FR3115235A1 - Arrangement for inter-vehicle door sealing. - Google Patents

Abstract

Arrangement for inter-vehicle door sealing. The invention relates to an arrangement (2) for a vehicle comprising a first leaf (10) and a second leaf (20) adjacent to each other in closed positions along a first edge comprising a first rabbet (12 ) of the first opening (10) and along a second edge (21) of the second opening (20), the beginning of opening and the end of closing of the first opening (10) generating a movement of the first edge according to a first direction (D1), the beginning of opening and the end of closing of the second sash (20) generating a movement of the second edge (21) in a second direction (D2), a contact surface (13) of the first rabbet ( 12) in the closed position of the first opening (10) extending in a main plane comprising the bisector of an angle formed between the first and second directions (D1, D2). Abstract figure: fig. 2

Description

Arrangement for inter-vehicle door sealing.

Technical field of the invention

The invention relates to an arrangement for sealing at the level of vehicle openings. The invention also relates to a vehicle body comprising such an arrangement. The invention also relates to a vehicle comprising such a body and/or such an arrangement.

State of the prior art

A vehicle, in particular a motor vehicle, generally comprises a side front door and at least one side rear door on each side of the vehicle. In some vehicles, the opening in the body for access through the front side door is common with the opening in the body for access through the rear side door. We then speak of a vehicle without a center pillar. However, such a center pillar, in addition to providing mechanical strength to the body, participates in sealing at the rear of the front side door and at the front of the rear side door when the front side doors and rear are closed.

Also, it remains complicated to ensure tightness at the junction between the front side door and the adjacent rear side door of a vehicle without a center pillar.

Presentation of the invention

The object of the invention is to provide a sealing solution between two adjacent front and rear side doors remedying the above drawbacks. In particular, the invention proposes an effective inter-door sealing solution regardless of the order in which the doors are closed.

To achieve this objective, the invention relates to an arrangement for a vehicle, in particular for a motor vehicle, comprising:
- a first opening pivoting about a vertical or substantially vertical pivot axis to pass from a closed position to an open position and vice versa, in particular a first opening of the front side door type,
- a second sliding opening, or substantially sliding, in particular in the longitudinal direction of such a vehicle, to pass from a closed position to an open position and vice versa, in particular a second opening of the rear side door type opening towards the 'back,
the first sash and the second sash in closed positions being adjacent to each other along a first edge comprising a first rabbet, in particular a first rear edge, of the first sash, and along a second edge, in particular a second front edge, of the second opening, the second edge comprising a first seal, the first rabbet comprising a contact surface intended to come into contact with the first seal in the closed, or substantially closed, positions of the first and second opening,
the beginning of opening and the end of closing of the first leaf generating a movement of the first edge in a first direction or substantially in a first direction,
the beginning of opening and the end of closing of the second leaf generating a movement of the second edge in a second direction or substantially in a second direction,
the contact surface of the first rabbet in the closed position of the first leaf extending in a main plane, or substantially in a main plane, comprising or substantially comprising the bisector of an angle formed between the first and second directions.

The angle formed between the first and second directions may be between 35 degrees and 65 degrees, or even between 45 degrees and 55 degrees, in particular of the order of 50 degrees.

An angle can be formed between the first direction and the transverse direction of such a vehicle, in particular an angle of between 2 degrees and 6 degrees, in particular of the order of 4 degrees.

An angle can be formed between the second direction and the transverse direction of such a vehicle, in particular an angle comprised between 50 degrees and 60 degrees, in particular of the order of 55 degrees.

The length of the section of the contact surface along a transverse and longitudinal plane can be between 5 mm and 35 mm, or even between 15 mm and 25 mm, in particular of the order of 20 mm.

The second edge of the second opening may comprise a second seal intended to seal between the first opening and the second opening, in particular by being crushed at the level of the first edge of the first opening in the closed positions of the first and second opening.

The invention also relates to a vehicle body, in particular a motor vehicle, comprising an arrangement as defined previously.

