JP2016084004A - Vehicle seal structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seal structure capable of improving the sound damping effect in weather strips.SOLUTION: Weather strips 12, 22 in a vehicle seal structure 10 comprise attachment parts 13, 23 each attached to one of a vehicle body and a door; and hollow seal parts 14, 24 protruding from the attachment parts 13, 23, respectively. A plurality of sound reduction internal spaces 16, 26 continuously narrower from an outdoor side to an indoor side is formed adjacently in the respective hollow seal parts 14, 24 from attachment parts 13, 23-sides of the hollow seal parts 14 and 24 to tip end sides thereof in a cross-sectional view in a door closed state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle sealing structure that seals a gap between a vehicle main body and a door with a weather strip.

  Patent Document 1 describes a door weather strip for automobiles. This automobile door weatherstrip is integrally formed on the mounting base, which is attached to the retainer of the door, a hollow seal part which is elastically contacted with the body panel, and is integrally formed outside the vehicle from the hollow seal part of the mounting base. It has a substantially U-shaped cross section with an upper portion and a lower portion sandwiching a bent portion formed at an intermediate height portion, and is composed of an outer lip portion that elastically contacts the body panel.

JP 2012-011908 A

  By the way, in the vehicle seal structure using the conventional weather strip, the sound which goes to the vehicle interior through the gap between the vehicle main body and the door is transmitted in the order of the outer lip portion and the hollow seal portion. In the gap between the vehicle body and the door, the outer lip portion, the outer wall in the hollow seal portion (the portion outside the inner space), and the inner wall in the hollow seal portion (the portion inside the inner space) serve as a sound entry path. It functions as a sound insulation wall that closes. However, although the sound toward the vehicle interior attenuates when passing through each sound insulation wall, there are few opportunities for the sound to attenuate, and the sound may reach the vehicle interior without being sufficiently attenuated.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle seal structure with an improved sound attenuation effect in a weather strip.

  A first invention is a vehicle seal structure including a weather strip that seals a gap between a vehicle body and a door, the weather strip including an attachment portion attached to one of the vehicle body and the door, and the attachment portion. The hollow seal portion has a plurality of sound-reducing internal spaces whose width continuously decreases from the outdoor side to the indoor side in a cross-sectional view with the door closed. The seal portions are formed adjacent to each other from the attachment portion side toward the distal end side.

  In the first invention, a plurality of sound-reducing internal spaces are formed in the hollow seal portion that closes the gap between the vehicle body and the door (that is, the sound intrusion path) with the door closed. Each sound reduction internal space has a cross-sectional shape in which the width continuously decreases from the outdoor side to the indoor side. The plurality of sound-reducing internal spaces are formed adjacent to each other from the attachment portion side to the distal end side of the hollow seal portion. In the case where three or more internal spaces are formed in the hollow seal portion, it is sufficient that at least two or more internal spaces are sound-reducing internal spaces having the above-described cross-sectional shape.

  Sound that travels through the gap between the vehicle main body and the door to the vehicle interior reaches the hollow seal portion. In the hollow seal portion, the sound incident on the sound reduction internal space is repeatedly reflected on the inner surface of the sound reduction internal space. Sound is attenuated each time it is reflected. The width of the sound-reducing internal space is continuously narrowed from the outdoor side to the indoor side. That is, the width of the sound reduction internal space is continuously narrowed in the sound intrusion direction. Therefore, in the sound-reducing internal space, the sound reflection pitch becomes shorter as the sound approaches the indoor side. By continuously reducing the width of the sound-reducing internal space from the outdoor side to the indoor side, the number of sound reflections, that is, the number of sound attenuations increases.

  Further, a part of the sound incident on the inner surface of the sound-reducing internal space is transmitted without being reflected. That is, a part of the sound that enters the sound reduction internal space enters the adjacent sound reduction internal space. The width of the adjacent sound reduction internal space is also continuously reduced from the outdoor side to the indoor side. For this reason, in the adjacent sound-reducing internal space, the sound reflection pitch becomes shorter as the sound approaches the indoor side, so that the number of sound reflections, that is, the number of sound attenuations increases.

  According to a second aspect of the present invention, each of the plurality of sound reduction internal spaces is formed by a substantially straight inner surface at least on the indoor side in a sectional view with the door closed, and is formed by the inner surface on the indoor side in each sound reduction internal space. The included angles are substantially equal to each other.

