JP2014177247A - Door seal device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve sealability between a vehicle body and a door, and to reduce generation of a wind cutting sound by displacement of the door.SOLUTION: When a vehicle speed V is a set vehicle speed V1 or more when the door is closed, when pressure PUPR of an upper side air chamber reaches set pressure P1 after pressure control time T1 passes after operating an electric pump, the upper side air chamber 11UPR is sealed by closing a solenoid control valve VUPR. Further, when pressure PLWR of a lower side air chamber 11LWR reaches set pressure P2(P2>P1) after pressure control time T2 passes, the lower side air chamber 11LWR is sealed by closing a solenoid control valve VLWR. Thus, the sealability is improved, and the generation of the wind cutting sound can be reduced, by preventing deformation in the vehicle body outside direction of the door sash part periphery being relatively low in strength.

Description

  The present invention relates to a vehicle door seal device that seals between a vehicle body and a door via a weather strip.

  In general, in a vehicle such as an automobile, a seal structure using a compression elastic force of a hollow tube-shaped weather strip is employed as a seal structure between a vehicle body and a door. In the sealing structure using the weather strip, there is a problem that if the compression elastic force of the weather strip is increased in order to improve the sealing performance, the reaction force when closing the door is increased and the closing is worsened.

  For this reason, Patent Document 1 proposes a structure in which the weather strip is filled with air when the door is fully closed to achieve both sealing performance and door closing.

Japanese Patent Laid-Open No. 9-207571

  However, the magnitude of the external force received during traveling varies depending on the door position and shape, and it is difficult to prevent deformation of a relatively low-rigidity portion by simply pressurizing the entire weather strip. It is. For example, a vehicle door generally has a lower rigidity of the sash portion than a panel portion that houses a door glass. Therefore, simply filling the entire weather strip with air causes the sash portion to be displaced outward during traveling. This cannot be prevented and wind noise may occur.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle door seal device capable of improving the sealing performance between a vehicle body and a door and reducing the generation of wind noise due to the displacement of the door. Yes.

  A vehicle door seal device according to the present invention is a vehicle door seal device that seals between a vehicle body and a door via a weather strip, and has a plurality of independent air chambers, and air is supplied to each air chamber. The weather strip having an exhaust port, and a control valve that is interposed between a supply / exhaust port of each air chamber of the weather strip and a pressure generation source, and controls supply and exhaust of air to the air chamber. The internal pressure is adjusted via the control valve so that the pressure of the air chamber corresponding to the door panel portion is higher than the pressure of the air chamber of the portion corresponding to the door glass portion when the door is fully closed and the vehicle speed is equal to or higher than the set vehicle speed. And an adjusting device.

  According to the present invention, it is possible to improve the airtightness between the vehicle body and the door and reduce the generation of wind noise due to the displacement of the door.

Explanatory drawing which shows the door seal of a vehicle concerning 1st Embodiment of this invention. Same as above, explanatory view showing the air chambers above and below the weatherstrip Same as above, configuration diagram of internal pressure adjustment device Explanatory drawing which shows the pressure state of the air chamber above and below a weatherstrip same as the above Same as above, pressure diagram showing the relationship between vehicle speed and air chamber pressure Same as above, flowchart of internal pressure adjustment processing The principal part flowchart of an internal pressure adjustment process according to the second embodiment of the present invention.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, the body 1 of a vehicle such as an automobile has a sash part periphery of door openings 2F and 2R (only one side is shown in the figure) and a door opening of a rear gate. The hollow tube-shaped weather strips 4F, 4R, and 5 are attached to the periphery of the sash portion 3, and each form a door seal structure having a plurality of independent air chambers. A plurality of independent air chambers are appropriately set according to the position, shape, rigidity, etc. of the door, and by controlling the pressure of each air chamber, deformation of a relatively low strength portion is prevented and adhesion is improved. Can be improved.

  Such a door seal structure will be described below as a representative example of the weather strip 10 shown in FIG. In the present embodiment, the weather strip 10 has a sealed tube-like interior having a substantially circular cross section and is separated into two upper and lower air chambers 11UPR and 11LWR. In the case of a vehicle side door seal structure, each of the air chambers 11UPR and 11LWR is a door glass at positions A and B in the front-rear direction substantially in the middle of the hinge portions 21 and 21 that rotatably support the side door 20 on the body 1. The air chamber 11UPR in the upper portion corresponding to the sash portion and the air chamber 11LWR in the lower portion corresponding to the peripheral edge of the panel portion that accommodates the door glass are separated.