The box may comprise an integral opening extending or extending substantially from the pivot axis of the first leaf to the level, or substantially at the level, of the second edge of the second leaf in the open position of the second leaf so as to obtain maximum access space within the passenger compartment, or maximum exit space from the passenger compartment.

The invention also relates to a vehicle, in particular a motor vehicle, comprising a body as defined above and/or an arrangement as defined above.

Presentation of figures

These objects, characteristics and advantages of the present invention will be explained in detail in the following description of an embodiment given on a non-limiting basis in relation to the attached figures, among which:

Figure 1 is a schematic view of a motor vehicle according to one embodiment.

Figure 2 is a schematic top view of the vehicle according to the embodiment.

Figure 3 is a sectional view along a longitudinal and transverse plane of a detail of an arrangement according to one embodiment.

Figure 4 is a schematic perspective view of a body of the vehicle according to one embodiment.

detailed description

The direction in which a vehicle, in particular a motor vehicle, moves in a straight line is defined as being the longitudinal direction X. By convention, the direction perpendicular to the longitudinal direction, located in a plane parallel to the ground, is called the transverse direction Y The third direction, perpendicular to the other two, is called the vertical direction Z. Thus, a direct reference XYZ is used in which X is the longitudinal direction in the front-rear direction of the vehicle, therefore directed towards the rear, Y is the transverse direction pointing to the right and Z is the vertical direction pointing up. The forward direction corresponds to the direction in which the vehicle usually moves in the longitudinal direction and is opposite to the reverse direction.

Figure 1 schematically illustrates a vehicle, preferably a motor vehicle 1, according to one embodiment. The vehicle 1 comprises a body or body structure 3. FIG. 2 schematically illustrates the body 3, according to one embodiment. The vehicle 1 and/or the body 3 comprises an arrangement 2 according to one embodiment. The box 3 comprises at least one integral opening 30 provided in one side of the box 4. Preferably, the box 3 includes two openings 30, 30' (illustrated in dotted lines in FIG. 2) each provided on one side of the box 4, 4 ' correspondent.

Arrangement 2 comprises a first opening 10. Preferably, the first opening 10 opens and closes by pivoting. We generally speak of a pivoting or swinging door. Thus, the first opening pivots around a pivot axis A, for example vertical or substantially vertical, to pass from a closed position PF to an open position PO and vice versa. Preferably, as illustrated in Figures 1 and 2, the first opening 10 is a front side door.

Arrangement 2 comprises a second opening 20. Preferably, the second opening 20 slides, or slides substantially, for example in the longitudinal direction X of the vehicle or substantially in this direction. Thus, the second opening 20 passes from a closed position PF to an open position PO and vice versa by translating or by substantially translating. Preferably, the second opening 20 is a rear side door opening rearward. Note that at the start of opening, the second opening 20 moves so as to move away, in particular in the transverse direction Y towards the outside 8, on the side of the body 4 before moving backwards. In the same way, at the end of closing, the second opening 20 moves so as to approach the passenger compartment 9, in particular in the transverse direction Y. This start of opening distance or this closing end of second opening 20 with respect to the body side 4 is made in a second direction D2.

As illustrated in Figure 1, the first opening 10 and the second opening 20 in closed positions PF are adjacent to each other.

More specifically, the first opening includes a first edge 11, preferably vertical or substantially vertical. In the case of a first opening arranged at the front, the first edge 11 is preferably at the rear of the first opening 10. The first edge 11 comprises a first rebate 12.

The second opening 20 comprises a second edge 21, preferably vertical or substantially vertical. In the case of a second sash arranged at the rear, the second edge 21 is preferably at the front of the second sash 20. The second edge 21 comprises a first seal 22. Preferably, as illustrated in FIGS. 2 and 3, the first seal 22 in the uncompressed state, has a closed section in the general shape of a circular ring or in the general shape of an ellipse. For example, as illustrated in Figure 3, the first seal 22 is fitted onto a flattened portion 26 extending vertically and longitudinally, or substantially vertically and longitudinally, at the level of the second edge 21 of the second opening 20.

Alternatively, the closed section in the uncompressed state of the first joint 22 has a general shape of a square, a rectangle or a triangle. Anyway, preferably, the first seal 22 is not a lip seal(s).

