JP2009126254A - Weather strip for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a weather strip for automobile capable of effectively reducing the squeal sound when opening/closing a door glass. <P>SOLUTION: In the weather strip 101 for automobile comprises a body part 10 attached to an automobile, and slide contact parts 20, 20 to be slidably brought into contact with a door glass G integrated with the body part 10 and opened/closed, the slide contact parts 20, 20 are constituted of a slidable material layer 21 formed on the outer side forming the door glass G side and a base material 22 formed on the inner side. At least a part of the base material 22 is formed of a vibration damping material M. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a weather strip for automobiles. More specifically, the present invention relates to a weather strip for an automobile which is attached to a window frame of an automobile and slidably contacts a door glass which is opened and closed to seal between the window frame and the door glass.

Conventionally, a glass run 100 which is a weather strip for automobiles is attached to the window frames of the front door 1 and the rear door 2 of an automobile as shown in FIG. 16, and the window frame and the door glass G are in sliding contact with the door glass G to be opened and closed. It is designed to seal between.
FIG. 17 is an AA enlarged sectional view of FIG. 16 and shows the glass run 100 attached to the window frame of the front door 1. The glass run 100 mainly includes a main body portion 70 attached to the door sash 3 and seal portions 80 and 80 which are integrally formed with the main body portion 70 and slidably contact the door glass G.

The main body portion 70 has a bottom wall portion 71 and both side wall portions 72, 72 extending from both ends of the bottom wall portion 71, and a groove portion 4 having a substantially U-shaped cross section is formed to guide the door glass G. ing. Further, both molding parts 73, 73 extending from the both side wall parts 72, 72 to be bent outward are formed, and the flange of the door sash 3 is sandwiched between the side wall part 72 and the molding part 73. Yes.
Further, seal portions 80 and 80 that contact the door glass G are formed inside the side wall portions 72 and 72. In FIG. 17, the seal portions 80, 80 have a lip shape (tongue shape). .
With the above configuration, the door glass G is in sliding contact with both the seal portions 80 and 80 when opening and closing.

By the way, when the door glass G is opened and closed, a stick-slip (adhesion slip) phenomenon occurs due to friction between the door glass G and the seal portions 80 and 80, and so-called cue noise is generated. It was a problem.
In order to reduce this cue noise, the coating material applied to the seal part can be improved to suppress stick-slip, and the lip reaction force (reaction force of the seal part 80) can be taken into account to control how the door glass is pressed. Improvements have been made to reduce vibration.

On the other hand, Patent Document 1 and Patent Document 2 disclose inventions related to automobile weather strips in which a main body portion and a sliding contact portion (sliding portion, seal forming layer) are formed of different materials.
Japanese Patent Laid-Open No. 9-76765 Japanese Patent Laid-Open No. 11-20479

However, the coating material applied to the seal portion is improved to suppress stick slip, or the lip reaction force (reaction force of the seal portion 80) is taken into consideration to improve the pressing method of the door glass and suppress vibration. In the method, the effect of reducing the cue sound is limited and there is room for improvement.
Further, according to the inventions disclosed in Patent Document 1 and Patent Document 2, although there is an effect that wrinkles are not left when the automobile weather strip is bent and conveyed and stored, the effect of reducing the cue sound cannot be obtained. .

  Therefore, the present invention is to solve the above-described conventional problems, and provides a weather strip for an automobile that can effectively reduce cue noise when opening and closing a door glass.

  In order to solve the above-described conventional problems, a weather strip for an automobile according to the invention of claim 1 is provided with a main body (10) to be mounted on an automobile, and a door that is integrally formed with the main body (10) and is opened and closed. In an automotive weather strip (101) having a sliding contact portion (20, 20) that is in sliding contact with glass (G), the sliding contact portion (20, 20) is formed on the outside on the door glass (G) side. The sliding material layer (21) and the base material (22) formed on the inner side, and at least a part of the base material (22) is formed of a material (M) having vibration damping properties. Features.

