WO2018152276A1 - Ensemble joint d'étanchéité doté d'une ailette de verrouillage - Google Patents

Ensemble joint d'étanchéité doté d'une ailette de verrouillage Download PDF

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Publication number
WO2018152276A1
WO2018152276A1 PCT/US2018/018286 US2018018286W WO2018152276A1 WO 2018152276 A1 WO2018152276 A1 WO 2018152276A1 US 2018018286 W US2018018286 W US 2018018286W WO 2018152276 A1 WO2018152276 A1 WO 2018152276A1
Authority
WO
WIPO (PCT)
Prior art keywords
engaging surface
flange
head portion
locking fin
engaging
Prior art date
Application number
PCT/US2018/018286
Other languages
English (en)
Inventor
Clyde Richard ROACH
Original Assignee
Henniges Automotive Sealing Systems North America, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Henniges Automotive Sealing Systems North America, Inc. filed Critical Henniges Automotive Sealing Systems North America, Inc.
Publication of WO2018152276A1 publication Critical patent/WO2018152276A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J10/00—Sealing arrangements
    • B60J10/30—Sealing arrangements characterised by the fastening means
    • B60J10/32—Sealing arrangements characterised by the fastening means using integral U-shaped retainers
    • B60J10/33—Sealing arrangements characterised by the fastening means using integral U-shaped retainers characterised by the configuration of the retaining lips
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J10/00—Sealing arrangements
    • B60J10/80—Sealing arrangements specially adapted for opening panels, e.g. doors
    • B60J10/84—Sealing arrangements specially adapted for opening panels, e.g. doors arranged on the vehicle body

Definitions

  • the present disclosure relates generally to a weatherstrip assembly.
  • Weatherstrips are often applied to a flange of a vehicle frame, such as a body panel, a pillar, a door frame, and/or the like.
  • the weatherstrip has a body defining a cavity for receiving the flange.
  • the weatherstrip further typically has a plurality of fingers extending from the body into the cavity for coupling the body of the weatherstrip to the flange. Due, at least in part, to variations in the configuration of the flange, it can be advantageous to "lock" the weatherstrip to the flange.
  • the present disclosure is aimed at resolving the issue identified above.
  • a vehicle comprises a frame having a flange and a weatherstrip assembly coupled to the flange.
  • the weatherstrip assembly includes a body having a closed end and an open end opposite the closed end and the body further having first and second limbs extending from the closed end toward the open end with the closed end, the first limb, and the second limb defining a channel to receive the flange.
  • the weatherstrip assembly further includes a fixed stop coupled to at least one of the first and second limbs and the stop extending inwardly from the at least one of the first and second limbs toward the channel to define a first engaging surface having a first configuration and a locking fin having a stem portion mounted to the at least one of the first and second limbs to define a first end of the locking fin and the locking fin having a head portion integral with the stem portion to define a second end of the locking fin with the head portion defining a second engaging surface having a second configuration complementary to the first configuration of the first engaging surface of the stop.
  • the locking fin is movable between an initial position in which the flange is spaced from the locking fin and a secured position in which the flange is disposed in the channel and engages at least the head portion with the second engaging surface directly engaging the first engaging surface along a common plane.
  • the second engaging surface is movable relative to the first engaging surface along the common plane to generate a plurality of frictional forces with one of the forces being generated between the first and second engaging surfaces and another of the forces being generated between the head portion and the flange to secure the flange in the channel.
  • a weatherstrip assembly adapted to be coupled to a flange of a vehicle is also disclosed.
  • the weatherstrip assembly comprises a body having a closed end and an open end opposite the closed end and the body further having first and second limbs extending from the closed end toward the open end with the closed end, the first limb, and the second limb defining a channel for receiving the flange, a fixed stop coupled to at least one of the first and second limbs and the stop extending inwardly from the at least one of the first and second limbs toward the channel to define a first engaging surface having a first configuration, and a locking fin having a stem portion mounted to the at least one of the first and second limbs to define a first end of the locking fin and the locking fin having a head portion integral with the stem portion to define a second end of the locking fin with the head portion defining a second engaging surface having a second configuration complementary to the first configuration of the first engaging surface of the stop.
  • the locking fin is movable between an initial position in which the head portion is spaced from the stop and a secured position in which the head portion engages the stop with the second engaging surface directly engaging the first engaging surface along a common plane.
  • the second engaging surface is movable relative to the first engaging surface along the common plane to generate a plurality of frictional forces between at least the first and second engaging surfaces for securing the flange in the channel.
  • a method of securing a weatherstrip assembly to a flange of a vehicle frame is also disclosed.
  • the weatherstrip assembly has a body, a first limb, and a second limb with the first limb, the second limb, and the body defining a channel.
  • the weatherstrip assembly further has a fixed stop coupled to at least one of the first and second limbs and defining a first engaging surface having a first configuration and a locking fin having a stem portion mounted to the at least one of the first and second limbs and a head portion integral with the stem portion and defining a second engaging surface having a second configuration complementary to the first configuration.
