parameters of the sealing part, the hardness parameters of the sealing part, and the interference fit parameters between the sealing part and the window glass; Based on the outward drift parameter δmax, the inward retraction range and the inward sinking range are obtained; wherein, the inward retraction includes the dimension of the second abutment section from the outside to the inside of the window glass, and the inward sinking includes the dimension of the extension member from the outside to the inside of the window glass.

[0024] In the above scheme, the outward drift characteristics of the car window glass can be accurately determined through phased coupled dynamic modeling and simulation verification. The inward retraction parameters of the abutment part and the inward settlement parameters of the sealing part can be directly determined based on the outward drift parameters obtained from simulation calculations. This eliminates the need for repeated physical experiments in the early stages of development, effectively shortens the development cycle of the car side panel component, and reduces development costs.

[0025] In one embodiment, the step of simulating the motion of the vehicle window glass in the second coupled dynamics model to obtain the inward retraction parameters of the abutment portion and the inward settlement parameters of the sealing portion, and optimizing the second coupled dynamics model based on the inward retraction parameters and the inward settlement parameters to obtain the target coupled dynamics model, includes: The motion process of the car window glass rising to cover the door frame under different temperature conditions in the second coupled dynamic model was simulated by simulation software to obtain multiple preliminary simulation results under different temperature conditions. Based on the preliminary simulation results, and combined with the vehicle body manufacturing tolerances, multiple target simulation results are obtained. The inward range and the inward sinking range are optimized based on multiple target simulation results to obtain the inward parameters and the inward sinking parameters; The structure of the abutment and the sealing part of the second coupled dynamic model is optimized based on the inward retraction parameter and the inward sinking parameter to obtain the target coupled dynamic model.

[0026] In the above solution, by adding multi-temperature operating condition simulation and vehicle body manufacturing tolerance verification to the modeling and optimization process, the adaptability of the abutment and the sealing part can be further improved, ensuring that the abutment and the sealing part simulated by the simulation software can stably play the limiting and sealing functions in various actual use scenarios, reducing the risk of performance failure due to design parameter omissions during mass production. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0028] Figure 1 A schematic diagram illustrating the fit between the side panel body and the vehicle window glass (when the vehicle window glass is in space) according to an embodiment provided in this application; Figure 2 A schematic diagram of the structure of one embodiment of the side enclosure body provided in this application; Figure 3 A flowchart illustrating an embodiment of the design method for an automotive side panel assembly provided in this application; Figure 4 A flowchart illustrating another embodiment of the design method for the automotive side panel assembly provided in this application; Figure 5 A flowchart illustrating yet another embodiment of the design method for the automotive side panel assembly provided in this application; Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the design method of the automobile side panel component in this application embodiment.

[0029] Explanation of icon numbers: 100. Automotive side panel assembly; 1. Side panel body; 11. Door frame; 12. Abutting part; 121. First abutting section; 122. Second abutting section; 13. Sealing part; 131. Extension; 132. Sealing part; 2. Window glass.

[0030] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0031] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0032] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0033] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0034] Frameless doors are a widely used door structure in the automotive industry. Compared to traditional framed doors, frameless doors can reduce the overall weight of the door and optimize the visual appearance of the vehicle's side profile.

[0035] However, in actual use, frameless doors cannot provide rigid guidance and restraint for the glass when it is raised or lowered to near the top closed position. Under these conditions, the glass's trajectory is determined solely by the preset trajectory of the window regulator and the elastic reaction force of the door seal. To ensure the vehicle's sealing and NVH performance, a certain interference fit must be maintained between the top door seal and the glass. This interference fit generates a continuous and significant outward pushing force on the top of the glass when it rises to the top. This pushing force causes the glass to bend outward and shift overall, preventing the top of the glass from accurately and smoothly fitting into the groove of the side panel top seal.

[0036] This application proposes an automotive side panel assembly to improve the problem that the pushing force applied to the glass by the top sealing strip of the door causes the glass to bend outward and shift overall, resulting in the top of the glass not being able to accurately and smoothly fit into the groove of the top sealing strip of the side panel.

[0037] Please see Figure 1 and Figure 2In some embodiments of this application, the vehicle side panel assembly 100 includes a side panel body 1 and a door assembly. The side panel body 1 has a door frame 11, and the door assembly is installed on the door frame 11. The vehicle side panel assembly 100 also includes an abutment portion 12 and a sealing portion 13. The upper end of the abutment portion 12 is connected to the door frame 11 of the vehicle side panel assembly 100, and the lower end is set as a free end. The sealing portion 13 is disposed on the door frame 11 and is spaced apart from the abutment portion 12, so that a space for accommodating the top of the vehicle window glass 2 is formed between the sealing portion 13 and the abutment portion 12. When the vehicle window glass 2 is in the space, the sealing portion 13 abuts against the inner side of the vehicle window glass 2, and the sealing portion 13 is compressed and deformed toward the inner side of the vehicle window glass 2. The free end abuts against the outer side of the vehicle window glass 2 and is elastically deformed, so that the free end applies a supporting force to the vehicle window glass 2. The supporting force makes the vehicle window glass 2 tend to compress the sealing portion 13.