  According to a second aspect of the present invention, there is provided a weather strip for an automobile according to an embodiment of the present invention. In an automotive weather strip (101) having a contact portion (20, 20), the sliding contact portion (20, 20) is a sliding material layer (21 formed on the outside on the door glass (G) side. ) And a base material (22) formed on the inside, and at least a part of the base material (22) is made of a material (M) having a loss elastic modulus (E ″) larger than that of the main body (10). It is formed.

  According to a third aspect of the present invention, there is provided a weather strip for an automobile according to a third aspect of the present invention. In an automotive weather strip (101) having a contact portion (20, 20), the sliding contact portion (20, 20) is a sliding material layer (21 formed on the outside on the door glass (G) side. ) And a base material (22) formed on the inside, and at least a part of the base material (22) has a loss elastic modulus (E ″) (average value of 1 kHz to 4 kHz) at an ambient temperature of 20 ° C. It is characterized by being formed of a material that is 30 MPa or more.

  The invention according to claim 4 is the glass run (101) attached to the door sash (3) of the automobile according to any one of claims 1 to 3, wherein the main body The bottom wall portion (11), in which the portion (10) forms a groove portion (4) having a substantially U-shaped cross section for guiding the door glass (G), and both side wall portions (12, 12) extending from both ends of the bottom wall portion (11) 12), and the sliding contact portions (20, 20) are formed of a sliding material layer (21) formed on the outside on the door glass (G) side and a base material (22) formed on the inside. The sliding contact portions (20, 20) are formed as both seal portions (20, 20) inside the both side wall portions (12, 12).

Symbols in parentheses indicate the best mode for carrying out the invention described later and corresponding elements or corresponding matters described in the drawings.
Moreover, the average value of 1 kHz to 4 kHz in the loss elastic modulus is a value calculated from (maximum value + minimum value) / 2 of the measured values of the frequency of 1 kHz to 4 kHz.

  According to invention of Claim 1, the weather strip for motor vehicles is comprised from the main-body part with which a motor vehicle is mounted | worn, and the slidable contact part which slidably contacts the door glass opened and closed, Among these, a slidable contact part is formed. In the sliding material layer and the base material, at least a part of the base material is formed of a material having vibration damping properties, so that vibration generated in the sliding contact portion when the door glass is opened and closed is suppressed, and the cue sound Can be effectively reduced.

  According to the invention described in claim 2, the weather strip for an automobile is composed of a main body portion mounted on the automobile and a sliding contact portion that is in sliding contact with the door glass that is opened and closed. Since at least a part of the base material is made of a material having a loss elastic modulus larger than that of the main body, the loss energy when vibration occurs in the sliding contact portion is increased. By suppressing the vibration, the cue sound can be effectively reduced.

  According to the invention described in claim 3, the weather strip for an automobile is composed of a main body portion mounted on the automobile and a sliding contact portion that is in sliding contact with the door glass that is opened and closed. Since at least a part of the base material is formed of a material having a loss elastic modulus at 20 ° C. ambient temperature (average value of 1 kHz to 4 kHz) of 30 MPa or more. By suppressing the vibration by increasing the loss energy when vibration occurs at the contact portion, the cue sound can be effectively reduced.

  According to the invention described in claim 4, in addition to the operational effects of the invention described in any one of claims 1 to 3, the automobile weather strip is mounted on the door sash of the automobile. A glass run that is formed on the inner side of the both side walls, and a main body comprising a bottom wall that forms a substantially U-shaped groove for guiding the door glass, and both side walls that extend from both ends of the bottom wall. It is composed of a sliding contact portion composed of both seal portions. Among these, in the sliding material layer and the base material forming the sliding contact portion, at least a part of the material of the base material is devised so that the door glass and the sliding contact portion are formed. Cue sound generated between the contact portions can be effectively reduced.

