JP2553555Y2 - Automotive weatherstrip - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a weatherstrip for an automobile.

[Conventional technology]

2. Description of the Related Art It is well known that a weatherstrip made of an elastic material is attached along a door opening of a vehicle body in order to ensure a sealing property in a vehicle compartment when the door is closed. This type of weather strip has a mounting base fixed to the vehicle body,
And a seal portion integrally connected thereto, and a hollow portion is defined and formed therein. When the door is closed, the seal portion is pressed by the door and elastically deforms so that the hollow portion is crushed. At this time, the elasticity of the seal acts as a reaction force on the door side. Therefore, the weather strip and the door come into close contact with each other, and the interior of the vehicle can be sealed.

As described above, the seal in the vehicle interior is formed by the close contact between the weatherstrip and the door. Therefore, in order to enhance the sealing function, it is desirable to maximize the reaction force exerted on the door from the weatherstrip.

However, when the door is closed, it must be elastically deformed while pressing the weather strip of the door.If the above-mentioned reaction force is large, a large force is required to close the door, and the so-called door closing property is reduced. descend.

Conventionally, therefore, the reaction force of the weatherstrip is not so great as to obstruct the door closeability, and the reaction force is so low that the sealing function is lowered, so as to simultaneously satisfy the two conflicting requirements described above. The material and thickness of the weather strip were set so as not to be small.

[Problems to be solved by the invention]

However, the mounting condition when the door is actually assembled to the vehicle body usually varies slightly each time, and if such a variation occurs, the reaction force from the weather strip acting on the door when the door is closed is also reduced. Will vary. For this reason, even if the material and thickness of the weather strip are set as described above, and the two contradictory requirements are satisfied at the same time in design, actually, both of the above-mentioned requirements are caused due to a variation in door installation. May not be satisfied.

In such a case, in the past, the position of the door was adjusted again in the manufacturing process of the automobile, and by removing the poor installation, the reaction force of the weather strip was adjusted so as to be within a predetermined range. However, such an operation is very troublesome and causes an increase in the cost of the vehicle.

An object of the present invention is to eliminate the above-mentioned conventional drawbacks, to always keep the reaction force of the weatherstrip within an appropriate range even when the state of door installation with respect to the vehicle body is slightly varied, to obtain a high sealing function, and to obtain a door. It is an object of the present invention to provide a weatherstrip for an automobile, which can prevent a problem that the closing property of the vehicle decreases.

[Means for solving the problem]

In order to achieve the above object, the present invention provides an automobile weatherstrip made of an elastic material attached along a door opening of a vehicle body, comprising a mounting base fixed to the vehicle body, and an end of the base on the door opening side. Part and a seal part integrally connected to an end opposite to the part, a hollow part is formed inside by the seal part and the mounting base, and the seal part is closed when the door is closed. In the weather strip which is pressed by the door and deflects into a crushed state and elastically deforms, a weather strip is provided on an inner surface of the hollow part side at a boundary between the end of the mounting base on the door opening side and the seal part. A first notch extending in the longitudinal direction of the seal portion is formed near the end of the mounting base on the side opposite to the end of the mounting base on the door opening side. Car interior covered by door A second notch that bends and deforms when the seal portion is pressed by the door is formed on the inner surface of the portion of the seal portion on the side that is not visible from the side, and the inner surface of the seal portion on the hollow portion side and the outer portion thereof are formed. The outer surface is the first
In addition, the present invention proposes a configuration of a weather strip formed on a smooth surface without a notch except for a region where a second notch is formed.

〔Example〕

Hereinafter, embodiments of the present invention will be described with reference to the drawings, and the above-mentioned conventional disadvantages will be more specifically clarified with reference to the drawings.

1 is a side view of an automobile, and FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1. Reference numeral 1 denotes a vehicle body; Doors respectively.

The door 2 has a door main body 3 and a window frame 4 located above the door main body 3, and an outer panel 6 constituting an outer plate of the door main body 3 and the window frame 4 is made of a single sheet material as a whole. . Such doors are commonly referred to as press doors. The inner panel 7 (FIG. 2), which is located on the inner side of the vehicle with respect to the outer panel 6 and is integrally fixed to the panel 6, is constituted by separate plate members for the door body 3 and the window frame 4, respectively. Or a single plate.

