How to predict door closing speed
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- KASEI KOGYO CO LTD
- Filing Date
- 2022-11-11
- Publication Date
- 2026-08-03
AI Technical Summary
【0017】 本発明のドア閉まり速度の予測方法は、実車テストを実施することなく、ベンチ評価でのドア閉まり速度を予測することが可能となり、大掛かりな実車テストを実施するためのコストや評価結果を得るまでの期間を大幅に削減することができ、ドアシール材の仕様変更の決定から実車製造の際の切り換えを効率的に行うことができる。
Smart Images
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Abstract
Description
Technical Field
[0001] The present invention relates to a method for predicting the door closing speed. More specifically, it relates to a method for predicting the door closing speed that can be predicted by bench evaluation of a door seal material without conducting a vehicle test when the shape, material, etc. of an existing door seal material are changed due to specification changes, etc.
Background Art
[0002] Conventionally, a door seal material (vehicle door seal material) mainly used for vehicles is attached along the periphery of a vehicle opening of a door as a movable member and / or a vehicle body as a fixed member (see, for example, Patent Document 1). By performing a door closing operation to bring the door closer to the vehicle opening, the door seal material provided between the door and the vehicle body can be elastically deformed in a state of being sandwiched between the two.
[0003] As a result, due to the elastic restoring force (or elastic repulsive force) of the door seal material, the door seal material is strongly pressed against the door or the vehicle body, thereby preventing the gap between the door and the vehicle body and blocking the intrusion of rainwater, etc. Thereby, it is possible to prevent the intrusion of water, or small contaminants such as dust and dirt other than water, small insects such as ants, etc. into the vehicle interior, or to prevent the intrusion of noise, wind, etc. from outside the vehicle. Furthermore, it is possible to prevent the intrusion of wind noise, etc. during driving into the vehicle interior and maintain the sound insulation state inside the vehicle, etc., so that the door seal material does not make the driver or passengers uncomfortable during driving, etc., and it is always possible to maintain a comfortable vehicle interior space.
[0004] The basic configuration of the door seal material mainly includes, for example, a seal base fixed to a door, a vehicle body, etc. (not shown) via well-known fixing means (such as clips, etc.), a seal portion having a hollow structure that is integrally formed with the seal base and is deformed by being crushed in part when the door is closed, and a plate-shaped or tongue-shaped lip portion that is integrally formed with the seal portion and protrudes outward from the outer surface of the seal portion.
[0005] The above-mentioned door seal material is formed primarily from an elastically deformable rubber material. The molten main material, whose viscosity has been adjusted by heating it to a predetermined temperature, can be molded into a desired shape using well-known resin molding techniques such as extrusion molding or injection molding. Since door seal materials are installed along the periphery of doors, etc., they generally have a long, elongated shape. For this reason, they are often formed primarily by extrusion molding. As for the elastically deformable rubber material or other resin material used as the main material, for example, ethylene propylene diene rubber (EPDM) or other thermoplastic elastomers are mainly used. [Prior art documents] [Patent Documents]
[0006] [Patent Document 1] Japanese Patent Publication No. 2016-78720 [Overview of the Initiative] [Problems that the invention aims to solve]
[0007] As described above, installing door seals on doors offers many advantages. However, it is known that they significantly affect how well the door closes when the door is closed (hereinafter referred to as "door operation"). Specifically, the shape of the hollow or lip portion of the door seal, or the properties of the rubber material that makes up the door seal, can cause significant differences in elastic rebound force. Therefore, if the specifications of the door seal change, resulting in a different shape or rubber material being used, it may be possible that the door will not close completely (a so-called "half-closed" state) even when the same force is used to operate the door as with the previous door seal, or that more force will be required to operate the door than before. As a result, this could cause discomfort in door operation and potentially impair the comfort of the driver when getting in or out of the vehicle.
[0008] In this specification, the point at which the force applied to the door during door operation balances the energy required for the door to close is defined as the "door closing speed." Furthermore, in order to accurately calculate the door closing speed, various measuring instruments such as accelerometers and position sensors are attached to the doors of actual vehicles, and tests (actual vehicle tests) are repeatedly conducted by performing door operations under various measurement conditions. As a result, the above-mentioned door closing speed can be calculated accurately. Such actual vehicle tests were also conducted each time the door sealing material attached to the door was changed due to specification changes, etc.
[0009] However, such on-vehicle testing requires relatively large-scale inspection equipment, and the testing period is long, leading to problems such as the time required to calculate door closing speed and the high cost of measurements. Therefore, it was hoped that testing of door seal materials at the laboratory level (bench evaluation or lab evaluation) would allow for a simpler prediction of door closing speed and evaluation of door closing performance.
[0010] Therefore, in view of the above circumstances, the present invention aims to provide a method for predicting door closing speed that can predict the door closing speed in bench evaluation without conducting actual vehicle tests with the door sealing material to be evaluated. [Means for solving the problem]
[0011] In order to solve the above problems, the inventors conducted extensive research and, as a result, discovered that by analyzing the measurement results of actual vehicle tests conducted in advance using an actual vehicle, and by combining these results with the load measurement results of the door seal material to be evaluated conducted in a test laboratory, it is possible to accurately predict the door closing speed without conducting actual vehicle tests. This led to the completion of the present invention as described below.