  Next, with reference to FIG. 1 thru | or FIG.7 and FIG.16, the weather strip for motor vehicles based on Embodiment 1 of this invention is demonstrated. The automobile weather strip according to the first embodiment is a glass run attached to the window frames of the front door 1 and the rear door 2 of the automobile shown in FIG.

FIG. 1 is a cross-sectional view showing a glass run 101 according to the first embodiment, and corresponds to an AA enlarged cross-sectional view of FIG. The glass run 101 mainly includes a main body 10 attached to the door sash 3 and seal parts 20 and 20 which are integrally formed with the main body 10 and are slidably contacting the door glass G.
The main body portion 10 has a bottom wall portion 11 and both side wall portions 12 and 12 extending from both ends of the bottom wall portion 11, and a groove portion 4 having a substantially U-shaped cross section is formed to guide the door glass G. ing. Further, both molding parts 13 and 13 are formed to bend outward from both side wall parts 12 and 12, and the side wall part 12 and the molding part 13 sandwich the flange of the door sash 3. Yes.

Further, both seal portions 20, 20 extending from the both side wall portions 12, 12 so as to be bent inward are formed.
And both the seal parts 20 and 20 used as a sliding contact part are comprised by the base material 22 formed in the sliding material layer 21 formed in the outer side which becomes the door glass G side, and inner side. The sliding material layer 21 is formed of a coating material or a sliding material. The seal portion 20 is manufactured by simultaneously extruding the base material 22 and the sliding material layer 21, or manufactured by spray coating after the base material 22 is extrusion-molded, or a combination thereof. Manufactured by.

  With the above configuration, the door glass G is in sliding contact with both the seal portions 20 and 20 when opening and closing.

The main body 10 is formed of a rubber-like elastic body (thermosetting or thermoplastic elastomer) such as EPDM (ethylene / propylene / diene copolymer rubber). On the other hand, the base material 22 of both the seal parts 20 and 20 is formed of a rubber material such as EPDM or a material M obtained by adding a vibration damping material to a thermoplastic elastomer, and has a vibration damping property.
Here, as the damping material, a triblock copolymer (SIS, for example, Kuraray Hybler 5127) in which polystyrene and vinyl-polyisoprene are bonded, or SEPS (for example, Kuraray Hibler 7125) hydrogenated from this, Norbornene rubber (e.g., Northolex manufactured by ZEON Corporation) may be used.

Moreover, since the base material 22 of both the seal parts 20 and 20 is formed with the material M which added the damping material, the loss elastic modulus of both the seal parts 20 and 20 is larger than the loss elastic modulus of the main-body part 10. It has become.
By increasing the loss elastic modulus of both the seal portions 20 and 20, it is possible to suppress the vibration by increasing the loss energy when the seal portions 20 and 20 and the door glass G are in sliding contact to generate vibration. This point will be described later.

  Although FIG. 1 shows a configuration in which the entire base material 22 of both the seal portions 20 and 20 is made of the material M having a loss elastic modulus increased by adding a damping material, the both seal portions 20 and 20 are not necessarily shown. It is not necessary to form the entire base material 22, and at least a part of the base material 22 of both the seal portions 20, 20 may be formed of a material M having a loss elastic modulus increased by adding a damping material.

For example, the glass run 102 shown in FIG. 2 is a material M in which the loss elastic modulus is increased by adding a damping material to the contact surface side (outside) of the base material 22 of both the seal portions 20 and 20 that contacts the door glass G. It was formed by.
In particular, FIG. 2A shows that the entire contact surface side of the base material 22 is formed of a material M having a loss elastic modulus increased by adding a damping material, and FIG. Of the 22 contact surface sides, only the tip side of both seal portions 20 and 20 is formed of a material M having a loss elastic modulus increased by adding a damping material.

  Further, the glass run 103 shown in FIG. 3 is formed of the material M in which the loss elastic modulus is increased by adding the damping material to the entire glass run (including the main body 10) excluding the sliding material layer 21.