  In the second invention, the included angles of the respective sound-reducing internal spaces are substantially equal to each other. Note that three or more sound-reducing internal spaces having the above-described cross-sectional shape may be formed in the hollow seal portion, but here, a case where there are two sound-reducing internal spaces will be described. First, in the case where one first sound reduction internal space has a larger included angle than the other second sound reduction internal space, the sound reflection pitch on the outdoor side of the first sound reduction internal space becomes longer. As a result, the number of sound reflections is reduced in the first sound-reducing internal space where a large angle is included and many sounds are incident. Furthermore, since the number of reflections is reduced, the number of times that the sound passes through the partition wall is also reduced. On the other hand, in the second invention, in each sound reduction internal space, the sound reflection pitch on the outdoor side does not become longer like the first sound reduction internal space, and the number of sound reflections does not decrease. Further, the number of times that the sound passes through the partition wall is not reduced.

  In the third invention, the sound absorbing material is laminated on the inner surface of the sound reducing internal space.

  In the third invention, the sound absorbing material is laminated on the inner surface of the sound reducing internal space. Therefore, the sound absorbing material further attenuates the sound that is incident on the inner surface of the sound-reducing internal space and is reflected, and the sound that is incident on the inner surface of the sound-reducing internal space and is transmitted to the adjacent sound-reducing internal space.

  In the fourth aspect of the invention, a sound absorbing material is embedded in the partition wall that partitions adjacent sound-reducing internal spaces.

  In the fourth aspect of the invention, the sound absorbing material is embedded in the partition wall that partitions the sound reducing internal space. Therefore, the sound transmitted through the partition wall is further attenuated by the sound absorbing material.

  According to a fifth aspect of the present invention, in addition to the first weather strip attached to the door as a weather strip, a second weather strip having a mounting portion attached to the vehicle body as the weather strip is provided.

  In the fifth invention, the gap between the vehicle main body and the door is sealed by the first weather strip and the second weather strip. A plurality of sound-reducing internal spaces having the above-described cross-sectional shape are formed in the hollow seal portion of each weather strip. Each weather strip increases the number of sound attenuations.

  According to a sixth aspect of the present invention, the length in the direction in which the sound-reducing internal space extends from the outdoor side to the indoor side is such that the average value of the plurality of sound-reducing internal spaces in the first weather strip is more It is longer than the average value of the sound reduction interior space.

  In the sixth invention, the predetermined wavelength component in the intrusion sound that has entered the gap between the vehicle main body and the door is effectively attenuated. The second weather strip having a shorter average length in the extending direction in the plurality of sound-reducing internal spaces attenuates the wavelength component. In the sixth invention, the predetermined wavelength component in the intrusion sound is effectively attenuated in each of the first weather strip and the second weather strip.

  In the first invention, the number of sound attenuations is further increased by forming a plurality of sound-reducing internal spaces whose width continuously decreases from the outdoor side to the indoor side in the hollow seal portion. Therefore, the sound attenuation effect in the weather strip can be improved.

  In the second invention, the number of sound attenuations is increased by making the included angles of the respective sound-reducing internal spaces substantially equal to each other. Therefore, the sound attenuation effect in the weather strip can be further improved.

  In the third invention, the sound absorbing material laminated on the inner surface of the sound-reducing internal space further attenuates the sound that is incident on and reflected from the inner surface of the sound-reducing internal space and the sound that is transmitted to the adjacent sound-reducing internal space. Therefore, the sound attenuation effect in the weather strip can be further improved.

  In the fourth invention, the sound transmitted through the partition is further attenuated by the sound absorbing material embedded in the partition defining the sound-reducing internal space. Therefore, the sound attenuation effect in the weather strip can be further improved.

  In the fifth invention, the gap between the vehicle main body and the door is sealed by the first weather strip and the second weather strip that increase the number of sound attenuations. Therefore, the sound attenuation effect in the entire vehicle seal structure can be improved.

  In the sixth invention, the predetermined wavelength component in the intrusion sound that has entered the gap between the vehicle main body and the door is effectively attenuated in each of the first weather strip and the second weather strip. Therefore, the sound attenuation effect in the entire vehicle seal structure can be further improved.

Sectional drawing of the seal structure of the vehicle concerning an embodiment Sectional view showing the included angle of the sound-reducing internal space of the hollow seal part Schematic diagram of the sound-reducing internal space of the hollow seal part of the first weather strip Schematic diagram for explaining the relationship between the included angle of the sound reduction interior space and the sound attenuation effect Sectional drawing of the seal structure of the vehicle which concerns on the modification which laminated | stacked the sound-absorbing material on the inner surface of the sound-reducing internal space of the hollow seal portion Sectional drawing of the sealing structure of the vehicle which concerns on the modification which embedded the sound-absorbing material in the partition of a hollow seal part