[0038] In the technical solution of this application, when the window glass 2 is in space, the outer and inner surfaces of the window glass 2 abut against the abutment part 12 and the sealing part 13 respectively. At this time, the sealing part 13 can apply pressure to the window glass 2 in the direction from the inner side to the outer side, and under the action of the reaction force, it is compressed and deformed from the outer side to the inner side of the window glass 2. This ensures the sealing fit between the door assembly and the side body 1 while reducing the amount of pushing of the sealing part 13 against the outer side of the window glass 2. The abutment part 12 can provide support for the outer side of the window glass 2, and the free end of the abutment part 12 is located on the outer side of the window glass 2 facing inward. Pressure is applied to the side of the window glass 2 to limit the tendency of the upper edge of the window glass 2 to shift outward, so that the window glass 2 has a tendency to compress the sealing part 13, thereby allowing the window glass 2 to shift inward. Through the synergistic action of the abutment part 12 and the sealing part 13, the force on the window glass 2 is balanced, so as to compensate for the amount of outward shift of the upper edge of the window glass 2 while ensuring the sealing performance of the window glass 2. While reducing problems such as air leakage, water leakage, and abnormal noise of the window glass 2, it also allows the upper edge of the window glass 2 to be accurately and smoothly inserted into the groove of the side body 1, thereby improving the success rate of the window glass 2 entering the groove.

[0039] It is understood that the space formed between the sealing part 13 and the abutting part 12 refers to the gap left between the two for the top of the window glass 2 to enter and be accommodated. The size of the gap is set to be no greater than the thickness of the window glass 2, so that while ensuring that the window glass 2 can be raised and lowered smoothly, the position of the window glass 2 can be corrected and the seal between the abutting part 12 and the sealing part 13 can be achieved through the cooperative abutting of the sealing part 13.

[0040] Furthermore, this application compensates for the outward offset of the upper edge of the window glass 2 by the cooperation of the abutment part 12 and the sealing part 13. This eliminates the glass hot bending process during the manufacturing of the window glass 2, allowing flat glass to be used directly as the window glass 2. This not only reduces the manufacturing cost of the window glass 2 and shortens the development cycle, but also eliminates the optical distortion problem caused by pre-bent glass, thus improving driving safety.

[0041] In this application, "inner side" refers to the direction towards the interior of the vehicle cabin, and "outer side" refers to the direction towards the exterior of the vehicle. When the door assembly is installed on the side body 1, the window glass 2 is located between the inner and outer sides of the door frame 11. The abutment part 12 applies pressure to the outer side of the window glass 2, and the sealing part 13 cooperates with the abutment part 12 on the inner side of the window glass 2 to form a bidirectional clamping. The movement direction of the window glass 2 can be set to move in the vertical direction, or it can be set to have an angular deviation from the vertical direction. In actual installation, it should be ensured that the movement of the window glass 2 can realize the position change of the upper edge of the window glass 2 in the vertical direction.

[0042] It is understandable that when the window glass 2 is detached from the space, it is considered to be in the open state. In the open state, at least the upper edge of the window glass 2 is in clearance fit with the door frame 11. The open state refers not only to the window glass 2 being lowered so that it is fully opened, but also to the partially opened state of the window glass 2 being lowered, and also to the state of the door assembly being open. Furthermore, in the open state, the window glass 2 is at least offset from the abutment part 12 in the vertical direction. At this time, when the door assembly is opened, due to the offset setting of the window glass 2 and the abutment part 12, the abutment part 12 can avoid interfering with the movement of the window glass 2 and the door assembly as the door opens, reducing the risk of scratches when the door is opened, and also reducing abnormal noise between the door and the side body 1 during the opening process, thus improving the overall vehicle user experience.

[0043] In this application, when closed, the sealing part 13 abuts against the inner side of the window glass 2. At this time, the sealing part 13 applies pressure to the window glass 2 outward and undergoes compression deformation under the reverse force of the window glass 2. The size of the sealing part 13 from the inner side of the window glass 2 towards the outer side decreases, thereby reducing the amount of outward ejection of the sealing part 13 from the window glass 2. Of course, the amount of outward ejection of the sealing part 13 from the window glass 2 can be reduced in various ways. For example, in some embodiments, the amount of interference fit between the window glass 2 and the sealing part 13 when closed can be reduced, thereby reducing the amount of outward protrusion of the sealing part 13 in its natural state. This reduces the outward pushing force of the sealing part 13 on the window glass 2 while ensuring a sealing fit between the sealing part 13 and the window glass 2. The aforementioned interference fit refers to the difference between the size of the sealing part 13 in its natural state and the size of the sealing part 13 in the closed state of the window glass 2. The smaller the difference between the two sizes, the smaller the interference fit between the sealing part 13 and the window glass 2. Under the same conditions, the smaller the outward reaction force generated by the compression of the sealing part 13, and the smaller the corresponding outward pushing force against the window glass 2. The natural state of the sealing part 13 refers to the state in which the sealing part 13 is not subjected to the compression of the window glass 2 when the sealing part 13 and the window glass 2 are set with a clearance fit.