  Furthermore, as shown in the glass run 104 shown in FIGS. 4A, 4B, and 4C, the material M in which the loss elastic modulus is increased by adding the damping material is applied to the central layer portion of the base material 22. Forming it, forming it partially on the base part of the base material 22 (or the whole base part), or forming it inside the base material 22 (on the side opposite to the contact surface side with the door glass G). You can also.

  The seal portions shown in FIGS. 1 to 4 are all in the form of one lip, but this embodiment is not limited to the lip shape, but is hollow, a plurality of lip shapes, or short protrusions. It can also be applied to shapes that are things.

  Next, by forming the material M with the loss elastic modulus increased by adding the damping material, the loss energy when the seals 20 and 20 and the door glass G slide and come into vibration is increased. The point which can suppress a vibration is demonstrated.

In general, when a sinusoidal vibration distortion γ is applied to a viscoelastic body, a stress σ advanced by a phase angle δ is generated. At this time, the ratio of σ and γ is called the complex elastic modulus,
E * (complex elastic modulus) = E ′ (storage elastic modulus) + iE ″ (loss elastic modulus)
E ″ / E ′ = tan δ (loss tangent)
It is represented by
Here, the loss energy ΔW during vibration is
ΔW = πγ ² E "
Therefore, when the strain γ is considered to be constant, it can be seen that increasing the loss elastic modulus E ″ is effective in suppressing vibration (increasing loss energy).

  Below, the experimental result which the present inventors performed about the measurement of a loss elastic modulus and the measurement of a cue sound is shown.

(1) Molding of sample The composition and physical properties of the sample used in this experiment are as shown in Table 1.

First, as a conventional example, 100 parts by weight of EPDM was formed into a sheet shape.
Next, as Example 1, a blend of 90 parts by weight of EPDM and 10 parts by weight of a triblock copolymer (Kuraray Hibler 5127) in which polystyrene and vinyl-polyisoprene were combined was molded into a sheet shape. Further, as Example 2, a blend of 70 parts by weight of EPDM and 30 parts by weight of a triblock copolymer (Kuraray Hybler 5127) in which polystyrene and vinyl-polyisoprene are bonded was formed into a sheet shape. In Example 3, 50 parts by weight of EPDM and 50 parts by weight of a triblock copolymer (Kuraray Hibler 5127) in which polystyrene and vinyl-polyisoprene were combined were molded into a sheet shape.
The surfaces of these conventional examples and examples are coated with good lubricity.

  Next, test pieces having a thickness of 2 mm, a length of 20 mm, and a width of 4 mm were cut out from the molded and coated sheets, respectively, as samples.

(2) Measurement of Loss Modulus Next, the loss modulus E ″ was measured for each sample.
Here, according to experiments conducted in advance by the present inventors, it has been found that a material having a glass run cue sound has vibration peaks around 1000, 2000, 3000, and 4000 Hz. Therefore, the loss elastic modulus E ″ at 1000 to 4000 Hz was measured.
However, since the measurable range of the loss elastic modulus E ″ by the equipment used in this experiment is 1 to 100 Hz, the time-temperature conversion law (William-Landcl-Ferry (W.L. By applying the F formula)), a loss elastic modulus E ″ of 1 to 10000 Hz at an ambient temperature of 20 ° C. was calculated. The measurement / calculation method is as follows.

As a tester, a “DMS viscoelasticity tester (manufactured by SEIKO ELECTRONICS)” was used. In the measurement, the sample is pulled in the longitudinal direction, the stress at that time is observed, and various physical property values are calculated.
The frequency of vibration generated in the sample was 5 types (1, 3, 10, 29, 100 Hz), and a constant strain (elongation: 10 μm) was maintained during the measurement.
Moreover, the atmospheric temperature at the time of the measurement was changed between −80 ° C. and 50 ° C. at 10 ° C. intervals.
The time-temperature conversion rule (WLF formula) was applied to the measured data.