[0012] [1] A method for predicting door closing speed for predicting the door closing speed at which the force applied to close a door fitted with a door seal material under evaluation balances the door operating energy required for the door to close, comprising: a real vehicle measurement step of using a real vehicle having the door fitted with a basic door seal material, attaching measuring equipment to the door, and pre-measuring real vehicle data including the door operating energy and the acceleration change of the door related to the door closing operation of the door; and analyzing the measured real vehicle data to determine the relationship between the door closing speed and the door closing loss energy, input energy, basic door seal material loss energy, and other loss energy. A method for predicting door closing speed, comprising: a real vehicle data analysis step for calculating a door closing speed-energy approximation formula; a door seal material load measurement step for setting the door seal material in a load testing machine and measuring load measurement data related to the load characteristics of the door seal material; a load measurement data analysis step for analyzing the measured load measurement data and calculating a door seal material loss energy approximation formula for each door; and a door closing speed prediction calculation step for substituting the calculated door seal material loss energy approximation formula into the previously analyzed door closing speed-energy approximation formula to predict and calculate the door closing speed when the door seal material is installed on the door.
[0013] [2] The method for predicting the door closing speed according to [1], wherein the actual vehicle measurement step measures the actual vehicle data for the door closing operation under each of the following measurement conditions: a first measurement condition in which the latch is removed from the door, the actual vehicle is jacked up, and all other doors except those used for the door closing operation are left open; a second measurement condition in which, in addition to the first measurement condition, the basic door seal material is removed from the door; and a third measurement condition in which the latch is attached to the door, the jacking up is released, all other doors are closed, and the basic door seal material is attached to the door.
[0014] [3] The method for predicting door closing speed according to [2], further comprising: a door speed-door displacement curve calculation step for calculating a door speed-door displacement curve based on the measured actual vehicle data; a door operation energy calculation step for calculating the door operation energy based on the calculated door speed-door displacement curve and the reaction force in the door closing operation; an inertia mass calculation step for calculating the inertia mass of the door based on the actual vehicle data measured under the first measurement conditions; a door displacement-door operation energy curve calculation step for calculating a door displacement-door operation energy curve based on the calculated inertia mass; a door closing loss energy calculation step for calculating the door closing loss energy based on the created door displacement-door operation energy curve; and a basic door seal material loss energy calculation step for calculating the basic door seal material loss energy corresponding to the difference in the door closing loss energy at the same speed based on the actual vehicle data measured under the first measurement conditions and the second measurement conditions.
[0015] [4] The method for predicting the door closing speed according to [1], wherein the load testing machine comprises a load jig formed to conform to the shape of each section of the door, a load measuring unit provided opposite to the load jig, and a sliding unit capable of sliding the load jig horizontally at a predetermined load testing speed and pushing it toward the load measuring unit.
[0016] [5] The method for predicting door closing speed according to [1], further comprising: a door seal energy loss calculation step of calculating door seal energy loss by summing the reaction forces from the start of contact of the door seal material to the door closing position; a door closing speed-door seal energy loss approximation formula calculation step of calculating a door closing speed-door seal energy loss approximation formula from the relationship between the calculated door seal energy loss and the door closing speed; and a door seal energy loss approximation formula calculation step of calculating a door seal energy loss approximation formula for each door by reflecting the dimensions of the door in the calculated door closing speed-door seal energy loss approximation formula. [Effects of the Invention]
[0017] The door closing speed prediction method of the present invention makes it possible to predict the door closing speed in bench evaluation without conducting actual vehicle tests. This significantly reduces the cost of conducting large-scale actual vehicle tests and the time required to obtain evaluation results, and allows for efficient decision-making regarding changes to the door seal material specifications and the subsequent switchover during actual vehicle manufacturing. [Brief explanation of the drawing]
[0018] [Figure 1] This flowchart shows an example of the flow of each step in the door closing speed prediction method of this embodiment. [Figure 2] This is a schematic diagram illustrating an example of how various measuring instruments are attached to a vehicle and its doors during the actual vehicle measurement process. [Figure 3] This is a schematic diagram illustrating the general configuration of a load testing machine used in the door seal material load measurement process. [Figure 4] This is an explanatory diagram illustrating an example of an approximate formula for door velocity-door operation energy. [Figure 5] This diagram illustrates an example of each of the following: (a) the time-acceleration curve and the time-pass detection (voltage) curve, (b) the door displacement-door velocity curve, and (c) the door displacement-door velocity curve after the reference position change. [Figure 6] This is an explanatory diagram showing an example of a door displacement-door operation energy curve. [Figure 7] This diagram illustrates a comparison of door displacement-door operation energy curves with and without the installation of a basic door seal, and also shows an example of energy loss due to the basic door seal. [Figure 8] This is an explanatory diagram illustrating an example of a door closing speed-energy approximation formula. [Figure 9] This is an explanatory diagram showing the load at the door closed position under different load test speeds. [Figure 10] This is an explanatory diagram showing an example of a door area used to calculate the approximate formula for the energy loss of the door seal material per door. [Figure 11] This is an explanatory diagram illustrating an example of predicting and calculating door closing speed based on analysis results from the actual vehicle data analysis process and the load measurement data analysis process. [Figure 12] This is an explanatory diagram for illustrating the prediction formulas in Figure 11. [Modes for carrying out the invention]
[0019] The following describes embodiments of the door closing speed prediction method of the present invention. However, the door closing speed prediction method of the present invention is not limited to the following embodiments, and various changes, modifications, and improvements can be made without departing from the spirit of the present invention.