  Hereinafter, embodiments will be described in detail with reference to FIGS. FIG. 1 is a cross-sectional view of a vehicle seal structure 10 at an upper portion (also referred to as a “rail portion”) of a window frame of a vehicle front door or rear door (hereinafter referred to as “door”). In FIG. 1, the weather strips 12 and 22 in a state in which the door is closed and deformed (sealed state) are indicated by solid lines, and the weather strips 12 and 22 in an undeformed state are indicated by broken lines. In the present embodiment, the interiors of the hollow seal portions 14 and 24 are separated by the partition walls 17 and 27 so that the number of sound reflections (the number of sound attenuations) at the hollow seal portions 14 and 24 of the weather strips 12 and 22 is increased. By partitioning, a plurality of sound-reducing internal spaces 16, 26 whose widths continuously narrow from the outdoor side toward the indoor side are formed.

[Configuration of vehicle seal structure]
As shown in FIG. 1, the vehicle seal structure 10 includes a first seal portion 11 and a second seal portion 21. In the 1st seal | sticker part 11, the 1st weather strip 12 (door weather strip) is attached to the door panel 31 provided in the outer peripheral part of the door. In the second seal portion 21, a second weather strip 22 (opening weather strip) is attached to a vehicle body panel 32 provided at the peripheral edge portion of the door opening in the vehicle main body. The second seal portion 21 is located closer to the vehicle interior side than the first seal portion 11. Each of the weather strips 12 and 22 is formed of a material that elastically deforms (for example, rubber).

[Configuration of the first seal portion]
The first seal portion 11 includes a first weather strip 12 and a seal surface 62 that pushes and deforms the first weather strip 12 when the door is closed. The seal surface 62 is a part of the outer surface of the vehicle body panel 32. The seal surface 62 is a flat surface, for example.

  The first weather strip 12 is provided around the entire outer periphery of the door (not shown). Specifically, the 1st weather strip 12 is provided in the rail part of a door, the standing pillar part (column part of a window frame), and the locker part (part below a window frame). As shown in the cross section (transverse cross section) in FIG. 1, the first weather strip 12 includes a base portion 13 (attachment portion), a hollow seal portion 14, and a lip portion 15. The base portion 13, the hollow seal portion 14, and the lip portion 15 are integrally formed. For example, the cross-sectional shape of the first weather strip 12 is uniform over the circumferential direction of the outer peripheral portion of the door.

  The base 13 is a part attached to the door panel 31. The base portion 13 has a lower width wider than the upper portion. The door panel 31 is formed with a fitting recess 61 into which the lower portion of the base 13 is fitted. The base 13 is held on the door panel 31 by a pair of locking portions protruding inward in the fitting recess 61. Only one internal space 58 is formed in the base portion 13.

  The hollow seal portion 14 protrudes from the base portion 13 to the side opposite to the fitting recess 61. The hollow seal portion 14 is a portion that is deformed by being directly pressed by the seal surface 62 of the vehicle body panel 32 when the door is closed. The deformed hollow seal portion 14 is sandwiched between the seal surface 62 and the lip portion 15.

  The hollow seal portion 14 includes two outer walls 51 rising from the base 13 on the outdoor side of the seal location, an inner wall 52 rising from the base 13 on the indoor side of the outer wall 51, and two sheets extending from the outer wall 51 to the inner wall 52. And a partition wall 17. Each of the outer side wall 51 and the inner side wall 52 constitutes a part of the outer wall of the hollow seal portion 14. The outer side wall 51 and the inner side wall 52 are connected at the distal end side of the hollow seal portion 14. In the cross section of the hollow seal portion 14 before deformation, as shown by a broken line in FIG. 1, the outer wall 51 and the inner wall 52 extend substantially in parallel on the base end side (base portion 13 side), and the outer wall 51 on the distal end side. The inner wall 52 extends in a substantially arc shape. In the cross section of the hollow seal portion 14 after the deformation, as shown by a solid line in FIG. 1, the interval between the outer wall 51 and the inner wall 52 is gradually shortened from the proximal end side toward the distal end side. The hollow seal portion 14 seals a gap between the door panel 31 and the vehicle body panel 32 by being in close contact with the seal surface 62 of the vehicle body panel 32. In the hollow seal portion 14, three internal spaces 16 are formed by two partition walls 17. Each partition wall 17 is formed in a flat plate shape in sectional view. Details of the internal space 16 will be described later.

  The lip portion 15 is a portion that functions as the outermost sound insulation wall in the gap between the door panel 31 and the vehicle body panel 32, that is, in the sound intrusion path into the vehicle interior. The lip portion 15 protrudes from the base portion 13 on the outdoor side of the hollow seal portion 14. A small protrusion that contacts the inner surface of the door panel 31 is formed on the outer surface of the lip portion 15. With the door closed, the lip 15 is pushed by the vehicle body panel 32 and bends outward.