Here, the time-temperature conversion rule (WLF formula) will be described.
The time-temperature conversion rule (WLF formula) is a method of converting values in a wide frequency band by shifting low temperature data to a high frequency and high temperature data to a low frequency.
FIG. 5 is a diagram showing a method for converting the loss elastic modulus E ″ according to the time-temperature conversion rule (WLF formula). The loss elastic modulus E ″ at a frequency of 1 to 100 Hz is plotted for each ambient temperature. Then, the graph shown to Fig.5 (a) is obtained. Next, when the low temperature data is shifted to a high frequency and the high temperature data is shifted to a low frequency for conversion, a graph shown in FIG. 5B is obtained. Thereby, the loss elastic modulus E ″ of 1 to 10000 Hz can be calculated.

From this experiment, 3 to 4 points of data were obtained from each sample at an atmospheric temperature of 20 ° C. and 1000 to 4000 Hz, and the value of the loss elastic modulus E ″ was as follows. The unit is MPa ( The average value was calculated from (maximum value + minimum value) / 2.
Minimum value Maximum value Average value Conventional example: 22.9 33.4 28.2
Example 1: 32.0 41.7 36.9 (1.2 to 1.4 times the conventional example)
Example 2: 67.3 75.3 71.3 (2.3 to 2.9 times the conventional example)
Example 3: 141 186 164 (5.6 to 6.2 times the conventional example)

(3) Measurement of cue sound Next, cue sound was measured for each of the above samples. FIG. 6 is a diagram showing a cue sound measuring apparatus of this experiment.
Attach a jig to a testing machine that can move at a constant speed in the horizontal direction (for example, Haydon friction measuring machine), bring the glass of the watch glass into contact with the top of the sample, and drop 1 drop (about 0.1 cc) of water between the glass and the sample A weight of 9.8 N (1 kgf) was placed.
Next, Haydon (slide part) was moved to generate a cue sound, and the sound was measured from the microphone. At this time, the sliding speed was set to 6000 mm / min (the maximum speed of Haydon), and a value close to the sliding speed of the actual vehicle (about 8000 mm / min) was set.
The above measurement was performed for Examples 1 to 3, and the duration of the cue sound of 3 kHz or less was obtained.

The duration of the obtained cue sound is as follows.
(Measurement 1) Conventional example: 0.6 S Example 1 (10 parts by weight of damping material): 0.5 S
(Measurement 2) Conventional example: 0.6 S Example 2 (vibration damping material 30 parts by weight): 0.1 S
(Measurement 3) Conventional example: 0.6S Example 3 (50 parts by weight of damping material): 0.05S
The result is shown in the graph of FIG. In addition, the loss elastic modulus (MPa) of the horizontal axis in FIG. 7 is an average value of 1000-4000 Hz.

As shown in the above measurement results, compared to the conventional example, the cue sound duration was shortened in all the examples, and the cue sound could be reduced. In particular, in Example 2 and Example 3, a remarkable effect was obtained as compared with the conventional example.
Specifically, as shown in the graph of FIG. 7, if the loss elastic modulus E ″ is 30 MPa or more, there is an effect of reducing cue noise as compared with the conventional example, and if it is 70 MPa or more, compared with the conventional example. Accordingly, it can be seen that the loss elastic modulus E ″ of the material forming both the seal portions 20 and 20 has an average value of 1 kHz to 4 kHz at an ambient temperature of 20 ° C. of 30 MPa or more. More preferably, it is 70 MPa or more.

  According to the glass run 101,102,103,104 which concerns on Embodiment 1, it is comprised from the main-body part 10 with which a motor vehicle is mounted | worn, and both the seal parts 20 and 20 which slidably contact the door glass G opened and closed, Among these, Since at least a part of both the seal portions 20 and 20 is formed of the material M having vibration damping properties, vibrations generated in the seal portions 20 and 20 when the door glass G is opened and closed are suppressed, Cue sound generated between the seal portions 20 and 20 can be effectively reduced.

