DESC:FIELD
The present disclosure relates to the field of mechanical engineering. Particularly, the present disclosure relates to effort measurement systems.
DEFINITION
The term “door frame” used hereinafter in the complete specification refers to the frame in a doorway into which a door is fitted.
The term “door wing” used hereinafter in the complete specification refers to the part of the door of a vehicle hinged to the door frame.
The term “door body” used hereinafter in the complete specification refers to any part of the door of a vehicle that constitutes the structure of the door including, but not limited to, panels, support elements, handle, door hinges, and the like.
BACKGROUND
Door closing effort is the force required to close the door of a vehicle. Existing method of determining, measuring and recording door closing effort/ force requires use of a push / pull gauge. In such method, effort put by a person on a door is manual and since the person cannot have control over the amount of effort, the person cannot maintain a uniform force. Therefore, it is difficult to measure the exact closing effort, thereby resulting in very less consistency and repeatability in the results.
Therefore, there is felt a need for a system that effectively measures the door closing effort required to completely shut and latch the door of a vehicle and alleviates the above mentioned drawbacks of the conventional methods.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide a system that simulates and precisely measures effort required to close doors of a vehicle.
Another object of the present disclosure is to provide a system that reduces human fatigue which arises during measurement of effort required to close doors of a vehicle.
Yet another object of the present disclosure is to provide a system that is easy to install within a vehicle.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a system for simulating and measuring door closing effort for a door to be fitted within a door frame of a vehicle. The system comprises a first bracket, a second bracket, a tensioner, a load cell, and a load cell indicator. The first bracket is securely fitted to an operative inner side of a door wing of the door. The second bracket is rigidly secure to a vehicle’s interior panel opposite to the door wing to which the first bracket is fitted. The resilient element spans the first bracket and the second bracket, such that tension is generated in the resilient element and continuously increases during simulation of the opening of the door till a pre-determined angle. The tensioner of the system is configured to reduce slack and maintain a pre-determined tension of the resilient element between the first bracket and the second bracket when the door is in a closed position. The load cell is connected to the resilient element and is configured to cooperate with the resilient element for measuring the tension generated in the resilient element proportional to the effort required to shut and latch the door of the vehicle completely. The load cell indicator of the system is electrically coupled to the load cell and is configured to display the value of the tension measured, and thereby the simulating effort required for shutting said door, by the load cell.
In an embodiment, the first bracket includes a bracket body and a handle attached to the bracket body, the handle facilitates locking of the first bracket to the operative inner side of the door wing.
In another embodiment, a part of the resilient element is a coil spring which is configured to exert pressure on the door when the doorway is opened at a pre-determined angle to smoothen the closing of the door.
In another embodiment, a part of the resilient element is an elastic cable.
In yet another embodiment, the clamping elements are configured to couple the resilient element with the first bracket and the second bracket.
In still another embodiment, the first bracket is connected to the tensioner via an eye bolt.
In another embodiment, the tensioner is defined by an operative first end, an operative second end, and a hollow elliptical body. The tensioner is connected to the first bracket and the resilient element via a first screw and a second screw respectively, which are inserted within the hollow elliptical body at the operative first end and second end of the tensioner respectively.
In still another embodiment, the resilient element is made of steel.
In yet another embodiment of the present disclosure, the load cell is disposed operatively between the resilient element and the second bracket, such that one end of the load cell is connected to the resilient element and the other end of the load cell is connected to the second bracket.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A system for simulating and measuring door closing effort for a door fitted within a door frame of a vehicle, of the present disclosure, will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a schematic view of the system for measuring door closing effort, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates an isometric view of a first bracket of the system of figure 1;
Figure 3 illustrates a side view of the first bracket of the system of figure 1;
Figure 4 illustrates a schematic view of a tensioner of the system of figure 1; and
Figure 5 illustrates a photographic view of the system of figure 1.
LIST OF REFERRAL NUMERALS USED IN DETAILED DESCRIPTION AND DRAWINGS
100 – System of the present disclosure
110 – First bracket
112 – Bracket body
114 – Handle
115 – Resilient Element
120 – Tensioner
120a – Operative first end of the tensioner 120
120b – Operative second end of the tensioner 120
122 – Body of the tensioner
124 – First screw
126 – Second screw
130 – Spring
140 – Elastic cable
150 – Load cell
160 – Plurality of wires
170 – Load cell indicator
180 – Second bracket
DETAILED DESCRIPTION
The present disclosure envisages a system for simulating and measuring door closing efforts in a door fitted within a door frame of a vehicle, which gives accuracy, consistency and repeatability in measurement. Further, there is no error in effort measurement since it is not human based measurement.
