Buffer structure for vehicle door durability test and vehicle door durability test device
The elastic parts in the buffer structure are combined with the drive device to control the door closing speed, which solves the impact problem caused by large speed fluctuations in the door durability test, achieves a gentle switch and durability improvement, and provides detailed force detection.
Patent Information
- Application Number
- CN202422544366.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-21
- Publication Date
- 2025-08-22
- Estimated Expiration
- 2034-10-21
AI Technical Summary
In the durability test, the doors have a large impact due to the rapidity speed, which makes it difficult to meet the test verification requirements, especially in high and low temperature operating conditions.
The buffer structure is adopted, including a first shaft body and a first shaft sleeve. Through the cooperation of the first and second elastic members, the driving device drives the first shaft sleeve to slide relative to the first shaft body, absorbs impact force and slowly releases, and controls the door closure speed to fluctuate within a small range.
It realizes that the door switch is slow, reduces impact, truly simulates user working conditions, improves the durability of the buffer structure, and provides detailed data support through force sensors.
Smart Images
Figure CN223259229U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicles, and in particular to a buffer structure for vehicle door durability testing and a vehicle door durability performance testing device. Background Art
[0002] With the improvement of people's living conditions and the widespread use of passenger cars, cars are playing an increasingly important role in people's lives. Before a car leaves the factory, manufacturers must conduct rigorous safety inspections. Safety testing of car doors is a crucial part of this inspection process. As a crucial component of the car body, doors directly affect the safety and comfort of passengers and therefore must meet various relevant performance indicators. Utility Model Content
[0003] The present application provides a buffer structure for vehicle door durability testing and a vehicle door durability performance testing device, which can reduce the impact of vehicle door opening and closing and more realistically simulate the working conditions of users opening and closing doors.
[0004] Specifically, this application is implemented through the following technical solutions:
[0005] One aspect of the present application provides a buffer structure for a vehicle door durability test, wherein a driving device drives a vehicle door switch, and the buffer structure comprises:
[0006] A first shaft body, comprising a first shaft body end and a second shaft body end, wherein the first shaft body end is configured to be connected to the vehicle door;
[0007] a first sleeve, sleeved on the first shaft body, the first sleeve comprising a first sleeve end and a second sleeve end, the first sleeve end being configured to be connected to a driving device, and the second sleeve end being slidably connected to the first shaft body along a length direction of the first sleeve;
[0008] A first elastic member is provided between the first shaft end and the second sleeve end, and a second elastic member is provided between the second shaft end and the second sleeve end. The second sleeve end slides relative to the first shaft to compress the first elastic member or the second elastic member.
[0009] Optionally, the first elastic member and the second elastic member are springs sleeved outside the first shaft.
[0010] Optionally, a sliding sleeve is provided at the end of the second sleeve, the inner side of the sliding sleeve is in sliding connection with the first shaft body, and the outer side of the sliding sleeve is fixedly connected to the inner side of the first sleeve.
[0011] Optionally, the diameter of the sliding sleeve is larger than the diameters of the first elastic member and the second elastic member;
[0012] A limiting piece is fixed to the first shaft end and the second shaft end respectively, and a diameter of the limiting piece is larger than a diameter of the first elastic member and the second elastic member.
[0013] Optionally, the sliding sleeve includes a first sliding sleeve and an intermediate sleeve, the first sliding sleeve is in sliding connection with the first shaft body, and the intermediate sleeve is fixed to the outer side of the first sliding sleeve and the inner side of the first sleeve.
[0014] Optionally, the first sliding sleeve and the intermediate sleeve are fixed via threads, and / or the intermediate sleeve and the first sleeve are fixed via threads.
[0015] Optionally, the first sleeve is provided with an elongated hole along the length direction of the first sleeve.
[0016] Optionally, a force sensor is connected to the end of the second shaft, and the force sensor is used to detect the force of the first shaft driving the door switch.
[0017] Another aspect of the present application provides a vehicle door durability testing device, comprising:
[0018] The buffer structure described in any one of the above items;
[0019] Drive units, swing arms and doors;
[0020] The swing arm is connected to the driving device and the first shaft sleeve end. The driving device drives the swing arm to rotate, thereby driving the first shaft sleeve to extend and retract relative to the first shaft body.