[0044] It is also understood that this application can reduce the interference fit between the window glass 2 and the sealing part 13 when the window is closed in various ways. For example, the interference fit between the window glass 2 and the sealing part 13 when closed can be reduced by decreasing the size of the sealing part 13 in its natural state; or the interference fit between the window glass 2 and the sealing part 13 when closed can be reduced by changing the setting reference position of the sealing part 13 to shift inward, so that the sealing part 13 is set closer to the inside, thereby increasing the distance between the reference position of the sealing part 13 and the inner surface of the window glass 2 when closed; of course, the natural size and reference position of the sealing part 13 can be adjusted simultaneously, and the two methods work together to further optimize the interference fit, thereby better controlling the outward pushing force of the sealing part 13 on the window glass 2. The reference position of the sealing part 13 mentioned above refers to the installation position of the sealing part 13 on the door frame 11, and adjusting the reference position of the sealing part 13 to shift inward means that the sealing part 13 as a whole moves inward, thereby increasing the distance between the sealing part 13 and the window glass 2.

[0045] In other embodiments, the hardness parameter of the sealing part 13 may be reduced to reduce the elastic reaction force of the sealing part 13 when it is compressed, thereby reducing the outward pushing force of the sealing part 13 on the window glass 2, or other methods may be used to reduce the outward pushing force of the sealing part 13 on the window glass 2.

[0046] When the interference fit between the window glass 2 and the seal 13 is reduced in the closed state by adjusting the reference position of the seal 13, please refer to [the relevant documentation]. Figure 1 In some embodiments, the sealing part 13 includes an extension 131 and a sealing member 132. The extension 131 has two opposite ends, one end of which is connected to the door frame 11, and the other end extends toward the inside of the window glass 2 and is connected to the sealing member 132. The dimension of the extension 131 from the outside to the inside of the window glass 2 is ΔS, 0.8≤ΔS / δmax≤1.0, where δmax is the outward drift parameter of the window glass 2 calculated and confirmed by the constructed coupled dynamics model. In the above embodiment, the outward drift parameter is the distance by which the upper edge of the window glass 2 shifts outward relative to the set installation position when the door frame 11 does not have the abutment part 12 and the window glass 2 is in the closed state. The extension 131 can limit the installation position of the seal 132, causing the seal 132 to shift inward as a whole. By limiting the size of the extension 131 to the above range, the interference fit between the seal 132 and the window glass 2 in the closed state can be reduced, the outward pushing force of the seal 132 on the window glass 2 can be reduced, and the sealing effect between the seal 132 and the inner side of the window glass 2 can be guaranteed to avoid sealing failure.

[0047] Understandably, since the lower end of the abutment part 12 is set as a free end, when the abutment part 12 abuts against the outer side of the window glass 2, the lower end of the abutment part 12 undergoes elastic deformation when pressure is applied to the window glass 2. This allows the abutment part 12 to play a certain buffering role during contact with the window glass 2, avoiding rigid obstruction to the raising and lowering of the window glass 2, thereby ensuring smooth raising and lowering of the window glass 2 and reducing problems such as glass jamming and abnormal noise.

[0048] In this application, as the upper edge of the window glass 2 moves upward, the tendency of the window glass 2 to shift outward also increases as the window glass 2 rises. That is, as the window glass 2 moves upward, the contact force between the contact part 12 and the outer side of the window glass 2 also increases.

[0049] This application does not limit the specific extension direction of the abutment portion 12. In some embodiments, the abutment portion 12 can extend along the movement direction of the window glass 2. In this case, the abutment portion 12 can abut against the outer side of the window glass 2, and the extension direction of the abutment portion 12 can adapt to the lifting and lowering movement path of the window glass 2 in the movement direction, reducing the obstruction caused by the abutment portion 12 to the lifting and lowering process of the window glass 2. In other embodiments, the end face of the abutment portion 12 that abuts against the outer side of the window glass 2 is the abutment surface. At least the abutment surface is inclined from bottom to top toward the inner side of the window glass 2, and the extension direction of the abutment surface is at an angle to the movement direction of the window glass 2. With this configuration, the inclined abutment surface can form an inward component force on the window glass 2, further enhancing the effect of the abutment portion 12 in restricting the outward displacement of the window glass 2. At the same time, it can also guide the window glass 2 to gradually shift inward during the rising process, achieving the groove insertion action more smoothly and further improving the success rate of the window glass 2 entering the groove.

