Device and method for measuring a deviation between an actual installation position and a target installation position of a vehicle flap of a vehicle

Abstract

A device (9) and a method for measuring a deviation between an actual installation position and a target installation position of a component (2) of a vehicle during a defined operating state profile of a vehicle (1) equipped with the component (2) are described. A sensor unit (10) is configured to measure at least one component vibration of the component (2A), an acoustic vibration emanating from the component (2A), and / or an electromagnetic field strength of the component (2A) during the defined operating state profile and to convert it into a corresponding actual electrical signal. An evaluation unit is configured to determine a deviation between the actual signal and a target signal of the component (2A). The target signal correlates with a target installation position of the component (2A).The evaluation unit is also designed to determine a specification for adjusting the actual installation position of the device (2A) towards the target installation position of the device (2A) if the deviation between the actual signal and the target signal exceeds a threshold value.

Description

[0001] The present invention relates to a device and a method for measuring a deviation between an actual installation position and a target installation position of a vehicle flap of a vehicle during a defined operating state profile of a vehicle equipped with the vehicle flap.

[0002] Vehicles commonly found in practice are typically equipped with devices that allow openings in the vehicle body to be closed and opened. Such devices include vehicle hatches, such as doors, hoods, tailgates, and sunroofs or panoramic roofs. In their closed position, where they seal the respective body opening, the hatches rest against body-side bumpers or dampers with a defined closing force.

[0003] Particularly during the assembly of tailgates, the closing force of different vehicles belonging to the same product line and produced on a shared assembly line is set to the same level to simplify assembly. This is the case even though the tailgates of the various vehicle derivatives have different geometries.

[0004] However, this approach can be suboptimal for an individual vehicle, as the potentially incorrectly specified closing force value, which correlates with the actual installation position of a tailgate, can cause undesirable operating or chassis noises during driving, which resonate strongly in the interior. This is perceived as very uncomfortable and low-quality.

[0005] The acoustic disturbances are perceived more strongly by vehicle occupants the greater the deviation is between the actual installation position and a target installation position of the device or the tailgate, in which a vehicle equipped with the device can be operated with a high level of driving comfort.

[0006] Workshops typically lack suitable testing equipment to precisely adjust the tailgate preload via the stop dampers to an optimum setting, thus ensuring a high level of driving comfort. The resulting problem is that the closing force of a tailgate, for example after disassembly and reinstallation or after replacement, does not receive a defined optimal setting, but rather is adjusted based on the subjective perception of the individual installer, which often leads to undesirable results.

[0007] This is because precise measurements of the set closing forces, as are typically carried out in development departments and audit departments, are not possible in workshops. The necessary measuring equipment is usually not available in workshops due to high procurement costs and extensive maintenance requirements.

[0008] German patent application DE 10 2014 015 796 B4 discloses a method for testing the functionality of a motor vehicle that has a headlight which emits the light supplied by a converter to generate a predefined light distribution on a surface in the vicinity of the vehicle. The predefined light distribution is adjustable by a control unit of the headlight, for example, by means of a swiveling micromirror or a mirror array, also known as a Digital Micromirror Device (DMD). The motor vehicle may also include an optical detection device by which, for example, other road users can be detected. The light distribution is then adjustable, for example, depending on these other detected road users, so that they are preferably not dazzled by the light distribution.

[0009] In the procedure for testing the functionality of a motor vehicle, the control unit sets a test pattern as a light distribution. The optical detection device captures the test pattern on the surface, and an evaluation unit in the vehicle compares the captured test pattern with a predetermined reference pattern.

[0010] DE 199 14 533 A1 discloses a vibration-acoustic diagnostic system. It proposes first generating a target spectrum for each vehicle individually during the initial operating phase, when no component damage is suspected. Frequency responses are particularly suitable as spectra, but other time responses can also be used. Depending on the vehicle's operating state—speed, driving dynamics, and road surface—oscillations are generated at numerous points. These oscillations propagate through the vehicle and result in specific spectra and frequency patterns at the points where they are detected. These spectra differ for each individual vehicle because tolerances must be allowed during assembly. Therefore, the generation of the target spectrum is performed separately for each operating condition during vehicle operation.To characterize the respective operating conditions, factors such as rotational speed, velocity, road friction coefficient, etc. are determined and taken into account.