[0021] Optionally, a fisheye joint is provided at the end of the first shaft body and is connected to the vehicle door via a pin; a fisheye joint is also provided at the end of the first sleeve and is connected to the swing arm via a pin.
[0022] The present application provides a buffer structure for vehicle door durability testing and a vehicle door durability performance testing device. The driving device of the buffer structure is capable of driving force, and the driving force is transmitted to the first shaft body through the first elastic member and the second elastic member respectively, and then pushes the vehicle door to open or close. Due to the characteristics of the elastic member, when the elastic member is subjected to a large impact, it will absorb the sudden impact force and then slowly release it. Therefore, when the vehicle door is opened and closed, the speed is relatively slow and will not cause a large impact on the vehicle door. During the vehicle door durability test, the buffer structure can also control the closing speed of the vehicle door to fluctuate within a smaller range, more realistically simulating the working conditions of the user opening and closing the door. In addition, the buffer structure has two elastic members, which can improve the durability of the buffer structure. Furthermore, the first shaft sleeve and the first shaft body are mutually sleeved together. The first shaft sleeve can guide the first shaft body and reduce the offset deformation of the first shaft body in its radial direction. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] Figure 1 is a schematic diagram of a buffer structure shown in an exemplary embodiment of the present application;
[0024] Figure 2 is a cross-sectional view of a buffer structure shown in an exemplary embodiment of the present application;
[0025] Figure 3 is a divergence diagram of a buffer structure shown in an exemplary embodiment of the present application;
[0026] Figure 4 Schematic diagram of a vehicle door durability testing device shown in an exemplary embodiment of the present application.
[0027] Figure numbers: drive device 10, vehicle door 20, swing arm 30, first shaft body 100, first shaft body end 101, second shaft body end 102, limit plate 110, first shaft sleeve 200, first shaft sleeve end 201, second shaft sleeve end 202, sliding shaft sleeve 210, first sliding shaft sleeve 211, intermediate shaft sleeve 212, first elastic member 300, second elastic member 400, force sensor 500, fisheye joint 600, first direction x, second direction y. DETAILED DESCRIPTION
[0028] Here, the technical solutions in the embodiments (or "implementations") of the present application will be clearly and completely described in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.
[0029] If there are terms related to directional indications or positional relationships in the embodiments of this application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components in a specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first" and "second" in the embodiments of this application are only used for the purpose of convenience of description and should not be understood as indicating or implying relative importance.
[0030] During durability testing, the door's closing speed can fluctuate due to limitations in the door's closing mechanism. This large speed fluctuation creates significant impact on the door, failing to meet test verification requirements. This phenomenon is particularly pronounced under high and low temperature conditions.
[0031] Based on the above questions, please combine Figures 1 to 4The present application provides a buffer structure for durability testing of a vehicle door, wherein a driving device 10 drives the vehicle door 20 to perform an opening and closing operation, and performs a durability test on the vehicle door 20. The buffer structure includes a first shaft body 100 and a first shaft sleeve 200. The first shaft body 100 includes a first shaft body end 101 and a second shaft body end 102, and the first shaft body end 101 is configured to be connected to the vehicle door 20. The first shaft sleeve 200 is sleeved on the first shaft body 100, and the first shaft sleeve 200 includes a first shaft sleeve end 201 and a second shaft sleeve end 202. The first shaft sleeve end 201 is configured to be connected to the driving device 10. Specifically, it can be connected to the driving device 10 through a swing arm 30. Along the length direction of the first shaft sleeve 200, the second shaft sleeve end 202 and the first shaft body 100 are slidably connected, that is, the first shaft sleeve 200 and the first shaft body 100 can slide and retract relative to each other. The second shaft body end 102 is a free end, extending into the first shaft sleeve 200, and is not connected to other structures.
[0032] A first elastic member 300 is disposed between the first shaft end 101 and the second sleeve end 202, and a second elastic member 400 is disposed between the second shaft end 102 and the second sleeve end 202. The second sleeve end 202 slides relative to the first shaft 100, compressing the first elastic member 300 or the second elastic member 400. When compressed, the elastic member exerts a restoring force. When the drive device 10 drives the first sleeve 200, that is, applies a driving force to the first sleeve end 201, the drive device 10 can drive the first sleeve 200 to be inserted into the first shaft 100, or to be moved away from the first shaft 100, because the second sleeve end 202 is slidably connected to the first shaft 100.
