CN111186285B - Vehicle door wind shielding strip - Google Patents
Vehicle door wind shielding strip Download PDFInfo
- Publication number
- CN111186285B CN111186285B CN201911105355.6A CN201911105355A CN111186285B CN 111186285 B CN111186285 B CN 111186285B CN 201911105355 A CN201911105355 A CN 201911105355A CN 111186285 B CN111186285 B CN 111186285B
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- door
- vehicle
- wall
- weather strip
- vehicle interior
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- 230000002093 peripheral effect Effects 0.000 claims abstract description 69
- 238000005452 bending Methods 0.000 claims abstract description 33
- 238000007789 sealing Methods 0.000 claims description 7
- 238000000034 method Methods 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 5
- 238000009434 installation Methods 0.000 abstract 1
- 230000008859 change Effects 0.000 description 18
- 230000006835 compression Effects 0.000 description 18
- 238000007906 compression Methods 0.000 description 18
- 230000003068 static effect Effects 0.000 description 10
- 239000000463 material Substances 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000001125 extrusion Methods 0.000 description 3
- 238000009413 insulation Methods 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- 230000000704 physical effect Effects 0.000 description 3
- 229920002943 EPDM rubber Polymers 0.000 description 2
- PPBRXRYQALVLMV-UHFFFAOYSA-N Styrene Chemical compound C=CC1=CC=CC=C1 PPBRXRYQALVLMV-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 239000012141 concentrate Substances 0.000 description 2
- 229920001971 elastomer Polymers 0.000 description 2
- 239000006260 foam Substances 0.000 description 2
- 229920002725 thermoplastic elastomer Polymers 0.000 description 2
- 150000001336 alkenes Chemical class 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000003750 conditioning effect Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 238000005187 foaming Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000012778 molding material Substances 0.000 description 1
- JRZJOMJEPLMPRA-UHFFFAOYSA-N olefin Natural products CCCCCCCC=C JRZJOMJEPLMPRA-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
- B60J10/00—Sealing arrangements
- B60J10/80—Sealing arrangements specially adapted for opening panels, e.g. doors
- B60J10/86—Sealing arrangements specially adapted for opening panels, e.g. doors arranged on the opening panel
Abstract
The utility model realizes a vehicle door weather strip with better door closing performance than the traditional product. In a vehicle door weather strip (10), an installation base (11) and a vehicle inner wall (12 a) of a hollow seal portion (12) are connected via a vehicle inner connecting wall (16 a), and the vehicle inner connecting wall (16 a) has a vehicle inner bent portion (16 c) in which a vehicle door outer peripheral portion is bent toward the vehicle inner side. The vehicle interior side bending portion (16 c) is bent so as to protrude from a connection position with the vehicle door center side end portion (H) of the vehicle interior side wall (12 a) toward the vehicle door center side, and is arranged so as to extend from the vehicle interior side toward the vehicle exterior side while being continuously bent so as to protrude toward the vehicle door outer periphery side, and in a state in which the hollow seal portion (12) is not in elastic contact with the peripheral edge (2 a) of the door opening portion (2), the vehicle interior side wall (12 a) has a vehicle door outer periphery side end portion (P) located on the vehicle interior side than the vehicle interior side door center side end portion (H) of the vehicle interior side wall (12 a).
Description
Technical Field
The present utility model relates to a door weather strip.
Background
Conventionally, in order to improve sealing performance, sound insulation performance, and the like of an outer peripheral portion of a door of an automobile, studies and developments of door weather strips having various structures have been made. Such conventional weather strips are roughly classified into two types of bending type weather strips (see patent document 1) and compression type weather strips (see patent document 2).
Prior art literature
Patent literature
Patent document 1: japanese laid-open registration utility model publication "Japanese Kokai Sho 58-18818 publication (published on 5/2/1983)",
patent document 2: japanese laid-open patent publication No. 2003-175729 (24 th month of 2003) "
However, the conventional bending type weather strip has an advantage that the amount of change in the area of the hollow region when the hollow seal portion is flexed is small, but the amount of slip is large and the kinetic energy is large when the hollow seal portion is flexed. On the other hand, the above-described conventional compression type weather strip has an advantage that the amount of slippage when the hollow seal portion is deflected is small, but the amount of change in the area of the hollow region when the hollow seal portion is deflected is large, so that the kinetic energy is large due to the hollow air tightness.
If the kinetic energy is large, the repulsive force generated in the weather strip when closing the door is large, so that the conventional bending type weather strip and the conventional compression type weather strip have the problem of deterioration of the door closing property indicating the easy closing degree of the door.
Here, kinetic energy refers to energy of the weather strip bouncing against the door when the door is closed at a relatively fast speed (e.g., 1.2 m/sec). On the other hand, deadening refers to the energy of the weather strip to bounce against the door when the door is closed at a slower speed (e.g., 20 mm/min).