As shown in FIG. 2, a retainer 9 fixed to the inner panel 7 and the outer panel 6 and extending along the window opening of the window frame 4 is fixed to the window frame 4, and a concave groove on the outside of the vehicle. A glass run 11 is fitted in and a main weather strip 12 is fitted and held in a concave groove 112 inside the vehicle. The glass run 11 smoothly guides the window glass 13 supported between the outer panel 6 and the inner panel 7 so as to be movable up and down.

On the other hand, a drip channel rail 15 fixed also to a roof side rail 16 is integrally fixed to a roof panel 14 constituting an upper part of the vehicle body, and a sub weather strip 17 is fixed to a tip of the drip channel rail 15.

An opening trim 18 extending along the door opening 5 is fitted to a lower flange portion of the roof side rail 16,
The weather strip 20 according to one embodiment of the present invention is fixed to this. This weather strip 20 is also used for the door opening 5 of the vehicle body 1.
And is made of an elastic material such as rubber or soft synthetic resin. The weather strip 20 may be formed integrally with the opening trim 18, or may be formed separately and then joined together with an adhesive or the like.

The weatherstrip 20 attached along the door opening 5 of the vehicle body 1 has a closed section in which a hollow portion 21 is formed over the entire length. That is, the weather strip 20 includes a mounting base 22 integrally fixed to the opening trim 18 and an end 23 of the base 22 on the door opening 5 side.
And a seal portion 25 integrally connected to the end portion 24 on the opposite side, and the hollow portion 21 is defined and formed inside by the seal portion 25 and the mounting base 22, and the whole is integrally formed. Is molded. Thus, in this example, the weatherstrip
The mounting base 22 of the vehicle body 1 is opened via the opening trim 18.
However, the mounting base 22 may be directly fixed to the vehicle body 1.

When the door 2 is open, the weather strips 12, 17, and 20 described above are in a free state as shown in FIG.
When the door 2 is closed, the main weather strip 12 becomes a roof side rail constituting the vehicle body 1 as clearly shown in FIG.
At 16, the sub weather strip 17 hits the inner panel 7 of the door 2. Then, the weather strip 20 hits the retainer 9 of the door 2 and these elastically deform as shown in FIG. 2 to seal the vehicle interior.

Here, considering the sealing function of the weather strip 20 of the automobile described above, when the door 2 is closed, the sealing portion 25 is pressed by the door 2 and is in a collapsed state as shown in FIG. The door 2 is bent and elastically deformed. At this time, a reaction force F based on the elasticity acts on the door 2. As a result, both are brought into close contact with each other, and the interior of the vehicle is sealed. Therefore, as described above, it is more advantageous to enhance the sealing function as the reaction force F of the weather strip 20 increases. However, if the reaction force F is too large, when the door 2 is closed, the force applied from the weatherstrip 20 to the door becomes large, and the closeability of the door decreases.

FIG. 4 is a diagram for explaining these relationships. The vertical axis indicates the reaction force F applied to the door 2 by the weather strip 20 per unit length. Here, F1 indicates a critical value at which the reaction force is smaller than this, the sealing function in the vehicle compartment is impaired, and F2 indicates a critical value at which the closing force of the door is significantly reduced when the reaction force is larger than this. I have. Therefore, the reaction force of the weatherstrip 20 should be within a range from F1 to F2.

The horizontal axis of FIG. 4 indicates the amount of bending δ of the weather strip 20, where the amount of bending “0” means the following state. That is, when the door 2 is closed as shown in FIG. 2, the weather strip 20 is bent by being pushed by the door 2 so as to be crushed, but when the door 2 is attached to the vehicle body 1 as designed. The state when the weather strip 20 bends as shown in FIG. 2 is defined as a bending amount “0”. On the other hand, the door 2 is not always assembled to the vehicle body as designed, as described above, and the state of installation varies somewhat. At that time, the door 2 is attached to the vehicle body a little more inside than the designed position, so that when the door 2 is closed, a greater force than the designed value is applied to the weatherstrip 20 from the door 2, The amount of deflection is “0” as described above.
The time when the state becomes larger than the state shown in FIG. Conversely, the state where the door 2 is mounted slightly outside the vehicle from the designed position and the amount of deflection of the weatherstrip 20 when the door is closed is smaller than the aforementioned “0” state is the fourth state.
It is on the minus side of the figure.