[0033] When the first sleeve 200 moves toward the direction of being inserted into the first shaft body 100, the second sleeve end 202 compresses the first elastic member 300, and the first elastic member 300 generates a restoring force in the opposite direction. That is, the first elastic member 300 pushes the first shaft body end 101. As the force of the first elastic member 300 gradually increases from 0 to the minimum force required for the door to move, the first shaft body 100 can slide in the first direction x, thereby pushing the door 20 to move. When the first sleeve 200 moves away from the first shaft body 100, the second sleeve end 202 compresses the second elastic member 400, and the second elastic member 400 generates a restoring force in the opposite direction. That is, the second elastic member 400 pushes the second shaft body end 102. As the force of the first elastic member 300 gradually increases from 0 to the minimum force required for the door to move, the first shaft body 100 can slide in the second direction y, thereby pulling the door 20 to move. Since the first shaft end 101 and the second shaft end 102 are the two opposite ends of the first shaft body 100, the first direction x and the second direction y are two opposite directions. The driving device 10 can drive the first shaft sleeve 200 to be inserted into the first shaft body 100, or to move away from the first shaft body 100, which corresponds to the opening or closing of the vehicle door 20, thereby realizing that the driving device 10 drives the vehicle door 20 to open or close.
[0034] The driving force of the driving device 10 is transmitted to the first shaft body 100 through the first elastic member 300 and the second elastic member 400 respectively, and then pushes the vehicle door 20 to open or close. Due to the characteristics of the elastic member, when the elastic member is subjected to a large impact, it will absorb the sudden impact force and then slowly release it. Therefore, when the vehicle door 20 is opened and closed, the speed is relatively slow and will not cause a large impact on the vehicle door 20. During the vehicle door durability test, the buffer structure can also control the closing speed of the vehicle door 20 to fluctuate within a smaller range, more realistically simulating the working conditions of the user opening and closing the door. In addition, the buffer structure has two elastic members, which can improve the durability of the buffer structure. Furthermore, the first shaft sleeve 200 and the first shaft body 100 are mutually sleeved together. The first shaft sleeve 200 can play a guiding role for the first shaft body 100, reducing the offset deformation of the first shaft body 100 in its radial direction.
[0035] The first elastic member 300 and the second elastic member 400 may be rubber, compression springs, etc. The sliding connection between the second sleeve end 202 and the first shaft body 100 may be achieved by a structure such as a slider and a slide rail, which are sleeved together.
[0036] In one embodiment, the first elastic member 300 and the second elastic member 400 are springs sleeved outside the first shaft 100. The springs sleeved outside the first shaft 100 provide a more stable assembly of the elastic members and the first shaft 100, preventing compression deformation of the springs and misalignment relative to the first shaft 100. Furthermore, the springs, as elastic members, are adaptable to temperature fluctuations, maintaining stable elastic deformation at both high and low temperatures, resulting in excellent durability.
[0037] In one embodiment, combining Figure 1 and Figure 2 The second sleeve end 202 is provided with a sliding sleeve 210. The inner side of the sliding sleeve 210 is in sliding contact with the first shaft body 100. The inner side of the sliding sleeve 210 is a smooth surface, and the portion of the first shaft body 100 where the sliding sleeve 210 contacts the sliding sleeve 210 is also a smooth surface, thereby enabling relative sliding between the second sleeve end 202 and the first shaft body 100. The outer side of the sliding sleeve 210 is fixedly connected to the inner side of the first sleeve 200, which can be achieved by bonding, welding, threading, or clamping, so that the sliding sleeve 210 and the first sleeve 200 move synchronously. When the driving device 10 drives the first sleeve 200, it also drives the sliding sleeve 210 to slide relative to the first shaft body 100. The sliding connection method of this embodiment is more stable, less likely to be displaced in the radial direction of the first shaft body 100, and has a simple structure.