  • the method comprises the steps of aligning the channel with the flange of the vehicle, moving the body toward the flange in a first direction, engaging the flange with the stem portion of the locking fin as the body moves toward the flange in the first direction, engaging the flange with the head portion of the locking fin as the body moves toward the flange in the first direction to move the flange inside the channel, moving the head portion toward the stop simultaneously with the step of engaging the flange with the head portion of the locking fin, moving the body in a second direction opposite the first direction, engaging the head portion with the stop along a common plane as the body moves in the second direction, moving the head portion along the stop such that the second engaging surface slides along the first engaging surface along the common plane, and generating frictional forces between the first and second engaging surfaces as the head portion moves along the stop and simultaneously generating frictional forces between the head portion and the flange as the head portion moves along the stop to secure the flange in the channel.
  • Figure 1 is a perspective view of a portion of a vehicle including a frame and a weatherstrip assembly coupled to the frame.
  • Figure 2 is a plan view of another portion of the vehicle including the weatherstrip assembly coupled to the frame.
  • Figure 3 is a semi-schematic, cross-sectional perspective view of the weatherstrip assembly coupled to the flange of the vehicle frame.
  • Figure 4 is a semi-schematic, cross-sectional view of the weatherstrip assembly according to an embodiment of the present disclosure.
  • Figure 5 is a semi-schematic, cross-sectional view of a portion of the vehicle and the weatherstrip assembly having locking fins shown in an initial position.
  • Figure 6 is a semi-schematic, cross-sectional view of a portion of the vehicle and the weatherstrip assembly with the locking fins shown in an intermediate position.
  • Figure 7 is a semi-schematic, cross-sectional view of a portion of the vehicle and the weatherstrip assembly with the locking fins shown in another intermediate position.
  • Figure 8 is a semi-schematic, cross-sectional view of a portion of the vehicle and the weatherstrip assembly with the locking fins shown in yet another intermediate position.
  • Figure 9 is a semi-schematic, cross-sectional view of a portion of the vehicle and the weatherstrip assembly with the locking fins shown in a secured position.
  • Figure 10 is an enlarged view of the portion of the vehicle and the weatherstrip assembly of Figure 9.
  • the weatherstrip assembly 100 is configured for use in a vehicle 10, such as a passenger car, truck, or other transportation vehicle.
  • vehicle 10 has a frame 12, and the weatherstrip assembly 100 is coupled to the frame 12.
  • the frame 12 may be a vehicle body panel (such as a side panel, a front panel, a rear panel, a roof panel, a deck panel, etc.), a pillar, a door frame, etc., having any suitable configuration.
  • the weatherstrip assembly 100 is coupled to a door frame 12 and/or a front panel 12 of the vehicle 10. It is to be appreciated that the weatherstrip assembly 100 may be coupled to any frame 12 of the vehicle 10, such as one or more other body panels, pillars, door frames, etc.
  • the frame 12 has a flange 14, and the weatherstrip assembly 100 is coupled to the flange 14.
  • the flange 14 is schematically shown throughout the figures.
  • the flange 14 may have any suitable thickness T, which can be consistent along a length L of the frame 12. In some configurations, the thickness T of the flange 14 varies along the length L of the frame 12.
  • the subject weatherstrip assembly 100 is designed to accommodate all types of flange configurations.
  • FIG. 1 Details of the weatherstrip assembly 100 are described below with reference to the cross-sectional views shown in Figures 3-10. Notably, the cross-hatching of certain features of the weatherstrip assembly 100 (particularly, stops 114, 116 and locking fins 126, 136) in Figures 5-10 has been removed for ease in viewing the details of the weatherstrip assembly 100. Additionally, many features of the weatherstrip assembly 100 (such as the body 102) are illustrated genetically and/or schematically, and many details of these features are not shown.
  • the weatherstrip assembly 100 includes a body 102 defining a longitudinal axis A.
  • the longitudinal axis A may be nonlinear in instances where the body 102 bends or flexes to follow the contour of the flange 14 of the vehicle 10.
  • the body 102 may be formed from one or more suitable polymeric materials.
  • the body 102 is formed from one or more thermoplastic material(s) and/or thermoset material(s).
  • the polymeric material(s) is further defined as a thermoplastic elastomer (TPE).
  • the polymeric material(s) is further defined as an ethylene propylene diene monomer (EPDM), including hard and/or soft EPDMs.
  • the polymeric material(s) is further defined as a thermoplastic vulcanizate (TPV), including hard and/or soft TP Vs.
  • TPV thermoplastic vulcanizate
  • the body 102 may be formed from combinations of TPV and EPDM. It is to be appreciated that the body 102 may be formed from any suitable polymeric material(s), and the body 102 may have any suitable hardness, rigidity, density, etc.
  • the body 102 has a closed end 104 and an open end 106 opposite the closed end 104.
  • the body 102 further has first 108 and second 110 limbs extending from the closed end 104 toward the open end 106.
  • the first 108 and second 110 limbs are spaced from one another, and the limbs 108, 110 extend substantially parallel to one another.
  • the first 108 and second 110 limbs are transverse to the closed end 104.