The slip amount is an amount indicating a magnitude of displacement from a position where the hollow seal portion at each position of the door lock portion and the bottom strip portion starts to contact the peripheral edge of the door opening portion until the reference compressed state is reached.
In addition, the hollow airtight means that when the door is closed at a relatively high speed (for example, 1.2 m/sec) in the case where both ends of the hollow of the weather strip are blocked, air in the hollow of the weather strip is rebound compressed.
Disclosure of Invention
The present utility model has been made to solve the above-mentioned problems, and an object thereof is to realize a door weather strip having better door closing performance than conventional products.
In order to solve the above-described problems, a door weather strip according to an aspect of the present utility model includes: a mounting base mounted along an outer peripheral portion of a door of an automobile; and a hollow seal portion that elastically contacts a peripheral edge of a door opening portion on a vehicle body of the vehicle during closing of the door, wherein the hollow seal portion has an inner wall that elastically contacts the peripheral edge of the door opening portion directly, and an outer wall that extends from an end portion of the inner wall on a door outer periphery side to an outer side of the vehicle, wherein the mounting base portion and the outer wall are connected via an outer connecting wall, wherein the mounting base portion and the inner wall are connected via an inner connecting wall, wherein the inner connecting wall has an inner bent portion that is bent toward the inner side from an end portion of the inner wall on the door center side to the door center side, and is continuously bent to protrude toward the outer periphery side while extending from the inner side toward the outer side, and wherein the end portion of the inner wall on the door outer periphery side is positioned further toward the inner side than the end portion of the inner wall on the door center side in a state in which the hollow seal portion is not elastically contacted with the peripheral edge of the door opening portion.
Effects of the utility model
According to one aspect of the present utility model, a door weather strip having better door closing performance than conventional products can be achieved.
Drawings
Fig. 1 (a) is a perspective view showing an external appearance of an automobile to which a door weather strip according to an embodiment of the present utility model is attached, and fig. 1 (b) is a side view schematically showing an overall shape of the weather strip attached to an outer peripheral portion of a front door in a closed loop shape.
Fig. 2 is a cross-sectional view showing a cross-sectional structure of a weather strip according to an embodiment of the present utility model.
Fig. 3 is a table showing comparison results of the bending type, the compression type, and the physical properties of each weather strip according to the embodiment of the present utility model.
Fig. 4 (a) is a table showing the calculation results of the bending type, the compression type, and the energy ratio of each weather strip according to the embodiment of the present utility model, and fig. 4 (b) is a graph showing the comparison results of the energy ratios of the weather strips.
Detailed Description
A door weather strip 10 according to an embodiment of the present utility model will be described below with reference to fig. 1 to 4.
[ mounting example of door weather strip ]
The structure of the periphery of the door opening 2 of the automobile 1 to which the door weather strip 10 according to the present utility model is attached will be described with reference to fig. 1. As shown in fig. 1 (a), a front door 3 is provided in the automobile 1. In addition, a door opening 2 is formed in a vehicle body of the automobile 1 at a position where the front door 3 is integrated with the vehicle body by a hinge (not shown) when the door is closed. The front door 3 is an openable and closable automobile part for closing the door opening 2.
Further, a door weather strip 10 is attached to a door outer peripheral portion (outer peripheral portion) 3a of the front door 3 in a closed loop shape over the entire periphery thereof [ see fig. 1 (b) ]. The door weather strip 10 is an automobile component for sealing between the peripheral edge 2a of the door opening 2 and the door outer peripheral portion 3 a. The door weather strip 10 attached to the door outer peripheral portion 3a seals between the peripheral edge 2a of the door opening 2 and the door outer peripheral portion 3a by elastically contacting the peripheral edge 2a of the door opening 2.
In addition, the door weather strip 10 is generally formed as an integral part of at least one or more extrusion molded parts and at least one or more mold molded parts. The door weather strip 10 is formed of a rubber-like elastic foam. As the material of the rubber, EPDM (ethylene-propylene-diene rubber) can be used, for example. Among them, as the molding material, a thermoplastic elastomer (olefin-based or styrene-based thermoplastic elastomer), another rubber material, or another elastic material having rubber-like elasticity may be used. In addition, different materials may be used for each portion of the door weather strip 10. In addition, the foam may be partially or entirely made of a non-foaming material.
As shown in fig. 1 (b), the door weather strip 10 is mounted at a position corresponding to the shape of each portion of the door outer peripheral portion 3a in the roof portion, the hinge portion, the bottom strip portion, or the lock portion.
The upper portion of the peripheral edge 2a of the door opening 2 is referred to as a roof side portion, the lower portion is referred to as a sill side portion, the front portion is referred to as a hinge side portion, and the rear portion is referred to as a lock side portion.