  These air chambers 11UPR and 11LWR are partitioned vertically by partition walls 12 and 12 provided at positions A and B in the front-rear direction, as shown in FIG. 2 (b). Air supply and exhaust ports 13UPR and 13LWR communicating with the air chambers 11UPR and 11LWR are provided around one partition wall 12 (the vehicle front side in FIG. 2). Air in the air chambers 11UPR and 11LWR is supplied and exhausted to adjust the internal pressure. These air supply / exhaust ports 13UPR and 13LWR are embedded in the pillar of the body 1.

  As shown in FIG. 3, the air supply / exhaust ports 13UPR and 13LWR of the air chambers 11UPR and 11LWR are connected to an electric pump 30 as a pressure source via electromagnetic control valves VUPR and VLWR, respectively. An electromagnetic control valve Vs is interposed in the passage on the discharge side of the electric pump 30 for exhaust on the pressure source side. The electromagnetic control valves VUPR, VLWR for supply / exhaust, the electromagnetic control valve Vs for exhaust on the pressure source side, and the electric pump 30 are electronic control devices as internal pressure adjusting devices that adjust the internal pressures of the upper and lower air chambers 11UPR, 11LWR. (ECU) 50 is driven and controlled.

  The ECU 50 is configured with a microcomputer at the center. The door switch 15 is turned on and off by opening and closing the door, the power window switch (PW switch) 16 for raising and lowering the door glass, and the air chambers 11UPR and 11LWR of the weather strip 10 Signals from pressure sensors 17UPR and 17LWR that detect the pressure of the pressure sensor 18 and pressure sensor 18 that detects the pressure on the discharge side of the electric pump 30 are input. The ECU 50 detects the air chambers 11UPR, the air chambers 11UPR of the weather strip 10 on the basis of signals from these switches and sensors and data on the vehicle speed V of the vehicle input via an in-vehicle network such as CAN (Controller Area Network). Adjust the internal pressure of 11LWR optimally.

  Note that the display device 60 is connected to the ECU 50, and information is presented to the driver when an abnormality during internal pressure adjustment is detected. 3 shows an air control system for the weather strip of one door, the electromagnetic control valves VUPR and VLWR, the door switch 15, and the pressure sensors 17UPR and 17LWR are provided corresponding to the number of doors. ing.

  The internal pressure adjustment of the air chambers 11UPR and 11LWR by the ECU 50 is basically controlled so that the internal pressure of the lower air chamber 11LWR is relatively higher than the internal pressure of the upper air chamber 11UPR. That is, by making the internal pressure of the lower air chamber 11LWR higher than the internal pressure of the upper air chamber 11UPR, as shown in FIG. Using the hinge portions 21 and 21 as fulcrums, a moment is generated by a force Fin that relatively presses the sash portion toward the vehicle body. As a result, it is possible to prevent deformation of the sash portion around the relatively low strength toward the outside of the vehicle body, improve the sealing performance against the door, and reduce the generation of wind noise due to the generation of a step around the roof.

  Specifically, when the ECU 50 detects that the door is fully closed and the vehicle speed V is equal to or higher than the set vehicle speed V1, the pressure in the upper air chamber 11UPR becomes the set pressure P1, and the pressure in the lower air chamber 11LWR is Control is performed via the electromagnetic control valves VUPR and VLWR so that the set pressure P2 is obtained. As shown in FIG. 5, the set pressures P1 and P2 are set to have a relationship of P1 <P2. In the present embodiment, the set pressures P1 and P2 are set to a constant value at or above the set vehicle speed V1. More precisely, the set pressures P1 and P2 may be set to different values depending on the door position and the vehicle speed range.

  In FIG. 5, the set pressure P0 is a pressure for exhausting the upper and lower air chambers 11UPR and 11LWR to reduce the internal pressure and facilitating opening and closing of the door, and indicates a pressure corresponding to the atmospheric pressure. The set pressure P3 is a pressure for ensuring the safety of the pneumatic system, and indicates the allowable pressure on the discharge side of the electric pump 30.

  Hereinafter, the internal pressure adjustment processing of the air chambers 11UPR and 11LWR by the ECU 50 will be described with reference to the flowchart shown in FIG.

  In this internal pressure adjustment process, in the first step S1, the signal from the door switch 15 and the data of the vehicle speed V are read, and in step S2, it is checked whether the door is open (switch ON) from the signal of the door switch 15. If the door switch 15 is ON and the door is open, the process proceeds from step S2 to step S3 to check whether the vehicle speed V is equal to or higher than the set vehicle speed V1. In the case of V <V1, the process proceeds from step S3 to step S11, and an exhaust process (described later) of the air chambers 11UPR and 11LWR is performed to facilitate closing of the door. In the case of V ≧ V1, it is determined that the vehicle is traveling with the door not closed, the process proceeds from step S3 to step S20 in order to stop the control, an abnormality is determined, and the display device 60 is prompted to stop the vehicle. Take measures such as displaying a warning or sounding an alarm.