  Further, according to the glass runs 101, 102, 103, and 104 according to the first embodiment, at least a part of both the seal portions 20 and 20 is formed of the material M having the loss elastic modulus E ″ larger than that of the main body portion 10. By suppressing the vibration by increasing the loss energy when vibration is generated in both the seal portions 20 and 20, the cue sound generated between the door glass G and the seal portions 20 and 20 can be effectively reduced. it can.

  Further, according to the glass runs 101, 102, 103, and 104 according to the first embodiment, at least a part of both the seal portions 20 and 20 has a loss elastic modulus (average value of 1 kHz to 4 kHz) at 20 ° C. ambient temperature of 30 MPa. Since it formed with the material M which is the above, it produces between the door glass G and both the seal parts 20 and 20 by increasing the loss energy when vibration occurs in both the seal parts 20 and 20 and suppressing a vibration. The cue sound can be effectively reduced.

  Next, with reference to FIG. 8 thru | or FIG. 11, the weather strip for motor vehicles based on Embodiment 2 of this invention is demonstrated. The automobile weather strip according to the second embodiment is a hard top weather strip attached to the roof side of a hard top type vehicle.

FIG. 8 is a cross-sectional view showing the hardtop weather strip 201 according to the second embodiment, and corresponds to an AA enlarged cross-sectional view when the automobile shown in FIG. 16 is a hardtop type vehicle. The hardtop weather strip 201 mainly includes a main body 30 attached to a retainer 5 formed on the body, and a hollow seal portion 40 that is integrally formed with the main body 30 and is a sliding contact portion that is in sliding contact with the door glass G. Has been.
And the hollow seal part 40 used as a sliding contact part is comprised by the base material 42 formed in the sliding material layer 41 formed in the outer side which becomes the door glass G side, and inner side. The sliding material layer 41 is formed of a coating material or a sliding material. The hollow seal portion 40 is manufactured by simultaneously extruding the base material 42 and the sliding material layer 41, or manufactured by spray coating after the base material 42 is extrusion-molded, or these Manufactured by composite.
With the above configuration, the door glass G comes into sliding contact with the hollow seal portion 40 when opening and closing.

  As in the first embodiment, the main body portion 30 of the hardtop weather strip 201 is formed of a rubber-like elastic body (thermosetting or thermoplastic elastomer) such as EPDM (ethylene / propylene / diene copolymer rubber). Yes. On the other hand, the hollow seal portion 40 is formed of a rubber material such as EPDM or a material M obtained by adding a damping material to a thermoplastic elastomer, and has a damping property.

  Although FIG. 8 shows a configuration in which the entire hollow seal portion 40 is formed of the material M having a loss elastic modulus increased by adding a damping material, the entire hollow seal portion 40 is not necessarily required. In addition, at least a part of the hollow seal portion 40 may be formed of a material M having a loss elastic modulus increased by adding a damping material.

For example, the hardtop weather strip 202 shown in FIG. 9 has a loss elastic modulus increased by adding a damping material to the contact surface side (outside) of the base material 42 of the hollow seal portion 40 that contacts the door glass G. It is made of material M.
In particular, FIG. 9A shows that the entire contact surface side of the base material 42 is formed of a material M having a loss elastic modulus increased by adding a damping material, and FIG. Of the contact surface side of 42, only the upper end side of the hollow seal portion 40 is made of a material M having a loss elastic modulus increased by adding a damping material.

  Further, the hardtop weather strip 203 shown in FIG. 10 is formed of a material M in which the entire weather strip (including the main body portion 30) excluding the sliding material layer 41 is made of a material M having a loss elastic modulus increased by adding a damping material. It is a thing.