Similarly, the upper portion of the door outer peripheral portion 3a is referred to as a roof side portion, the lower portion is referred to as a sill side portion, the front portion is referred to as a hinge side portion, and the rear portion is referred to as a lock side portion. The door weather strip 10 is divided into portions corresponding to the respective portions of the roof side, the floor strip side, the hinge side, and the lock side according to the portion of the door outer peripheral portion 3a to which the door is attached.
The portion of the door weather strip 10 that the peripheral edge 2a of the door opening 2 elastically contacts varies depending on the position of the door outer peripheral portion 3a to which the door weather strip 10 is attached.
The above-described mounting method of the door weather strip 10 is merely an example, and the door weather strip 10 may be mounted on, for example, the outer peripheral portion (not shown) of the rear door 4 of the automobile 1. For example, the door weather strip 10 may be attached to an outer peripheral portion (not shown) of a trunk door or a side by side door (similar to a front door or a rear door provided on a vehicle side portion) of the automobile 1. In other words, the type of opening and closing body such as a door to which the door weather strip according to the present utility model is applied, the structure of the outer periphery of the door, and the like, are not particularly limited, as represented by the door weather strip 10.
The door weather strip 10 need not be attached over the entire periphery of the door outer peripheral portion 3a, but may be attached to only a part of the door outer peripheral portion 3 a. For example, the bottom strip portion may be attached only to the door outer peripheral portion 3 a.
[ Structure of door weather strip ]
Next, the structure of the door weather strip 10 according to the present embodiment will be described with reference to fig. 2. As shown in fig. 2, the door weather strip 10 according to the present embodiment includes a mounting base 11, a hollow seal 12, and a back seal lip 14.
The mounting base 11 and the vehicle interior wall 12a formed on the vehicle interior side of the hollow seal portion 12 are connected via a vehicle interior connecting wall 16a connected to the vehicle interior side of the door outer peripheral side surface of the mounting base 11. The vehicle interior connecting wall 16a includes a vehicle interior bent portion 16c in which a vehicle door outer peripheral portion is bent toward the vehicle interior.
The cross section of the inner side wall 12a perpendicular to the direction in which the door weather strip 10 extends is substantially linear from the end H on the door center side of the inner side wall 12a to the end P on the door outer periphery side.
In the present specification, the side of the surface where the mounting base 11 is in contact with the mounting surface 3a-1 of the door outer peripheral portion 3a is defined as the "door center side" of the door weather strip 10, and the opposite side is defined as the "door outer peripheral side".
The mounting base 11 is a portion that abuts and is fixed to the mounting surface 3a-1 of the door outer peripheral portion 3a in the automobile 1. The surface of the mounting base 11 that abuts against the mounting surface 3a-1 of the door outer peripheral portion 3a is formed in a substantially flat plate shape. In such a shape, there is no gap between the door outer peripheral portion 3a and the door weather strip 10, and high sealing performance and sound insulation performance can be achieved.
The hollow seal portion 12 is a portion that is integrally molded by extrusion with the mounting base portion 11. A hollow portion 15 is formed inside the hollow seal portion 12. Thus, when the peripheral edge 2a of the door opening 2 is in elastic contact with the hollow seal portion 12 during closing of the door, the hollow seal portion 12 can flex. Therefore, the door weather strip 10 alleviates the impact when closing the front door 3, and favorably seals the door outer peripheral portion 3a and the peripheral edge 2a of the door opening 2.
As described above, the mounting base 11 and the vehicle interior wall 12a formed on the vehicle interior side of the hollow seal portion 12 are connected via the vehicle interior connecting wall 16a connected to the vehicle interior side of the door outer peripheral side surface of the mounting base 11. The vehicle interior connecting wall 16a includes a vehicle interior bent portion 16c in which a vehicle door outer peripheral portion is bent toward the vehicle interior, and the vehicle interior connecting wall 16a is connected to a vehicle door center side end portion H of the vehicle interior wall 12 a.
The vehicle interior meandering portion 16c is located on the vehicle door center side of the first surface 2a-1 of the peripheral edge 2a of the door opening 2, facing the mounting surface 3a-1 of the door outer peripheral portion 3 a. The vehicle interior meandering portion 16c is attached to at least a portion of the door weather strip 10 corresponding to a bottom strip side (bottom strip portion) and a lock side (lock portion) of the peripheral edge 2a of the door opening 2.
The vehicle interior side bent portion 16c is bent so as to protrude from the connection position with the end portion H of the vehicle interior side wall 12a on the door center side toward the door center side, and is continuously bent so as to protrude toward the door outer periphery side while being arranged so as to extend from the vehicle interior side toward the vehicle exterior side.