[0011] The spectra, especially the frequency spectra, are recorded using sensors such as pressure transducers, microphones, piezoelectric elements, vibration sensors, etc. Generally, vibration-sensing or sound-sensing devices can be used. The actual spectra recorded during the initial operating phase of the vehicle are first captured by a system. These are then used to generate the target spectrum, which is individually tailored to this vehicle. The target spectrum is stored in a memory.

[0012] A method for checking a light source on a vehicle is described in DE 10 2013 015 718 B4. It proposes positioning a handheld device outside the vehicle in the direction of the light source to be checked. Information regarding the light source is transmitted via a radio interface. The vehicle automatically switches on the light source via the radio interface after establishing a connection with the handheld device. The handheld device receives information from the vehicle via the radio interface indicating which light source is currently switched on. The functionality of this light source is then checked. Additionally, a camera on the handheld device detects a light signal from the light source on the vehicle, and the handheld device compares this light signal with a reference light signal and checks for any deviation between the light signal and the reference signal.

[0013] The present invention is based on the objective of providing a cost-effective and easy-to-handle device and an easy-to-implement method for measuring a deviation between an actual installation position and a target installation position of a vehicle flap during a defined operating state profile of a vehicle equipped with the vehicle flap.

[0014] According to the invention, this problem is solved with a device and with a method having the features of claim 1 and 8 respectively.

[0015] A cost-effective and easy-to-use device is proposed for measuring deviations between the actual and target installation positions of a vehicle hatch during a defined operating cycle of a vehicle equipped with that hatch. The device incorporates a sensor unit. The sensor unit is designed to measure at least one component vibration of the hatch, an acoustic vibration emanating from the hatch, and / or an electromagnetic field strength of the hatch during the defined operating cycle and convert these measurements into a corresponding electrical signal.

[0016] Furthermore, the device includes an evaluation unit designed to determine deviations between the actual signal and a target signal of the vehicle flap with minimal effort and without additional handling. The target signal, which represents a so-called reference signal, correlates with the target installation position of the vehicle flap.

[0017] In the intended installation position of the vehicle flap, a vehicle equipped with the vehicle flap can, for example, be operated with a desired high level of driving comfort.

[0018] Furthermore, a vehicle equipped with the vehicle hatch can be safely operated with correct vehicle settings and / or the vehicle hatch can be optimally adjusted for its technical functions if the vehicle hatch is in its intended installation position.

[0019] Furthermore, the vehicle flap can be optimally adjusted in its intended installation position for its technical function and / or a vehicle equipped with the vehicle flap can be operated with optimal settings, optimal driving characteristics and / or minimized wear to ensure safe operation, when the vehicle flap is in its intended installation position.

[0020] Furthermore, the evaluation unit is designed to determine a specification for adjusting the actual installation position of the vehicle flap towards the target installation position if the deviation between the actual signal value and the target signal value exceeds a threshold value.

[0021] In an easy-to-handle embodiment of the device, the sensor unit has an acoustic vibration sensor.

[0022] Furthermore, the sensor unit can include at least one optical, piezoelectric, capacitive, MEMS and / or inductive vibration sensor.

[0023] Piezoelectric vibration sensors convert mechanical movements into electrical signals based on the piezoelectric effect, in which materials generate electrical charges under mechanical stress.

[0024] Capacitive vibration sensors measure changes in capacitance caused by movements and are particularly suitable for sensing small vibrations.

[0025] So-called MEMS (Micro-Electro-Mechanical Systems) vibration transducers or sensors are small and inexpensive to manufacture, can measure movements and vibrations, and are based on microelectromechanical technology. Tiny mechanical structures are used to detect movements.