  • the closed end 104, the first limb 108, and the second limb 110 of the body 102 define a channel 112 for receiving the flange 14 of the vehicle frame 12 for securing and/or gripping the weatherstrip assembly 100 to the vehicle frame 12.
  • the channel 112 is substantially 'U' shaped and extends along the longitudinal axis A.
  • the shape of the channel 112 is shown genetically and/or schematically, the 'U' shape of the channel 112 may not necessarily be a perfectly shaped 'U' .
  • the channel 112 could have any suitable shape and/or configuration.
  • the weatherstrip assembly 100 may further include a carrier (not shown), such as a metal carrier, disposed in the body 102.
  • a carrier such as a metal carrier
  • the carrier is embedded in the body 102 and extends along a length of the body 102.
  • the carrier may have a base disposed in the closed end 104 of the body 102, and may further have legs with one of the legs disposed within the first limb 108 of the body 102 and the other leg disposed within the second limb 110 of the body 102.
  • the weatherstrip assembly 10 further includes a seal bulb 154 coupled to the body 102.
  • the seal bulb 154 is formed to the body 102 by any suitable manner, such as by extruding.
  • the seal bulb 154 may be integral with the body 102.
  • the seal bulb 154 defines an opening 156 extending along the length of the weatherstrip assembly 100 for enabling the seal bulb 154 to compress to seal along a portion of the vehicle frame 12.
  • the seal bulb 154 may be formed from one or more suitable polymeric materials.
  • the seal bulb 154 is formed from one or more thermoplastic material(s) and/or thermoset material(s).
  • the polymeric material(s) is further defined as an ethylene propylene diene monomer (EPDM), such as cellular or sponge EPDM.
  • EPDM ethylene propylene diene monomer
  • the polymeric material(s) is further defined as a thermoplastic vulcanizate (TPV).
  • TPV thermoplastic vulcanizate
  • the polymeric material(s) is further defined as a thermoplastic elastomer (TPE).
  • the seal bulb 154 may be formed from any suitable polymeric material(s), and the seal bulb 154 may have any suitable hardness, rigidity, density, etc.
  • the weatherstrip assembly 100 further includes a fixed stop 114 disposed in the channel 112.
  • the weatherstrip assembly 100 includes the fixed stop 114 coupled to at least one of the first 108 and second 110 limbs and the stop 114 extends inwardly from the at least one of the first 108 and second 110 limbs toward the channel 112.
  • the fixed stop 114 is further defined as a first fixed stop 114 coupled to the first limb 108
  • the weatherstrip assembly 100 further includes a second fixed stop 116 coupled to the second limb 110. As shown, the first 114 and second 116 stops are spaced from one another.
  • the fixed stops 114, 116 may be formed from any suitable dense polymeric material(s), such as a dense EPDM, to form relatively rigid stops 114, 116.
  • the polymeric material(s) for the stops 114, 116 may be the same as or different from the polymeric material(s) of the body 102.
  • the first stop 114 is integral with the first limb 108, and the second stop 116 is integral with the second limb 110.
  • the first stop 114 is co- extruded with the first limb 108 and the second stop 116 is co-extruded to the second limb 110.
  • the stops 114, 116 could be mounted to the respective limbs 108, 110 by any suitable manner. It is to be appreciated that the first stop 114 is coupled to the first limb 108 such that the first stop 114 is fixed or not readily movable relative to the first limb 108.
  • the second stop 116 is coupled to the second limb 110 such that the second stop 116 is fixed or not readily movable relative to the second limb 110.
  • the first stop 114 may be coupled at any location along the first limb 108
  • the second stop 116 may be coupled at any location along the second limb 110.
  • each of the first 114 and second 116 stops is coupled to the respective first 108 and second 110 limbs about midway between the closed 104 and open 106 ends of the body 102.
  • the first 114 and second 116 stops could be coupled at any location along the first 108 and second 110 limbs, respectively.
  • first stop 114 is coupled to the first limb 108 at a first coupling location
  • second stop 116 is coupled to the second limb 110 at a second coupling location directly across from the first coupling location.
  • first coupling location is offset from the second coupling location.
  • each of the stops 114, 116 may be continuous along longitudinal axis A.
  • one or more of the stops 114, 116 could be discontinuous along the longitudinal axis A.
  • the first stop 114 extends inwardly from the first limb 108 toward the channel 112 to define a first engaging surface 118 having a first configuration.
  • the first engaging surface 118 defines a first slope Si, which is angled toward the open end 106 of the body 102 in a first direction. Typically, the first slope Si is continuous along the first engaging surface 118.
  • the second stop 116 extends inwardly from the second limb 110 toward the channel 112 to define a third engaging surface 120 having a third configuration.
  • the third engaging surface 120 defines a third slope S 3 , which is angled toward the open end 106 of the body 102 in a second direction. Typically the third slope S3 is continuous along the third engaging surface 120.
  • each of the first 118 and third 120 engaging surfaces has a substantially flat configuration.
  • the first fixed stop 114 has a first outer end 122, a first inner end 124 opposite the first outer end 122, a height Hi defined between the first outer end 122 and the first inner end 124, and a width Wi that decreases along the height Hi from the first outer end 122 to the first inner end 124.