As a result, the cross-sectional perimeter of the hollow seal portion 12 on the vehicle interior side is longer than that of the conventional curved weather strip. Therefore, in the process of bringing the hollow seal portion 12 into a state where the door is completely closed from the contact with the peripheral edge 2a of the door opening portion 2, the vehicle inner wall 12a of the hollow seal portion 12 is more likely to flex according to the degree of intrusion of the door into the vehicle interior side than the conventional curved type weather strip.
Therefore, compared with the conventional bending type weather strip, the displacement of the hollow seal portion 12 from the initial contact with the peripheral edge 2a of the door opening 2 can be suppressed, and the amount of slippage when the hollow seal portion 12 is deflected can be reduced.
The portion of the vehicle interior curved portion 16c that is curved so as to protrude from the connection position with the end portion H of the vehicle interior wall 12a on the vehicle door center side toward the vehicle door center side functions as a folding point when the hollow seal portion 12 contacts the peripheral edge 2a of the door opening 2. In a state where the hollow seal portion 12 is not in elastic contact with the peripheral edge 2a of the door opening 2, the end P of the door inner wall 12a on the door outer periphery side is located on the vehicle inner side than the end H of the door inner wall 12a on the door center side.
Therefore, the behavior is shown in which the vehicle inner wall 12a is tilted to the vehicle outside from the folding point as the starting point in the process of bringing the hollow seal portion 12 into contact with the peripheral edge 2a of the door opening portion 2 to bring the door into a fully closed state. Therefore, compared to the conventional compression type weather strip, the deflection of the vehicle interior wall 12a of the hollow seal portion 12 can be suppressed, and the amount of change in the area of the hollow region when the hollow seal portion 12 deflects can be reduced. By the above, the door weather strip 10 having good door closing property can be realized with the increase in kinetic energy suppressed as compared with the conventional product.
The vehicle outer side wall 12b is formed in an arc shape that is convexly curved toward the vehicle door outer peripheral side. Therefore, when the vehicle interior wall 12a is in elastic contact with the door, stress tends to concentrate on a portion of the vehicle exterior wall 12b, and the vehicle exterior wall bends and flexes toward the door outer peripheral side, so that an increase in kinetic energy is more suppressed than in conventional products.
Next, the arrangement position of the back surface seal lip 14 is not particularly limited, but is preferably located at a position offset to the door outer periphery side from the first surface 2a-1 in the peripheral edge 2a of the door opening 2 facing the mounting surface 3a-1 of the door outer periphery 3 a. By positioning the rear seal lip 14 closer to the door outer periphery than the first surface 2a-1 in this way, there is less possibility that the vehicle-interior end of the attachment base 11 will float when the hollow seal portion 12 flexes and deforms during closing of the door.
The central connecting wall 17 is integrally formed with the hollow seal portion 12 by extrusion. The center connecting wall 17 is connected to an outer side surface of the inner connecting wall 16a (connected to an inner side of a door outer peripheral side surface of the mounting base 11) and an inner side surface of the outer connecting wall 16b (more specifically, a door center side surface of an outer curved portion 16d curved from an end portion of the outer peripheral side of the door of the outer connecting wall 16b toward the inner side). The hollow portion 15 is divided into a sealing hollow portion 15a and a clip mounting hollow portion 15b by the central connecting wall 17.
By forming the center connecting wall 17, when the hollow seal portion 12 is in elastic contact with the peripheral edge 2a of the door opening 2 during closing of the door, the hollow seal portion 12 is greatly deflected from the vicinity of the boundary with the mounting base portion 11, and the door weather strip 10 is restrained from being excessively pressed. That is, the size of the hollow seal portion 12, which is mainly deformed by the central connecting wall 17, is reduced to a range surrounding the sealing hollow portion 15 a.
The center connecting wall 17 supports the vehicle-interior connecting wall 16a and the vehicle-exterior connecting wall 16b in a range surrounding the clip mounting hollow portion 15b, thereby suppressing the bending deformation. This can suppress a decrease in sealability and sound insulation caused by the hollow seal portion 12 and the door weather strip 10 being excessively pressed.
Next, in the door weather strip 10, it is preferable that, in the entire length of the vehicle exterior side wall 12b from the vehicle interior side end P of the vehicle exterior side wall 12b to the vehicle exterior side end T, a bending point W, at which the curvature is changed (more specifically, the curvature is made smaller than other portions) at least 1 point in a section of 1/4 to 3/4 of the length of the entire length, is set from the vehicle interior side end P toward the vehicle exterior side end T. Thus, the bending point W is a clear bending point, and therefore, the amount of change in the area in the hollow when the cross-sectional shape is deflected can be reduced. The overall length of the vehicle exterior side wall 12b is a length from the position of the vehicle interior end portion P of the vehicle exterior side wall 12b to the vehicle exterior end portion T of the vehicle exterior side wall 12 b.