[0026] Inductive vibration sensors are robust and durable devices that measure changes in magnetic fields caused by movement. They are based on the principle of induction, where a change in the magnetic field induces an electrical voltage. These sensors are suitable for non-contact detection of oscillations and vibrations. They are also robust, reliable, and well-suited for use in environments with high temperatures, vibrations, or contamination.

[0027] The evaluation unit can include a computing unit and a computer program designed to determine the deviation between the actual signal and the target signal and to control an output unit by means of which the specification can be output visually and / or audibly.

[0028] The sensor unit can communicate with the evaluation unit via a wireless connection. This is particularly advantageous when determining deviations during driving or of components located in hard-to-reach areas of the vehicle, as a wired connection between the sensor unit and the evaluation unit is not possible in such cases.

[0029] If the computing unit is part of a mobile electrical device, preferably designed as a smartphone, a tablet or a watch, such as a smartwatch, and the computer program is a mobile device application, the device according to the invention is particularly easy to handle and incurs only low procurement costs.

[0030] A smartwatch is an electronic wristwatch that features additional sensors, actuators, computer functionalities, and connectivity. A key characteristic of smartwatches is their ability to display information beyond the time, and the option for users to add further functions via programs or applications.

[0031] The acoustic vibration sensor can be configured as a microphone, preferably as a microphone from a mobile electronic device such as a smartphone, tablet, or smartwatch. This embodiment of the device according to the invention is based on the knowledge that various applications for measuring sound pressure levels and, optionally, frequency analyses of noise are offered for smartphones, which are recorded via microelectromechanical microphones built into mobile phones and the like. Since the microphones of mobile phones exhibit low manufacturing tolerances, it is possible, with minimal effort, to transfer settings determined after individual calibration to microphones of other mobile phones with only minor deviations. In other words, calibration with a reference device can, in principle, be easily transferred to other devices in the field with sufficient accuracy.

[0032] Furthermore, the invention relates to a method for measuring a deviation between the actual installation position and the target installation position of a vehicle flap during a vehicle operating sequence. Using this method, a component vibration of the vehicle flap, an acoustic vibration emanating from the vehicle flap, and / or an electromagnetic field strength of the vehicle flap are determined during the defined operating sequence. The component vibration, the acoustic vibration, or the electromagnetic field strength is then converted into an actual signal. Subsequently, a deviation between the actual signal and a target signal, which correlates with a target installation position of the vehicle flap, is determined.

[0033] In the intended installation position of the device, a vehicle equipped with the vehicle hatch can, for example, be operated with a desired high level of driving comfort.

[0034] Furthermore, a vehicle equipped with the vehicle hatch can be safely operated with correct vehicle settings and / or the vehicle hatch can be optimally adjusted for its technical functions if the vehicle hatch is in its intended installation position.

[0035] Furthermore, the vehicle flap can be optimally adjusted in its intended installation position for its technical function and / or a vehicle equipped with the vehicle flap can be operated with optimal settings, optimal driving characteristics and / or minimized wear to ensure safe operation, when the vehicle flap is in its intended installation position.

[0036] Finally, a specification for adjusting the actual installation position of the vehicle flap towards the target installation position of the vehicle flap is generated if a deviation between the actual signal and the target signal is determined to be greater than a threshold value.

[0037] In advantageous variants of the method according to the invention, the metrological determination of the deviation is carried out during - an actuation of the vehicle hatch from a closed position, in which the vehicle hatch closes a body opening, towards a release position, in which the vehicle hatch releases the body opening, - a starting process of an internal combustion engine of the vehicle, - an actuation of the vehicle clutch - Gear shift - an actuation of the steering - a stationary test with vibration input from an active, non-vehicle-related vibration element, - a vibration excitation of the vehicle on a hydropulse test bench, and / or - a driving operation of the vehicle with edge crossing and / or a crossing of a bumpy section was carried out.