[0020] 1. How to predict door closing speed A door closing speed prediction method 1 of one embodiment of the present invention (hereinafter simply referred to as "prediction method 1") evaluates the door closing performance of a door seal material 4 that is to be installed on the door 3 of a vehicle 2 due to specification changes, etc., as shown in Figures 1 to 12, and in particular the force applied to close the door 3 to which the door seal material 4 is installed and the door operating energy E related to the door closing operation required for the door 3 to close. d This system is designed to predict and calculate the door closing speed V at which the two forces balance, without installing it on an actual vehicle door 3 and conducting actual vehicle tests. Instead, it is based on evaluations (bench evaluation, lab evaluation) conducted in a test chamber (or laboratory).
[0021] More specifically, the prediction method 1 of this embodiment, as shown in Figure 1, is composed of multiple steps, mainly comprising a real vehicle measurement step S1, a real vehicle data analysis step S2, a door seal material load measurement step S3, a load measurement data analysis step S4, and a door closing speed prediction calculation step S5. Here, the real vehicle measurement step S1 and the real vehicle data analysis step S2 are performed in advance using a real vehicle and its door 3 before carrying out the steps related to predicting and calculating the door closing speed V, and the analysis results are stored in a database or the like. In other words, the prediction method 1 of this embodiment is performed at different timings from the real vehicle measurement step S1 and the real vehicle data analysis step S2, the door seal material load measurement step S3, the load measurement data analysis step S4, and the door closing speed prediction calculation step S5.
[0022] The actual vehicle data analysis process S2 is further subdivided into several steps, comprising: the door velocity-door displacement curve calculation process S2a; the door operation energy calculation process S2b; the inertial mass calculation process S2c; the door displacement-door operation energy curve calculation process S2d; the door closing energy loss calculation process S2e; the basic door seal material energy loss calculation process S2f; and the door closing velocity-energy approximation formula calculation process S2g.
[0023] Similarly, the load measurement data analysis process S4 is further subdivided into several steps, comprising the door seal material energy loss calculation process S4a, the door closing speed - door seal material energy loss approximation formula calculation process S4b, and the door seal material energy loss approximation formula calculation process S4c. The details of each step will be explained below.
[0024] 2. Actual vehicle measurement process S1 As shown in Figure 2, the actual vehicle measurement process S1 is performed in advance as a preliminary step before finally predicting and calculating the door closing speed V. Using the vehicle 2 (actual vehicle), various measuring devices (details will be described later) are attached to the door 3 or the vehicle body of the vehicle 2, and the door operation energy E required for the door closing operation is measured. dThis is for measuring and acquiring various actual vehicle data such as the above.
[0025] To explain in more detail, in the prediction method 1 of this embodiment, the actual vehicle measurement step S1 is performed as shown in Figure 2, by using the door 3 to be measured as a measuring instrument to measure the door operation energy E d A door energy meter 6 (EZ Energy: manufactured by Toyo Technica Co., Ltd.) for measuring the door energy and an accelerometer 7 (AMA-A-2: manufactured by Kyowa Dengyo Co., Ltd.) for detecting changes in speed (or acceleration) applied to door 3 during the door closing operation are installed, and a passage detection sensor 8 (FU-67: manufactured by Keyence Corporation) for detecting the passage of door 3 at a predetermined position is installed on the vehicle body.
[0026] Here, the door energy meter 6 is a well-known and commercially available device. This allows for the measurement of various data such as reaction force and energy during the door closing operation of closing the door 3. Alternatively, a load cell, which is commonly used for load measurement, can be used instead of the door energy meter 6. The load applied to the load cell is converted into an electrical signal, and the door operating energy E is measured based on this signal. d It is possible to find this.
[0027] Furthermore, the aforementioned door energy meter 6, accelerometer 7, and passage detection sensor 8 are electrically connected to a data logger 9a (GL980-UM-101: manufactured by Graphtec Corporation) capable of measuring the time elapsed since the start of measurement of the actual vehicle data 5. The various data measured by these measuring instruments are signal-controlled and sent to a connected PC terminal, etc. Together with the time elapsed information from the data logger 9a, the measurement timings are synchronized and stored as actual vehicle data 5 in various storage media or network storage areas (see Figure 2).
[0028] Here, in the actual vehicle measurement process S1, each actual vehicle test is carried out according to the following multiple measurement conditions. Specifically, in order to hold door 3 in the closed position, the metal latch (lock, latch, etc.) located opposite the vehicle opening (not shown) is removed from door 3, the vehicle 2 itself is jacked up so that the tires are not touching the road surface, and all other doors (not shown) except for door 3, which is used for the door closing operation, are left open, resulting in a non-airtight condition. In the second measurement condition, in addition to the first measurement condition, the basic door seal material 10 that is pre-installed on door 3 is removed from door 3. In the third measurement condition, the latch is installed on door 3, the jack-up of vehicle 2 is released, the tires are on the road surface, all other doors are closed, and the basic door seal material 10 is installed on door 3. The actual vehicle data 5 is measured according to each of these three measurement conditions.
[0029] The first measurement condition eliminates the influence of the latch and airtightness during door closing operations, while the second measurement condition further eliminates the influence of the pre-installed basic door seal material. On the other hand, the third measurement condition includes all the exclusion factors from the first and second measurement conditions, reproducing a state close to the normal door closing operation when actually using Vehicle 2.