In the door weather strip 10, when the length from the vehicle-outside end T of the vehicle-outside wall 12b to the bending point W is X, the length from the bending point W to the apex P is Y, and the length from the apex P to the end H is Z, it is preferable that X: y: z approximately satisfies 1:2: 3. In the door weather strip 10, it is preferable that the length of the vehicle interior wall 12a and the length of the vehicle exterior wall 12b are the same. Accordingly, the vehicle interior wall 12a and the vehicle exterior wall 12b are easily deformed while maintaining the original shapes, and therefore, the amount of change in the area in the hollow when the cross-sectional shape is deflected can be further reduced.
[ comparison result of physical Properties ]
Next, the comparison result of the physical properties of the bending type door weather strip 101, the compression type door weather strip 102, and the door weather strip 10 of the embodiment of the present utility model will be described with reference to fig. 3. Fig. 3 (a) to (c) show physical characteristics of the door weather strip 101, the door weather strip 102, and the door weather strip 10, respectively.
First, the slip amount (a) (mm) of the door weather strip 10 at the time of deflection of the design reference of the hollow seal portion 12 is 0.05mm, which is smaller than any one of 1.00mm of the slip amount (a) of the curved type door weather strip 101 and 0.20mm of the slip amount (a) of the compression type door weather strip 102. That is, it was found that the door weather strip 10 according to the present embodiment can reduce the amount of slippage (a) of the hollow seal portion 12 as compared with the conventional product.
Next, the static energy (B) and the kinetic energy (C) associated with the slip amount (a) are measured, and the ratio thereof, that is, the static-to-kinetic ratio (d=c/B-1) is calculated. Here, the kinetic energy (C) was measured without clogging (without airtight) both ends of the hollow seal portion.
As a result, the energy to static/dynamic ratio (d=c/B-1) of the door weather strip 10 associated with the slip amount (a) was 54%, the energy to static/dynamic ratio (d=c/B-1) of the curved type door weather strip 101 associated with the slip amount (a) was 88%, and the energy to static/dynamic ratio (d=c/B-1) of the compressed type door weather strip 102 associated with the slip amount (a) was 49%.
That is, it was found that according to the door weather strip 10 of the present embodiment, although the compression type door weather strip 102 is slightly smaller, the energy static-dynamic ratio (d=c/B-1) of the hollow seal portion 12 compared to the slip amount (a) can be reduced as compared to the bending type door weather strip 101.
Next, the area (E) (mm) in the hollow before bending was measured 2 ) And the area (F) (mm) in the hollow after flexing 2 ) The variation (G=E-F) (mm) 2 )。
Here, the condition for measuring the change in the area in the hollow is dynamic, and the measurement is performed without clogging (without airtight) both ends of the hollow seal portion.
As a result, the variation (g=e-F) of the door weather strip 10 was 11.4mm 2 15.5mm of variation (g=e-F) from the curved type door weather strip 101 2 And 35.9mm of variation (g=e-F) of the compression type door weather strip 102 2 Is small. That is, it was found that the door weather strip 10 according to the present embodiment can reduce the amount of change in the area of the hollow area when the hollow seal portion 12 is flexed, as compared to conventional products.
In addition, the rate of change of the weather strip 10 (h=1-F/E) is 14.6, the rate of change of the bending type weather strip 101 (h=1-F/E) is 14.8, and the rate of change of the compression type weather strip 102 (h=1-F/E) is 25.4 for each hollow inner area (h=1-F/E). That is, the door weather strip 10 is found to be smaller than the compression type door weather strip 102, like the bending type door weather strip 101.
Next, in order to confirm the degree of influence of the change in the hollow inner area with respect to the change in energy, the kinetic energy (with air tightness) (I) was measured, and the measured value of the kinetic energy (without air tightness) (C) after the measurement was used in the confirmation of the energy associated with the slip amount (a), and the air tightness ratio (j=i/C-1) was calculated.
Here, the kinetic energy (airtight) was measured by blocking both ends of the hollow seal portion 12 (airtight).
As a result, the air tightness ratio (j=i/C-1) of the door weather strip 10 was 32%, the air tightness ratio (j=i/C-1) of the curved type door weather strip 101 was 27%, and the air tightness ratio (j=i/C-1) of the compressed type door weather strip 102 was 100%. That is, it was found that according to the door weather strip 10 of the present embodiment, although the bending type door weather strip 101 is slightly smaller, the air tightness ratio (j=i/C-1) can be reduced as compared with the compression type door weather strip 102.
[ comparison result of energy ratio ]
Next, the comparison result of the energy ratio of the bending type door weather strip 101, the compression type door weather strip 102, and the door weather strip 10 of the embodiment of the present utility model will be described with reference to fig. 3 and 4.
Fig. 4 (a) is a table showing calculation results of the bending type door weather strip 101, the compression type door weather strip 102, and the door weather strip 10 of the embodiment of the present utility model.