Here, the normal door 2 has the above-described flexure amount δ of δ2 and δ.
Assume that it is mounted on the vehicle body so as to be within the range of 3. Therefore, the weather strip 20 should be configured so that the reaction force F is equal to or more than F1 and equal to or less than F2 when the amount of deflection takes any value in the range of δ3 ≦ δ ≦ δ2.

Here, before clarifying the features of the weather strip 20 of the present example, a conventional weather strip will be described.

FIG. 6 shows a conventional example. In the weather strip 20a shown here, the thickness of the seal portion 25a is formed to be entirely constant. When the door is opened, the weather strip 20a is in a free state as shown by the chain line in FIG. 6, but when the door is closed, the door 2 hits the seal portion 25a of the weather strip 20a as shown by the solid line, and this is the whole. Deflected to collapse. At this time, the reaction force F applied by the weather strip 20a to the door 2 is equal to or greater than F1 in FIG.
Should be less than F2. Therefore, the conventional
The material and thickness of the weather strip 20 are set such that the reaction force F is equal to or greater than F1 and equal to or less than F2 when the flexure amount is "0" in the drawing, that is, when the door 2 is assembled to the vehicle body as designed. I was

However, in the conventional weatherstrip 20a, the reaction force F fluctuates as shown by the mark “Δ” in FIG. 4 due to the change in the amount of deflection δ. That is, weather strip 20
When the deflection amount δ of a becomes δ1 on the plus side, the reaction force F becomes F
It was larger than 2, and the closing ability of the door was significantly reduced. In order to prevent such a problem from occurring, the weather strip 20a may be made of a flexible material that is more easily deformed, and its thickness may be reduced.
In this case, the durability is reduced, and the characteristics are deteriorated with time.

Therefore, in the weather strip 20 according to the present invention illustrated in FIGS. 2 and 3, the mounting base on the door opening 5 side is used.
A first cutout 30 extending in the longitudinal direction of the weatherstrip 20 is formed on the inner surface of the boundary between the end portion 23 of 22 and the seal portion 25 on the side of the hollow portion 21. Moreover, the mounting base 22 on the side opposite to the end 23 of the mounting base 22 on the side of the door opening 5.
Of the seal portion 25 adjacent to the end 24 of the door 2
As shown in FIG. 2, a second notch 31 is formed in a portion of the seal portion 25 which is covered by the door 2 and is not visible from the vehicle interior. The second notch 31 is also formed on the inner surface of the seal portion 25 on the hollow portion 21 side. Further, the inner surface of the seal portion 25 on the hollow portion side and the outer surface of the outer portion thereof are
Except for the region where the first and second cutouts 30 and 31 are formed, they are formed on a smooth surface without cutouts.

Here, when the above-mentioned first notch 30 is provided, and the inner surface and the outer surface of the seal portion 25 other than the both notches 30 and 31 are formed as a smooth surface without notch, for example, a circle is shown in FIG. As described above, even if the flexure amount δ of the weather strip 20 is in any range between δ3 and δ2, the reaction force F can be within the range of F1 or more and F2 or less for the following reason. .

FIG. 5 shows the weatherstrip shown in FIGS. 2 and 3.
FIG. 6 is an enlarged view of FIG. 20, similar to FIG. 6, and shows the weather strip 20 when pressed and deformed by the closed door 2 when the chain line is in a free state. The height H when the weatherstrip 20 is in the free state is the same as the height of the weatherstrip 20a shown in FIG. 6, and the thickness t of the general section of the weatherstrip 20 and the height t shown in FIG. It is assumed that the thicknesses t of the weather strips 20a are the same, and the materials of the weather strips 20 and 20a are also the same.