[0030] Each of the above measuring devices is activated, and the operator repeatedly performs the door closing operation on door 3. That is, starting with door 3 already open to a predetermined position, the operator performs the door closing operation and checks the open / closed state of door 3. The operator applies force to door 3 to close it, and the operator visually confirms whether door 3 is completely closed, incompletely closed (so-called "half-closed"), or not closed at all. The measurement range for the speed of door 3 itself (door speed v) due to the door closing operation can be set from the minimum speed at which door 3 closes to, for example, 2.0 m / s or 0.8 m / s. This makes it possible to measure the door operating energy related to the door closing operation under dynamic conditions.
[0031] Furthermore, the actual vehicle measurement process S1 also includes a door closing operation under static conditions, in which the door 3 is forcibly closed at a low speed from the position just before it closes. This results in a door operation energy E related to the door closing operation under conditions where the door speed v is extremely slow. d This makes it possible to measure the minimum door operating energy E under dynamic conditions that are close to normal door closing operations. d Under various conditions, such as static conditions, the measurement of actual vehicle data 5 related to door closing operations using an actual vehicle is repeatedly performed. As described above, the obtained actual vehicle data 5 is saved to a storage medium such as a PC terminal via a data logger 9a, with the measurement timing synchronized.
[0032] 2. Actual vehicle data analysis process S2 On the other hand, the actual vehicle data analysis process S2 analyzes the actual vehicle data 5 measured under various conditions by the actual vehicle measurement process S1 described above, and ultimately determines the door closing speed V and their respective energies E (for example, the door closing loss energy E described later). loss This is for calculating the approximate formula for door closing speed-energy for (etc.).
[0033] To explain in more detail, based on the actual vehicle data 5 measured initially, a door speed-door displacement curve is plotted and calculated, showing the relationship between the speed of door 3 (door speed v (m / s)) during the door closing operation and the door displacement D (m) of door 3 (door speed-door displacement curve calculation step S2a). Here, the door speed v can be calculated by the following equation 1, while the door displacement D can be calculated by the following equation 2.
[0034]
number
number
[0035] In equation 1 or equation 2 above, α is acceleration (m / s²). 2indicates [], and t indicates time (s). The acceleration α can be obtained by the accelerometer 7 described above, and t can be obtained by the data logger 9a connected to the accelerometer 7 or the like.
[0036] Furthermore, in the above formula (1), at the moment when the hand of the measurer leaves the door 3, in other words, when the force (= reaction force) applied to the door 3 in the door closing operation becomes 0 (N), the door speed v at that time is defined as the initial door speed v0. Also, the door speed v at the speed measurement position P1 (for example, refer to FIG. 6 etc.) corresponds to the door closing speed V in the present invention.
[0037] After calculating the door speed - door displacement curve (not shown) by the above door speed - door displacement curve calculation step S2a, based on the calculated door displacement D and the reaction force during the door closing operation, the door operation energy E d (J) is calculated (door operation energy calculation step S2b). Here, the door operation energy E d can be calculated based on the following formula (3). In the prediction method 1 of the present embodiment, the door operation energy E d can be directly obtained by the door energy meter 6 used in the actual vehicle measurement step S1.
[0038] [Formula]
[0039] In the above formula (3), F indicates the reaction force (N) related to the door closing operation. On the other hand, E0 corresponds to the door operation energy E d at the door speed v (= initial door speed v0) when the measurer touches the door 3.
[0040] Thereafter, the actual vehicle data analysis step S2 is based on the actual vehicle data 5 measured under the first measurement condition (no latch, with jack-up, other doors fully open), and the door speed v (= initial door speed v0) and the door operation energy E at the timing when the reaction force in the door closing operation becomes 0 (N) dThe relationship with (E0) is plotted (see Figure 4). Based on these plotting results, the relationship shown in Equation 4 can be calculated by performing a quadratic monomial approximation.
[0041]
number
[0042] In the above equation 4, A represents a constant. That is, the door operating energy E d It is shown that (E0) is proportional to the square of the initial door velocity v0. Next, by substituting the result of equation 4 above into the equation of motion shown in equation 5 below, the value of the inertial mass m can be determined (inertial mass calculation step S2c). Here, the inertial mass m is the mass that is expressed as the magnitude of the inertia of the object.
[0043]
number
[0044] Subsequently, the calculated inertial mass m is used to calculate the door displacement-door operation energy curve (see Figure 6) (door displacement-door operation energy curve calculation step S2d). Specifically, the time-acceleration curve and time-passage detection (voltage) curve (see Figure 5(a)), obtained by the accelerometer 7 and passage detection sensor 8 and displayed superimposed, are integrated to calculate the door displacement-door velocity curve (see Figure 5(b)).
[0045] Here, in the time-pass detection curve shown in Figure 5(a), the position where the pass detection voltage (V) is maximum is the position where the pass detection sensor 8 is installed (=sensor installation position P3). Then, using the door displacement-door displacement curve obtained by integration, a door speed-door displacement curve after a reference position transformation is created by transforming the door closed position P2 (details will be described later) into a reference position based on the sensor installation position P3 (see Figure 5(c)).
[0046] For the door velocity-door displacement curve obtained by the above operation after the reference position transformation, the above formula 5 (E = (1 / 2) × mV 2 The inertial mass m and door velocity v and door operating energy E as defined by ) d Based on the relationship, the door velocity v at each displacement is the door operating energy E d The conversion operation is performed. This allows the door displacement-door operation energy curve shown in Figure 6 to be calculated.