  • the width Wi of the first stop 114 may decrease substantially uniformly along the height Hi to form the first engaging surface 118 with the substantially flat configuration.
  • the first outer end 122 may have a substantially flat configuration to render the fixed stop 114 as having a wedge-shaped configuration. Otherwise, the first outer end 122 could have any configuration, not limited to a flat configuration.
  • the second fixed stop 116 has the same configuration as the first fixed stop 114, including the first outer end 122, the first inner end 124, the height Hi, and the width Wi.
  • the weatherstrip assembly 100 further has a locking fin 126 disposed in the channel 112.
  • the locking fin 126 has a stem portion 128 mounted to the at least one of the first 108 and second 110 limbs to define a first end 130 of the locking fin 126.
  • the locking fin 126 further has a head portion 132 integral with the stem portion 128 to define a second end 134 of the locking fin 126.
  • the locking fin 126 is further defined as a first locking fin 126 having a first stem portion 128 mounted to the first limb 108 and a first head portion 132 integral with the first stem portion 128.
  • the first locking fin 126 extends from the first limb 108 toward the closed end 104 and at least partially surrounds the first fixed stop 114.
  • the weatherstrip assembly 100 further includes a second locking fin 136 having a second stem portion 138 mounted to the second limb 110 to define a first end 139 of the second locking fin 136 and a second head portion 140 integral with the second stem portion 138 to define a second end 141 of the second locking fin 136.
  • the second locking fin 136 extends from the second limb 110 toward the closed end 104 and at least partially surrounds the second fixed stop 116. Additionally, the first 126 and second 136 locking fins are spaced from one another. Further, the first 132 and second 140 head portions are spaced from the closed end 104 of the body 102.
  • the first stem portion 128 is mounted to the first limb 108 and the second stem portion 138 is mounted to the second limb 110 in any suitable manner.
  • the first stem portion 128 is integral with the first limb 108
  • the second stem portion 138 is integral with the second limb 110.
  • the first stem portion 128 is co-extruded with the first limb 108
  • the second stem portion 138 is co-extruded with the second limb 110.
  • the first stem portion 128 may be mounted at any location along the first limb 108 and the second stem portion 138 may be mounted at any location along the second limb 110 including within the channel 112 or external to the channel 112.
  • each of the first 128 and second 138 stem portions are mounted to the respective first 108 and second 110 limbs adjacent and/or proximate the open end 106 of the body 102. Further, the first stem portion 128 is mounted to the first limb 108 at a first mounting location, and the second stem portion 138 is mounted to the second limb 110 at a second mounting location directly across from the first mounting location. In an alternative embodiment, the first mounting location is offset from the second mounting location.
  • Each of the first 128 and second 138 stem portions may have any suitable configuration and may have any suitable length and/or width. Additionally, the first 128 and second 138 stem portions may be formed from a polymeric material(s) having suitable flexibility to enable movement (such as bending) of the locking fins 126, 136 as the locking fins 126, 136 move between various positions (initial, intermediate, and secured positions described in detail below) when the weatherstrip assembly 100 is secured to the flange 14 of the vehicle frame 12.
  • the first head portion 132 which is integral with the first stem portion 128, defines a second engaging surface 142 having a second configuration complementary to the first configuration of the first engaging surface 118 of the first stop 114.
  • the second engaging surface 142 defines a second slope S 2 complementary to the first slope Si.
  • the second engaging surface 142 is angled toward the open end 106 of the body 102 in the first direction. Additionally, the second engaging surface 142 extends toward the open end 106 of the body 102 at an acute angle relative to the second end 134 of the first locking fin 126.
  • the second head portion 140 which is integral with the second stem portion 138, defines a fourth engaging surface 144 having a fourth configuration complementary to the third configuration of the third engaging surface 120 of the second stop 116.
  • the fourth engaging surface 140 defines a fourth slope S 4 , which is angled toward the open end 106 of the body 102 in the second direction. Additionally, the fourth engaging surface 144 extends toward the open end 106 of the body 102 at an acute angle relative to the second end 141 of the second locking fin 136.
  • the fourth slope S 4 is also complementary to the third slope S3.
  • Each of the second 142 and fourth 144 engaging surfaces has a substantially flat configuration.
  • the first head portion 132 has a second outer end 146 integral with the first stem portion 128 and opposite the second end 134 of the first locking fin 126.
  • the first head portion 132 further has a height H 2 extending between the second outer end 146 and the second end 134 of the first locking fin 126, and a width W 2 that increases along the height H 2 from the second outer end 146 of the first head portion 132 to the second end 134 of the first locking fin 126.
  • the width W 2 of the first head portion 132 may increase substantially uniformly along the height H 2 to form the second engaging surface 142 with the substantially flat configuration.
  • the second end 134 of the first locking fin 126 may also have a substantially flat configuration to render the first head portion 132 as having a wedge-shaped configuration.
  • the second end 134 could otherwise have any configuration, not limited to a flat configuration.