[0050] Of course, this application does not limit the specific structural form of the contact part 12; please refer to [link / reference]. Figure 1 In some embodiments, the abutting part 12 can be configured as an abutting block, and one end face of the abutting block facing the window glass 2 can abut against the outer side of the window glass 2. In another embodiment, the abutting part 12 includes a first abutting section 121 and a second abutting section 122. The first abutting section 121 extends in the vertical direction and its upper end is connected to the door frame 11. The second abutting section 122 is located inside the first abutting section 121 and extends in the vertical direction. The lower end of the second abutting section 122 is connected to the lower end of the first abutting section 121, and its upper end is set as a free end. The second abutting section 122 is inclined inward and abuts against the outer side of the window glass 2 when the window glass 2 is in space. With this configuration, the second abutment section 122 can use its inclined structure to generate an inward component force on the window glass 2. Furthermore, the upper end of the second abutment section 122 is a free end, which can generate elastic deformation buffer when it is squeezed outward by the window glass 2. This not only ensures the limiting effect on the window glass 2 and prevents the glass from shifting outward, but also does not hinder the normal raising and lowering of the window glass 2. In addition, the first abutment section 121 can provide structural support for the second abutment section 122, thereby improving the overall structural stability of the abutment part 12.

[0051] Furthermore, since the lower end of the first abutting section 121 is connected to the lower end of the second abutting section 122, the lower end of the first abutting section 121 can also be set as a free end. When the car window glass 2 is pressed outward against the second abutting section 122, the first abutting section 121 can also undergo elastic deformation simultaneously, further enhancing the overall buffering capacity of the abutting part 12 and avoiding rigid interference affecting the lifting and lowering of the car window glass 2.

[0052] The second abutting section 122 and the window glass 2 can form various abutting forms. For example, when the second abutting section 122 abuts against the window glass 2, the free end of the second abutting section 122 can deform under the action of the abutting force and move outward, so that the extension direction of the second abutting section 122 can approach the outer contour direction of the window glass 2. The inner end face of the second abutting section 122 abuts against the window glass 2, realizing the surface contact abutting fit between the second abutting section 122 and the outer surface of the window glass 2, increasing the contact area of ​​the abutting action. The force applied to the abutment portion 12 can improve the inward limiting stability of the abutment portion 12 on the window glass 2, while also enhancing the safety of the abutment fit between the two. When the free end of the second abutment segment 122 deforms under the action of the abutment force and moves outward, it can be configured such that the change in the extension direction of the second abutment segment 122 does not approach the outer contour direction of the window glass 2, but rather forms an angle with the outer contour direction of the window glass 2. In this case, the second abutment segment 122 and the outer surface of the window glass 2 can be regarded as a point contact abutment fit or a surface contact abutment fit.

[0053] It is understood that, in some embodiments, to simultaneously ensure the limiting and buffering capabilities of the second abutment section 122 on the window glass 2, the dimension of the second abutment section 122 from the outside to the inside of the window glass 2 is ΔT, 0.6≤ΔT / δmax≤0.8, where δmax is the outward drift parameter of the window glass 2 calculated and confirmed by the constructed coupled dynamics model. In the above embodiments, the outward drift parameter is the distance by which the upper edge of the window glass 2 offsets outward relative to the set installation position when the abutment part 12 is not provided on the door frame 11 and the window glass 2 is in the closed state. By controlling the size of the second abutment section 122 within the above range, it is possible to provide sufficient inward limiting thrust for the window glass 2 while ensuring that the second abutment section 122 has sufficient deformation buffering capability. This avoids insufficient limiting thrust due to the size of the second abutment section 122 being too small to compensate for the outward drift, or excessive rigidity due to the size of the second abutment section 122 being too large, which would hinder the normal raising and lowering of the window glass 2.

[0054] The outward drift parameters of the window glass 2 will vary depending on the vehicle model. During the design process, the size parameters of the second abutment section 122 can be adjusted according to the outward drift parameters calculated based on the actual vehicle model to adapt to the assembly requirements of different vehicle models.

[0055] In some embodiments, the dimension of the abutment portion 12 in the vertical direction is A, where A ≥ 10 mm. This configuration not only ensures the contact area between the abutment portion 12 and the outer side of the window glass 2, thereby enhancing the limiting effect of the abutment portion 12 on the outward drift of the window glass 2, but also prevents excessive local stress at the contact point between the abutment portion 12 and the outer side of the window glass 2 by limiting the minimum dimension of the abutment portion 12 in the vertical direction. This not only improves the protection of the window glass 2, but also reduces the risk of fatigue damage to the abutment portion 12 after long-term use.

[0056] Since the window glass 2 is offset from the abutment part 12 in the vertical direction when the window glass 2 is open, in order to avoid the abutment part 12 occupying too much vertical space in the door frame 11 and affecting the normal movement of the door assembly, in some embodiments, the vertical dimension of the abutment part 12 can be set within 15mm. This arrangement can reduce the vertical space occupied by the abutment part 12 in the door frame 11 while ensuring the abutment part 12's effect on limiting the outward movement of the window glass 2, and avoids additional interference to the opening and closing of the door assembly and the raising and lowering of the window glass 2 due to the abutment part 12 being too large.