[0047] Next, based on the door displacement-door operation energy curve (see Figure 6) calculated by the door displacement-door operation energy curve calculation step S2d, the door operation energy E at the speed measurement position P1 where the door velocity v was measured is calculated. d And the door operating energy E at the door closed position P2 d Door closing energy loss E, which is the difference between the above. loss The following is calculated (door closing energy loss calculation process S2e). In this case, data from cases where the door 3 does not close as confirmed by the operator's visual inspection is excluded from the calculation.
[0048]
number
[0049] In the above number 6, E in The door operating energy E at the speed measurement position P1 is d E close The door operating energy E is the door operating energy at the door closed position P2. d (Hereafter, "Door closing potential energy E close It is referred to as ". ) corresponds to each of the above. Also, E measured by the third measurement condition loss In this embodiment, the "door closing energy loss E loss This corresponds to " and E in is "Input energy E in This corresponds to ".
[0050] The number 6 above and the door closing energy loss E in Figure 6 lossThis corresponds to the energy lost in order to stop the movement of the door 3 when it comes into contact with the vehicle opening, etc., during the door closing operation, and as described above, input energy E in And, door closing potential energy E close It can be calculated from the difference between the two.
[0051] Furthermore, based on the calculated and created door displacement-door operation energy curve (see Figure 6), the basic door seal material energy loss E bloss This is calculated (basic door seal material energy loss calculation process S2f).
[0052] As mentioned above, the first and second measurement conditions differ only in whether or not the basic door seal material 10 is attached to the door 3; all other conditions are the same. The door displacement-door operation energy curves obtained under the first and second measurement conditions (see Figure 7) differ due to the presence or absence of the basic door seal material 10, i.e., due to the influence of the basic door seal material 10. Therefore, the door closing energy loss E at the same speed at door closing positions P2 and P2' under each measurement condition is different. loss By calculating the difference, the basic door seal material energy loss E bloss It is possible to calculate this.
[0053] Furthermore, door closing energy loss E loss And, the basic door seal material energy loss E bloss The difference from this is the other energy loss E, excluding the basic door seal material 10. other It can be calculated as follows.
[0054] From the results of the above analysis, the door closing energy loss E loss , input energy E in , and basic door seal material energy loss E bloss These can be analyzed based on actual vehicle data 5 and calculated accordingly. Then, these calculated energies E (door closing loss energy E) loss(etc.) Then, an approximate formula is calculated for the relationship with the door closing speed V (see Figure 8, door closing speed-energy approximation formula calculation process S2g).
[0055] According to the door closing speed-energy approximation formula shown in Figure 8, the door closing speed V and the input energy E in Door closing energy loss E loss Basic door seal material energy loss E bloss , and other energy losses E other The relationship can be visualized and shown in a graph.
[0056] This completes the actual vehicle measurement process S1 and the actual vehicle data analysis process S2. As previously explained, the analysis results from the actual vehicle data analysis process S2 (e.g., door closing speed-energy approximation formula) are stored in a database. When it becomes necessary to predict and calculate the door closing performance (door closing speed V) for the door seal material 4 to be evaluated, as described later, the data can be retrieved from the database as needed and used. Therefore, there may be a waiting period of months or years between the completion of the analysis in the actual vehicle data analysis process S2 and the start of the door seal material load measurement process S3.
[0057] 4. Door seal material load measurement process S3 In the prediction method 1 of this embodiment, the door seal material load measurement step S3 involves measuring load measurement data 21 related to the load characteristics of the door seal material 4, which is the subject of evaluation for evaluating door closing performance due to specification changes, etc., using a load testing machine 11 schematically shown in Figure 3. The load testing machine 11 is installed in a test room or laboratory, and the process is carried out without using an actual vehicle (vehicle 2) as in the actual vehicle measurement step S1.
[0058] To describe the configuration of the load testing machine 11 in more detail, as shown in Figure 3, it includes a load jig 12 for setting the door seal material 4 to be predicted in a predetermined position, a load measuring unit 14 provided opposite the load jig 12 and having a door seal material contact portion 13 that can come into contact with the door seal material 4, and a load measuring unit 14 that supports the load jig 12 and slides the door seal material 4 mounted on the load jig 12 horizontally along the sliding rail 15, and a predetermined load test speed v l The device mainly comprises a load sliding part 16 that can push the door seal material 4 toward the door seal material contact part 13 and apply a load LO (see arrow in Figure 3).
[0059] Furthermore, the load measurement unit 14 mainly comprises a load cell 17 (LBM-A-50N: manufactured by Kyowa Electric Industry Co., Ltd.) that detects the load LO applied when the door seal material contact portion 13 comes into contact with the door seal material 4 and converts the load LO into an electrical signal, a test machine base 18 that supports the door seal material contact portion 13 and the load cell 17, and a laser displacement meter 22 (CD5-85: manufactured by Optex FA Co., Ltd.) installed on the upper side of the test machine base 18, which irradiates a laser 20 onto a laser reflecting portion 19 provided on the upper part of the opposing load sliding portion 16 and measures the distance L between the load measurement unit 14 (door seal material contact portion 13) and the load sliding portion 16 (load jig 12).