Thus, in the closed positions PF of the first and second opening, as illustrated in Figure 1, the first edge 11 of the first opening 10 and the second edge 21 of the second opening 20 are close, even in contact or substantially in contact, one the other. Indeed, in the closed positions PF, the openings 10, 20 touch or touch each other substantially along the first and second edges 11, 21. By "substantially touching" is meant that there is a gap between the openings of a few millimeters , for example between 2 mm and 10 mm, in such a way that the openings are arranged flush, thus creating a continuity of body line.

Note that the first rebate 12 includes a contact surface 13 (in particular illustrated in dotted lines in Figure 3). More specifically, the contact surface 13 is intended to come into contact with the first seal 22 arranged on the second edge 21, in the closed positions PF or substantially closed positions of the first and second openings 10, 20.

Advantageously, as illustrated in Figure 2, the integral opening 30 extends along the longitudinal direction X, or extends substantially, from the pivot axis A of the first opening 10 to the level, or substantially to the level, of the second edge 21 of the second opening 20 in the open position PO of the second opening. Note that in the open position PO of the second opening 20, preferably the second edge 21 is at the same level, or substantially at the same level in the longitudinal direction, as a front edge 6 of a rear part 5 on the side of body 4. Such an opening 30 offers maximum access space within the passenger compartment, or exit space from the passenger compartment. Advantageously, the body 3 of the vehicle does not include a middle pillar, or pillar B, preferably both on the right side and on the left side of the body 3.

The start of opening and the end of closing of the first opening 10 generates a movement of the first edge 11 in a first direction D1, or substantially in the first direction D1, illustrated in Figures 2 and 3. As mentioned above, the start of opening and the end of closing the second opening 20 generates a movement of the second edge 21 in the second direction D2 or substantially in the second direction D2. Note that an angle α extends between the first and second directions D1, D2 or, preferably, between two planes P1, P2. The plane P1 includes the direction D1 and extends vertically. The plane P2 includes the direction D2 and extends vertically.

More specifically, as illustrated in Figure 3, the contact surface 13 of the first rabbet 12 in the closed position PF of the first opening 10 extends in a main plane P, or substantially in a main plane P. The main plane P comprises , or substantially comprises the bisector B of the angle α formed between the first and second directions D1, D2 or between the planes P1, P2.

Advantageously, the angle α is between 35 degrees and 65 degrees, or even between 45 degrees and 55 degrees. Preferably, the angle α is of the order of 50 degrees, for example 51 degrees or substantially 51 degrees, i.e. 25.5 degrees on either side of the bisector B.

As illustrated in Figure 3, an angle β is further formed between the first direction D1 and the transverse direction Y. For example, the angle β is between 2 degrees and 6 degrees, for example it is 4 degrees or substantially of 4 degrees.

As illustrated in Figure 3, an angle θ is formed between the second direction D2 and the transverse direction Y. For example, the angle θ is between 50 degrees and 60 degrees, for example it is 55 degrees or substantially 55 degrees. In this case, it follows that the bisector B has an angle of the order of 60 degrees with respect to the longitudinal direction X.

Preferably, the length L of the section of the contact surface 13 along a transverse and longitudinal plane is between 5 mm and 35 mm, or even between 15 mm and 25 mm, for example of the order of 20 mm. As a reminder, the contact surface 13 is intended to come into contact with the first seal 22 when the openings 10, 20 are in the closed positions PF.

Preferably, as illustrated in Figure 3, the second edge 21 of the second opening 20 comprises a second seal 23. The second seal 23 is intended to ensure sealing between the first opening 10 and the second opening 20, for example in s crushing at the level of the first edge 11 of the first opening 10 in the closed positions PF of the first and second openings 10, 20. More precisely, preferably, the first opening comprises a projecting fold 14 extending along the first edge towards the rear for example. The second seal 23 then comes crashing down on a face 15 oriented towards the passenger compartment 9 of the fold 14 in the closed position PF of the openings. Preferably, as illustrated in Figures 2 and 3, the second seal 23 is a seal comprising at least one lip 24. For example, this second seal is fixed at the rebate of the second edge 21 via one or more clips 25.