First, since the measured value of the static energy (B) shown in fig. 3 is different depending on the type of the cross section, the measured value of each static energy (B) is defined as the energy ratio (B') of the static energy and is defined as 100% as shown in fig. 4 for comparison.
Next, in the case of the door weather strip 101, when the static energy ratio (B ') is set to 100%, the static-dynamic energy ratio (d=c/B-1) of the slip amount is 88%, the air tightness ratio (j=i/C-1) of the hollow inner area is 27%, and the total of the energy ratios (t=b' +d+j) is 215%.
In the case of the door weather strip 102, when the static energy ratio (B ') is set to 100%, the static-dynamic energy ratio (d=c/B-1) of the slip amount is 49%, the air tightness ratio (j=i/C-1) of the hollow inner area is 100%, and the total of the energy ratios (t=b' +d+j) is 249%.
Next, in the case of the door weather strip 10 of the present embodiment, assuming that the static energy ratio (B ') is 100%, the static-dynamic energy ratio (d=c/B-1) of the slip amount is 54%, the air tightness ratio (j=i/C-1) of the hollow inner area is 32%, and the total of the energy ratios (t=b' +d+j) is 186%. Fig. 4 (b) is a graph showing the comparison result of the above energy ratios.
As described above, the total of the energy ratios (t=b' +d+j) is 186% and is smaller than any of 215% of the total of the bending type door weather strip 101 and 249% of the total of the compression type door weather strip 102.
From this, it is apparent that the door weather strip 10 of the present embodiment has excellent kinetic energy in the more recent conditioning of the actual vehicle in consideration of both the amount of slip when the hollow seal portion 12 is flexed and the amount of change in the area of the hollow region when the hollow seal portion 12 is flexed.
That is, from the measurement results and the calculation results, it can be said that the door weather strip 10 of the present embodiment combines the two preferable portions of the conventionally known bending type door weather strip 101 and compression type door weather strip 102. That is, according to the door weather strip 10, an increase in kinetic energy is suppressed as compared with conventional products, and the door weather strip 10 having good door closing properties can be realized.
[ summary ]
A door weather strip according to an aspect of the present utility model includes: a mounting base mounted along an outer peripheral portion of the vehicle door; and a hollow seal portion that elastically contacts a peripheral edge of a door opening portion of a vehicle body of the vehicle during closing of the door, wherein the hollow seal portion has an inner side wall that elastically contacts the peripheral edge of the door opening portion directly, and an outer side wall that extends from an end portion of the inner side wall toward the outside, wherein the mounting base portion and the outer side wall are connected via an outer side connecting wall, wherein the mounting base portion and the inner side wall are connected via an inner side connecting wall, wherein the inner side connecting wall has an inner side bent portion that is bent to a portion of the inner side bent toward the inside, wherein the inner side bent portion is bent to protrude from an end portion of the inner side wall toward the door center, and is arranged to extend from the inside toward the outside while continuously being bent to protrude toward the outer side, and wherein the end portion of the inner side wall is positioned further toward the inside than the end portion of the inner side wall toward the door center in a state in which the hollow seal portion is not elastically contacted with the peripheral edge of the door opening portion.
According to the above configuration, the mounting base portion and the vehicle interior side wall are connected via the vehicle interior side connecting wall. The vehicle interior connecting wall has a vehicle interior bent portion that is bent to protrude from an end portion of the vehicle interior wall on the vehicle door center side toward the vehicle door center side, and is continuously bent to protrude toward the vehicle door outer periphery side and is disposed to extend from the vehicle interior toward the vehicle exterior. Thus, the cross-sectional perimeter of the vehicle interior side in the hollow seal portion is longer than that of the conventional curved type weather strip. Therefore, in the process of bringing the hollow seal portion into contact with the peripheral edge of the door opening portion to a state where the door is completely closed, the vehicle inner wall of the hollow seal portion is more likely to flex according to the degree of intrusion of the door into the vehicle interior side than the conventional curved type weather strip.
Therefore, compared with the conventional bending type weather strip, the displacement of the hollow seal portion from the contact with the peripheral edge of the door opening portion can be suppressed, and the amount of slippage when the hollow seal portion is deflected can be reduced.
In addition, according to the above configuration, the portion of the vehicle interior connecting wall that is bent to protrude from the end portion of the vehicle interior wall on the door center side toward the door center side functions as a folding point when the hollow seal portion elastically contacts the peripheral edge of the door opening portion. In a state where the hollow seal portion is not in elastic contact with the periphery of the door opening portion, the end portion of the vehicle interior wall on the door outer periphery side is located on the vehicle interior side than the end portion of the vehicle interior wall on the door center side.