[Configuration of Second Seal Part]
The second seal portion 21 includes a second weather strip 22 and a seal surface 63 that pushes and deforms the second weather strip 22 when the door is closed. The seal surface 63 is a part of the inner surface of the door panel 31. The seal surface 63 is a flat surface, for example.

  The second weather strip 22 is provided around the entire periphery of the door opening in the vehicle body (not shown). Specifically, the second weather strip 22 is provided in a portion corresponding to the rail portion, the upright column portion, and the locker portion of the door in the door opening. As shown in FIG. 1, the second weather strip 22 includes a grip portion 23 (attachment portion), a hollow seal portion 24, and a covering portion 25. The grip part 23, the hollow seal part 24, and the covering part 25 are integrally formed. For example, the cross-sectional shape of the second weather strip 22 is uniform over the circumferential direction of the door opening.

  The grip part 23 is a part attached to the vehicle body panel 32. The grip portion 23 is attached to a flange portion 33 where the inner panel overlaps the vehicle body panel 32 (specifically, the outer panel). The cross-sectional shape of the grip portion 23 is a substantially U-shape in which a pair of side wall portions 56 and 57 rise from both ends of the bottom surface portion. In order to prevent the grip portion 23 from coming off from the flange portion 33, protrusions that hold the flange portion 33 protrude from the inner surfaces of the pair of side wall portions 56 and 57, respectively.

  The hollow seal portion 24 protrudes from the outer surface of the outdoor side wall portion 57 of the grip portion 23 to the opposite side to the flange portion 33. The hollow seal portion 24 is a portion that is deformed by being directly pressed by the seal surface 63 of the door panel 31 when the door is closed.

  The hollow seal portion 24 extends from the side wall portion 57 on the outdoor side of the seal location, the inner wall 54 rising from the side wall portion 57 on the indoor side of the outer wall 53, and extending from the outer wall 53 to the inner side wall 3. A plurality of partition walls 27. Each of the outer side wall 53 and the inner side wall 54 constitutes a part of the outer wall of the hollow seal portion 24. The outer side wall 53 and the inner side wall 54 are connected at the distal end side of the hollow seal portion 24. In the cross section of the hollow seal portion 24 before deformation, as indicated by a broken line in FIG. 1, the outer wall 53 and the inner wall 54 extend substantially in parallel on the base end side (grip portion 23 side), and the outer wall 53 on the distal end side. And the inner wall 54 extend in a substantially arc shape. In the cross section of the hollow seal portion 24 after deformation, as shown by a solid line in FIG. 1, the outer wall 53 is bent in the middle and extends from the bent portion in the substantially extending direction of the seal surface 63. Further, most of the inner wall 54 extends in the substantially extending direction of the seal surface 63. The outer wall 53 and the inner wall 54 extend in a substantially arc shape on the distal end side. The hollow seal portion 24 seals the gap between the door panel 31 and the vehicle body panel 32 by being in close contact with the seal surface 63 of the door panel 31. Four internal spaces 26 are formed in the hollow seal portion 24 by three partition walls 27. Each partition wall 27 is formed in a flat plate shape in sectional view. Details of the internal space 26 will be described later.

  The covering portion 25 is a portion that covers an edge portion of a trim (decorative material) attached to the vehicle body. The covering portion 25 extends from the outer surface of the bottom portion of the grip portion 23 to the inside of the vehicle. The outer surface of the covering portion 25 is covered with a skin layer 64 having the same color as that of the trim, for example.

[Internal space of hollow seal part]
The internal spaces 16 and 26 of the hollow seal portions 14 and 24 will be described. First, the internal space 16 of the hollow seal portion 14 of the first weather strip 12 will be described. In the hollow seal portion 14, a first space 16 a, a second space 16 b, and a third space 16 c are formed as the internal space 16 in order from the base end side. As shown in FIG. 1, each of the first space 16 a, the second space 16 b, and the third space 16 c has an elongated cross-sectional shape, and extends from the outdoor side toward the indoor side at the sealing portion by the first weather strip 12. Yes.