  Further, as shown in the hardtop weatherstrip 204 shown in FIGS. 11A, 11B, and 11C, a material M having a loss elastic modulus increased by adding a damping material to the center of the base 42. It may be formed on the layer portion, or may be partially formed on the lower base portion of the base material 42 (or the entire base portion may be formed), or the inner side of the base material 42 (the side opposite to the contact surface side with the door glass G). Or inside the hollow portion.

  According to the weather strips 201, 202, 203, and 204 for the hardtop according to the second embodiment, the cue sound generated between the door glass G and the hollow seal portion 40 is effectively reduced as in the glass run according to the first embodiment. can do.

  Next, with reference to FIG. 12 thru | or FIG. 16, the weather strip for motor vehicles based on Embodiment 3 of this invention is demonstrated. The automobile weather strip according to the third embodiment is a belt line weather strip attached to the belt lines of the front door 1 and the rear door 2 of the automobile shown in FIG.

FIG. 12 is a cross-sectional view illustrating a beltline weather strip 301 according to the third embodiment, and corresponds to an enlarged cross-sectional view taken along line BB in FIG. The beltline weather strip 301 mainly includes a main body portion 50 and a lip portion 60 that is integrally formed with the main body portion 50 and that is in sliding contact with the door glass G. The body portions 50 and 50 of the two beltline weather strips 301 are respectively attached to the inner panel 6 and the outer panel 7 of the door, and the lip portions 60, 60, 60, 60 are slid onto the door glass G. It protrudes to the position where it touches.
And the lip | rip part 60 used as a sliding contact part is comprised by the base material 62 formed in the sliding material layer 61 formed in the outer side used as the door glass G side, and inner side. The sliding material layer 61 is formed of a coating material or a sliding material. The lip portion 60 is manufactured by simultaneously extruding the base material 62 and the sliding material layer 61, or manufactured by spray coating after the base material 62 is extruded, or a composite of these. Manufactured by.
With the above configuration, the door glass G is brought into sliding contact with the lip portions 60, 60, 60, 60 at the time of opening and closing.

  As in the first embodiment, the main body portion 50 of the beltline weather strip 301 is formed of a rubber-like elastic body (thermosetting or thermoplastic elastomer) such as EPDM (ethylene / propylene / diene copolymer rubber). Yes. On the other hand, the lip portion 60 is formed of a rubber material such as EPDM or a material M obtained by adding a damping material to a thermoplastic elastomer, and has a damping property.

  FIG. 12 shows a configuration in which the entire base material 62 of the lip portion 60 of the beltline weather strip 301 is formed of the material M having a loss elastic modulus increased by adding a vibration damping material. The whole base material 62 of 60 is not necessary, and at least a part of the base material 62 of the lip portion 60 may be formed of a material M having a loss elastic modulus increased by adding a damping material.

For example, the beltline weatherstrip 302 shown in FIG. 13 has a loss elastic modulus by adding a damping material to the contact surface side (outside) of the base material 62 of both the lip portions 60 and 60 that contacts the door glass G. It is formed from the raised material M.
In particular, FIG. 13A shows that the entire contact surface side of the base material 62 is formed of a material M having a loss elastic modulus increased by adding a damping material, and FIG. Of the contact surface side of 62, only the tip side of the lip portions 60, 60 is made of a material M having a loss elastic modulus increased by adding a damping material.

  Further, the beltline weather strip 303 shown in FIG. 14 is formed of the material M with the loss elastic modulus increased by adding the damping material to the entire weather strip (including the main body 50) excluding the sliding material layer 61. It is a thing.

  Further, as shown in the beltline weatherstrip 304 shown in FIGS. 15A, 15B, and 15C, the material M, in which the loss elastic modulus is increased by adding a damping material, Formed on the layer part, formed partially on the base part of the base material 62 (may be the whole base part), or formed on the inner side of the base material 62 (on the side opposite to the contact surface side with the door glass G). You can also do it.

  According to the beltline weather strips 301, 302, 303, and 304 according to the third embodiment, the cue sound generated between the door glass G and the lip portion 60 is effectively reduced as in the glass run according to the first embodiment. be able to.