Therefore, the behavior is shown in which the vehicle interior wall tilts to the vehicle outside with the folding point as the starting point in the process of bringing the vehicle door into a fully closed state from the contact between the hollow seal portion and the peripheral edge of the door opening portion. Therefore, compared with the conventional compression type weather strip, the deflection of the vehicle inner wall of the hollow seal portion can be suppressed, and the amount of change in the area of the hollow region when the hollow seal portion deflects can be reduced. By the above, an increase in kinetic energy is suppressed as compared with conventional products, a door weather strip having good door closing properties can be realized.
In the door weather strip according to one aspect of the present utility model, it is preferable that the vehicle outside connecting wall has a vehicle outside bent portion bent from an end portion on the vehicle door outer periphery side toward the vehicle inside, and the vehicle outside side wall is connected to the vehicle outside bent portion. According to the above configuration, the portion of the vehicle exterior side wall connected to the vehicle exterior side bent portion also functions as a break point when the hollow seal portion is elastically in contact with the peripheral edge of the door opening portion, so that the amount of change in the area of the hollow region when the cross-sectional shape (hollow seal portion) is bent can be further reduced.
In the door weather strip according to one aspect of the present utility model, the vehicle interior connecting wall and the vehicle exterior connecting wall are preferably connected by a center connecting wall. According to the above configuration, the vehicle interior connecting wall and the vehicle exterior connecting wall are restricted in position by the center connecting wall, and therefore the vehicle interior folding point and the vehicle exterior folding point can further function, so that when the hollow seal portion elastically contacts the peripheral edge of the door opening portion, the amount of change in the area of the hollow region when the cross-sectional shape (hollow seal portion) is deflected can be further reduced.
In the door weather strip according to one aspect of the present utility model, the vehicle exterior side wall is preferably curved in an arc shape that is convex toward the vehicle exterior side. According to the above configuration, when the vehicle inner wall is in elastic contact with the door, the stress concentrates on a part of the vehicle outer wall, and the vehicle inner wall is likely to bend and flex toward the vehicle outer periphery side, so that the increase in kinetic energy is suppressed more than in the conventional product.
In the door weather strip according to one aspect of the present utility model, it is preferable that, in the entire length of the vehicle exterior side wall from the vehicle interior side end to the vehicle exterior side end, a bending point having a curvature changed by at least 1 point is set in a section from 1/4 to 3/4 of the entire length from the vehicle interior side end toward the vehicle exterior side end. With the above configuration, since the bending point is also a clear bending point, the amount of change in the area in the hollow when the cross-sectional shape is deflected can be further reduced.
In the door weather strip according to one aspect of the present utility model, it is preferable that the length of the vehicle interior wall and the length of the vehicle exterior wall are the same. According to the above configuration, the vehicle inner wall and the vehicle outer wall are easily deformed while maintaining the original shapes, so that the amount of change in the area in the hollow when the cross-sectional shape is deflected can be further reduced.
[ appendix items ]
The present utility model is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and embodiments obtained by appropriately combining the technical means disclosed in the different embodiments are also included in the technical scope of the present utility model. Further, by combining the technical means disclosed in the respective embodiments, new technical features can be formed.
Description of the reference numerals
1, an automobile; 2, an opening part of a vehicle door; 2a circumference; 2a-1 first side; 3 front door; 3a door outer peripheral portion; 3a-1 mounting surface; 4, a rear door; 10, a vehicle door wind shielding strip; 11 a mounting base; 12a hollow seal; 12a inner side wall of the vehicle; 12b vehicle exterior side walls; 14 a back seal lip; 15 hollow parts; 15a hollow part for sealing; 15b a clip mounting hollow portion; 16a vehicle interior side connecting wall; 16b vehicle outer side connecting wall; 16c an inboard meandering portion; 16d a vehicle outer side meandering portion; 17 a central connecting wall.
Claims (5)
1. A vehicle door weather strip, comprising:
a mounting base mounted along an outer peripheral portion of a door of an automobile; and
a hollow sealing part elastically contacting with the periphery of the door opening part of the automobile body during the process of closing the automobile door,
the hollow seal portion has an inner wall that is in direct elastic contact with the peripheral edge of the door opening portion, and an outer wall that is disposed to extend from an end portion of the inner wall on the outer periphery side of the door toward the outer side of the vehicle,
the mounting base and the vehicle outer side wall are connected via a vehicle outer side connecting wall,
the mounting base portion and the vehicle interior side wall are connected via a vehicle interior side connecting wall,
the vehicle interior connecting wall has a vehicle interior curved portion in which a vehicle door outer peripheral portion is curved toward a vehicle interior,
the vehicle interior side bending portion is bent so as to protrude from an end portion of the vehicle interior side wall on the door center side toward the door center side, and is continuously bent so as to protrude toward the door outer periphery side while being extended from the vehicle interior side toward the vehicle exterior side,
the outside wall is provided with a bending point at least 1 point at which the curvature is changed from the inside end toward the outside of the vehicle, in the entire length of the outside wall from the inside end to the outside end of the outside wall,
the ratio X: Y satisfies 1:2, where X is a length from the vehicle-outside end portion of the vehicle-outside wall to the bending point, and Y is a length from the bending point to the vehicle-inside end portion of the vehicle-outside wall, and
in a state where the hollow seal portion is not in elastic contact with the peripheral edge of the door opening portion, the end portion of the door inner wall on the door outer periphery side is located on the vehicle inner side than the end portion of the door inner wall on the door center side.