[0060] Here, the load jig 12 is formed to match the shape of each section A, B, C (see Figure 10, details will be described later) of the door 3 of the vehicle 2, and the door seal material 4 corresponding to section A, etc. is subjected to a predetermined load test speed v l This allows for the operation of pushing the door seal material towards the contact portion 13. This makes it possible to measure the magnitude of the load LO received by the door seal material contact portion 13 from the start of contact by the door seal material 4, which is divided into individual sections A, etc., until the door is closed, as well as the timing of contact and the distance L between the door seal material contact portion 13 and the door seal material 4 (load jig 12).
[0061] Furthermore, the load cell 17 and laser displacement meter 22, etc., that constitute the load testing machine 11 can be of various types. In addition, these measuring instruments can be electrically connected to a data logger 9b (NR-600: manufactured by Keyence Corporation), similar to the actual vehicle measurement process S1. The measured data is signal-controlled and sent to a control terminal such as a connected PC terminal, and the timing can be synchronized with the time elapsed by the data logger 9b and stored as load measurement data 21 in a storage medium. Here, in the prediction method 1 of this embodiment, the data logger 9a used in the actual vehicle measurement process S1 and the data logger 9b used in the door seal material load measurement process S3 are of different models, although their basic functions are the same.
[0062] In addition, the load testing machine 11 used in prediction method 1 of this embodiment is used under static load conditions, in other words, in the case of an extrusion operation from the position just before a part of the door seal material 4 comes into contact with the door seal material contact portion 13, for example, 3.3 × 10 -4 m / s, 3.3 × 10 -3 m / s, 6.6 × 10 -3 Load measurement can be performed in a speed range of m / s. On the other hand, under dynamic load conditions, in other words, in an extrusion operation from a position separated by a predetermined distance L (measured by the laser displacement meter 22) from the door seal material contact portion 13, load measurement can be performed in a speed range of 0.3 m / s to the lowest door closing speed + 0.2 m / s.
[0063] Here, L (mm) is the distance between the load jig 12 and the laser displacement meter 22, F (N) is the reaction force against the door seal material 4, and t (s) is the elapsed time during measurement. The speed (load test speed v) is the speed just before the door seal material 4 hits the door seal material contact portion 13 (here, the door closed position is -20 mm to -19.9 mm). l ) is v l =(L 20 -L 19.9 ) / (t 20 -t 19.9 It can be expressed as follows: Load test speed v, which corresponds to the extrusion speed. lFigure 9 shows the relationship between distance L and load LO(N) at static load conditions of 0.3 m / s, 0.6 m / s, 0.9 m / s, and 1.2 m / s. Under dynamic measurement conditions, the value at the door closed position (distance L=0) obtained in this way is defined in this embodiment as the door closing speed V measured by the load testing machine 11.
[0064] 5. Load measurement data analysis process S4 Next, based on the measured load measurement data 21, the reaction force F from the moment the door seal material 4 begins to contact the door seal material contact portion 13, in other words, from the start of contact of the door seal material 4 to the closed position, is totaled, and the door seal material energy loss E related to the door seal material 4 is calculated. dloss This calculates the door seal material energy loss E per 100 mm of the door seal material 4. More specifically, in prediction method 1 of this embodiment, the door seal material energy loss E per 100 mm of the door seal material 4 is calculated. dloss The following is calculated for each section A, etc. Note that the door seal material energy loss E dloss This is calculated based on equation 7 shown below (door seal material energy loss calculation process S4a). Note that equation 7 is the same as equation 3 shown above.
[0065]
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[0066] As previously explained, the door seal material 4 measured using the load testing machine 11 shown in Figure 3 is formed to match the shape of each section A1, etc., of the door 3. In this embodiment, the prediction method 1 is divided into three sections A, B, and C according to the distance from the hinge 23 to the door tip 24, as shown in Figure 10.
[0067] Specifically, the area near the hinge 23 of door 3 is defined as Section A, the area corresponding to the intermediate position between the hinge 23 and the door tip 24 is defined as Section B, and the area corresponding to the vicinity of the door tip 24 is defined as Section C. Furthermore, each of Sections A, B, and C is subdivided. As shown in Figure 10, the area corresponding to the roof 25 in Section A is defined as Roof Section A1, the area corresponding to the hinge 23 is defined as Hinge Section A2, and the area corresponding to the lower part of the door 26 is defined as Door Lower Section A3. In Section B, the area corresponding to the roof 25 is defined as Roof Section B1, and the area corresponding to the lower part of the door 26 is defined as Door Lower Section B2. In Section C, the area corresponding to the roof 25 is defined as Roof Section C1, and the area corresponding to the lower part of the door 26 is defined as Door Lower Section C2. Note that in the prediction method of the present invention, the respective sections A, B, and C of door 3 shown in Figure 10 and their shapes are not limited to these and can be appropriately adjusted according to the door shape of the vehicle in question. In this case, the shape and size of the load jig 12 in the load testing machine 11 can also be adjusted accordingly.
[0068] As a result, a door seal material 4 and a load jig 12 are formed for each subdivided section A1, etc., and the door seal material energy loss E per 100 mm of the door seal material 4 is calculated based on the measured load measurement data 21. dloss Calculate.
[0069] Furthermore, the door seal material energy loss E calculated above dloss Then, based on the relationship with the door closing speed V, an approximate formula for the door closing speed - door seal material energy loss per 100 mm of the door seal material 4 is calculated (door closing speed - door seal material energy loss approximation formula calculation step S4b). Since this calculation is substantially the same as the operation in the actual vehicle data analysis step S2 already explained, a detailed explanation is omitted.