[0038] In one embodiment, combining Figure 2 and Figure 3The diameter of the sliding sleeve 210 is larger than that of the first elastic member 300 and the second elastic member 400, which facilitates the sliding sleeve 210 to better compress the first elastic member 300 and the second elastic member 400. The first shaft end 101 and the second shaft end 102 are respectively fixed with a limiting piece 110. The diameter of the limiting piece 110 is larger than that of the first elastic member 300 and the second elastic member 400, which facilitates the elastic members to abut against the limiting piece 110 and transmit the elastic restoring force to the first shaft 100. The two ends of the first elastic member 300 are respectively limited by the limiting piece 110 and the sliding sleeve 210, and the same applies to the second elastic member 400. The limiting pieces 110 at both ends are fixed to the first shaft 100 by fixing nuts.
[0039] In one embodiment, combining Figure 3 The sliding sleeve 210 includes a first sliding sleeve 211 and an intermediate sleeve 212. The first sliding sleeve 211 is in sliding contact with the first shaft 100, and the intermediate sleeve 212 is fixed to the outside of the first sliding sleeve 211 and the inside of the first sleeve 200. The intermediate sleeve 212 can increase the diameter of the sliding sleeve 210, making it larger than the diameters of the first elastic member 300 and the second elastic member 400. This increases the number of selectable models for the first sliding sleeve 211, providing greater flexibility and optimizing performance and cost.
[0040] In one embodiment, the first sliding sleeve 211 and the intermediate sleeve 212 are secured together by threads, and / or the intermediate sleeve 212 and the first sleeve 200 are secured together by threads. Specifically, the outer surface of the first sliding sleeve 211 is threaded, the inner and outer surfaces of the intermediate sleeve 212 are threaded, and the inner surface of the first sleeve 200 is threaded, and these threads are screwed together. The intermediate sleeve 212 is also secured to the first sleeve 200 by a fixing nut located at the end of the first sleeve 200. Because the first sliding sleeve 211, the intermediate sleeve 212, and the first sleeve 200 are nested together, the threaded connection facilitates screwing the first sliding sleeve 211 and the intermediate sleeve 212 into place from the end of the first sleeve 200, making installation and removal more convenient. Furthermore, the threaded connection achieves connection through interlocking threads, resulting in high reliability. This connection is not prone to loosening and can withstand significant tensile and shear forces, making it ideal for durability testing of vehicle doors.
[0041] In one embodiment, the first sleeve 200 is provided with an elongated hole along its length. This hole facilitates observation of the interior of the first sleeve 200, the second elastic member 400, and a portion of the first shaft 100, allowing for the addition of lubricant when necessary to reduce wear caused by friction. Furthermore, the hole reduces the weight of the first sleeve 200, resulting in a lightweight design.
[0042] In another embodiment, when the driving device 10 is not applying a driving force to the first sleeve 200, the buffer structure is in its initial state, and the first elastic member 300 and the second elastic member 400 are both at their natural lengths. The sliding sleeve 210 is directly connected to the elastic member, but they are not fixed to each other. The elastic member is also connected to the limiting plate 110, but they are not fixed to each other. This embodiment facilitates assembly and reduces the manufacturing process.
[0043] During the vehicle door durability test, there is no detection device for the opening and closing forces of the vehicle door 20. Once a failure such as a break in the connection to the vehicle door 20 occurs, it is impossible to determine whether the cause is due to excessive instantaneous opening or closing forces. In one embodiment, a force sensor 500 is connected to the second shaft end 102. The force sensor 500 is used to detect the force applied by the first shaft 100 to open and close the vehicle door 20. The force sensor 500 can be piezoelectric, strain gauge, magnetic, capacitive, or other types. The addition of the force sensor 500 in this embodiment allows for real-time detection of the magnitude of the door opening and closing forces, thereby verifying whether the door opening and closing forces meet design requirements during the test verification process, thereby providing effective and detailed data support for product development verification.
[0044] refer to Figure 4 The present application also provides a vehicle door durability testing device, comprising any of the above-mentioned buffer structures, a drive device 10, a swing arm 30 and a vehicle door 20. The swing arm 30 is connected to the drive device 10 and the first sleeve end 201. The drive device 10 drives the swing arm 30 to rotate, driving the first sleeve 200 to extend and retract relative to the first shaft body 100. The specific drive device 10 includes a motor and a reducer connected in a transmission manner. The drive device 10 is rigidly connected to the swing arm 30. The drive device 10 drives the swing arm 30 to rotate in a clockwise direction. The swing arm 30 will push the first elastic member 300 of the buffer structure to compress, thereby pushing the vehicle door 20 to slowly start moving until it is fully opened. The drive device 10 drives the swing arm 30 to rotate in a counterclockwise direction. The swing arm 30 will push the second elastic member 400 of the buffer structure to compress, thereby pulling the vehicle door 20 to slowly start moving until it is fully closed.