2. The door weather strip of claim 1, wherein,
the vehicle outside connecting wall has a vehicle outside bending portion bending from an end portion on the outer periphery side of the vehicle door to the vehicle inside,
the vehicle exterior side wall is connected to the vehicle exterior side bent portion.
3. The door weather strip of claim 1, wherein,
the vehicle interior side connecting wall and the vehicle exterior side connecting wall are connected by a center connecting wall.
4. The door weather strip of claim 1, wherein,
the outer side wall is curved in a convex shape toward the outer periphery of the door.
5. The door weather strip as claimed in any one of claims 1 to 4, wherein,
the length of the inner side wall and the length of the outer side wall are the same.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018213713A JP7171377B2 (en) | 2018-11-14 | 2018-11-14 | door weatherstrip |
| JP2018-213713 | 2018-11-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111186285A CN111186285A (en) | 2020-05-22 |
| CN111186285B true CN111186285B (en) | 2023-12-22 |
Family
ID=70704504
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911105355.6A Active CN111186285B (en) | 2018-11-14 | 2019-11-13 | Vehicle door wind shielding strip |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP7171377B2 (en) |
| CN (1) | CN111186285B (en) |
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| JPH07223435A (en) * | 1994-02-10 | 1995-08-22 | Toyoda Gosei Co Ltd | Door weather strip for automobile |
| JPH09267637A (en) * | 1996-03-29 | 1997-10-14 | Toyoda Gosei Co Ltd | Door weather strip |
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| CN205202700U (en) * | 2015-12-19 | 2016-05-04 | 北奔重型汽车集团有限公司 | Car door sealing strip |
| CN105984316A (en) * | 2015-03-19 | 2016-10-05 | 丰田合成株式会社 | Opening trim weatherstrip |
| JP2017128171A (en) * | 2016-01-19 | 2017-07-27 | 豊田合成株式会社 | Weather strip for vehicle |
| CN108372774A (en) * | 2017-02-01 | 2018-08-07 | 西川橡胶工业股份有限公司 | Sealing strip |
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|---|---|---|---|---|
| JPH01109145A (en) * | 1987-10-22 | 1989-04-26 | Kinugawa Rubber Ind Co Ltd | Door weather strip for automobile |
| JPH039921U (en) * | 1989-06-19 | 1991-01-30 | ||
| JPH0437053U (en) * | 1990-07-27 | 1992-03-27 | ||
| GB0329888D0 (en) * | 2003-12-23 | 2004-01-28 | Gencorp Property Inc | Sealing,trimming or finishing strips |
| JP2010208514A (en) * | 2009-03-11 | 2010-09-24 | Nishikawa Rubber Co Ltd | Door weather strip |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07223435A (en) * | 1994-02-10 | 1995-08-22 | Toyoda Gosei Co Ltd | Door weather strip for automobile |
| JPH09267637A (en) * | 1996-03-29 | 1997-10-14 | Toyoda Gosei Co Ltd | Door weather strip |
| CN202493200U (en) * | 2010-12-22 | 2012-10-17 | 西川橡胶工业股份有限公司 | Draining structure of weather strip |
| CN201980056U (en) * | 2011-01-27 | 2011-09-21 | 长城汽车股份有限公司 | Dustproof adhesive tape for rear side door of automobile |
| JP2014054953A (en) * | 2012-09-13 | 2014-03-27 | Toyoda Gosei Co Ltd | Door weather strip |
| JP2015107704A (en) * | 2013-12-04 | 2015-06-11 | 西川ゴム工業株式会社 | Door weather strip |
| CN105253001A (en) * | 2014-11-20 | 2016-01-20 | 西川橡胶工业股份有限公司 | Vehicle door seal strip |
| CN105984316A (en) * | 2015-03-19 | 2016-10-05 | 丰田合成株式会社 | Opening trim weatherstrip |
| CN205202700U (en) * | 2015-12-19 | 2016-05-04 | 北奔重型汽车集团有限公司 | Car door sealing strip |
| JP2017128171A (en) * | 2016-01-19 | 2017-07-27 | 豊田合成株式会社 | Weather strip for vehicle |
| CN108372774A (en) * | 2017-02-01 | 2018-08-07 | 西川橡胶工业股份有限公司 | Sealing strip |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111186285A (en) | 2020-05-22 |
| JP7171377B2 (en) | 2022-11-15 |
| JP2020079047A (en) | 2020-05-28 |
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