[0057] This application is not limited to the length of the outer side of the window glass 2 in the front-rear direction of the window glass 2 when it is closed, which abuts against the abutting part 12. In some embodiments, the abutting part 12 extends in the front-rear direction of the window glass 2 so that the abutting part 12 abuts against the outer side of the window glass 2 in the front-rear direction as a whole, ensuring that the limiting effect of the window glass 2 at multiple positions in the front-rear direction is consistent, and reducing the problem of outward displacement caused by insufficient local limiting.

[0058] In other embodiments, multiple abutment portions 12 are provided, and these multiple abutment portions 12 are spaced apart on the door frame 11 in the front-rear direction of the window glass 2. This arrangement can ensure the limiting effect on key positions of the window glass 2, reduce the overall material usage of the abutment portions 12, reduce the processing cost of parts, and reduce the overall weight of the side assembly. The multiple abutment portions 12 form multiple abutment points spaced apart in the front-rear direction of the window glass 2. The synergistic effect of the multiple abutment points ensures the limiting coverage of the window glass 2, thus meeting the limiting requirements.

[0059] It is understandable that when there are multiple abutment parts 12, the extension directions of the multiple abutment parts 12 can be set in the same direction or in different directions. In actual setting, the selection can be made according to the requirements.

[0060] Furthermore, when multiple abutment portions 12 are provided, in order to ensure that multiple abutment portions 12 can synchronously abut and cooperate with the outer surface of the vehicle window glass 2, so that multiple abutment portions 12 can achieve synergistic effect and reduce the situation where some abutment portions 12 are subjected to excessive force while others fail to perform their limiting function, in some embodiments, multiple abutment portions 12 are arranged along the extension direction of the variable curvature curve, and the minimum radius of curvature of the variable curvature curve is R, where R≥50mm. This arrangement can ensure that multiple abutment portions 12 adapt to the contour curvature of the outer surface of the vehicle window glass 2 in the front-rear direction, so that each abutment portion 12 can effectively abut with the outer surface of the vehicle window glass 2, avoiding the problem that some abutment portions 12 are suspended or interfere with the movement path of the vehicle window glass 2 due to mismatch between the contour curvature and the arrangement trajectory, thus failing to perform their limiting function, and improving the reliability of the synergistic limiting of multiple abutment portions 12.

[0061] This application also proposes a vehicle including a side panel assembly 100. The specific structure of the side panel assembly 100 is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments.

[0062] In the technical solution of this application, by providing an abutment part 12 on the door frame 11, when the window glass 2 is in the space, the abutment part 12 abuts against the outer side of the window glass 2, forming an inward pressure on the window glass 2 from the outside. This effectively compensates for the outward offset of the window glass 2 caused by the reaction force of the sealing part 13, thereby solving the problem that the upper edge of the window glass 2 cannot be properly inserted into the groove when it is in the space. This effectively improves the success rate of the window glass 2 being inserted into the groove and reduces the probability of malfunctions such as glass lifting jamming and abnormal noise. At the same time, by adjusting the interference fit between the sealing part 13 and the window glass 2, the outward pushing force of the sealing part 13 on the window glass 2 can be reduced, further assisting in improving the outward offset problem of the window glass 2. The two work together to maximize the accuracy of the window glass 2 being inserted into the groove while ensuring the sealing performance of the window glass 2.

[0063] This application also proposes a design method for an automotive side panel assembly, used to design the aforementioned automotive side panel assembly 100. Please refer to [link to relevant documentation]. Figure 3 In some embodiments, the design method for the vehicle side panel assembly includes the following steps: S10. Construct a preliminary coupled dynamics model, calculate and confirm the outward drift parameters of the window glass 2 based on the preliminary coupled dynamics model, and determine the inward retraction range of the abutment part 12 and the inward settlement range of the sealing part 13 based on the outward drift parameters. It is understandable that the outward drift parameter refers to the distance by which the upper edge of the window glass 2 shifts outward relative to the set installation position when the door frame 11 is not provided with the abutment part 12 and the window glass 2 is in the closed state, the inner side of the window glass 2 abuts and cooperates with the sealing part 13.

[0064] The inward range of the abutment part 12 refers to the size range in which the abutment part 12 shifts inward as a whole. The value of this range needs to be matched with the calculated outward drift parameter to ensure that the abutment part 12 can provide sufficient inward thrust to compensate for the outward drift displacement. The inner recess range of the sealing part 13 refers to the size range in which the sealing part 13 is offset inward as a whole. This is used to reduce the outward pushing force of the sealing part 13 on the window glass 2, to avoid excessive pushing force which would exacerbate the outward drift of the window glass 2, and at the same time to ensure the sealing performance between the sealing part 13 and the window glass 2, and to avoid sealing failure.

[0065] S20. Adjust the structure of the contact part 12 and the sealing part 13 according to the range of inward contraction and the range of inward sinking to obtain the second coupled dynamic model. It is understandable that the second coupled dynamics model has a structural design with abutment part 12 and sealing part 13. In this case, abutment part 12 and sealing part 13 can abut against the outer side and inner side of the window glass 2, respectively.