[0045] In one embodiment, combining Figure 3 and Figure 4The first shaft end 101 is provided with a fisheye joint 600, which is connected to the door 20 via a pin; the first sleeve end 201 is also provided with a fisheye joint 600, which is connected to the swing arm 30 via a pin. The fisheye joint is a type of spherical bearing. Taking the door 20 installed on the vehicle body as a reference, the angle of the rotation centerline of the door 20 is not perpendicular to the bottom surface, but has a certain inclination relative to the front-back direction and the left-right direction of the vehicle body. The bottom surface, front-back direction, and left-right direction here refer to the relative directions of the vehicle under normal use. During the opening and closing process of the door 20, the direction of the pin will always be consistent with the rotation centerline of the door 20, thereby avoiding the test fixture from generating additional stress on the door 20.
[0046] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application shall be included in the scope of protection of this application.
Claims
1. A buffer structure for vehicle door durability testing, characterized in that: The driving device drives the door switch, and the buffer structure includes: A first shaft body, comprising a first shaft body end and a second shaft body end, wherein the first shaft body end is configured to be connected to the vehicle door; a first sleeve, sleeved on the first shaft body, the first sleeve comprising a first sleeve end and a second sleeve end, the first sleeve end being configured to be connected to a driving device, and the second sleeve end being slidably connected to the first shaft body along a length direction of the first sleeve; A first elastic member is provided between the first shaft end and the second sleeve end, and a second elastic member is provided between the second shaft end and the second sleeve end. The second sleeve end slides relative to the first shaft to compress the first elastic member or the second elastic member.
2. The buffer structure for vehicle door durability testing according to claim 1, characterized in that: The first elastic member and the second elastic member are springs sleeved outside the first shaft.
3. The buffer structure for vehicle door durability testing according to claim 2, characterized in that: A sliding sleeve is provided at the end of the second sleeve, the inner side of the sliding sleeve is in sliding connection with the first shaft body, and the outer side of the sliding sleeve is fixedly connected with the inner side of the first sleeve.
4. The buffer structure for vehicle door durability testing according to claim 3, characterized in that: The diameter of the sliding sleeve is larger than the diameters of the first elastic member and the second elastic member; A limiting piece is fixed to the first shaft end and the second shaft end respectively, and a diameter of the limiting piece is larger than a diameter of the first elastic member and the second elastic member.
5. The buffer structure for vehicle door durability test according to claim 3, characterized in that: The sliding sleeve includes a first sliding sleeve and an intermediate sleeve. The first sliding sleeve is in sliding connection with the first shaft body. The intermediate sleeve is fixed on the outer side of the first sliding sleeve and the inner side of the first sleeve.
6. The buffer structure for vehicle door durability testing according to claim 5, characterized in that: The first sliding sleeve is fixed to the intermediate sleeve via threads, and / or the intermediate sleeve is fixed to the first sleeve via threads.
7. The buffer structure for vehicle door durability testing according to claim 2, characterized in that: The first sleeve is provided with an elongated hole along the length direction of the first sleeve.
8. The buffer structure for vehicle door durability testing according to any one of claims 1 to 7, characterized in that: The second shaft end is connected to a force sensor, and the force sensor is used to detect the force of the first shaft driving the door switch.
9. A vehicle door durability testing device, characterized in that: include: The buffer structure according to any one of claims 1 to 8; Drive units, swing arms and doors; The swing arm is connected to the driving device and the first shaft sleeve end. The driving device drives the swing arm to rotate, thereby driving the first shaft sleeve to extend and retract relative to the first shaft body.
10. The vehicle door durability testing device according to claim 9, wherein: The first shaft end is provided with a fisheye joint, which is connected to the vehicle door via a pin shaft; The first sleeve end is also provided with a fisheye joint, which is connected to the swing arm through a pin.