[0070] Subsequently, the approximate formulas for door closing speed - door seal material loss energy, calculated for each section A1, are summed up while reflecting the dimensions of door 3, i.e., the distance from hinge 23 to door 3 and the sealing length of door seal material 4, to calculate the approximate formula for door seal material loss energy per door.
[0071] To explain in more detail, the door closing speed V at locations other than the measurement point depends on the distance r from the hinge 23, based on the angular velocity formula shown in Equation 8 below, and the formulas in Equations 9 and 10.
[0072]
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[0073]
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[0074]
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[0075] Here, in equations 8-10, ω represents angular velocity, V, V1, V2 represent door closing velocities, and r, r1, r2 represent radii (= distance from hinge 23).
[0076] Therefore, as shown in Figure 10, by finely subdividing the door seal material 4 into multiple sections A1, etc., at distances r from the hinge 23, the velocity distribution per door due to the door closing speed V can be calculated. Furthermore, using the calculated door closing speed-door seal material loss energy approximation formula, the door seal material loss energy E per 100 mm of the door seal material 4 in each section A1, etc. dloss It is possible to calculate this.
[0077] As a result, as shown in Figure 10, the sealing length of the door seal material 4 for each section A1 etc. when the door seal material 4 is installed around the perimeter of the door 3 can be determined, and the calculated door seal material energy loss E per 100 mm is... dloss By multiplying this by the seal length, the door seal material energy loss E in each section A1, etc., can be calculated. dloss This is required.
[0078] And the energy loss E of the door seal material in each section A1, etc. dloss The sum of (the sum of A1+A2+A3+B1+B2+C1+C2 in Figure 10) is the door seal material energy loss E per door. dloss This is the result.
[0079] By performing the above operations for each door closing speed V and approximating the plotted results, the approximate formula for door closing speed - door seal material energy loss can be calculated. This completes the load measurement data analysis process S4.
[0080] 6. Door closing speed prediction calculation process S5 Door seal material energy loss E calculated upon completion of load measurement data analysis process S4 dloss This is substituted into the analysis results from the already completed vehicle data analysis process S2 to predict the door closing speed V when using the door seal material 4 to be evaluated (door closing speed prediction calculation process S5).
[0081] For example, as shown in Figure 11, the calculation performed by the actual vehicle measurement process S1 and the actual vehicle data analysis process S2 is <1> Door operation energy E d (5.00X 2 ) and "Basic door seal material energy loss E bloss (0.05ln(x)+1.00) and other energy losses E other (1.00X 2 The sum of " +3.0X + 1.15)" is expressed as <2> Door closing energy loss E loss (1.00X 2The relationship " +3.0X + 0.05ln(x) + 2.15)" is used in the door seal material load measurement process S3 and the load measurement data analysis process S4, which is calculated as " <3> Door seal material energy loss E dloss Substitute (0.04ln(x)+0.80) into the equation.
[0082] In this embodiment, when the specifications of the door seal material 4 are changed, <4> Door closing energy loss E loss’ " is as shown in Figure 11, "1.00X 2 This is expressed as "+3.00X+0.04ln(x)+1.80". Furthermore, the calculated door closing energy loss E loss’ By using this, the door closing speed V can be calculated, and the result when using the basic door seal material 10 is obtained. <5> While the door closing speed V is 1.20 m / s, when using the door seal material 4 determined by the above calculation prediction, <5> The door closing speed "V" is predicted and calculated as 1.17 m / s.
[0083] Figure 12 shows the above <1> ~ <6> The corresponding approximate formulas or values of the door closing speed V are shown in the door closing speed-energy approximation formula. <1> Door operation energy E d and <2> Door closing energy loss E loss When using the basic door seal material 10 before the specification change, as shown at the intersection of the lines. <5> For a door closing speed V (V = 1.20 m / s), <1> Door operation energy Ed and <4> Energy loss E when closing the door after modification loss’ When using door seal material 4 indicated by the intersection of the lines <5> This indicates that the value of the door closing speed V (V = 1.17 m / s) has changed slightly.
[0084] As described above, the prediction method 1 of this embodiment analyzes the actual vehicle data 5 obtained from actual vehicle tests conducted on an actual vehicle in advance, calculates an approximate formula for the door closing speed V and energy E, and further substitutes the value obtained from the load measurement data 21 of the door seal material 4 measured using the load testing machine 11 into the approximate formula, thereby enabling the prediction and calculation of the door closing speed V without conducting actual vehicle tests.
[0085] That is, based on the bench evaluation of the door seal material 4, it becomes possible to evaluate the door closing property, and it is possible to significantly reduce the cost required for the actual vehicle test and significantly shorten the period required for the evaluation.
Industrial Applicability
[0086] The method for predicting the door closing speed of the present invention has applicability in the field of the automotive industry related to the manufacture of vehicles such as automobiles, particularly in the evaluation and manufacture of door seal materials attached to vehicle doors.