  • the second head portion 140 has the same configuration as the first head portion 132, including the second outer end 146 opposite the second end 141 of the second locking fin 136, the height H 2 , and the width W 2 .
  • the first 132 and second 140 head portions may be formed from any suitable dense polymeric material(s), such as a dense EPDM, to form relatively rigid head portions 132, 140.
  • the first 132 and second 140 head portions are formed from the same material as the first 128 and second 138 stem portions, respectively.
  • the polymeric material(s) for the head portions 132, 140 may be the same as or different from the polymeric material(s) of the body 102.
  • the first head portion 132 further has a first securing surface 148 opposite the second engaging surface 142
  • the second head portion 140 further has a second securing surface 150 opposite the fourth engaging surface 144.
  • both of the first 148 and second 150 securing surfaces engage the flange 14 of the vehicle frame 12 to sandwich the flange 14 between the first 132 and second 140 head portions when the first 126 and second 136 locking fins are in the secured position, as shown at least in Figure 9.
  • the weatherstrip assembly 100 further includes a material layer 152 disposed on each of the first 148 and second 150 securing surfaces.
  • the material layer 152 which may also be referred to as a skin layer, is formed from a sponge material and is configured to increase friction between the flange 14 of the vehicle frame 12 and the first 132 and second 140 head portions when the weatherstrip assembly 100 is secured to the flange 14.
  • the locking fin 126 is movable between initial and secured positions during installation of the weatherstrip assembly 100.
  • the locking fin 126 is movable between an initial position (as shown in Figure 5) in which the flange 14 is spaced from the locking fin 126 and a secured position (as shown in Figures 9 and 10) in which the flange 14 is disposed in the channel 1 12 and engages at least the head portion 132 with the second engaging surface 142 directly engaging the first engaging surface 1 18 along a common plane Pi.
  • the locking fin 126 is further defined as the first locking fin 126 and the weatherstrip assembly 100 further includes the second locking fin 136, with each of the first 126 and second 136 locking fins being movable between the initial position in which the flange 14 is spaced from the first 126 and second 136 locking fins and the secured position in which the flange 14 is disposed in the channel 1 12 and engages at least the first 132 and second 140 head portions with the second engaging surface 142 directly engaging the first engaging surface 1 18 along the first common plane Pi and the fourth engaging surface 144 directly engaging the third engaging surface 120 along the second common plane P 2 .
  • the locking fin 126 is movable between an initial position (as also shown in Figure 5) in which the head portion 132 is spaced from the stop 1 14 and a secured position (as also shown in Figures 9 and 10) in which the head portion 132 engages the stop 1 14 with the second engaging surface 142 directly engaging the first engaging surface 1 18 along a common plane Pi.
  • the locking fin 126 is further defined as the first locking fin 126 and the weatherstrip assembly 100 further includes the second locking fin 136, with each of the first 126 and second 136 locking fins being movable between the initial position in which the head portions 132, 140 are spaced from the respective stops 1 14, 1 16 and the secured position in which the head portions 132, 140 engage the respective stops 1 14, 1 16 with the second engaging surface 142 directly engaging the first engaging surface 1 18 along the first common plane Pi and the fourth engaging surface 144 directly engaging the third engaging surface 120 along the second common plane P 2 .
  • the second engaging surface 142 is movable relative to the first engaging surface 1 18 along the common plane Pi to generate a plurality of frictional forces with one of the forces being generated between the first 1 18 and second 142 engaging surfaces and another of the forces being generated between the head portion 132 and the flange 14 to secure the flange 14 in the channel 1 12.
  • the stop 1 14 is further defined as the first stop 1 14 and the head portion 132 is further defined as the first head portion 132
  • the weatherstrip assembly 100 further includes the second stop 1 16 and the second head portion 140.
  • the second engaging surface 142 is movable relative to the first engaging surface 1 18 along the first common plane Pi to generate a plurality of frictional forces with one of the forces being generated between the first 1 18 and second 142 engaging surfaces and another of the forces being generated between the first head portion 132 and the flange 14 to secure the flange 14 in the channel 1 12.
  • the fourth engaging surface 144 is movable relative to the third engaging surface 120 along the second common plane P 2 to generate a plurality of frictional forces with one of the forces being generated between the third 120 and fourth 144 engaging surfaces and another of the forces being generated between the second head portion 140 and the flange 14 to secure the flange 14 in the channel 1 12.
  • the locking fin 126 is also movable through an intermediate position between the initial position and the secured position in which the second engaging surface 142 contacts at least the first engaging surface 1 18 with the plurality of frictional forces being less when the locking fin 126 is in the intermediate position than when the locking fin 126 is in the secured position.
  • the locking fin 126 is movable through a plurality of intermediate positions between the initial and secured positions in which the second engaging surface 142 contacts at least the first engaging surface 118 with the plurality of frictional forces varying as the locking fin 126 moves through the plurality of intermediate positions.
  • the locking fin 126 is further defined as the first locking fin 126 and the weatherstrip assembly 100 includes the second locking fin 136.
  • the first locking fin 126 is movable through a plurality of intermediate positions between the initial and secured positions in which the second engaging surface 142 contacts at least the first engaging surface 118 with the plurality of frictional forces varying as the first locking fin 126 moves through the plurality of intermediate positions.