  Each of the first space 16a and the second space 16b has a width continuously from the outdoor side to the indoor side with the door closed (the center of the inner surface of the outer wall 51 in the sectional view of the spaces 16a and 16b). When the portion is a straight line, it is the length of each space 16a, 16b in the extending direction at the central portion, and when the central portion is a curve, the cross-sectional shape is narrowed (the length of each space 16a, 16b in the tangential direction at the center). Present. FIG. 2A shows the outermost width W of each of the spaces 16a and 16b. The cross-sectional shape of each of the first space 16a and the second space 16b is a wedge shape. The third space 16c has a shape in which the width is continuously narrowed from the substantially central portion between the outdoor side and the indoor side to the indoor side. The first space 16a and the second space 16b are adjacent to each other with the first partition wall 17a interposed therebetween. The second space 16b and the third space 16c are adjacent to each other with the second partition wall 17b interposed therebetween. These spaces 16 a to 16 c are arranged adjacent to each other from the proximal end side toward the distal end side in the hollow seal portion 14. That is, these spaces 16a to 16c are arranged adjacent to each other in a direction perpendicular to the direction from the outside to the inside of the vehicle.

  The first space 16a is partitioned by a base partition wall 59 and a first partition wall 17a. The base partition wall 59 is a partition wall between the internal space 58 of the base portion 13 and the first space 16a. The section screen of the base partition wall 59 and the partition screen of the first partition wall 17a are substantially linear from the outdoor side to the indoor side in the extending direction (longitudinal direction) of the first space 16a in a cross-sectional view. The distance between the base partition wall 59 and the first partition wall 17a gradually decreases from the outdoor side toward the indoor side. On the indoor side of the first space 16a, as shown in FIG. 2A, an included angle α1 is formed that is sandwiched between the partition screen of the base partition wall 59 and the partition screen of the first partition wall 17a.

  The second space 16b is partitioned by the first partition wall 17a and the second partition wall 17b. The section screen of the first partition wall 17a and the partition screen of the second partition wall 17b are substantially linear from the outdoor side to the indoor side in the extending direction (longitudinal direction) of the second space 16b in a sectional view. The distance between the first partition wall 17a and the second partition wall 17b gradually decreases from the outdoor side toward the indoor side. On the indoor side of the second space 16b, as shown in FIG. 2A, an included angle α2 sandwiched between the partition screen of the first partition wall 17a and the partition screen of the second partition wall 17b is formed.

  Next, the internal spaces 26a to 26d of the hollow seal portion 24 of the second weather strip 22 will be described. In the hollow seal portion 24, a first space 26a, a second space 26b, a third space 26c, and a fourth space 26d are formed as the above-described internal space 26 in order from the base end side. As shown in FIG. 1, each of the first space 26 a, the second space 26 b, and the third space 26 c extends from the outdoor side toward the indoor side at a seal location by the second weather strip 22.

  The first space 26a, the second space 26b, and the third space 26c are continuously wide from the outdoor side to the indoor side when the door is closed (in the cross-sectional view of the spaces 26a to 26c, the outer wall 53 When the central portion of the inner surface is a straight line, it is the length of each space 26a to 26c in the extending direction at the central portion, and when the central portion is a curve, the length of each space 26a to 26c in the tangential direction at the center is narrowed. Presents a cross-sectional shape. FIG. 2B shows the outermost width W of each of the spaces 26a to 26c. The cross-sectional shape of each of the first space 26a, the second space 26b, and the third space 26c is a wedge shape. The cross-sectional shape of the fourth space 26d is a semi-elliptical shape obtained by dividing the ellipse along the short axis. The first space 26a and the second space 26b are adjacent to each other with the first partition wall 27a interposed therebetween. The second space 26b and the third space 26c are adjacent to each other with the second partition wall 27b interposed therebetween. The third space 26c and the fourth space 26d are adjacent to each other across the third partition wall 27c. These spaces 26 a to 26 d are arranged adjacent to each other in the direction from the proximal end side to the distal end side in the hollow seal portion 24. That is, these spaces 26a to 26d are arranged adjacent to each other in a direction perpendicular to the direction from the outside to the inside of the vehicle.

  The first space 26a is partitioned by the side wall portion 57 of the grip portion 23 and the first partition wall 27a. The section screen of the side wall portion 57 and the section screen of the first partition wall 27a are substantially linear from the outdoor side to the indoor side in the extending direction (longitudinal direction) of the first space 26a in a sectional view. The interval between the side wall portion 57 and the first partition wall 27a is gradually narrowed from the outdoor side toward the indoor side. On the indoor side of the first space 26a, as shown in FIG. 2B, an included angle β1 is formed between the section screen of the side wall portion 57 and the section screen of the first partition wall 27a. In addition, description of the coating | coated part 25 is abbreviate | omitted in FIG.2 (b).

  The second space 26b is partitioned by the first partition wall 27a and the second partition wall 27b. The section screen of the first partition wall 27a and the partition screen of the second partition wall 27b are substantially straight from the outdoor side to the indoor side in the extending direction (longitudinal direction) of the second space 26b in a sectional view. The interval between the first partition wall 27a and the second partition wall 27b is gradually narrowed from the outdoor side toward the indoor side. On the indoor side of the second space 26b, as shown in FIG. 2 (b), an included angle β2 sandwiched between the partition screen of the first partition wall 27a and the partition screen of the second partition wall 27b is formed.