The system of the present disclosure provides better control and enables setting of the exact force to determine exact force required to close the doors.
The system for measuring door closing efforts (hereinafter referred to as system), of the present disclosure, is now described with reference to figure 1 through figure 5.
Figure 1 illustrates a schematic view of a system 100, in accordance with an embodiment of the present disclosure. Figure 2 illustrates an isometric view of a first bracket 110 of the system 100. Figure 3 illustrates a side view of the first bracket 110 of the system 100. Figure 4 illustrates a schematic view of a tensioner 120 of the system 100. Figure 5 illustrates a photographic view of the system 100.
The system 100 comprises the first bracket 110, a second bracket 180, the tensioner 120, a resilient element 115, a load cell 150, and a load cell indicator 170.
The first bracket 110 is configured to be securely fitted to an operative inner side of the door of a vehicle. In an embodiment of the present disclosure, the first bracket 110 includes a bracket body 112 and a handle 114. The handle 114 is attached to the bracket body 112. In an embodiment, the handle 114 facilitates locking of the first bracket 110 onto an operative inner side of a door wing of the door. The configuration of the second bracket 180 is same as the first bracket 110. Hence, for the sake of brevity, the configuration of the second bracket 180 is not explained again. The second bracket 180 is rigidly secured to a vehicle’s interior panel opposite to the door wing to which the first bracket 110 is fitted. The first bracket 110 may be connected to the tensioner 120. In an embodiment, the first bracket 110 is connected to the tensioner 120 via an eye bolt.
The tensioner 120 is configured to reduce slack and maintain a pre-determined tension of the resilient element 115 between the first bracket 110 and the second bracket 180. The tensioner 120 is defined by an operative first end 120a and an operative second end 120b, and can have a hollow elliptical body 122 having provisions for inserting a screw or a threaded rod. The tensioner 120 comprises a first screw 124 and a second screw 126 inserted within the hollow elliptical body 122 at the operative first end 120a and second end 120b of the tensioner 120 respectively.
In an embodiment, the first bracket 110 is connected to the operative first end 120a of the tensioner 120 via the first screw 124. In another embodiment, the tensioner 120 is further connected to the resilient element 115. In an embodiment, the operative second end 120b of the tensioner 120 is connected to the resilient element 115 via the second screw 126.
The resilient element 115 spans the first bracket 110 and the second bracket 180, such that when simulations of door opening takes place, tension gets generated in the resilient element 115. The tension generated in the resilient element 115 continuously increases during simulation of the opening of the door till a pre-determined angle. Further, the resilient element 115 is configured to exert pressure on the door when the door way is opened at the pre-determined angle. In an embodiment, the resilient element 115 is a coil spring 130 or an elastic cable 140 or a combination of both. The coil spring 130 may be configured to exert pressure on the doors fitted within the door frame of the vehicle when the doorway is opened at the pre-determined angle. The coil spring 130 is further connected to the elastic cable 140. In an embodiment, the elastic cable 140 is made of steel.
The elastic cable 140 may be coupled with the second bracket 180. The load cell 150 is disposed operatively between the resilient element 115, typically the elastic cable 140, and the second bracket 180 such that one end of the load cell 150 is connected to the elastic cable 140, and the other end of the load cell 150 is connected to the second bracket 180. The load cell 150 is electrically coupled with the load cell indicator 170 via a plurality of wires 160. The load cell 150 is configured to cooperate with the resilient element 115 for measuring the tension generated in the resilient element 115 proportional to the effort required to shut and latch the door of the vehicle completely. The load cell indicator 170 is configured to indicate/display the value of the tension measured, and thereby the simulating effort required for shutting said door, by the load cell 150.
In still another embodiment of the present disclosure, the system 100 further includes clamping elements (not labelled in the figures) which are configured to couple the resilient element 115 with the first bracket 110 and the second bracket 180.
In an embodiment, the load cell 150 has a 500 N capacity, and the load cell indicator 170 is an advanced force and torque load cell indicator (AFTI).