  • the second locking fin 136 is movable through a plurality of intermediate positions between the initial and secured positions in which the fourth engaging surface 144 contacts at least the third engaging surface 120 with the plurality of frictional forces varying as the second locking fin 136 moves through the plurality of intermediate positions.
  • Figure 5 shows the first 126 and second 136 locking fins in the initial position.
  • the first 126 and second 136 locking fins are spaced from one another.
  • the first locking fin 126 at least partially surrounds but is spaced from the first stop 114
  • the second locking fin 136 at least partially surrounds but is spaced from the second stop 116.
  • the first engaging surface 118 of the first stop 114 is spaced from the second engaging surface 142 of the first head portion 132 of the first locking fin 126.
  • the third engaging surface 120 of the second stop 116 is spaced from the fourth engaging surface 144 of the second head portion 140 of the second locking fin 136.
  • the flange 14 when the first 126 and second 136 locking fins are in the initial position, the flange 14 is spaced from both the first 126 and second 136 locking fins. In an embodiment, the flange 14 may be outside of the channel 112 when the locking fins 126, 136 are outside of the channel 112. It is to be appreciated that when the first locking fin 126 and the second locking fin 136 are in the initial position, it is not necessary for the flange 14 to be completely outside of the channel 112 so long as the flange 14 is spaced from the first locking fin 126 and the second locking fin 136.
  • the method includes the step of aligning the channel 112 of the weatherstrip assembly 100 with the flange 14 of the vehicle 10, as also shown in Figure 5.
  • the weatherstrip assembly 100 may be positioned such that the flange 14 is outside of the channel 112.
  • the weatherstrip assembly 100 may be positioned such that the flange 14 is partially disposed within the channel 112, yet remains spaced from the locking fins 126, 136.
  • the method further includes the steps of moving the body 102 toward the flange 14 in a first direction (as shown by the arrow pointing downwards in Figure 6), and engaging the flange 14 with the stem portion 128 of the locking fin 126 as the body 102 moves toward the flange 14 in the first direction.
  • the locking fin 126 is further defined as the first locking fin 126 and the weatherstrip assembly 100 further includes the second locking fin 136, and the engaging step is further defined as engaging the flange 14 with the first stem portion 128 of the first locking fin 126 and with the second stem portion 138 of the second locking fin 136 as the body 102 moves toward the flange 14 in the first direction.
  • Figure 6 which illustrates an intermediate position of the locking fins 126, 136
  • the flange 14 simultaneously engages both the first stem portion 128 of the first locking fin 126 and the second stem portion 138 of the second locking fin 136 as the body 102 is moved toward the flange 14.
  • the flange 14 may engage one of the locking fins 126, 136 before the other one of the locking fins 126, 136.
  • the method further includes the step of contacting the first engaging surface 118 (of the first stop 114) with the second engaging surface 142 (of the first head portion 132). Additionally, the method includes contacting the third engaging surface 120 (of the second stop 116) with the fourth engaging surface 144 (of the second head portion 140) as the body 102 moves toward the flange 14 in the first direction. As shown in Figure 6, just a portion of the second engaging surface 142 of the first head portion 132 contacts just a portion of the first engaging surface 118 of the first stop 114, and just a portion of the fourth engaging surface 144 of the second head portion 140 contacts just a portion of the third engaging surface 120 of the second stop 116.
  • the second engaging surface 142 barely touches the first engaging surface 118 and frictional forces generated between the surfaces 118, 142 are fairly low. Frictional forces generated between the first head portion 132 and the flange 14 are also fairly low.
  • the fourth engaging surface 144 barely touches the third engaging surface 120 and frictional forces generated between the surfaces 120, 144 are fairly low. Frictional forces generated between the second head portion 140 and the flange 14 are also fairly low.
  • the method further includes the step of engaging the flange 14 with the head portion 132 of the locking fin 126 as the body 102 moves toward the flange 14 in the first direction to move the flange 14 inside the channel 112.
  • the locking fin 126 is further defined as the first locking fin 126
  • the weatherstrip assembly 100 further includes the second locking fin 136
  • the engaging step is further defined as engaging the flange 14 with the first head portion 132 of the first locking fin 126 and the second head portion 140 of the second locking fin 136 as the body 102 moves toward the flange 14 in the first direction to move the flange 14 inside the channel 112.
  • the method further includes sandwiching the flange 14 between the first 132 and second 140 head portions as the first 132 and second 140 head portions engage the flange 14.
  • Figure 7 which illustrates another intermediate position of the locking fins 126, 136
  • the flange 14 simultaneously engages both the first head portion 132 of the first locking fin 126 and the second head portion 140 of the second locking fin 136 as the body 102 is moved toward the flange 14 in the first direction (shown by the arrow pointing downwards in Figure 7).
  • the flange 14 engages the first 132 and second 140 head portions, the flange 14 is sandwiched at least between the head portions 132, 140.
  • the method further includes the step of moving the head portion 132 toward the stop 114 simultaneously with the step of engaging the flange 14 with the head portion 132 of the locking fin 126.