  The third space 26c is partitioned by the second partition wall 27b and the third partition wall 27c. The section screen of the second partition wall 27b and the section screen of the third partition wall 27c are substantially linear from the outdoor side to the indoor side in the extending direction (longitudinal direction) of the third space 26c in a cross-sectional view. The distance between the second partition wall 27b and the third partition wall 27c gradually decreases from the outdoor side toward the indoor side. On the indoor side of the third space 26c, as shown in FIG. 2 (b), an included angle β3 is formed between the partition screen of the second partition wall 27b and the partition screen of the third partition wall 27c.

[Dampening effect of sound in hollow seal part]
FIG. 3 is a schematic diagram of the first space 16 a and the second space 16 b of the first weather strip 12. In FIG. 3, in order to explain the sound attenuation effect, the sound wave that travels straight is schematically illustrated.

  Sound waves traveling through the gap between the door panel 31 and the vehicle body panel 32 into the vehicle interior are transmitted through the first weather strip 12 in the order of the lip portion 15 and the hollow seal portion 14. In the hollow seal portion 14, the sound wave incident on each of the first space 16a and the second space 16b, which is a sound-reducing internal space, repeats reflection on the inner surfaces of the spaces 16a and 16b. In FIG. 3, the sound wave reflected by the second space 16b is indicated by a solid line. The widths of the spaces 16a and 16b are continuously narrowed from the outdoor side to the indoor side. That is, the widths of the spaces 16a and 16b are continuously narrowed in the sound wave intrusion direction. For this reason, in each of the spaces 16a and 16b, the sound wave reflection pitch becomes shorter as the sound wave approaches the indoor side. Although illustration is omitted, the sound wave incident on the third space 16c is repeatedly reflected on the inner surface of the third space 16c. In the third space 16c, the reflection pitch of the sound wave becomes shorter as the sound wave approaches the indoor side from the substantially central portion. In each of the spaces 16a to 16c, by continuously narrowing the width of each of the spaces 16a to 16c, the number of sound wave reflections, that is, the number of sound wave attenuations increases, and the sound wave energy is greatly attenuated.

  A part of the sound wave incident on the inner surfaces of the spaces 16a to 16c is transmitted without being reflected. That is, a part of the sound wave incident on each of the spaces 16a to 16c is transmitted through the partition walls 17a and 17b and is incident on the adjacent spaces 16a to 16c. In FIG. 3, a sound wave that is transmitted through the first partition wall 17a and reflected by the first space 16a is indicated by a broken line. The widths of the adjacent spaces 16a to 16c are also continuously reduced. Therefore, in the adjacent spaces 16a to 16c, since the sound wave reflection pitch becomes shorter as the sound wave approaches the indoor side, the number of sound wave reflections, that is, the number of sound wave attenuations increases, and the energy of the sound wave is greatly attenuated.

  Further, the sound wave transmitted through the first weather strip 12 reaches the second weather strip 22. In the second weather strip 22 as well, sound waves that have entered the first space 26a, the second space 26b, and the third space 26c, which are sound-reducing internal spaces, are repeatedly reflected on the inner surfaces of the spaces 26a to 26c. Further, the sound wave incident on the fourth space 26d is also repeatedly reflected. In particular, the width of each of the first space 26a, the second space 26b, and the third space 26c is continuously narrowed from the outdoor side to the indoor side. In each of the spaces 26a to 26c, the number of reflected sound waves, that is, the number of sound wave attenuations increases, and the energy of the sound waves is greatly attenuated.

  As described above, in the present embodiment, the hollow seal portions 14 and 24 are formed with the plurality of sound-reducing internal spaces 16a, 16b, and 26a to 26c whose width continuously decreases from the outdoor side to the indoor side. The number of attenuation of sound waves increases. Therefore, the sound wave attenuation effect in the hollow seal portions 14 and 24 can be improved. Further, since the gap between the vehicle main body and the door is sealed by the two weather strips 12, 22 that increase the number of sound attenuations, the sound attenuation effect in the entire vehicle seal structure 10 can be improved.

  Further, in the present embodiment, the average value of the length in the extending direction in the sound-reducing internal space (the first space 16a and the second space 16b) of the first weather strip 12 is reduced by the second weather strip 22. It is longer than the average value of the length in the extending direction in the sound internal space (the first space 26a, the second space 26b, and the third space 26c). Note that the lengths of the sound reduction internal spaces 16a, 16b, 26a to 26c in the extending direction are the lengths L with respect to the second space 16b in FIG. 2A, and the sound reduction internal spaces 16a, 16b. , 26a to 26c, the length from the indoor side end to the outdoor side end in the extending direction (the direction of the bisector of the included angle).