  On the other hand, if the door switch 15 is OFF and the door is closed in step S2, the process proceeds from step S2 to step S4 to check whether the vehicle speed V is equal to or higher than the set vehicle speed V1. When V ≧ V1, the pressure increase processing of the air chambers 11UPR and 11LWR is performed in step S5 and subsequent steps to enhance the sealing performance of the door. In the case of V <V1, opening and closing of the door is facilitated in step S11 and subsequent steps. The air chambers 11UPR and 11LWR are exhausted.

  Here, first, the pressure increasing process of the air chambers 11UPR and 11LWR after step S5 will be described. In step S5, the electromagnetic control valve Vs for exhaust is closed to open the electromagnetic control valves VUPR and VLWR, and the electric pump 30 is in a state where the upper and lower air chambers 11UPR and 11LWR are connected to the discharge side of the electric pump 30. Is activated.

  Thereafter, in step S6, after a predetermined pressure control time T1 has elapsed since the electric pump 30 was operated, the pressure PUPR of the upper air chamber 11UPR detected by the pressure sensor 17UPR is read, and this pressure PUPR is equal to or higher than the set pressure P1. Check whether or not. The pressure control time T1 is an allowable time until the set pressure is normally reached, and is set in consideration of the capacity of the electric pump 30, the length and diameter of the air path, the volume of the air chamber, and the like. The same applies to pressure control times T2 to T5 described later.

  If PUPR <P1 in step S6 and the internal pressure of the upper air chamber 11UPR does not increase to the set pressure P1 even after the pressure control time T1 has elapsed, the pressure does not increase due to a leaking point in the path. In step S20, abnormality determination and treatment are performed. On the other hand, if PUPR ≧ P1 in step S6 and the internal pressure of the upper air chamber 11UPR reaches the set pressure P1, the process proceeds from step S6 to step S7 to close the electromagnetic control valve VUPR, and the upper air chamber 11UPR is closed. Seal.

  Next, the process proceeds from step S7 to step S8, and the pressure PLWR of the lower air chamber 11LWR after the pressure control time T2 has elapsed is read from the pressure sensor 17LWR, and it is checked whether the pressure PLWR is equal to or higher than the set pressure P2. The set pressure P2 is set to a pressure higher than the set pressure P1 for the upper air chamber 11UPR.

  If PLWR <P2 in step S8, similarly, it is determined that the pressure does not increase due to the presence of a leakage point in the path, and abnormality determination and treatment are performed in step S20. On the other hand, when PLWR ≧ P2 and the internal pressure of the lower air chamber 11LWR reaches the set pressure P2, the process proceeds from step S8 to step S9 to close the electromagnetic control valve VLWR and seal the lower air chamber 11LWR. As a state, the electric pump 30 is stopped.

  Thereafter, the process proceeds to step S10, and the pressure Ps on the discharge side of the electric pump 30 after the elapse of the pressure control time T3 is read from the pressure sensor 18 to check whether or not the pressure Ps has risen above the set pressure P3. The set pressure P3 is an allowable pressure on the pressure source side by the electric pump 30, and when Ps ≧ P3, it is determined that there is an abnormality in step S20, and an abnormal treatment is performed. If Ps <P3, the pressure increasing process is performed. Is determined to have been executed normally and the process is exited.

  Next, the exhaust processing of the air chambers 11UPR and 11LWR after step S11 will be described.

  In step S11, the electromagnetic control valves VUPR and VLWR and the exhaust electromagnetic control valve Vs of the upper and lower air chambers 11UPR and 11LWR are opened while the electric pump 30 is stopped. In step S12, after a predetermined pressure control time T4 has elapsed, the pressure Ps on the discharge side of the electric pump 30 is read from the pressure sensor 18 to check whether the pressure Ps is equal to or higher than the set pressure P0 corresponding to atmospheric pressure.

  As a result, if Ps> P0 in step S12 and the pressure on the discharge side of the electric pump 30 does not drop below the set pressure P0 corresponding to the atmospheric pressure even after the pressure control time T4 has elapsed, it is determined that there is an abnormality in step S20. If Ps ≦ P0, it is determined that the exhaust process has been executed normally, and the process is exited.

  As described above, in the present embodiment, the pressure in the lower air chamber 11LWR is adjusted to be higher than the pressure in the upper air chamber 11UPR of the weather strip 10 under the conditions of the door fully closed and the set vehicle speed. Therefore, it is possible to improve the sealing performance by preventing deformation of the door sash portion around the door sash portion having relatively low strength to the outside of the vehicle body, and to reduce the generation of wind noise due to the generation of a step around the roof.

Next, a second embodiment of the present invention will be described.
The second form changes part of the internal pressure adjustment process of the upper and lower air chambers 11UPR and 11LWR of the weather strip 10 corresponding to the sashless door, and the internal pressure adjustment process of the first form (see FIG. 6). On the other hand, the process according to the raising / lowering state of the door glass of a sashless door is added.