  • the moving step is further defined as moving the first head portion 132 toward the first stop 114 and moving the second head portion 140 toward the second stop 116 simultaneously with the step of engaging the flange 14 with the first 132 and second 140 head portions.
  • the first head portion 132 moves toward the first stop 114 and the second head portion 140 moves toward the second stop 116 when the flange 14 engages the stem portions 128, 138.
  • the first stem portion 128 continues to flex to accommodate the flange 14 so that the angular position of the first head portion 132 adjusts to enable more of the surface area of the second engaging surface 142 to contact more of the surface area of the first engaging surface 118 of the first stop 114.
  • the second stem portion 138 also continues to flex to accommodate the flange 14 so that the angular position of the second head portion 140 adjusts to enable more of the surface area of the fourth engaging surface 144 to contact more of the surface area of the third engaging surface 120 of the second stop 116.
  • the second engaging surface 142 eventually lies against the first engaging surface 118 such that the second engaging surface 142 is flush with the first engaging surface 118.
  • the fourth engaging surface 144 eventually lies against the third engaging surface 120 such that the fourth engaging surface 144 is flush with the third engaging surface 120.
  • the frictional forces between the first 118 and second 142 engaging surfaces and between the third 120 and fourth 144 engaging surfaces increase.
  • the frictional forces between the first 132 and second 140 head portions and the flange 14 also increase.
  • Figure 8 shows that the second ends 134, 141 abut the first inner ends 124 when the flange 14 contacts or is close to contacting the closed end 104 of the body 102, depending on the configuration of the locking fins 126, 136 and/or the stops 1 14, 1 16, the second ends 134, 141 could abut the first inner ends 124 when the flange 14 is spaced from the closed end 104 and the locking fins 126, 136 are in another intermediate position.
  • the method further includes the step of moving the body 102 in a second direction opposite the first direction, and engaging the head portion 132 with the stop 1 14 along the common plane Pi as the body 102 moves in the second direction.
  • the engaging step is further defined as engaging the first head portion 132 with the first stop 1 14 along the first common plane Pi and engaging the second head portion 140 with the second stop 1 16 along the second common plane P 2 as the body 102 moves in the second direction.
  • the first common plane Pi is transverse to the second common plane P 2 . Additionally, the first common plane Pi intersects the second common plane P 2 .
  • the method further includes the step of moving the head portion 132 along the stop 1 14 such that the second engaging surface 142 slides along the first engaging surface 1 18 along the common plane Pi.
  • the moving step is further defined as moving the first head portion 132 along the first stop 1 14 such that the second engaging surface 142 slides along the first engaging surface 1 18 along the first common plane Pi and moving the second head portion 140 along the second stop 1 16 such that the fourth engaging surface 144 slides along the third engaging surface 120 along the second common plane P 2 .
  • the method further includes the step of generating frictional forces between the first 1 18 and second 142 engaging surfaces as the head portion 132 moves along the stop 1 14 and the body 102 moves in the second direction and simultaneously generating frictional forces between the head portion 132 and the flange 14 as the head portion 132 moves along the stop 1 14 and the body 102 moves in the second direction to secure the flange 14 in the channel 1 12.
  • the generating step is further defined as generating frictional forces between the first 1 18 and second 142 engaging surfaces as the first head portion 132 moves along the first stop 1 14 and the body 102 moves in the second direction and simultaneously generating frictional forces between the first head portion 132 and the flange 14 as the first head portion 132 moves along the first stop 1 14 and the body 102 moves in the second direction to secure the flange 14 in the channel 1 12.
  • the method further includes the step of generating frictional forces between the third 120 and fourth 144 engaging surfaces as the second head portion 140 moves along the second stop 116 and the body 102 moves in the second direction and simultaneously generating frictional forces between the second head portion 140 and the flange 14 as the second head portion 140 moves along the second stop 116 and the body 102 moves in the second direction to secure the flange 14 in the channel 112.
  • the flange 14 is further sandwiched or pinched between the first 132 and second 140 head portions of the first 126 and second 136 locking fins. This is due, at least in part, to the configuration of the stops 114, 116 and the head portions 132, 140 and the respective slopes Si, S 2 , S 3 , S 4 of the first 118, second 142, third 120, and fourth 144 engaging surfaces.
  • the wider segment of the head portions 132, 140 engages the wider segment of the stops 114, 116 and tightens the hold on the flange 14 sandwiched between the head portions 132, 140.
  • This tighter hold is due, at least in part, to the increased frictional forces generated between the surfaces 118, 142, between the surfaces 120, 144, between the first head portion 132 and the flange 14, and between the second head portion 140 and the flange 14.
  • the flange 14 is secured in the channel 112, and the flange 14 can typically be removed utilizing a force greater than the frictional forces described above.
  • the weatherstrip assembly 100 does not readily loosen or separate from the flange 14 caused from variations in the configuration of the flange 14.
  • Figure 9 shows the first 126 and second 136 locking fins in the secured position.
  • the flange 14 is disposed in the channel 112 and engages at least the first head portion 132 of the first locking fin 126.
