Rigid-flexible Coupling Identification of MDOF Excitation for Door Limiter and Shaking Optimization of Window Frame during Closing

doi:10.3969/j.issn.1004-132X.2025.11.038

Abstract

Abstract:

Aiming at the problems that traditional NVH analysis struggled to accurately extract and predict the dynamic excitation and response of vehicle doors during rotation， a new method was proposed and applied to vibration transfer function analysis based on rigid-flexible coupling for identifying MDOF excitation. Taking the abnormal shaking of the window frame during door closing in a specific vehicle model as the research objective， a whole vehicle rigid-flexible coupling model was established by using multibody dynamics method. The MDOF acceleration dynamic excitation at the limiter installation points was extracted for transfer function analysis. The comparison between simulation and testing results shows that consistent peak values of vibration acceleration are detected at 12 Hz， which verifies the accuracy of the rigid-flexible coupling model. Then， the key factors affecting window frame shaking during door closing were analyzed via simulation， identifying the limiter structure as the core optimization target. An optimization scheme was proposed， and vibration transfer function analysis under the extracted dynamic excitation shows that the optimized limiter structure may significantly reduce the window frame shaking level during door closing.

Key words: window frame shake, rigid-flexible coupling, vibration transfer function, multi-degree-of-freedom（MDOF） excitation, limiter optimization

摘要：

针对传统NVH分析很难准确提取和预测车门转动过程中的动态激励与响应的难题，提出一种基于刚柔耦合识别多自由度激励的方法并应用于振动传递函数的分析。以某车型在关门过程中出现的窗框异常抖动为研究目标，采用多体动力学方法建立整车刚柔耦合分析模型，提取限位器安装点的多自由度加速度动态激励进行传递函数分析。仿真与试验对比结果表明，两者均在12 Hz处出现较为一致的振动加速度峰值，验证了刚柔耦合模型的准确性。基于此，通过仿真分析了影响关门过程窗框抖动的关键因素，得出以限位器结构为核心优化目标。据此提出优化方案，并进行动态激励下的振动传递函数分析，研究结果表明，优化限位器结构能够显著降低关门过程的窗框抖动水平。

关键词: 窗框抖动, 刚柔耦合, 振动传递函数, 多自由度激励, 限位器优化

CLC Number:

U469.1

Chengzhan LI, Pengcheng GUO, Congchang XU, Luoxing LI, Yongfu XIAO, Shuxia JIANG. Rigid-flexible Coupling Identification of MDOF Excitation for Door Limiter and Shaking Optimization of Window Frame during Closing[J]. China Mechanical Engineering, 2025, 36(11): 2792-2800.

李成展, 郭鹏程, 徐从昌, 李落星, 肖永富, 蒋淑霞. 车门限位多自由度激励的刚柔耦合识别及关门窗框抖动优化[J]. 中国机械工程, 2025, 36(11): 2792-2800.

Figures/Tables 22

Fig.1 Installation position diagram of acceleration sensor and load measuring device

Fig.2 Closing force-time load curve

Fig.3 Acceleration response of rear point of door

Tab.1 Comparison of measurement point acceleration test

测点	X向幅值	Y向幅值	Z向幅值
后点	1394.3	1203.5	1527.8
限位器点	1218.6	1086.5	1358.4
门把手点	1395.4	1105.7	1279.6

Fig.4 Shaking process of the door before and after the second level limit

Fig.5 Technical route for shake optimization

Fig.6 Finite element model of the whole vehicle

Fig.7 Door excitation application point and measuring point position

Tab.2 Comparison of simulation and experimental results of door monomer modes

模态阶数	试验/Hz	仿真/Hz	精度/%
1	35.0	36.33	96.20
2	43.5	46.14	93.93
3	46.8	49.52	94.19
4	55.8	55.11	98.76
5	59.3	56.54	95.35
6	69.7	71.33	97.66
7	75.1	71.67	95.43
8	87.1	85.76	98.46

Tab.3 Comparison of simulation and test results of whole vehicle modal

模态振型	试验/Hz	仿真/Hz	精度/%
车门上下摆动	13.6	12.3	90.37
车门前后摆动	24.1	21.3	88.17
车门绕铰链扭转	24.9	23.9	95.86

Fig.8 Three dimensional model of stopper

Fig.9 Load-displacement curve of the stop spring

Fig.10 Rigid-flexible coupling model of vehicle

Fig.11 Time domain response of X，Y，Z three-way acceleration at the rear point of the door

Tab.4 Total amplitude of the acceleration response curve of the rear point of the door

类型	X向总幅值	Y向总幅值	Z向总幅值
试验	8800	12 900	8800
仿真	8100	13 500	9600
精度/%	92	96	92

Fig.12 Multi-degree-of-freedom excitation at the mounting point of the original stopper

Fig.13 Frequency-domain response to three-direction acceleration at point X，Y，Z behind the door

Fig.14 Comparison of simulation and experiment on frequency domain response of Z direction acceleration at rear point of door

Tab.5 Comparison of acceleration amplitude before and after optimization

类型	X向幅值	Y向幅值	Z向幅值
原方案	1347.5	1221.5	1557.6
优化车身刚度	1204.8	1195.3	1514.3
优化车门刚度	1256.5	1186.7	1550.2

Fig.15 Optimization scheme of limit arm

Fig.16 Multi-degree-of-freedom excitation at the mounting point of the optimized stopper

Fig.17 Optimized frequency domain response of acceleration after the scheme

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