In an operative configuration, the first bracket 110 and the second bracket 180 of the system 100 are connected to two front door panels (not shown in figures) of a vehicle. The tensioner 120 is adjusted by means of rotation such that there is no slack within the system 100. The tensioner 120 is further adjusted till the load cell indicator 170 indicates zero reading. For example, in a car, the right hand side door is opened to such an extent such that the load cell indicator 170 indicates value of a pre-determined minimum acceptable force. The right hand side door is then released so as to close the same by the action of the coil spring 130 or a part of the resilient element 115 that subjects an opposite force on the door to smoothen its closing. Further, the condition of locking of the right hand side door is checked. If the right hand side door is properly locked, the value shown by the load cell indicator 170 is the force required to lock the same door. If the right hand side door is not properly locked, then the value of the pre-determined minimum acceptable force is increased, and the same procedure is carried out once gain.
The same procedure can be carried out to determine the door locking effort required for the left hand side door and the rear doors of the car. Hence, for the sake of brevity, the procedure to determine the door locking effort required for the left hand side door and the rear doors of the car using the system 100 is not explained again.
The system 100 is easy to operate and requires minimum human assistance. The system 100 enables the user to effectively determine the minimum force required to close the door of the vehicle. Further, any human error, during the determination of the force, is avoided as this is no person base measurement. The method used to measure force using the system 100 gives accuracy, repeatability and consistency in measurement. The system 100 has a modular configuration, and is easy to install within a vehicle.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a system for simulating and measuring door closing effort for a door fitted within a door frame of a vehicle, which:
• precisely measures effort required to close doors of a vehicle;
• reduces human fatigue which arises during measurement of effort required to close doors of a vehicle; and
• is easy to install within a vehicle.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully revealed the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.
,CLAIMS:WE CLAIM:
1. A system (100) for simulating and measuring door closing effort for a door fitted within a door frame of a vehicle, said system (100) comprising
• a first bracket (110) securely fitted to an operative inner side of a door wing of said door;
• a second bracket (180) rigidly secure to a vehicle’s interior panel opposite to said door wing to which said first bracket (110) is fitted;
• a resilient element (115) spanning said first bracket (110) and said second bracket (180), such that tension is generated in said resilient element (115) and continuously increases during simulation of the opening of said door till a pre-determined angle;
• tensioner (120) configured to reduce slack and maintain a pre-determined tension of said resilient element (115) between said first bracket (110) and said second bracket (180) when the door is in a closed position;
• a load cell (150) connected to said resilient element (115) and configured to cooperate with said resilient element (115) for measuring the tension generated in said resilient element (115) proportional to the effort required to shut and latch the door of the vehicle completely; and
• a load cell indicator (170) electrically coupled to said load cell (150) and configured to display the value of the tension measured, and thereby the simulating effort required for shutting said door, by said load cell (150).

2. The system (100) as claimed in claim 1, wherein said first bracket (110) includes a bracket body (112) and a handle (114) attached to said bracket body (112), said handle (114) facilitates securing of said first bracket (110) to the operative inner side of said door wing.
3. The system (100) as claimed in claim 1, wherein a coil spring (130) is fitted along with said resilient element (115), which is configured to exert pressure on said door when said doorway is opened at a pre-determined angle to smoothen the closing of said door.
4. The system (100) as claimed in claim 1, wherein a part of said resilient element (115) is an elastic cable (140).
5. The system (100) as claimed in claim 1, which includes clamping elements configured to couple resilient element (115) with said first bracket (110) and said second bracket (180).
6. The system (100) as claimed in claim 1, wherein said first bracket (110) is connected to said tensioner (120) via an eye bolt.
7. The system (100) as claimed in claim 1, wherein said tensioner (120) is defined by an operative first end (120a), an operative second end (120b), and a hollow elliptical body (122).
8. The system (100) as claimed in claim 7, wherein said tensioner (120) is connected to said first bracket (110) and said resilient element (115) via a first screw (124) and a second screw (126) respectively, which are inserted within said hollow elliptical body (122) at the operative first end (120a) and second end (120b) of said tensioner (120) respectively.
9. The system (100) as claimed in claim 1, wherein said resilient element (115) is made of steel.
10. The system (100) as claimed in claim 1, wherein said load cell (150) is disposed operatively between said resilient element (115) and said second bracket (180), such that one end of said load cell (150) is connected to said resilient element (115) and the other end of said load cell (150) is connected to said second bracket (180).