  In the present embodiment, a predetermined wavelength component in the intrusion sound that has entered the gap between the vehicle main body and the door is effectively attenuated. The second weather strip 22 having the shorter average length in the extending direction of the sound-reducing internal spaces 26a to 26c attenuates the wavelength component. According to the present embodiment, the sound in the predetermined wavelength band among the sounds incident on the gap between the vehicle main body and the door is effectively attenuated by each of the first weather strip 12 and the second weather strip 22. The sound attenuation effect in the entire seal structure 10 can be further improved.

[Negative angle of sound reduction interior space]
FIG. 4 is a schematic diagram for explaining the relationship between the included angle of the sound reduction internal space and the sound attenuation effect. FIG. 4 shows three sound reductions as internal spaces whose width continuously decreases from the outdoor side to the indoor side, like the sound-reducing internal spaces 16a, 16b, and 26a to 26c of the weather strips 12 and 22. The internal spaces 36a to 36c are described. In FIG. 4, similar to FIG. 3, the sound wave that travels straight is schematically illustrated. FIG. 4A is a diagram when the included angle θ2 of the middle sound-reducing internal space 36b is the largest among the three sound-reducing internal spaces 36a to 36c. The ratio of the three included angles is “θ1: θ2: θ3 = 1: 2: 1”. FIG. 4B is a diagram when the included angle θ2 of the middle sound-reducing internal space 36b is the smallest among the three sound-reducing internal spaces 36a to 36c. The ratio of the three included angles is “θ1: θ2: θ3 = 1.5: 1: 1.5”. FIG. 4C is a diagram when the included angles θ1 to θ3 of the three sound reduction internal spaces 36a to 36c are equal to each other.

  In the case of FIG. 4A, a lot of sound is incident on the middle sound reduction internal space 36b having a large included angle. However, in the middle sound-reducing internal space 36b, since the included angle is large, the reflection pitch of the sound wave on the outdoor side becomes long, so that the number of sound wave reflections decreases. In addition, since the number of reflections of sound waves is reduced, the number of times the sound waves are transmitted through the partition walls is also reduced. Furthermore, since the included angle of the sound-reducing internal space 36b interposed between the lower sound-reducing internal space 36a and the upper sound-reducing internal space 36c is large, the sound wave extends over the three sound-reducing internal spaces 36a to 36c. Is difficult to pass. Therefore, the attenuation amount of sound wave energy accompanying transmission is reduced.

  In the case of FIG. 4B, a large amount of sound enters the lower sound-reducing internal space 36a or the upper sound-reducing internal space 36c having a large included angle. In the sound-reducing internal spaces 36a and 36c having a large included angle, the reflection pitch of the sound wave on the outdoor side becomes long, so that the number of times of sound wave reflection decreases. However, unlike the case of FIG. 4 (a), since the included angle of the sound reduction internal space 36b interposed between the lower sound reduction internal space 36a and the upper sound reduction internal space 36c is small, transmission is possible. The amount of attenuation of the energy of the accompanying sound wave increases.

  In the case of FIG.4 (c), since the included angle of each sound reduction internal space 36a-36c is equal, the reflection pitch of the sound wave in the outdoor side does not become so long in any sound reduction internal space 36a-36c. Therefore, the number of reflections of sound waves is relatively large in each of the sound reduction internal spaces 36a to 36c. In addition, since the number of reflections of sound waves increases, the number of times that sound waves pass through the partition also increases. Therefore, it is easy for sound waves to pass over the three sound-reducing internal spaces 36a to 36c. Therefore, the attenuation amount of sound wave energy accompanying transmission increases.

  Thus, it is preferable that the included angles θ1 to θ3 of the sound reduction inner spaces 36a to 36c are substantially equal to each other. Note that the case where the included angles are substantially equal includes, for example, a case where the included angle difference is within 1 degree. In the case of the first weather strip 12, it is preferable that the included angle α1 of the first space 16a and the included angle α2 of the second space 16b are substantially equal to each other. In this case, since the number of times of sound attenuation increases, the sound attenuation effect in the hollow seal portion 14 can be further improved. However, the included angle α1 and the included angle α2 may be different from each other. In the case of the second weather strip 22, it is preferable that the included angle β1 of the first space 26a, the included angle β2 of the second space 26b, and the included angle β3 of the third space 26c are substantially equal to each other. In this case, since the number of times of sound attenuation increases, the sound attenuation effect in the hollow seal portion 24 can be further improved. However, only two of the included angle β1, the included angle β2, and the included angle β3 may be substantially equal, or all may be different from each other.