[0066] S30. Simulate the motion of the window glass 2 in the second coupled dynamics model to obtain the inward retraction parameters of the abutment part 12 and the inward sinking parameters of the sealing part 13. Optimize the second coupled dynamics model based on the inward retraction parameters and the inward sinking parameters to obtain the target coupled dynamics model.

[0067] Simulating the motion of the window glass 2 in the second coupled dynamic model refers to: simulating the motion of the window glass 2 using simulation software, observing the force and offset of the window glass 2 in the lifting and closing states, and verifying whether the inward retraction of the current abutment part 12 and the inward sinking of the sealing part 13 simultaneously meet the outward drift limit requirements and sealing requirements of the window glass 2.

[0068] The inward offset parameter is the design dimension of the inward offset of the contact part 12, which is finally confirmed by simulation verification; the inward sinking parameter is the design dimension of the inward offset of the sealing part 13, which is finally confirmed by simulation verification.

[0069] In the technical solution of this application, the outward drift characteristics of the window glass 2 can be accurately determined through phased coupled dynamic modeling and simulation verification. The inward retraction parameters of the abutment part 12 and the inward sinking parameters of the sealing part 13 can be determined directly based on the outward drift parameters obtained from simulation calculations. This eliminates the need for repeated physical tests in the early stages of development, effectively shortens the development cycle of the automotive side panel component 100, and reduces development costs.

[0070] Please see Figure 4 In some other embodiments of this application, step S10 includes: S11. Determine the target vehicle model and establish a preliminary coupled dynamics model corresponding to the target vehicle model in the simulation software environment; It is understandable that different vehicle models have different basic parameters. Therefore, establishing a preliminary coupled dynamics model for the corresponding vehicle model can ensure that the outward drift parameters obtained from the simulation calculation match the actual state of the target vehicle model, thereby improving the accuracy of subsequent parameter design.

[0071] By setting different models for different vehicle types, this design method can be made more versatile and adaptable to various vehicle development needs, thus expanding the scope of its application scenarios.

[0072] S12. Based on the structural parameters of the target vehicle model, calculate the outward drift parameter δmax of the top of the window glass 2 when it is in space. The structural parameters of the target vehicle include the cross-sectional parameters of the sealing part 13, the hardness parameters of the sealing part 13, and the interference fit parameters between the sealing part 13 and the window glass 2. Among these parameters, the cross-sectional parameters of the sealing part 13 refer to the difference between the dimensions of the sealing part 13 in its natural state and the dimensions of the sealing part 13 in the closed state of the window glass 2.

[0073] The aforementioned parameters collectively determine the magnitude of the outward pushing force exerted by the sealing part 13 on the window glass 2 when the window glass 2 is in the closed state. After importing the above parameters into the constructed preliminary coupled dynamics model, the outward drift parameters of the window glass 2 for the corresponding vehicle model can be obtained through simulation calculations.

[0074] S13. Based on the outward drift parameter δmax, obtain the inward contraction range and the inward sinking range.

[0075] Understandably, the range of inward and inward adjustment needs to be matched with the calculated outward drift parameters. Inward adjustment refers to the dimension of the second abutment section 122 from the outside to the inside of the window glass 2, and inward adjustment refers to the dimension of the extension 131 from the outside to the inside of the window glass 2.

[0076] In the technical solution of this application, by constructing a model of the target vehicle and importing the basic structural parameters of the target vehicle into the model, it is possible to ensure that the calculated outward drift parameters match the target vehicle. This provides an accurate calculation basis for accurately determining the design parameters of the contact part 12 and the sealing part 13, avoiding the design scheme from failing to meet the usage requirements of the target vehicle due to deviations in the calculation of outward drift parameters. This improves the accuracy and reliability of the overall design process and reduces the risk of mismatch between the design parameters of the contact part 12 and the sealing part 13 and the actual requirements.

[0077] Please see Figure 5 In some other embodiments, step S30 includes: S31. Simulate the movement of the car window glass 2 of the second coupled dynamic model rising to cover the door frame 11 under different temperature conditions using simulation software, so as to obtain multiple preliminary simulation results under different temperature conditions. Understandably, the parameters of the window glass 2 will change under different temperature conditions, which will also change the movement process of the window glass 2 from the open state to the closed state. Therefore, conducting simulations under multiple temperature conditions, with each preliminary simulation result corresponding to a temperature condition, can cover different environmental conditions that may be encountered in the actual use of the vehicle, and more comprehensively verify the performance of the designed contact part 12 and sealing part 13 under various usage scenarios.

[0078] In the above embodiments, the temperature conditions are set between -40°C and 85°C.