Here, when both the weather strips 20, 20a are pushed and bent by the door 2, one end 23, 23a of the mounting base 22, 22a.
Assuming that the projecting length from the upper surface to the seal portions 25 and 25a hitting the door 2 is L and La, the length L shown in FIG. The length is longer than the length La in FIG. 6 by a corresponding amount. For this reason, both seal portions 25, 2
Comparing the easiness of deformation at the portions 125 and 125a of the lengths L and La in 5a, that is, at the seal portion on the side facing the door opening, the former is more likely to be elastically deformed. Conversely,
It can be said that the reaction force F exerted on the door 2 by the seal portion 25 in FIG. 5 is smaller than the reaction force F by the seal portion 25a in FIG. For this reason, in the conventional weather strip 20a shown in FIG. 6, the reaction force F fluctuates in accordance with the change in the amount of deflection δ of the weather strip 20a, as indicated by the mark Δ in FIG. On the other hand, the reaction force F by the weather strip 20 shown in FIG.
It is possible to change as indicated by the circle in the figure,
The reaction force F can be reduced as a whole. Thereby, as is clear from FIG. 4, the weatherstrip 20 is able to take any amount of flexure δ of δ3 ≦ δ ≦ 2,
The reaction force F exerted on the door 2 can always be kept above F1 and below F2. In addition, it is not necessary to reduce the thickness t of the general cross section of the weather strip 20 or to change the material thereof to a soft material, and it is possible to prevent a problem that the characteristics are deteriorated with time.

By the way, the first notch formed in the weather strip 20
Even if the portion 30 is formed at a portion other than the boundary between the end portion 23 of the mounting base portion 22 and the seal portion 25, for example, at the position indicated by reference numeral 30b in FIG. 7, the weather strip 20b is formed on the door. It is possible to reduce the reaction force exerted on it. However, when the notch 30b is formed in such a portion, when the weather strip 20b is pressed by the door 2, the seal portion 25b is rapidly deformed at the notch 30b, and a fold is formed there. For this reason, the appearance of the weather strip 20b when the door 2 is closed is significantly reduced, and the appearance of the vehicle interior is impaired.

On the other hand, as shown in FIG.
If the first notch 30 is formed at the boundary with the seal portion 25, the mounting base 22 is not substantially deformed originally,
The portion of the first notch 30 is not deformed so as to be sharply bent. Moreover, since no cutout is formed in the portion 125 of the seal portion 25, the portion is not deformed so as to be bent. That is, when the door 2 is closed, the seal portion 25 is not elastically deformed so that the portion 125 of the seal portion 25 facing the door opening 5 is broken. This can prevent the appearance of the weather strip 20 from being deteriorated. The reason that the seal portion 25 is elastically deformed by a small force by providing the first notch 30 and the reaction force F is reduced is not because the first notch 30 is rapidly deformed but as described above. In addition, because the length L increases, no sharp bend occurs at the first notch 30.

Also, the first notch 30 is a weather strip as described above.
Since the first notch 30 is formed on the inner surface on the side of the hollow portion 21 and not on the outer surface of the door 20, the first notch 30 is completely invisible from outside even when the door 2 is opened or closed. It is possible to prevent the appearance of the weather strip 20 from being deteriorated due to the addition of 30.

By the way, as described above, the weather strip 20 is also provided with the second notch 31 at the portion of the seal portion 25 adjacent to the end portion 24 of the mounting base 22 on the side opposite to the end 23 of the mounting base 22 on the door opening 5 side.
This has the following advantages.

Although the conventional weather strip 20a shown in FIG. 6 is not formed with the second notch as described above, when the weather strip 20a is pressed by the door 2, the entire sealing portion 25a is substantially uniform. Deflected to be crushed. Therefore, the portion 125 of the seal portion 25a on the door opening 5 side is used.
a largely protrudes from the state before the deformation toward the door opening 5 as shown by P in FIG. This means that a part of the weatherstrip 20a protrudes into the vehicle compartment, and the protruding portion is visible from the vehicle compartment, so that its appearance is reduced.

On the other hand, in the weather strip 20 shown in FIG. 5, when the seal portion 25 is pressed by the door 2, the second notch 31 is actively bent and deformed, and a portion of the seal portion in the vicinity thereof is deformed. 225 is deformed so as to protrude outward. At this time, the first and second seal portions 25
No notch is formed except for the notches 30 and 31, and the portion 125 of the seal portion 25 on the side facing the door opening 5 is a smooth surface, so that the second notch 31 is bent and deformed. As a result, this portion 125 hardly expands outward, and this portion 125 does not protrude toward the door opening 5. In this manner, the weather strip 20 is directed toward the vehicle interior.
Can be prevented from protruding to the door opening 5 side, and its appearance can be improved. The portion of the seal portion 25 where the second notch 31 is formed and the portion 225 in the vicinity thereof are portions of the seal portion on the side that is not visible from the vehicle interior side when the door 2 is closed, so that the portion may expand. Even if the second notch 31 is bent and deformed, the appearance of the weather strip does not deteriorate.