Note that the first and second seals 22, 23 illustrated in Figure 3 are shown "not crushed" although the doors 10, 20 are in closed positions.

The solution ensures optimal watertightness between side doors, whatever the closing order of the doors, despite the absence of a middle pillar and the fact that each door is independent of the other door in opening and closing .

More precisely, the solution is based on the creation of the support surface 13 comprising the bisector B of the two trajectories or directions D1, D2, respectively of the front swing door 10 and of the sliding rear door 20 at the start of opening and in end of closing. This orientation of the support surface 13 on the opening on which the inter-door seal 22 is crushed during the closing of the openings ensures suitable sealing while limiting friction between the seal 22 and the surface. support 13. In addition, it follows that the seal 22 in closed position PF doors takes the same position or substantially the same position, including the same form of compression, regardless of the order of closure of the opening.

In other words, whether the front door is closed first or the sliding rear door first, or even the front and rear doors at the same time, sealing is not affected at the junction of the two doors. Indeed, thanks to the contact surface oriented in a plane containing the bisector of the angle formed between the directions of movement at the start of opening or at the end of closing of the doors, the seal always lies down in the same way, without subject to significant sliding or friction. Note that the circular closed section, or in the shape of an ellipse for example, of the first seal 22 helps to greatly limit friction. In particular, when the second sash is closed, the attack on the seal takes place in the same way whatever the order of closing, which makes it possible to avoid efforts. Thus, with the doors closed, the first seal 22 is placed in a similar manner regardless of the order in which the openings are closed, which ensures reliable and identical sealing over the opening/closing cycles.

This results in a longer life for the seal(s) and therefore a longer life for the sealing function.

During opening maneuvers of the sliding rear door while the front door remains closed, seal wear is reduced. The number of endurance cycles of the seals of such an arrangement can reach that of the seals of a body fitted with a center pillar between the front and rear doors.

Although the first sash has been described as a pivoting front side door, the first sash may be a front side door that slides forward to open. In this case, the second opening is preferably a hinged rear side door around a pivot axis arranged at the front edge of the rear part of the body side (configuration not shown). The contact surface is then arranged on the second opening, the first seal then being fixed on the first opening. Thus, preferably, the contact surface for the first seal is provided on the leaf opening and closing by pivoting. The seal or seals are for their part preferably fixed to the opening opening by sliding or translation.

As illustrated in particular in Figure 3, the support surface 13 comes opposite the first seal or main inter-door seal 22 (doors closed) being oriented along the bisector of the trajectories of the two openings. For example, the orientation of the bisector B is of the order of 60 degrees, or of the order of 65 degrees, with respect to the longitudinal axis X of the vehicle.

It should be noted that although the solution has only been described at the level of the first seal 22 arranged on the passenger compartment side 9 of the vehicle, it can be applied to the secondary sealing line, in other words to the second seal 23, arranged exterior side 8 of the vehicle.

In summary, as illustrated in Figure 4, the tightness of the passenger compartment 9 around the openings is preferably ensured by means of the following seals:
- a main seal 31, on the passenger compartment side, fixed to the body 3, preferably closed in a ring, that is to say going around the integral opening 30 of the two doors, and ensuring the seal against water and/or air and/or dust;
- a secondary seal 32, exterior side 8, fixed to the body 3 in the upper part of the openings and above the main seal 31, ensuring in particular an acoustic attenuation role (air noise) and creating a first barrier to prevent too much water from entering between the body 3 and the openings in the event of rain and/or vehicle washes;
- Antifouling seals 33 fixed at the bottom of each door;
- the first seal 22, fixed on the passenger compartment side 9 on the sliding rear door, also called the main inter-door seal with regard to its function of sealing against water and/or air and/or dust between the front door and rear door;
- the second seal 23, fixed on the exterior side 8 of the vehicle to the sliding rear door, this second seal 23 or secondary sealing line possibly consisting of one or more seals, in particular by being discontinuous, in particular constituting an acoustic barrier by filling the play between doors on the outside 8, and/or providing protection against attack by a water jet on the first inter-door seal 22;
- preferably, one or more seals 34, in particular of the overmolding type, linked to the first seal 22, and possibly to the second seal 23, arranged in the upper and lower part and fixed to the sliding rear door, and preferably making it possible to create a seal continues between the first seal 22 fixed to the rear door and the main seal 31 fixed to the body.