[0038] In a further, easily implemented embodiment of the inventive method, a sensor unit is positioned in the area of ​​the vehicle flap, which may be a tailgate, front flap, vehicle door, or sunroof. The sensor unit detects and records the opening noise of the vehicle flap from a closed position towards an open position. Subsequently, an evaluation unit compares the corresponding actual electrical signal with a target electrical signal that correlates with an opening noise generated from the target installation position of the vehicle flap.

[0039] If the acoustic vibration sensor is positioned in the area of ​​the vehicle flap in the interior of the vehicle before the measurement of the deviation between an actual installation position and a target installation position of the vehicle flap, the measurement of the deviation between the actual signal and the target signal can be carried out in a simple manner without the disturbing influence of ambient noise from the vehicle.

[0040] If a deviation between the actual electrical signal and the target electrical signal is found to be greater than the threshold value, a specification can be generated to change the position of stop buffers against which the vehicle flap rests in the closed position.

[0041] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The foregoing description of the features and combinations of features, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0042] The only figure in the drawing shows a schematic rear view of a vehicle.

[0043] The figure shows a vehicle 1 with a device 2A comprising a tailgate 2, which is pivotable relative to a vehicle body 3 between the open position shown in the figure and a closed position. In the open position, the tailgate 2 exposes an opening 4 in the vehicle body 3, through which a rear area 5A of an interior 5 of the vehicle 1 is accessible. In the closed position, the opening 4 of the vehicle body 3 is covered by the tailgate 2, and the interior 5 is sealed off from the surroundings 6 of the vehicle 1, providing a watertight and soundproof seal.

[0044] The tailgate 2 can be moved either manually or by means of a tailgate lift from the open position downwards towards the closed position, where the tailgate 2 rests against a circumferential rubber seal (not shown) and against end stops or stop buffers 7, 8. The stop buffers 7, 8 are designed as screw bolts with a plastic coating. They can be screwed more or less deeply into a thread on the body side to precisely adjust the distance between the tailgate 2 and the vehicle body 3. It is crucial that the circumferential seal is in contact with the tailgate at all points and slightly compressed to create a watertight and soundproof seal between the tailgate 2 and the vehicle body 3.

[0045] The closing pressure acting between the contact surface of the tailgate 2 and the seal in the closed position of the tailgate 2 is created by the pull with which the lock mounted on the tailgate 2 pulls the catch hook mounted centrally at the bottom of the vehicle body 2 towards it via its rotary latch, until it is finally locked by the locking pawl.

[0046] The stop buffers 7 and 8 serve as adjustable counterweights to regulate the closing pressure on the seal. If the stop buffers 7 and 8 are not correctly adjusted, and the closing pressure is too high, a loud opening noise will occur when opening the tailgate 2. During driving, especially when driving over uneven road surfaces such as edges or bumps, a thumping noise will occur in the interior 5. If the closing pressure is too low, water and sound tightness are not guaranteed.

[0047] When the tailgate 2 is opened, the rotary latch on the lock is released, springs back, and releases the body-side locking bar within a very short time. Due to the pressure exerted on the elastic seal when the tailgate 2 was previously closed, the tailgate 2 springs open a short distance, producing a noise as it detaches from the seal. This noise depends on the preload of the seal, which in turn depends on the setting of the stop buffers 7 and 8.

[0048] A seal with insufficient tension produces virtually no noise when the tailgate 2 is opened. In contrast, a seal with excessive tension causes a hard, popping sound when the tailgate 2 is opened. If the stop buffers 7, 8 are in the correct position and hold the tailgate 2 in the desired position (i.e., in its intended installation position) when closed, a quiet, single knocking sound occurs when the tailgate 2 is opened.

[0049] The noise that occurs at the beginning of each opening process of the tailgate 2 correlates with the set position of the stop buffers 7, 8. For this reason, reference opening noises are recorded during several consecutive opening processes of the tailgate 2 using acoustic reference measurements. Measurement series are also carried out with different set values ​​of the stop buffers 7, 8. Subsequently, the reference measurements are evaluated with regard to level, frequency response, and spectrum.