Explanation of Signs
[0087] 1: Prediction method (method for predicting door closing speed), 2: Vehicle, 3: Door, 4: Door seal material, 5: Actual vehicle data, 6: Door energy meter (measurement device), 7: Accelerometer (measurement device), 8: Passing detection sensor (measurement device), 9a, 9b: Data logger (measurement device), 10: Basic door seal material, 11: Load testing machine, 12: Load jig, 13: Door seal material contact portion, 14: Load measurement portion, 15: Sliding rail, 16: Load sliding portion, 17: Load cell, 18: Test machine base, 19: Laser reflection portion, 20: Laser, 21: Load measurement data, 22: Laser displacement meter, 23: Hinge, 24: Door tip, 25: Roof, 26: Door bottom, A, B, C: Section, A1, B1, C1: Roof section, A2: Hinge section, A3, B2, C2: Door bottom section, D: Door displacement, E: Energy, E bloss : Basic door seal material loss energy, E close : Door closing position energy, E d : Door operation energy, E dloss : Door seal material loss energy, E in : Input energy, E loss ,E loss’ : Door closing loss energy, E other: Other energy losses, F: Reaction force, L: Distance, P1: Vehicle measurement position, P2, P2': Door closed position, P3: Sensor installation position, r, r1, r2: Radius, S1: Actual vehicle measurement process, S2: Actual vehicle data analysis process, S2a: Door velocity-door displacement curve calculation process (actual vehicle data analysis process), S2b: Door operation energy calculation process (actual vehicle data analysis process), S2c: Inertial mass calculation process (actual vehicle data analysis process), S2d: Door displacement-door operation energy curve calculation process (actual vehicle data analysis process), S2e: Door closing energy loss calculation process (actual vehicle data analysis process), S2f: Basic door seal material energy loss S2g: Door closing speed - energy approximation formula calculation process (actual vehicle data analysis process), S3: Door seal material load measurement process, S4: Load measurement data analysis process, S4a: Door seal material energy loss calculation process (load measurement data analysis process), S4b: Door closing speed - door seal material energy loss approximation formula calculation process (load measurement data analysis process), S4c: Door seal material energy loss approximation formula calculation process (load measurement data analysis process), S5: Door closing speed prediction calculation process, LO: load, m: inertial mass, t: elapsed time, v: door speed, v0: initial door speed, v l : Load test speed, V, V1, V2: Door closing speed, α: Acceleration, ω: Angular velocity.
Claims
1. A method for predicting door closing speed for predicting the door closing speed at which the force applied to close a door fitted with a door seal material under evaluation balances the door operating energy required for the door to close, A real vehicle measurement step involves using a real vehicle having the door fitted with a basic door seal material, attaching measuring equipment to the door, and pre-measuring real vehicle data including the door operating energy related to the door closing operation and the acceleration change of the door; The process involves analyzing the measured vehicle data and calculating a door closing speed-energy approximation formula from the relationship between the door closing speed, door closing energy loss, input energy, basic door seal material energy loss, and other energy losses. A door seal material load measurement step involves setting the door seal material in a load testing machine and measuring load measurement data related to the load characteristics of the door seal material, A load measurement data analysis step involves analyzing the measured load measurement data and calculating an approximate formula for the door seal material energy loss per door. A door closing speed prediction calculation step is performed by substituting the calculated approximate formula for the door seal material energy loss into the previously analyzed approximate formula for door closing speed-energy to predict and calculate the door closing speed when the door seal material is installed on the door. A method for predicting the speed of a door closing, comprising the following features.
2. The aforementioned vehicle measurement process is, The first measurement condition involves removing the latch from the aforementioned door, jacking up the actual vehicle, and leaving all doors open except for the one being closed, In addition to the first measurement conditions described above, a second measurement condition is provided in which the basic door seal material is removed from the door, The third measurement condition is that the latch is attached to the door, the jack-up is released, all other doors are closed, and the basic door seal material is attached to the door. A method for predicting the door closing speed according to claim 1, which involves measuring the actual vehicle data relating to the door closing operation under each of the measurement conditions.
3. The aforementioned vehicle data analysis process is as follows: A door speed-door displacement curve calculation step, which calculates a door speed-door displacement curve based on the measured actual vehicle data, A door operation energy calculation step, which calculates the door operation energy based on the calculated door velocity-door displacement curve and the reaction force in the door closing operation, An inertia mass calculation step, which calculates the inertia mass of the door based on the actual vehicle data measured under the first measurement conditions, A door displacement-door operation energy curve calculation step, which calculates a door displacement-door operation energy curve based on the calculated inertial mass, A door closing loss energy calculation step, which calculates the door closing loss energy based on the created door displacement-door operation energy curve, A basic door seal material loss energy calculation step, which calculates the basic door seal material loss energy corresponding to the difference in door closing energy loss at the same speed, based on the actual vehicle data measured by the first measurement conditions and the second measurement conditions, The method for predicting the door closing speed according to claim 2, further comprising:
4. The aforementioned load testing machine is A load jig formed to match the shape of each section of the aforementioned door, A load measuring unit provided opposite the aforementioned load jig, The load jig is slid horizontally at a predetermined load test speed, and a sliding part that can be pushed toward the load measuring section is provided. A method for predicting door closing speed according to claim 1, comprising:
5. The aforementioned load measurement data analysis process is: A door seal material energy loss calculation step involves calculating the door seal material energy loss by summing the reaction forces from the start of contact of the door seal material to the closed position of the door, A step to calculate the approximate formula for the door closing speed - door seal material energy loss, which is calculated from the relationship between the calculated door seal material energy loss and the door closing speed, A step to calculate the approximate formula for the door seal material loss energy per door by taking the calculated door closing speed - door seal material loss energy approximation formula, reflecting the dimensions of the door, and The method for predicting the door closing speed according to claim 1, further comprising: