CN112014054A - Method, device and equipment for testing dynamic stiffness of vehicle door lock catch and storage medium - Google Patents
Method, device and equipment for testing dynamic stiffness of vehicle door lock catch and storage medium Download PDFInfo
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- CN112014054A CN112014054A CN202010875834.2A CN202010875834A CN112014054A CN 112014054 A CN112014054 A CN 112014054A CN 202010875834 A CN202010875834 A CN 202010875834A CN 112014054 A CN112014054 A CN 112014054A
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- G01M7/00—Vibration-testing of structures; Shock-testing of structures
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention relates to the technical field of vehicle testing, and discloses a method, a device, equipment and a storage medium for testing dynamic stiffness of a vehicle door lock catch, wherein the method comprises the following steps: the method comprises the steps of determining a hammering point on a retaining ring according to test working condition information, carrying out hammering test according to the hammering point, collecting hammering test data through a sensor, generating a vehicle model to be tested according to vehicle information, determining a response point and an excitation point respectively according to sensor position information and the hammering point so as to carry out simulation test and obtain simulation test data, and determining a vehicle door lock dynamic stiffness test result by combining the hammering test data and the simulation test data, so that the defect of inaccurate analysis of the vehicle door lock dynamic stiffness is overcome, and the test accuracy is improved.
Description
Technical Field
The invention relates to the technical field of vehicle testing, in particular to a method, a device, equipment and a storage medium for testing dynamic stiffness of a vehicle door lock catch.
Background
Stiffness refers to the ability of a structure or material to resist deformation. The load can be static load or dynamic load due to different loads on the structure or the material. Therefore, the stiffness can be classified into static stiffness and dynamic stiffness. When a structure or material is subjected to a static load, the ability to resist deformation under the static load is referred to as static stiffness; the ability to resist deformation under dynamic loads when subjected to dynamic loads is referred to as dynamic stiffness. In the field of automobile NVH, when an automobile is driven and used, the automobile is subjected to dynamic load, vibration and noise can be generated, and the subjective feeling of drivers and passengers and even the body health can be influenced by the excessive vibration and noise. Therefore, in the field of automotive NVH, dynamic stiffness is of more general concern.
The dynamic stiffness of the door lock has been considered to affect the quality of the door closing sound of the vehicle and the abnormal sound of the door during the running of the vehicle. At present, the dynamic stiffness simulation analysis of the vehicle door lock catch is an original point dynamic stiffness analysis method based on a modal response method, and the original point dynamic stiffness is conceptually similar to an original point frequency response function, namely the ratio of excitation force to displacement at the same position and in the same direction. However, the data obtained by the analysis method is not accurate, so that the later vehicle model cannot borrow the corresponding data as a reference, and the utilization rate of the data is reduced. Meanwhile, repeated analysis and test for better data matching lead to a large amount of repeated work and waste of manpower and material resources.
The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.
Disclosure of Invention
The invention mainly aims to provide a method, a device, equipment and a storage medium for testing dynamic rigidity of a vehicle door lock catch, and aims to solve the technical problem that analysis of the dynamic rigidity of the vehicle door lock catch in the prior art is inaccurate.
In order to achieve the above object, the present invention provides a method for testing dynamic stiffness of a vehicle door latch, comprising the steps of:
the method comprises the steps that vehicle information of a vehicle to be tested is obtained, the vehicle to be tested comprises a body in white and a vehicle door lock catch, the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body;
acquiring test working condition information, and determining a hammering point on the retaining ring according to the test working condition information;
carrying out a hammering test according to the hammering point, and acquiring hammering test data acquired by the sensor;
generating a vehicle model to be tested according to the vehicle information;
extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammering point;
carrying out simulation test based on the response points and the excitation points to obtain simulation test data;
and determining a test result of the dynamic stiffness of the vehicle door lock catch according to the hammering test data and the simulation test data.
Optionally, the generating a vehicle model to be tested according to the vehicle information includes:
extracting body-in-white information and door latch information from the vehicle information;
generating a body-in-white model according to the body-in-white information, and generating a car door lock catch model according to the car door lock catch information;
and generating a vehicle model to be tested according to the body-in-white model and the vehicle door lock catch model.
Optionally, the generating a body-in-white model according to the body-in-white information and generating a door lock latch model according to the door lock latch information includes:
importing the body-in-white information into preset finite element analysis software to generate a body-in-white model;
and importing the car door lock information into the preset finite element analysis software to generate a car door lock model.
Optionally, the generating a vehicle model to be tested according to the body-in-white model and the door shackle model includes:
obtaining body-in-white model information corresponding to the body-in-white model, and obtaining door lock buckle model information corresponding to the door lock buckle model;
and connecting the body-in-white model and the car door lock buckle model based on the body-in-white model information and the car door lock buckle model information to generate a vehicle model to be tested.
Optionally, the connecting the body-in-white model and the door latch model based on the body-in-white model information and the door latch model information to generate a vehicle model to be tested includes:
determining connection point information according to the body-in-white model information and the car door lock catch model information;
respectively carrying out mesh division on the body-in-white model and the car door lock catch model in preset finite element analysis software to obtain a body-in-white mesh unit and a car door lock catch mesh unit;
and connecting the body-in-white model and the car door lock catch model according to the connection point information, the body-in-white grid cells and the car door lock catch grid cells to generate a vehicle model to be tested.
Optionally, the vehicle door latch module comprises: the lock catch comprises a lock catch body model and a buckle ring model;
the extracting sensor position information from the vehicle information, determining a response point from the sensor position information, and determining an excitation point from the hammer point, includes:
extracting sensor position information from the vehicle information;
determining a first position relation of the sensor relative to the lock catch body according to the sensor position information, and determining a second position relation of the hammering point relative to the retaining ring;
determining a response point on the shackle body model based on the first positional relationship and determining an excitation point on the shackle model based on the second positional relationship.
Optionally, the determining a door latch dynamic stiffness test result according to the hammering test data and the simulation test data includes:
generating a hammering test data curve according to the hammering test data, and generating a simulation test data curve according to the simulation test data;
importing the hammering test data curve and the simulation test data curve into a preset chart;
comparing the hammering test data curve with the simulation test data curve in the preset chart to obtain a comparison result;
and determining a test result of the dynamic rigidity of the vehicle door lock catch according to the comparison result.
In order to achieve the above object, the present invention further provides a door latch dynamic stiffness testing apparatus, including:
the vehicle to be tested comprises a body in white and a vehicle door lock catch, wherein the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body;
the information acquisition module is also used for acquiring test working condition information and determining a hammering point on the retaining ring according to the test working condition information;
the hammering test module is used for carrying out hammering test according to the hammering points and acquiring hammering test data acquired by the sensor;
the model generating module is used for generating a vehicle model to be tested according to the vehicle information;
the point location determining module is used for extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammering point;
the simulation test module is used for carrying out simulation test based on the response point and the excitation point to obtain simulation test data;
and the test result module is used for determining a vehicle door lock catch dynamic stiffness test result according to the hammering test data and the simulation test data.
In addition, in order to achieve the above object, the present invention further provides a door latch dynamic stiffness test apparatus, including: the door lock dynamic stiffness test system comprises a memory, a processor and a door lock dynamic stiffness test program which is stored on the memory and can run on the processor, wherein the door lock dynamic stiffness test program is configured with steps for realizing the door lock dynamic stiffness test method.
In addition, in order to achieve the above object, the present invention further provides a storage medium, on which a door latch dynamic stiffness test program is stored, and when the door latch dynamic stiffness test program is executed by a processor, the steps of the door latch dynamic stiffness test method are implemented as described above.
The invention provides a method for testing the dynamic stiffness of a vehicle door lock catch, which is characterized in that vehicle information of a vehicle to be tested is obtained, the vehicle to be tested comprises a body in white and the vehicle door lock catch, the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body; acquiring test working condition information, and determining a hammering point on the retaining ring according to the test working condition information; carrying out a hammering test according to the hammering point, and acquiring hammering test data acquired by the sensor; generating a vehicle model to be tested according to the vehicle information; extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammering point; carrying out simulation test based on the response points and the excitation points to obtain simulation test data; and determining a test result of the dynamic stiffness of the vehicle door lock catch according to the hammering test data and the simulation test data. The method comprises the steps of determining a hammering point on a retaining ring according to test working condition information, carrying out hammering test according to the hammering point, collecting hammering test data through a sensor, generating a vehicle model to be tested according to vehicle information, determining a response point and an excitation point respectively according to sensor position information and the hammering point so as to carry out simulation test and obtain simulation test data, and determining a vehicle door lock dynamic stiffness test result by combining the hammering test data and the simulation test data, so that the defect of inaccurate analysis of the vehicle door lock dynamic stiffness is overcome, and the test accuracy is improved.
Drawings
FIG. 1 is a schematic structural diagram of a door lock dynamic stiffness testing device in a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a first embodiment of a method for testing dynamic stiffness of a vehicle door lock catch according to the present invention;
FIG. 3 is a schematic view of a body-in-white and a lock structure according to an embodiment of the method for testing dynamic stiffness of a vehicle door lock of the present invention;
FIG. 4 is a schematic diagram of a hammering test point in the vehicle door lock catch dynamic stiffness testing method according to the embodiment of the invention;
FIG. 5 is a schematic diagram of an original simulation test excitation point and a response point of the vehicle door lock catch dynamic stiffness testing method according to an embodiment of the invention;
FIG. 6 is a schematic diagram of a new simulation test excitation point and a response point in the vehicle door lock catch dynamic stiffness test method according to an embodiment of the invention;
FIG. 7 is a schematic diagram of an excitation point position and a direction of a door latch dynamic stiffness testing method according to an embodiment of the present invention;
FIG. 8 is a flowchart illustrating a method for testing dynamic latching stiffness of a door latch according to a second embodiment of the present invention;
FIG. 9 is a flowchart illustrating a method for testing dynamic rigidity of a door latch according to a third embodiment of the present invention;
FIG. 10 is a schematic diagram of an original test result of the door latch dynamic stiffness test method according to an embodiment of the present invention;
FIG. 11 is a diagram illustrating a new test result of an embodiment of a method for testing dynamic stiffness of a vehicle door latch according to the present invention;
fig. 12 is a functional block diagram of the door lock catch dynamic stiffness testing device according to the first embodiment of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a door latch dynamic stiffness testing device in a hardware operating environment according to an embodiment of the present invention.
As shown in fig. 1, the door latch dynamic stiffness test apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may comprise a Display screen (Display), an input unit such as keys, and the optional user interface 1003 may also comprise a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The Memory 1005 may be a Random Access Memory (RAM) Memory or a non-volatile Memory (e.g., a magnetic disk Memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the device configuration shown in fig. 1 does not constitute a limitation of the door latch dynamic stiffness test device and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.
As shown in fig. 1, a memory 1005 as a storage medium may include therein an operating system, a network communication module, a user interface module, and a door latch dynamic stiffness test program.
In the door lock dynamic stiffness testing device shown in fig. 1, the network interface 1004 is mainly used for connecting an external network and performing data communication with other network devices; the user interface 1003 is mainly used for connecting to a user equipment and performing data communication with the user equipment; the device calls a door lock buckle dynamic stiffness test program stored in the memory 1005 through the processor 1001, and executes the door lock buckle dynamic stiffness test method provided by the embodiment of the invention.
Based on the hardware structure, the embodiment of the method for testing the dynamic stiffness of the vehicle door lock catch is provided.
Referring to fig. 2, fig. 2 is a schematic flow chart of a method for testing dynamic stiffness of a vehicle door lock buckle according to a first embodiment of the present invention.
In a first embodiment, the door latch dynamic stiffness test method includes the steps of:
step S10, vehicle information of a vehicle to be tested is obtained, the vehicle to be tested comprises a body in white and a vehicle door lock catch, the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body.
It should be noted that the executing main body in this embodiment may be a door lock dynamic stiffness testing device, and may also be other devices that can achieve the same or similar functions.
It should be noted that the components of the vehicle to be tested include the body in white and the door latch, and may include other additional components. The vehicle information may include body-in-white information, door latch information, and sensor position information, and may also include other information. The retaining ring may be a U-shaped retaining ring, or may be a retaining ring with other shapes, and the U-shaped retaining ring is taken as an example in this embodiment. The sensor can be an acceleration sensor, is arranged on the lock catch body, can be arranged at the central position of the lock catch body, and can also be arranged at other positions of the lock catch body, and the embodiment does not limit the position.
In a specific implementation, as shown in fig. 3, fig. 3 is a schematic view of a body-in-white and a lock structure, and the door lock is composed of a lock body and a buckle ring, and the door lock is disposed on the body-in-white.
And step S20, acquiring test working condition information, and determining a hammering point on the retaining ring according to the test working condition information.
It should be understood that the test condition information may be obtained, and the number of the hammer points on the retaining ring may be 1, 2, or other numbers, which is determined by the test condition information, and this embodiment does not limit this. The test condition information can be set by technicians according to actual requirements.
In specific implementation, as shown in fig. 4, fig. 4 is a schematic diagram of a test point of a hammering test, the sensor is arranged at the center of the plane of the lock catch body, and two hammering points are arranged on the retaining ring, but not at the same position, and are arranged along the X direction, the Y direction and the Z direction of the whole vehicle.
And step S30, performing a hammering test according to the hammering point, and acquiring hammering test data acquired by the sensor.
It should be understood that after the hammer point is determined, the hammer device can be controlled to hammer the hammer point to perform a hammer test, and hammer test data collected by the sensor is acquired in real time during the hammer test.
It will be appreciated that since the hammer test is a continuous process, the hammer test data is acquired as a set of data.
And step S40, generating a vehicle model to be tested according to the vehicle information.
It should be understood that a vehicle model to be tested can be generated by finite element analysis software according to vehicle information of the vehicle to be tested, and the vehicle model to be tested is used for subsequent simulation tests.
Step S50, extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammer point.
It should be understood that in this embodiment, the response point is determined from the sensor position information and the excitation point is determined from the hammer point.
In the conventional simulation test, as shown in fig. 5, fig. 5 is a schematic diagram of an excitation point and a response point of an original simulation test, and the excitation point and the response point are both arranged on a U-shaped buckle, simulated by RBE2 and arranged at the same point.
However, in this embodiment, as shown in fig. 6, fig. 6 is a schematic diagram of a new simulation test excitation point and a response point, the excitation point corresponds to a hammer point position, the response point corresponds to a sensor position, the excitation point is arranged at the same position of the hammer point, the response point is arranged at the same position of the sensor, and the excitation point and the response point are arranged at different points.
Further, as shown in fig. 7, fig. 7 is a schematic diagram of the position and direction of an excitation point, which can be determined more accurately by establishing a local coordinate system, and the excitation point is arranged at the same position of the hammer point, and the direction is ensured to be consistent. Likewise, the response points are more accurately determined by establishing a local coordinate system, the response points are arranged at the same position of the sensor, and the consistent directions are ensured.
And step S60, carrying out a simulation test based on the response point and the excitation point to obtain simulation test data.
It should be appreciated that after the response and excitation points are determined, simulation tests may be performed based on the response and excitation points to obtain simulation data. The specific steps of the simulation test are the same as those of the existing original point dynamic stiffness analysis method based on the modal response method, and are known to those skilled in the art, and the scheme of the embodiment is an improvement on this basis, and is not described herein again.
And step S70, determining a test result of the dynamic stiffness of the vehicle door lock catch according to the hammering test data and the simulation test data.
It should be appreciated that in the existing test scheme, the door latch dynamic stiffness simulation analysis is an origin dynamic stiffness analysis method based on a modal response method, and the origin dynamic stiffness is similar to an origin frequency response function in concept, namely the ratio of the excitation force to the displacement in the same position and the same direction. Because the simulation analysis is not limited by space when simulating the excitation point and the response point, the original point dynamic stiffness simulation analysis method is easy to realize. The hammering test is to measure a transfer function by a hammering method, namely, a force hammer is used for excitation, and an acceleration sensor measures response so as to obtain a transfer function curve; due to space constraints, the force hammer and the sensor cannot act on the same location. Therefore, the original point dynamic stiffness of the simulation analysis and the dynamic stiffness of the test have a certain difference in the method, and finally, the peak frequency of the curve and the trend of the curve have a large difference when the simulation analysis and the test result are compared and verified, so that the universality of simulation and test data is greatly reduced.
Therefore, the existing comparison and verification method only simply compares the data curves, and does not consider the difference between the simulation and test methods and various influence factors, so that the peak frequency of the curves and the trend of the curves have larger difference. The analysis data curve and the test data curve cannot be well matched, so that the later-stage vehicle model cannot use corresponding data as reference, and the utilization rate of the data is reduced. Meanwhile, repeated analysis and test for better data matching lead to a large amount of repeated work and waste of manpower and material resources.
In the embodiment, a response point is determined according to the position of the sensor, an excitation point is determined according to the position of the hammer point, so that a simulation test is performed to obtain simulation test data, a hammer test is performed through the hammer point to obtain hammer test data, and a door lock catch dynamic stiffness test result is determined according to the hammer test data and the simulation test data. Because the excitation point corresponds to the hammer point, and the response point corresponds to the sensor position, compared with the prior art, the test result is more accurate. The hammering test data curve generated according to hammering test data can be improved, the goodness of fit between simulation test data curves generated according to simulation test data is improved, and the data utilization rate is improved.
In the embodiment, the hammering point on the retaining ring is determined according to the test working condition information, the hammering test is carried out according to the hammering point, the hammering test data are collected through the sensor, the vehicle model to be tested is generated according to the vehicle information, the response point and the excitation point are respectively determined according to the sensor position information and the hammering point so as to carry out the simulation test and obtain the simulation test data, the door lock catch dynamic stiffness test result is determined by combining the hammering test data and the simulation test data, the defect that the analysis of the door lock catch dynamic stiffness is inaccurate is overcome, and the test accuracy is improved.
In an embodiment, as shown in fig. 8, a second embodiment of the door latch dynamic stiffness testing method according to the present invention is proposed based on the first embodiment, and the step S40 includes:
step S401, extracting body-in-white information and door latch information from the vehicle information.
It should be understood that, since the body-in-white information and the door lock information are included in the vehicle information, the body-in-white information and the door lock information may be extracted from the vehicle information after the vehicle information is acquired.
And S402, generating a body-in-white model according to the body-in-white information, and generating a door lock buckle model according to the door lock buckle information.
It is understood that a body-in-white model may be generated from the body-in-white information and a door latch model may be generated from the door latch information via finite element analysis software.
It should be understood that this step may specifically be: importing the body-in-white information into preset finite element analysis software to generate a body-in-white model; and importing the car door lock information into the preset finite element analysis software to generate a car door lock model.
And S403, generating a vehicle model to be tested according to the body-in-white model and the car door lock catch model.
It can be understood that, since the door latch is provided on the body-in-white, after the body-in-white model and the door latch model are obtained separately, the body-in-white model and the door latch model may be connected to generate a vehicle model to be tested.
It should be understood that this step may specifically be: obtaining body-in-white model information corresponding to the body-in-white model, and obtaining door lock buckle model information corresponding to the door lock buckle model; determining connection point information according to the body-in-white model information and the car door lock catch model information; respectively carrying out mesh division on the body-in-white model and the car door lock catch model in preset finite element analysis software to obtain a body-in-white mesh unit and a car door lock catch mesh unit; and connecting the body-in-white model and the car door lock catch model according to the connection point information, the body-in-white grid cells and the car door lock catch grid cells to generate a vehicle model to be tested.
It can be understood that the material and attribute definition can be performed on each part according to the model information, and the model can be connected according to the two-protection welding, the bolt connection and the welding point information. Therefore, when the body-in-white model and the door latch model are created, the model creation is performed in conjunction with the above information. And when the models are connected, the body-in-white model information corresponding to the body-in-white model can be acquired, the door lock buckle model information corresponding to the door lock buckle model can be acquired, and the connection point information is determined according to the body-in-white model information and the door lock buckle model information.
In order to make the model connection more accurate, meshing can be carried out in finite element analysis software. And respectively carrying out mesh division on the body-in-white model and the door lock catch model to obtain body-in-white mesh units and door lock catch mesh units, wherein the body-in-white mesh units are shell units for attribute, and the lock catch mesh units are body units for attribute. And then connecting the body-in-white model and the car door lock catch model according to the connection point information, the body-in-white grid cells and the car door lock catch grid cells to generate a vehicle model to be tested.
In the embodiment, the body-in-white information and the door lock information are extracted from the vehicle information; generating a body-in-white model according to the body-in-white information, and generating a car door lock catch model according to the car door lock catch information; and generating a vehicle model to be tested according to the body-in-white model and the vehicle door lock catch model. Therefore, a body-in-white model is generated according to the body-in-white information, a door lock catch model is generated according to the door lock catch information, and then the models are connected to obtain a vehicle model to be tested, so that the established model is more accurate.
In an embodiment, as shown in fig. 9, a third embodiment of the door latch locking stiffness testing method according to the present invention is proposed based on the first embodiment or the second embodiment, and in this embodiment, the door latch model includes: a lock catch body model and a buckle model, wherein the step S50 includes:
step S501, sensor position information is extracted from the vehicle information.
It should be understood that since the sensor position information is included in the vehicle information, the sensor position information may be extracted from the vehicle information after the vehicle information is acquired.
Step S502, determining a first position relation of the sensor relative to the lock catch body according to the sensor position information, and determining a second position relation of the hammering point relative to the retaining ring.
It will be appreciated that the first positional relationship of the sensor relative to the latch body can be determined based on the sensor position information, and the specific position of the sensor on the latch body can be determined based on the first positional relationship. A second positional relationship of the hammer point relative to the buckle may also be determined, and a specific location of the sensor on the buckle may be determined based on the second positional relationship.
Step S503, determining a response point on the buckle body model according to the first positional relationship, and determining an excitation point on the buckle body model according to the second positional relationship.
It should be understood that, since the door latch model is established based on the door latch information, the door latch model is completely consistent with the door latch, and further the latch body model is completely consistent with the latch body, and the buckle model is also completely consistent with the buckle. Therefore, a response point corresponding to the position of the sensor can be determined on the shackle body model according to the first positional relationship, and an excitation point corresponding to the position of the hammer point can be determined on the shackle model according to the second positional relationship.
Further, the step S70 includes:
generating a hammering test data curve according to the hammering test data, and generating a simulation test data curve according to the simulation test data; importing the hammering test data curve and the simulation test data curve into a preset chart; comparing the hammering test data curve with the simulation test data curve in the preset chart to obtain a comparison result; and determining a test result of the dynamic rigidity of the vehicle door lock catch according to the comparison result.
It should be appreciated that the hammer test data may be verified against the simulation test data to determine a verification goodness of fit. The transfer function curve can be determined according to the hammering test data, the transfer function curve is converted into a dB curve to obtain a hammering test data curve, and data are derived. The simulation test data is the acceleration of a response point under the action of unit exciting force (1N), and the simulation test data is exported through post-processing software to obtain a simulation test data curve.
It is understood that the preset chart can be a chart in an Excle table, and the chart format is preset. And importing the hammering test data curve and the simulation test data curve into a preset chart, comparing the hammering test data curve and the simulation test data curve in the preset chart, and determining a door lock catch dynamic stiffness test result according to the comparison result. The coincidence degree of the hammering test data curve and the simulation test data curve and the utilization rate of the data are improved.
In specific implementation, as shown in fig. 10 and 11, fig. 10 is a schematic diagram of an original test result, and fig. 11 is a schematic diagram of a new test result, obviously, the data goodness of fit is higher, so that the test result is more accurate. Wherein, the dotted line in the figure is a simulation test data curve, and the realization in the figure is a hammering test data curve.
By extracting sensor position information from the vehicle information in the present embodiment; determining a first position relation of the sensor relative to the lock catch body according to the sensor position information, and determining a second position relation of the hammering point relative to the retaining ring; determining a response point on the shackle body model based on the first positional relationship and determining an excitation point on the shackle model based on the second positional relationship. Therefore, the response point is determined according to the position of the sensor, and the excitation point is determined according to the position of the hammer point, so that the response and the position of the excitation point are more reasonable and accurate.
In addition, an embodiment of the present invention further provides a storage medium, where a door latch dynamic stiffness test program is stored on the storage medium, and when the door latch dynamic stiffness test program is executed by a processor, the steps of the door latch dynamic stiffness test method described above are implemented.
Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.
In addition, referring to fig. 12, an embodiment of the present invention further provides a door latch dynamic stiffness testing apparatus, where the door latch dynamic stiffness testing apparatus includes:
the information acquisition module 10 is used for acquiring vehicle information of a vehicle to be tested, wherein the vehicle to be tested comprises a body in white and a vehicle door lock catch, the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body.
It should be noted that the components of the vehicle to be tested include the body in white and the door latch, and may include other additional components. The vehicle information may include body-in-white information, door latch information, and sensor position information, and may also include other information. The retaining ring may be a U-shaped retaining ring, or may be a retaining ring with other shapes, and the U-shaped retaining ring is taken as an example in this embodiment. The sensor can be an acceleration sensor, is arranged on the lock catch body, can be arranged at the central position of the lock catch body, and can also be arranged at other positions of the lock catch body, and the embodiment does not limit the position.
In a specific implementation, as shown in fig. 3, fig. 3 is a schematic view of a body-in-white and a lock structure, and the door lock is composed of a lock body and a buckle ring, and the door lock is disposed on the body-in-white.
The information obtaining module 10 is further configured to obtain test working condition information, and determine a hammering point on the retaining ring according to the test working condition information.
It should be understood that the test condition information may be obtained, and the number of the hammer points on the retaining ring may be 1, 2, or other numbers, which is determined by the test condition information, and this embodiment does not limit this. The test condition information can be set by technicians according to actual requirements.
In specific implementation, as shown in fig. 4, fig. 4 is a schematic diagram of a test point of a hammering test, the sensor is arranged at the center of the plane of the lock catch body, and two hammering points are arranged on the retaining ring, but not at the same position, and are arranged along the X direction, the Y direction and the Z direction of the whole vehicle.
And the hammering test module 20 is used for carrying out hammering tests according to the hammering points and acquiring hammering test data acquired by the sensor.
It should be understood that after the hammer point is determined, the hammer device can be controlled to hammer the hammer point to perform a hammer test, and hammer test data collected by the sensor is acquired in real time during the hammer test.
It will be appreciated that since the hammer test is a continuous process, the hammer test data is acquired as a set of data.
And the model generating module 30 is used for generating a vehicle model to be tested according to the vehicle information.
It should be understood that a vehicle model to be tested can be generated by finite element analysis software according to vehicle information of the vehicle to be tested, and the vehicle model to be tested is used for subsequent simulation tests.
And the point location determining module 40 is configured to extract sensor location information from the vehicle information, determine a response point according to the sensor location information, and determine an excitation point according to the hammer point.
It should be understood that in this embodiment, the response point is determined from the sensor position information and the excitation point is determined from the hammer point.
In the conventional simulation test, as shown in fig. 5, fig. 5 is a schematic diagram of an excitation point and a response point of an original simulation test, and the excitation point and the response point are both arranged on a U-shaped buckle, simulated by RBE2 and arranged at the same point.
However, in this embodiment, as shown in fig. 6, fig. 6 is a schematic diagram of a new simulation test excitation point and a response point, the excitation point corresponds to a hammer point position, the response point corresponds to a sensor position, the excitation point is arranged at the same position of the hammer point, the response point is arranged at the same position of the sensor, and the excitation point and the response point are arranged at different points.
Further, as shown in fig. 7, fig. 7 is a schematic diagram of the position and direction of an excitation point, which can be determined more accurately by establishing a local coordinate system, and the excitation point is arranged at the same position of the hammer point, and the direction is ensured to be consistent. Likewise, the response points are more accurately determined by establishing a local coordinate system, the response points are arranged at the same position of the sensor, and the consistent directions are ensured.
And the simulation test module 50 is used for performing a simulation test based on the response point and the excitation point to obtain simulation test data.
It should be appreciated that after the response and excitation points are determined, simulation tests may be performed based on the response and excitation points to obtain simulation data. The specific steps of the simulation test are the same as those of the existing original point dynamic stiffness analysis method based on the modal response method, and are known to those skilled in the art, and the scheme of the embodiment is an improvement on this basis, and is not described herein again.
And the test result module 60 is used for determining a door lock catch dynamic stiffness test result according to the hammering test data and the simulation test data.
It should be appreciated that in the existing test scheme, the door latch dynamic stiffness simulation analysis is an origin dynamic stiffness analysis method based on a modal response method, and the origin dynamic stiffness is similar to an origin frequency response function in concept, namely the ratio of the excitation force to the displacement in the same position and the same direction. Because the simulation analysis is not limited by space when simulating the excitation point and the response point, the original point dynamic stiffness simulation analysis method is easy to realize. The hammering test is to measure a transfer function by a hammering method, namely, a force hammer is used for excitation, and an acceleration sensor measures response so as to obtain a transfer function curve; due to space constraints, the force hammer and the sensor cannot act on the same location. Therefore, the original point dynamic stiffness of the simulation analysis and the dynamic stiffness of the test have a certain difference in the method, and finally, the peak frequency of the curve and the trend of the curve have a large difference when the simulation analysis and the test result are compared and verified, so that the universality of simulation and test data is greatly reduced.
Therefore, the existing comparison and verification method only simply compares the data curves, and does not consider the difference between the simulation and test methods and various influence factors, so that the peak frequency of the curves and the trend of the curves have larger difference. The analysis data curve and the test data curve cannot be well matched, so that the later-stage vehicle model cannot use corresponding data as reference, and the utilization rate of the data is reduced. Meanwhile, repeated analysis and test for better data matching lead to a large amount of repeated work and waste of manpower and material resources.
In the embodiment, a response point is determined according to the position of the sensor, an excitation point is determined according to the position of the hammer point, so that a simulation test is performed to obtain simulation test data, a hammer test is performed through the hammer point to obtain hammer test data, and a door lock catch dynamic stiffness test result is determined according to the hammer test data and the simulation test data. Because the excitation point corresponds to the hammer point, and the response point corresponds to the sensor position, compared with the prior art, the test result is more accurate. The hammering test data curve generated according to hammering test data can be improved, the goodness of fit between simulation test data curves generated according to simulation test data is improved, and the data utilization rate is improved.
In the embodiment, the hammering point on the retaining ring is determined according to the test working condition information, the hammering test is carried out according to the hammering point, the hammering test data are collected through the sensor, the vehicle model to be tested is generated according to the vehicle information, the response point and the excitation point are respectively determined according to the sensor position information and the hammering point so as to carry out the simulation test and obtain the simulation test data, the door lock catch dynamic stiffness test result is determined by combining the hammering test data and the simulation test data, the defect that the analysis of the door lock catch dynamic stiffness is inaccurate is overcome, and the test accuracy is improved.
In an embodiment, the model generating module 30 is further configured to extract body-in-white information and door lock information from the vehicle information; generating a body-in-white model according to the body-in-white information, and generating a car door lock catch model according to the car door lock catch information; and generating a vehicle model to be tested according to the body-in-white model and the vehicle door lock catch model.
In an embodiment, the model generating module 30 is further configured to import the body-in-white information into a preset finite element analysis software to generate a body-in-white model; and importing the car door lock information into the preset finite element analysis software to generate a car door lock model.
In an embodiment, the model generating module 30 is further configured to obtain body-in-white model information corresponding to the body-in-white model, and obtain door lock buckle model information corresponding to the door lock buckle model; and connecting the body-in-white model and the car door lock buckle model based on the body-in-white model information and the car door lock buckle model information to generate a vehicle model to be tested.
In an embodiment, the model generating module 30 is further configured to determine connection point information according to the body-in-white model information and the door lock buckle model information; respectively carrying out mesh division on the body-in-white model and the car door lock catch model in preset finite element analysis software to obtain a body-in-white mesh unit and a car door lock catch mesh unit; and connecting the body-in-white model and the car door lock catch model according to the connection point information, the body-in-white grid cells and the car door lock catch grid cells to generate a vehicle model to be tested.
In an embodiment, the point location determining module 40 is further configured to extract sensor location information from the vehicle information; determining a first position relation of the sensor relative to the lock catch body according to the sensor position information, and determining a second position relation of the hammering point relative to the retaining ring; determining a response point on the shackle body model based on the first positional relationship and determining an excitation point on the shackle model based on the second positional relationship.
In an embodiment, the test result module 60 is further configured to generate a hammering test data curve according to the hammering test data, and generate a simulation test data curve according to the simulation test data; importing the hammering test data curve and the simulation test data curve into a preset chart; comparing the hammering test data curve with the simulation test data curve in the preset chart to obtain a comparison result; and determining a test result of the dynamic rigidity of the vehicle door lock catch according to the comparison result.
Other embodiments or specific implementation methods of the door lock catch dynamic stiffness testing device according to the present invention may refer to the above-mentioned method embodiments, and are not described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in an estimator readable storage medium (such as ROM/RAM, magnetic disk, optical disk) as described above, and includes instructions for enabling a smart device (such as a mobile phone, an estimator, a door latch dynamic stiffness testing device, an air conditioner, or a network door latch dynamic stiffness testing device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A method for testing dynamic rigidity of a vehicle door lock catch is characterized by comprising the following steps:
the method comprises the steps that vehicle information of a vehicle to be tested is obtained, the vehicle to be tested comprises a body in white and a vehicle door lock catch, the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body;
acquiring test working condition information, and determining a hammering point on the retaining ring according to the test working condition information;
carrying out a hammering test according to the hammering point, and acquiring hammering test data acquired by the sensor;
generating a vehicle model to be tested according to the vehicle information;
extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammering point;
carrying out simulation test based on the response points and the excitation points to obtain simulation test data;
and determining a test result of the dynamic stiffness of the vehicle door lock catch according to the hammering test data and the simulation test data.
2. The vehicle door latch dynamic stiffness testing method of claim 1, wherein the generating a vehicle model to be tested according to the vehicle information comprises:
extracting body-in-white information and door latch information from the vehicle information;
generating a body-in-white model according to the body-in-white information, and generating a car door lock catch model according to the car door lock catch information;
and generating a vehicle model to be tested according to the body-in-white model and the vehicle door lock catch model.
3. The door latch dynamic stiffness testing method of claim 2, wherein generating a body-in-white model based on the body-in-white information and generating a door latch model based on the door latch information comprises:
importing the body-in-white information into preset finite element analysis software to generate a body-in-white model;
and importing the car door lock information into the preset finite element analysis software to generate a car door lock model.
4. The door latch dynamic stiffness testing method of claim 2, wherein the generating a vehicle model to be tested from the body-in-white model and the door latch model comprises:
obtaining body-in-white model information corresponding to the body-in-white model, and obtaining door lock buckle model information corresponding to the door lock buckle model;
and connecting the body-in-white model and the car door lock buckle model based on the body-in-white model information and the car door lock buckle model information to generate a vehicle model to be tested.
5. The door latch dynamic stiffness testing method of claim 4, wherein the connecting the body-in-white model and the door latch model based on the body-in-white model information and the door latch model information to generate a vehicle model to be tested comprises:
determining connection point information according to the body-in-white model information and the car door lock catch model information;
respectively carrying out mesh division on the body-in-white model and the car door lock catch model in preset finite element analysis software to obtain a body-in-white mesh unit and a car door lock catch mesh unit;
and connecting the body-in-white model and the car door lock catch model according to the connection point information, the body-in-white grid cells and the car door lock catch grid cells to generate a vehicle model to be tested.
6. The vehicle door latch dynamic stiffness testing method of any one of claims 1-5, wherein the vehicle door latch model comprises: the lock catch comprises a lock catch body model and a buckle ring model;
the extracting sensor position information from the vehicle information, determining a response point from the sensor position information, and determining an excitation point from the hammer point, includes:
extracting sensor position information from the vehicle information;
determining a first position relation of the sensor relative to the lock catch body according to the sensor position information, and determining a second position relation of the hammering point relative to the retaining ring;
determining a response point on the shackle body model based on the first positional relationship and determining an excitation point on the shackle model based on the second positional relationship.
7. The door latch dynamic stiffness testing method of any one of claims 1 to 5, wherein determining a door latch dynamic stiffness test result from the hammering test data and the simulation test data comprises:
generating a hammering test data curve according to the hammering test data, and generating a simulation test data curve according to the simulation test data;
importing the hammering test data curve and the simulation test data curve into a preset chart;
comparing the hammering test data curve with the simulation test data curve in the preset chart to obtain a comparison result;
and determining a test result of the dynamic rigidity of the vehicle door lock catch according to the comparison result.
8. The door latch dynamic stiffness testing device is characterized by comprising:
the vehicle to be tested comprises a body in white and a vehicle door lock catch, wherein the vehicle door lock catch comprises a lock catch body and a retaining ring, and a sensor is arranged on the lock catch body;
the information acquisition module is also used for acquiring test working condition information and determining a hammering point on the retaining ring according to the test working condition information;
the hammering test module is used for carrying out hammering test according to the hammering points and acquiring hammering test data acquired by the sensor;
the model generating module is used for generating a vehicle model to be tested according to the vehicle information;
the point location determining module is used for extracting sensor position information from the vehicle information, determining a response point according to the sensor position information, and determining an excitation point according to the hammering point;
the simulation test module is used for carrying out simulation test based on the response point and the excitation point to obtain simulation test data;
and the test result module is used for determining a vehicle door lock catch dynamic stiffness test result according to the hammering test data and the simulation test data.
9. A door latch dynamic stiffness test apparatus, characterized by comprising: a memory, a processor, and a door latch dynamic stiffness test program stored on the memory and executable on the processor, the door latch dynamic stiffness test program configured with steps to implement the door latch dynamic stiffness test method of any of claims 1-7.
10. A storage medium having stored thereon a door latch dynamic stiffness test program that, when executed by a processor, implements the steps of the door latch dynamic stiffness test method of any one of claims 1 to 7.
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