It is sectional drawing which shows the glass run which concerns on Embodiment 1 of this invention. It is sectional drawing which shows the other form of the glass run which concerns on Embodiment 1. FIG. It is sectional drawing which shows the other form of the glass run which concerns on Embodiment 1. FIG. It is sectional drawing which shows the other form of the glass run which concerns on Embodiment 1. FIG. It is a figure which shows the conversion method of a loss elastic modulus. It is a figure which shows the measuring apparatus of a cue sound. It is a graph which shows the measurement result of a cue sound. It is sectional drawing which shows the weather strip for hardtops concerning Embodiment 2. FIG. It is sectional drawing which shows the other form of the weather strip for hardtop which concerns on Embodiment 2. FIG. It is sectional drawing which shows the other form of the weather strip for hardtop which concerns on Embodiment 2. FIG. It is sectional drawing which shows the other form of the weather strip for hardtop which concerns on Embodiment 2. FIG. It is sectional drawing which shows the weather strip for belt lines which concerns on Embodiment 3. FIG. It is sectional drawing which shows the other form of the weather strip for belt lines which concerns on Embodiment 3. FIG. It is sectional drawing which shows the other form of the weather strip for belt lines which concerns on Embodiment 3. FIG. It is sectional drawing which shows the other form of the weather strip for belt lines which concerns on Embodiment 3. FIG. It is a side view which shows a motor vehicle. It is sectional drawing which shows the glass run which concerns on a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Front door 2 Rear door 3 Door sash 4 Groove part 5 Retainer 6 Inner panel 7 Outer panel 10 Main body part 11 Base part 12 Side wall part 13 Mole part 20 Seal part 21 Contact surface 22 Base part 30 Main body part 40 Hollow seal part 41 Contact surface 42 Base 50 Main body 60 Lip part 61 Contact surface 62 Base 100 Glass run 101 Glass run 102 Glass run 103 Glass run 104 Glass run 201 Hard top weather strip 202 Hard top weather strip 203 Hard top weather strip 204 Hard top weather strip 301 Belt Weather strip for line 302 Weather strip for belt line 303 Weather strip for belt line 304 Weather for belt line Trip G door glass

Claims (4)

In an automobile weather strip having a main body part to be mounted on an automobile, and a sliding contact part that is integrally formed with the main body part and slidably contacts a door glass that is opened and closed,
The sliding contact portion is composed of a sliding material layer formed on the outer side on the door glass side and a base material formed on the inner side, and at least a part of the base material is formed of a material having vibration damping properties. A weather strip for automobiles. In an automobile weather strip having a main body part to be mounted on an automobile, and a sliding contact part that is integrally formed with the main body part and slidably contacts a door glass that is opened and closed,
The sliding contact portion is composed of a sliding material layer formed on the outer side which is the door glass side and a base material formed on the inner side, and at least a part of the base material has a loss elastic modulus more than the main body portion. A weather strip for automobiles, characterized by being made of a large material. In an automobile weather strip having a main body part to be mounted on an automobile, and a sliding contact part that is integrally formed with the main body part and slidably contacts a door glass that is opened and closed,
The sliding contact portion is composed of a sliding material layer formed on the outer side on the door glass side and a base material formed on the inner side, and at least a part of the base material has a loss elastic modulus at 20 ° C. ambient temperature. A weather strip for automobiles, characterized in that the average value (1 kHz to 4 kHz) is 30 MPa or more.   A glass run to be mounted on a door sash of an automobile, wherein the main body part comprises a bottom wall part forming a substantially U-shaped groove part for guiding the door glass and both side wall parts extending from both ends of the bottom wall part. The sliding contact portion is composed of a sliding material layer formed outside on the door glass side and a base material formed inside, and the sliding contact portion is formed inside the side wall portions. The automobile weather strip according to any one of claims 1 to 3, wherein the weather strip is used.

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