  The process different from the first form of the internal pressure adjustment process of the second form is shown in the main part flowchart of FIG. In the process shown in the main part flowchart, in the first step S1 ′ obtained by slightly changing the first step S1 of the first embodiment, the raising / lowering state of the door glass is detected in addition to the signal from the door switch 15 and the vehicle speed V data. Therefore, the signal from the power window switch 16 is read. Then, as in the first embodiment, it is checked in step S2 whether the door is open (switch ON) from the signal from the door switch 15.

  When the door switch 15 is ON (door open), it is the same as in the first embodiment, and exhaust processing and abnormality processing are performed according to the vehicle speed. On the other hand, if the door switch 15 is OFF (door closed), it is checked in step S4 whether the vehicle speed V is equal to or higher than the set vehicle speed V1, and if V <V1, exhaust processing is performed in step S11 and subsequent steps as in the first embodiment. When V ≧ V1, the process of step S4-1 is executed before the pressure increasing process after step S5.

  The process of step S4-1 is a process of determining the raising / lowering state of the door glass from the signal of the power window switch 16. Here, it is examined whether or not the door glass is lowered from the signal on the down side of the power window switch 16. As a result, when the signal on the down side of the power window switch 16 is OFF and the door glass is not lowered, the process proceeds from step S4-1 to step S5, and the upper and lower air chambers 11UPR and 11LWR are in the same manner as in the first embodiment. Increase pressure.

  On the other hand, when the signal on the down side of the power window switch 16 is ON and the door glass is lowered, the process proceeds from step S4-1 to step S4-2, and the electromagnetic control valve VLWR of the lower air chamber 11LWR is closed. In the valved state, the electromagnetic control valve VUPR and the exhaust electromagnetic control valve Vs of the upper air chamber 11UPR are opened, and the upper air chamber 11UPR is exhausted to be lowered to a predetermined set pressure.

  Note that the set pressure for lowering the upper air chamber 11UPR at this time is simply a pressure close to atmospheric pressure, but more precisely, information related to the lift position of the door glass is acquired from the door glass lift system. Then, based on this position information, the open / close state of the door glass is checked in step S4-1, and when the door glass is open, the set pressure for reducing the pressure of the air chamber 11UPR is varied according to the glass position. You may do it. At this time, an abnormality determination process for checking whether or not the internal pressure of the air chamber 11UPR is normally reduced may be added.

  Next, the process proceeds from step S4-2 to step S4-3, and after a predetermined pressure control time T5 has elapsed, the electromagnetic control valve VUPR and the exhaust electromagnetic control valve Vs of the upper air chamber 11UPR are closed. Then, the electromagnetic control valve VLWR of the lower air chamber 11LWR is opened, and the electric pump 30 is operated. Thereafter, the process proceeds from step S4-3 to step S8, and the same processing as in the first embodiment is performed. However, when the process proceeds from step S4-3 to step S8, the pressure control time T2 is set longer than when the process proceeds from step S7 to step S8.

  Thus, in the second embodiment, in the state where the door glass of the sashless door is open, unnecessary pressure inside the upper air chamber 11UPR is reduced by exhausting the inside of the upper air chamber 11UPR to reduce the pressure. It can be prevented that excessive force is applied to the door glass.

1 Body 10 Weather Strip 11UPR, 11LWR Air Chamber 12 Bulkhead 13UPR, 13LWR Supply / Exhaust Port 20 Door 30 Electric Pump 50 Electronic Control Unit VUPR, VLWR Electromagnetic Control Valve V1 Set Vehicle Speed P1, P2 Set Pressure

Claims (3)

A vehicle door seal device that seals between a vehicle body and a door via a weatherstrip,
The weather strip having a plurality of independent air chambers, each air chamber having an air supply / exhaust port;
A control valve that is interposed between a supply / exhaust port of each air chamber of the weather strip and a pressure generation source and controls supply and exhaust of air to each air chamber;
When the door is fully closed and above the set vehicle speed, the internal pressure adjustment is adjusted via the control valve so that the pressure of the air chamber corresponding to the door panel portion is higher than the pressure of the air chamber of the portion corresponding to the door glass portion. A vehicle door seal device. The weather strip has two upper and lower air chambers, an upper air chamber corresponding to the door glass portion and a lower air chamber corresponding to the door panel portion,
2. The vehicle door seal device according to claim 1, wherein the internal pressure adjusting device adjusts the pressure of the lower air chamber to be higher than the pressure of the upper air chamber.   When the vehicle door is a sashless door, the internal pressure adjusting device exhausts the upper air chamber to lower the pressure when the door is fully closed and the door glass is opened at a set vehicle speed or higher. The door seal device for a vehicle according to claim 2.

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