[0050] The reference measurements form the basis for the procedure described in more detail below, by means of which the current setting of the stop buffers 7, 8 can be determined via a purely acoustic measurement and a specification can be generated as to how the setting of the stop buffers 7, 8 and thus the actual installation position of the tailgate 2 may need to be adjusted in order to apply the tailgate 2 to the seal with the correct closing force in the closed position.

[0051] In the embodiment considered here, the acoustic measurement is carried out using a mobile device 9. The device 9 enables the metrological determination of a deviation between an actual installation position and a target installation position of the tailgate 2 during an opening process of the tailgate 2, which represents a defined operating state profile of the vehicle.

[0052] The device 9 is configured as a smartphone in the present case and can preferably also be configured as any other suitable smart device. Such a smart device is equipped with a touchscreen and a storage unit on which the program code of an application is stored and executable.

[0053] Furthermore, the device 9 includes an integrated sensor unit 10, which in this case is an integrated microphone. This unit measures and records the opening noise emanating from the tailgate 2, which is triggered by an acoustic vibration of the tailgate 2, during the opening process and converts it into a corresponding electrical signal. The device 9 is positioned in the rear area 5A to ensure that the opening noise can be recorded with minimal interference from ambient noise.

[0054] Furthermore, the device 9 includes an internal evaluation unit, which comprises a processing unit and a computer program and is configured to determine the deviation between the actual signal and the target signal and to control an output unit 11. The target signal correlates with the target installation position of the tailgate 2 in the closed position, in which the vehicle 1 can be operated with high driving comfort, i.e., without booming noises and with corresponding water and sound tightness in the area of ​​the tailgate 2. If the evaluation unit determines a deviation between the actual signal and the target signal greater than a threshold value, the evaluation unit outputs instructions or a specification for adjusting the actual installation position of the tailgate 2 or the stop buffers 7, 8 towards the target installation position via the output unit 11 of the device 9. The output unit 11 is implemented here as a display or as a multi-touch panel, by means of which the specification can be displayed visually.

[0055] The evaluation unit's computer program is an application for the smartphone-based device 9, which contains the reference values ​​or the target signal described above for calibration. The application can be available on a central server and thus downloaded and installed on any smartphone.

[0056] In the event of a repair or a customer complaint regarding the acoustics of his vehicle, a mechanic can install the application on his smartphone and use it to determine any deviation between the target installation position and the actual installation position of the tailgate 2.

[0057] Once the application is activated, the smartphone 9 can be placed in the trunk 5A. One or more opening cycles of the tailgate can then be performed. A computer program within the application allows a comparison between the recorded opening sound, or the resulting actual signal, and the target signal. Depending on the deviation determined through this comparison, the evaluation unit can instruct the mechanic on how far the positions of the stop buffers 7 and 8 need to be adjusted by turning them in or out to achieve optimal sealing pressure.

[0058] The application allows for the provision of target signals for a wide variety of vehicle models and their equipment. It may be possible for an operator to select the appropriate vehicle model before determining the deviation between the actual and target installation positions of the equipment, and then to perform the measurement using the device. Reference symbol list 1 vehicle 2. Tailgate 2A Facility 3 Vehicle body 4 Opening the vehicle body 5 Interior of the vehicle 5A Rear area of ​​the interior 5 6 Environment 7, 8 Stop buffer 9 Device 10 sensor units 11 Display