As shown in FIG. 8, if the second notch 31b is provided in the weather strip 20c, the above-mentioned advantage can be obtained without providing the first notch 30 shown in FIG. However, if the first notch 30 is not formed, the reaction force F of the weather strip when the door is closed cannot be within the range of F1 or more and F2 or less. The crosses in FIG. 4 indicate the reaction force F exerted on the door by the weather strip 20c shown in FIG. 8, and the above description can be understood well. The change in the reaction force F indicated by a circle in FIG. 4 is obtained when both the first notch 30 and the second notch 31 are formed.

Weather strip shown in FIGS. 2, 3 and 5
In the case of 20, the provision of the first and second cutouts 30, 31 makes it possible to keep the value of the reaction force of the weather strip 20 within an appropriate range and prevent a part of the reaction force from protruding toward the door opening side. .

It is apparent that the configuration according to the present invention is not limited to the door 2 shown in FIG. 1, but can be applied to a weatherstrip for various doors such as a door 102 behind or a back door.

〔effect〕

According to the present invention, by forming the first notch at the boundary between the end of the mounting base on the door opening side and the seal,
When the seal portion is pressed by the door, the portion of the seal portion facing the door opening can be elastically deformed with a small force, so that even if the door installation varies, the weather strip exerts an effect on the door. The force can always be within the appropriate range. At that time, when the door is closed, the notch is not formed in the portion of the seal portion on the side facing the door opening, so that the seal portion does not elastically deform so that a fold is formed in this portion, This can prevent the appearance of the weather strip from being deteriorated.

Further, by providing a second notch in a portion of the seal portion close to the end of the mounting base opposite to the end of the mounting base on the door opening side, when the door is closed, this second notch is formed. The seal portion can be bent and deformed, and the portion of the seal portion in the vicinity can be projected outward. that time,
Except for the first and second notches, notches are not formed in the seal portion, and the portion of the seal portion on the side facing the door opening has a smooth surface. Due to the bending deformation, the portion of the seal portion facing the door opening hardly expands outward, and this portion does not protrude toward the door opening. In this way, it is possible to prevent the weather strip from protruding toward the door opening side, and to improve the appearance. When the door is closed, the second notch is formed in a portion of the seal portion on the side covered by the door and not visible from the vehicle interior, so that a portion near the second notch swells, Even if the second notch is bent and deformed, the appearance of the weather strip does not deteriorate.

[Brief description of the drawings]

1 is a side view of an automobile, FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1, FIG. 3 is a cross-sectional view similar to FIG. 2 before the door is completely closed, and FIG. FIG. 5 shows the reaction force of the strip in comparison with the conventional example, and FIG. 5 shows the weather strip shown in FIGS. 2 and 3 in an enlarged manner, and clarifies the state before and after the deformation. FIGS. 6 to 8 are explanatory views similar to FIG. 5, showing a conventional weatherstrip or a weatherstrip having a structure different from that of the present invention. DESCRIPTION OF SYMBOLS 1 ... Body, 2 ... Door 5 ... Door opening, 20 ... Weather strip 21 ... Hollow part, 22 ... Mounting base part 23, 24 ... End part, 25 ... Seal part 30 ... First Notch, 31 ... Second notch

Claims (1)

(57) [Scope of request for utility model registration] An automobile weatherstrip made of an elastic material attached along a door opening of a vehicle body, the mounting base fixed to the vehicle body, an end of the base on a door opening side and an opposite side thereof. A seal portion integrally connected to the end of the seal portion, and a hollow portion is defined inside by the seal portion and the mounting base, and when the door is closed, the seal portion is pressed by the door. In the weather strip which is elastically deformed by bending in a collapsed state, a boundary extending between the end of the mounting base on the door opening side and the seal portion and the inner surface on the hollow side thereof extends in the longitudinal direction of the weather strip. 1 is a portion of a seal portion adjacent to the end of the mounting base opposite to the end of the mounting base on the side of the door opening, and is covered by the door when the door is closed. On the side that is not visible from the indoor side A second notch, which bends and deforms when the seal portion is pressed by the door, is formed on the inner surface of the seal portion on the hollow portion side, and the inner surface of the seal portion on the hollow portion side and the outer surface of the second portion are formed of the second notch. The weather strip, wherein the weather strip is formed on a smooth surface having no notch except for a region where the first and second notches are formed.