As a side note, the solution according to the invention therefore achieves the desired objective of sealing the inter-side doors of a vehicle body without a center pillar and has the following advantages:
- it is economical,
- it is easy to implement, and can be adapted to any double door system, in particular for a bus, a train, an airplane or any other means of transport, or even to a double door of a building requiring specific sealing .

Claims (9)

Arrangement (2) for a vehicle, in particular for a motor vehicle (1), characterized in that the arrangement (2) comprises:
- a first leaf (10) pivoting about a vertical or substantially vertical pivot axis (A) to pass from a closed position (PF) to an open position (PO) and vice versa, in particular a first leaf of the door type front side,
- a second opening (20) sliding, or substantially sliding, in particular in the longitudinal direction (X) of such a vehicle, to pass from a closed position (PF) to an open position (PO) and vice versa, in particular a second rear side door type opening rearward,
the first sash (10) and the second sash (20) in closed positions (PF) being adjacent to one another along a first edge (11) comprising a first rebate (12), in particular a first edge rear, of the first sash (10), and along a second edge (21), in particular a second front edge, of the second sash (20), the second edge (21) comprising a first seal (22), the first rebate (12) comprising a contact surface (13) intended to come into contact with the first seal (22) in closed (PF) or substantially closed positions, of the first and second opening elements (10, 20),
the beginning of opening and the end of closing of the first opening (10) generating a movement of the first edge (11) in a first direction (D1) or substantially in a first direction (D1),
the beginning of opening and the end of closing of the second opening (20) generating a movement of the second edge (21) in a second direction (D2) or substantially in a second direction (D2),
the contact surface (13) of the first rebate (12) in the closed position (PF) of the first leaf (10) extending in a main plane (P), or substantially in a main plane (P), comprising or comprising substantially the bisector (B) of an angle (α) formed between the first and second directions (D1, D2). Arrangement (2) according to the preceding claim, characterized in that the angle (α) is between 35 degrees and 65 degrees, or even between 45 degrees and 55 degrees, in particular of the order of 50 degrees. Arrangement (2) according to one of the preceding claims, characterized in that an angle (β) is formed between the first direction (D1) and the transverse direction (Y) of such a vehicle, in particular an angle (β) between 2 degrees and 6 degrees, in particular of the order of 4 degrees. Arrangement (2) according to one of the preceding claims, characterized in that an angle (θ) is formed between the second direction (D2) and the transverse direction (Y) of such a vehicle, in particular an angle (θ) between 50 degrees and 60 degrees, in particular of the order of 55 degrees. Arrangement (2) according to one of the preceding claims, characterized in that the length (L) of the section of the contact surface (13) along a transverse and longitudinal plane is between 5 mm and 35 mm, or even between 15 mm and 25 mm, in particular of the order of 20 mm. Arrangement (2) according to one of the preceding claims, characterized in that the second edge (21) of the second sash (20) comprises a second seal (23) intended to provide sealing between the first sash (10) and the second opening (20), in particular by crushing at the level of the first edge (11) of the first opening (10) in the closed positions (PF) of the first and second opening (10, 20). Body (3) of a vehicle, in particular of a motor vehicle (1), characterized in that it comprises an arrangement (2) according to one of the preceding claims. Vehicle body (3) according to the preceding claim, characterized in that the body (3) comprises an integral opening (30) extending or extending substantially from the pivot axis (A) of the first opening (10) up to the level, or substantially at the level, of the second edge (21) of the second opening (20) in the open position (PO) of the second opening (20) so as to obtain an access space within the passenger compartment, or maximum exit space from the passenger compartment. Vehicle, in particular motor vehicle (1), characterized in that it comprises a body (3) according to one of Claims 7 or 8 and/or an arrangement (2) according to one of Claims 1 to 6.