Claims

[1] Device for measuring a deviation between an actual installation position and a target installation position of a vehicle flap (2) of a vehicle during a defined operating state profile of a vehicle equipped with the vehicle flap (2), with a sensor unit (10) which is configured to measure at least one component vibration of the vehicle flap (2), an acoustic vibration emanating from the vehicle flap (2) and / or an electromagnetic field strength of the vehicle flap (2) during the defined operating state sequence and to convert it into a corresponding electrical actual signal, and with an evaluation unit designed to determine a deviation between the actual signal and a target signal of the vehicle flap (2), wherein the target signal correlates with the target installation position of the vehicle flap (2), and wherein the evaluation unit is also configured to determine a specification for adjusting the actual installation position of the vehicle flap (2) in the direction of the target installation position of the vehicle flap (2) in the event of a deviation between the actual signal and the target signal greater than a threshold value. [2] Device according to claim 1, characterized by , that the sensor unit (10) has an acoustic vibration sensor. [3] Device according to claim 1 or 2, characterized by , that the sensor unit (10) comprises at least one optical, piezoelectric, capacitive, MEMS and / or inductive vibration sensor. [4] Device according to any one of the preceding claims, characterized bythat the evaluation unit comprises a computing unit and a computer program which are set up to determine the deviation between the actual signal and the target signal and to control an output unit by means of which the specification can be output visually and / or audibly. [5] Device according to any one of the preceding claims, characterized by , that the sensor unit (10) is connected to the evaluation unit via a radio connection. [6] Device according to any of the preceding claims, characterized by that the computing unit is part of a mobile electrical device, preferably designed as a smartphone, tablet or smartwatch, and the computer program is a mobile device application. [7] Device according to any of the preceding claims, characterized bythat the acoustic vibration sensor is designed as a microphone, preferably as a microphone of a mobile electrical device from the group of smartphone, tablet or smartwatch. [8] Method for measuring a deviation between an actual installation position and a target installation position of a vehicle flap (2) of a vehicle (1) during an operating state of the vehicle (1), characterized by the following procedural steps: - Determining a component vibration of the vehicle flap (2), an acoustic vibration emanating from the vehicle flap (2) and / or an electromagnetic field strength of the vehicle flap (2) during the defined operating state profile; - Converting the component vibration, acoustic vibration, or electromagnetic field strength into an actual signal; - Determining a deviation between the actual signal and a target signal that correlates with a target installation position of the vehicle flap (2); and - Determining a specification for adjusting the actual installation position of the vehicle flap (2) in the direction of the target installation position of the vehicle flap (2) if a deviation between the actual signal and the target signal greater than a threshold value is determined. [9] Method according to claim 8, characterized by that the metrological determination during - an actuation of the vehicle flap (2) from a closed position in which the vehicle flap (2) closes a body opening (4), towards a release position in which the vehicle flap (2) releases the body opening (4), - a starting process of an internal combustion engine of the vehicle (1), - an actuation of the vehicle clutch, - Gear shifting, - an operation of the steering, - a stationary test with vibration input from an active, non-vehicle-related vibration element, - a vibration excitation of the vehicle (1) on a hydropulse test bench, and / or - a driving operation of the vehicle (1) with edge crossing and / or crossing of a bumpy section is carried out. [10] Method according to claim 8 or 9, characterized by, that a sensor unit (10), with which an acoustic vibration emanating from the vehicle flap (2) can be detected during the defined operating state sequence, is positioned in the area of ​​the vehicle flap (2), which is designed as a tailgate, front flap, vehicle door or sunroof, and that the opening noise of the vehicle flap (2) is detected and recorded by means of the sensor unit (10) starting from a closed position of the vehicle flap (2) in the direction of an open position, wherein a comparison is then carried out by means of an evaluation unit between the corresponding actual electrical signal and a target electrical signal, which correlates with a target opening noise that is generated starting from a target installation position of the vehicle flap (2). [11] Method according to any one of claims 8 to 10, characterized by, that the acoustic vibration sensor is arranged in an interior space (5) of the vehicle (1) in the area of ​​the vehicle flap (2) prior to the metrological determination of the deviation between an actual installation position and a target installation position of the vehicle flap (2) of the vehicle (1). [12] Method according to any one of claims 8 to 11, characterized by , that if a deviation between the actual electrical signal and the target electrical signal is determined to be greater than the threshold value, a specification for changing the position of stop buffers (7, 8) is generated against which the vehicle flap (2) rests in the closed position.

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