[0079] S32. Based on multiple preliminary simulation results, combined with vehicle body manufacturing tolerances, analysis is performed to obtain multiple target simulation results; Understandably, in the above steps, the body manufacturing tolerance is set to ±0.8mm. By substituting the body manufacturing tolerance into multiple preliminary simulation results for analysis, the dimensional deviations in the actual vehicle manufacturing process can be simulated. This verifies that even with dimensional deviations, the abutment part 12 and the sealing part 13 can still meet the requirements for limiting and sealing the window glass 2, further improving the adaptability of the design scheme to actual production conditions. S33. Optimize the inward range and inward sinking range based on the simulation results of multiple targets to obtain the inward parameters and inward sinking parameters. Optimizing the inward and inward ranges based on the simulation results obtained by substituting the body manufacturing tolerances ensures that the final determined inward and inward parameters can meet the usage requirements under different environmental conditions and adapt to the dimensional tolerances that may exist in the actual vehicle production stage, further improving the reliability and stability of the mating part 12 and the sealing part 13.

[0080] S34. Optimize the structure of the contact part 12 and the sealing part 13 of the second coupled dynamic model according to the inward amount parameter and the inward sinking amount parameter to obtain the target coupled dynamic model.

[0081] The target coupled dynamics model refers to the coupled dynamics model obtained after the above-mentioned parameter optimization and adjustment. In this model, the inward retraction parameter of the abutment part 12 and the inward sinking parameter of the sealing part 13 have been simulated and verified. It can simultaneously meet the outward drift limit requirements and sealing requirements of the closed state of the car window glass 2 under different environmental conditions and different manufacturing tolerances.

[0082] In the technical solution of this application, by adding multi-temperature working condition simulation and vehicle body manufacturing tolerance verification to the modeling optimization process, the adaptability of the contact part 12 and the sealing part 13 can be further improved, ensuring that the contact part 12 and the sealing part 13 obtained by simulation software can stably play the role of limiting and sealing in various actual use scenarios, reducing the risk of performance failure due to design parameter omissions during mass production.

[0083] After obtaining the target coupled dynamics model, a physical test can be conducted on it. For example, a soft mold prototype can be made based on the target coupled dynamics model and assembled into a real vehicle. Tests can be performed on the real vehicle, including tests on the window glass 2's lifting function, lifting durability, rain sealing, NVH (noise, vibration, and harshness), and high and low temperature environmental chamber tests, to verify the actual performance of the contact part 12 and the sealing part 13 and confirm whether their design meets the performance requirements of the entire vehicle development. If deviations exist, the inward retraction parameters of the contact part 12 and the inward sinking parameters of the sealing part 13 can be further fine-tuned and optimized based on the test results of the real vehicle to ensure they meet the design requirements.

[0084] This application also provides a design apparatus for an automotive side panel assembly, the design apparatus comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the design method for the automotive side panel assembly in the above embodiments.

[0085] The following is for reference. Figure 6 This document illustrates a structural schematic diagram of a design device suitable for implementing the embodiments of this application for an automotive side panel assembly. The design device for the automotive side panel assembly in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The design device of the automotive side panel component shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0086] like Figure 6As shown, the design equipment for the automotive side panel assembly may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the automotive side panel assembly design equipment. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the design equipment for the automotive side panel assembly to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a design equipment for the automotive side panel assembly with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0087] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0088] The design equipment for automotive side panel components provided in this application, employing the design method for automotive side panel components in the above embodiments, can solve the technical problems in the design of automotive side panel components. Compared with the prior art, the beneficial effects of the design equipment for automotive side panel components provided in this application are the same as those of the design method for automotive side panel components provided in the above embodiments, and other technical features in the design equipment for automotive side panel components are the same as those disclosed in the method of the previous embodiment, and will not be repeated here.

[0089] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0090] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0091] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A car side panel assembly, characterized in that, The vehicle side panel assembly includes: The abutting part is connected at the upper end to the door frame of the vehicle side panel assembly, and at the lower end is set as a free end; A sealing part is provided on the door frame and is arranged at intervals from the abutting part, so that a space for accommodating the top of the vehicle window glass is formed between the sealing part and the abutting part; When the vehicle window glass is in the space, the sealing part abuts against the inner side of the vehicle window glass, and the sealing part is compressed and deformed toward the inner side of the vehicle window glass. The free end abuts against the outer side of the vehicle window glass and is elastically deformed, so that the free end applies a supporting force to the vehicle window glass. The supporting force makes the vehicle window glass tend to compress the sealing part.

2. The automotive side panel assembly as described in claim 1, characterized in that, The contact portion includes: The first abutment section extends vertically, with its upper end connected to the door frame; and... The second abutment section is located inside the first abutment section and extends in the vertical direction. The lower end of the second abutment section is connected to the lower end of the first abutment section, and the upper end is set as a free end. The second abutment section is inclined inward and abuts against the outer side of the vehicle window glass and elastically deforms when the vehicle window glass is in the space.

3. The automotive side panel assembly as described in claim 2, characterized in that, The second abutment section has a dimension of ΔT from the outside to the inside of the window glass, where 0.6 ≤ ΔT / δmax ≤ 0.8; Wherein, δmax is the outward drift parameter of the vehicle window glass, calculated and confirmed by the coupled dynamics model built based on simulation software.