[Modification]
In the above embodiment, as shown in FIG. 5, the inner surfaces of the internal spaces 16, 26 including the sound-reducing internal spaces 16a, 16b, 26a-26c for both or one of the first weather strip 12 and the second weather strip 22. The sound absorbing layers 18 and 28 may be formed by laminating sound absorbing materials. The sound absorbing layers 18 and 28 can be formed by pouring an adhesive into the surfaces of the internal spaces 16 and 26 and attaching a sound absorbing material such as glass wool. In this case, the sound absorbing layers 18 and 28 further attenuate the sound that is incident on the inner surfaces of the internal spaces 16 and 26 and reflected, and the sound that is incident on the inner surfaces of the inner spaces 16 and 26 and is transmitted through the partition walls 17 and 27. Therefore, the sound attenuation effect in the hollow seal portions 14 and 24 can be further improved.

  In the above embodiment, as shown in FIG. 6, sound absorbing materials 19 and 29 (for example, plate-shaped sound absorbing materials) are provided on the partition walls 17 and 27 for both or one of the first weather strip 12 and the second weather strip 22. May be buried. As a material of the sound absorbing materials 19 and 29, for example, a porous material can be used. In this case, since the sound transmitted through the partition walls 17 and 27 is further attenuated by the sound absorbing materials 19 and 29, the sound attenuation effect in the hollow seal portions 14 and 24 can be further improved.

  Moreover, about the said embodiment, the number of the sound reduction interior spaces 16 and 26 in each weather strip 12 and 22 may be larger than the number of the sound reduction interior spaces 16 and 26 in the above-mentioned embodiment. By increasing the number of sound-reducing internal spaces 16 and 26 in the hollow seal portions 14 and 24, it is possible to improve the sound attenuation effect. Moreover, about the 2nd weather strip 22, the number of the sound reduction interior spaces 26 may be two.

  Moreover, about the said embodiment, the cross-sectional shape of each weather strip 12 and 22 is not limited to the shape shown in FIG. The sound reduction internal spaces 16 and 26 according to the present embodiment can be applied regardless of the cross-sectional shape of the weather strips 12 and 22.

  In the above embodiment, the vehicle seal structure 10 for the front door or the rear door of the vehicle has been described. However, the vehicle seal structure 10 according to the above embodiment may be applied to a back door or a trunk door. It may be applied to the door.

  The present invention is applicable to a vehicle sealing structure in which a gap between a vehicle main body and a door is sealed with a weather strip.

DESCRIPTION OF SYMBOLS 10 Vehicle seal structure 12 1st weather strip 13 Base (attachment part)
14 Hollow seal part 16a, 16b Sound-reducing internal space 17a, 17b Partition 22 Second weather strip 23 Grip part (attachment part)
24 Hollow seal part 26a-26c Sound reduction interior space 27a-27c Partition 31 Door panel 32 Body panel

Claims (6)

A vehicle seal structure including a weather strip that seals a gap between a vehicle body and a door,
The weather strip includes an attachment portion attached to one of the vehicle body and the door, and a hollow seal portion protruding from the attachment portion,
The hollow seal portion has a plurality of sound-reducing internal spaces whose width continuously decreases from the outdoor side to the indoor side in a cross-sectional view with the door closed, on the mounting portion side of the hollow seal portion. The vehicle seal structure is formed adjacent to the front end side from the vehicle.   Each of the plurality of sound-reducing internal spaces is sandwiched by a substantially straight inner surface at least on the indoor side in a sectional view with the door closed, and is formed by the inner surface on the indoor side in each sound-reducing internal space. The vehicle seal structure according to claim 1, wherein the corners are substantially equal to each other.   The vehicle seal structure according to claim 1, wherein a sound absorbing material is laminated on an inner surface of the sound reduction inner space.   The vehicle seal structure according to claim 1, wherein a sound absorbing material is embedded in a partition wall that divides the adjacent sound-reducing internal spaces. In addition to the first weatherstrip attached to the door as the weatherstrip,
The vehicle sealing structure according to claim 1, wherein the mounting portion includes a second weather strip attached to the vehicle body as the weather strip.   The length in the direction in which the sound-reducing internal space extends from the outdoor side to the indoor side is such that the average value of the plurality of sound-reducing internal spaces in the first weather strip is the plurality in the second weather strip. The vehicle seal structure according to claim 5, wherein the vehicle seal structure is longer than an average value of the sound-reducing internal space.

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