4. The automotive side panel assembly as claimed in claim 1, characterized in that, The dimension of the abutting part in the vertical direction is A, where A ≥ 10 mm.

5. The automotive side panel assembly as claimed in claim 1, characterized in that, The abutting part is provided in multiple parts, and the multiple abutting parts are arranged at intervals in the front-rear direction of the vehicle window glass on the door frame.

6. The automotive side panel assembly as claimed in claim 5, characterized in that, Multiple contact portions are arranged along the extension direction of the variable curvature curve, wherein the minimum radius of curvature of the variable curvature curve is R, and R≥50mm.

7. The automotive side panel assembly as claimed in claim 1, characterized in that, The sealing part includes an extension and a sealing element. The extension has two opposite ends, one end of which is connected to the door frame, and the other end extends toward the inside of the window glass and is connected to the sealing element. The dimension of the extension from the outside to the inside of the window glass is ΔS, where 0.8≤ΔS / δmax≤1.

0. Wherein, δmax is the outward drift parameter of the vehicle window glass, calculated and confirmed by the coupled dynamics model built based on simulation software.

8. A vehicle, characterized in that, Including the vehicle side panel assembly as described in any one of claims 1 to 7.

9. A design method for an automotive side panel assembly, characterized in that, A method for designing a vehicle side panel assembly as described in any one of claims 1 to 7, the method comprising the following steps: A preliminary coupled dynamics model is constructed, and the outward drift parameters of the vehicle window glass are calculated and confirmed based on the preliminary coupled dynamics model. The inward retraction range of the abutment part and the inward settlement range of the sealing part are determined according to the outward drift parameters. The structures of the abutting part and the sealing part are adjusted according to the inward retraction range and the inward sinking range to obtain a second coupled dynamic model; The motion of the vehicle window glass in the second coupled dynamics model is simulated to obtain the inward retraction parameters of the abutment part and the inward sinking parameters of the sealing part. The second coupled dynamics model is then optimized based on the inward retraction parameters and the inward sinking parameters to obtain the target coupled dynamics model.

10. The design method of the automobile side panel assembly as described in claim 9, characterized in that, The abutting part includes a first abutting section and a second abutting section. The first abutting section extends in the vertical direction and its upper end is connected to the door frame. The second abutting section is located inside the first abutting section and extends in the vertical direction. The lower end of the second abutting section is connected to the lower end of the first abutting section, and its upper end is set as a free end. The second abutting section is inclined inward and abuts against the outer side of the vehicle window glass when the vehicle window glass is in the space and can elastically deform. The second abutment section has a dimension of ΔT from the outside to the inside of the window glass, where 0.6 ≤ ΔT / δmax ≤ 0.8; The sealing part includes an extension and a sealing element. The extension has two opposite ends, one end of which is connected to the door frame, and the other end extends toward the inside of the window glass and is connected to the sealing element. The dimension of the extension from the outside to the inside of the window glass is ΔS, where 0.8≤ΔS / δmax≤1.

0. The steps of constructing a preliminary coupled dynamics model, calculating and confirming the outward drift parameters of the vehicle window glass based on the preliminary coupled dynamics model, and determining the inward retraction range of the abutment portion and the inward settlement range of the sealing portion according to the outward drift parameters include: The target vehicle model is determined, and a preliminary coupled dynamics model corresponding to the target vehicle model is established in the simulation software environment; Based on the structural parameters of the target vehicle model, the outward flare parameter δmax of the top of the window glass when it is in the space is calculated; wherein, the structural parameters of the target vehicle model include at least the cross-sectional parameters of the sealing part, the hardness parameters of the sealing part, and the interference fit parameters between the sealing part and the window glass; Based on the outward drift parameter δmax, the inward retraction range and the inward sinking range are obtained; wherein, the inward retraction includes the dimension of the second abutment section from the outside to the inside of the window glass, and the inward sinking includes the dimension of the extension member from the outside to the inside of the window glass.

11. The design method of the automobile side panel assembly as described in claim 9, characterized in that, The step of simulating the motion of the vehicle window glass in the second coupled dynamics model to obtain the inward retraction parameters of the abutment portion and the inward settlement parameters of the sealing portion, and optimizing the second coupled dynamics model based on the inward retraction parameters and the inward settlement parameters to obtain the target coupled dynamics model, includes: The motion process of the car window glass rising to cover the door frame under different temperature conditions in the second coupled dynamic model was simulated by simulation software to obtain multiple preliminary simulation results under different temperature conditions. Based on the preliminary simulation results, and combined with the vehicle body manufacturing tolerances, multiple target simulation results are obtained. The inward range and the inward sinking range are optimized based on multiple target simulation results to obtain the inward parameters and the inward sinking parameters; The structure of the abutment and the sealing part of the second coupled dynamic model is optimized based on the inward retraction parameter and the inward sinking parameter to obtain the target coupled dynamic model.

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