  • the flange 14 is disposed in the channel 112 and engages at least the second head portion 140 of the second locking fin 136.
  • the second end 134 of the first locking fin 126 is spaced from the inner end 124 of the first stop 114, and the second end 141 of the second locking fin 136 is spaced from the inner end 124 of the second stop 116.
  • the second engaging surface 142 of the first head portion 132 directly engages the first engaging surface 118 of the first fixed stop 114 along the first common plane Pi
  • the fourth engaging surface 144 of the second head portion 140 directly engages the third engaging surface 120 of the second fixed stop 116 along the second common plane P 2 .
  • a portion of the second engaging surface 142 directly engages a portion of the first engaging surface 118
  • a portion of the fourth engaging surface 144 directly engages a portion of the third engaging surface 120.
  • any amount of the second engaging surface 142 (such as a portion of or the entire surface 142) directly engages any amount of the first engaging surface 118 (such as a portion of or the entire surface 118) when the first locking fin 126 is in the secured position.
  • any amount of the fourth engaging surface 144 (such as a portion of or the entire surface 144) directly engages any amount of the third engaging surface 120 (such as a portion of or the entire surface 120) when the second locking fin 136 is in the secured position.
  • the first engaging surface 118 When the second engaging surface 142 directly engages the first engaging surface 118 (when the first locking fin 126 is in the secured position), the first engaging surface 118 is parallel to the second engaging surface 142 along the first common plane Pi.
  • the first slope Si and the second slope S 2 are aligned along the common plane Pi when the first locking fin 126 is in the secured position. Additionally, the first slope Si and the second slope S 2 are angled in a first direction toward the open end 106 of the body 102 when the first locking fin 126 is in the secured position.
  • the flange 14 is disposed in the channel 112 and engages at least the second head portion 140. Additionally, in the secured position, the fourth engaging surface 144 directly engages the third engaging surface 120 along the second common plane P 2 . In the embodiment shown, a portion of the fourth engaging surface 144 directly engages a portion of the third engaging surface 120. It is to be appreciated, however, that any amount of the fourth engaging surface 144 (such as a portion of or the entire surface 144) directly engages any amount of the third engaging surface 120 (such as a portion or the entire surface 120) when the second locking fin 136 is in the secured position.
  • the third engaging surface 120 is parallel to the fourth engaging surface 144 along the second common plane P 2 .
  • the third and fourth slopes S3, S 4 are aligned along the second common plane P 2 , and the third and fourth slopes S3, S 4 are angled in a second direction toward the open end 106 of the body 102 when the first locking fin 126 is in the secured position.
  • the weatherstrip assembly 100 may further include a material layer disposed on at least one of the first engaging surface 118 and the second engaging surface 142, and a material layer disposed on at least one of the third engaging surface 120 and the fourth engaging surface 144.
  • the material layer is co-extruded with the stops 114, 116 and/or locking fins 126, 136.
  • the material layer(s) may be chosen from any suitable material(s) that increases friction between the engaging surfaces 118, 142 and/or between the engaging surfaces 120, 144.
  • the material layer(s) may be chosen from any suitable material(s) that decreases friction between the engaging surfaces 118, 142 and/or between the engaging surfaces 120, 144.
  • the selection of the material(s) for the material layers disposed on the engaging surfaces 118, 120, 142, 144 depends, at least in part, on the application and/or the configuration of the flange 14.
  • Embodiments of the weatherstrip assembly 100 have been described above, and shown in the drawings, as having first 114 and second 116 fixed stops and first 126 and second 136 locking fins.
  • the weatherstrip assembly 100 could have a single fixed stop and a single locking fin.
  • the weatherstrip assembly 100 could have just the first fixed stop 114 and the first locking fin 126 coupled to the first limb 108 of the body 102.
  • the weatherstrip assembly 100 could have one or more polymeric fingers or fins coupled to the second limb 110 and extending inwardly toward the channel 112 for gripping the flange 14.
  • the weatherstrip assembly 100 could have just the second stop 116 and the second locking fin 136 coupled to the second limb 110, and one or more polymeric fingers or fins coupled to the first limb 108 and extending inwardly toward the channel 112 for gripping the flange 14.
  • the weatherstrip assembly 100 could have multiple first stops 114 and/or multiple first locking fins 126 coupled to the first limb 108, and multiple second stops 116 and/or multiple second locking fins 136 coupled to the second limb 110.
  • Other variations of the configuration of the stops 114, 116 and/or locking fins 126, 136 and/or the configuration of the weatherstrip assembly 100 are also contemplated herein.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Seal Device For Vehicle (AREA)

Abstract

La présente invention porte sur un véhicule qui comprend un ensemble joint d'étanchéité accouplé à une bride. L'ensemble joint d'étanchéité comprend un corps définissant un canal, une butée accouplée au corps et s'étendant vers l'intérieur en direction du canal pour définir une première surface de mise en prise ayant une première configuration, et une ailette de verrouillage ayant une partie tête définissant une seconde surface de mise en prise ayant une seconde configuration complémentaire de la première configuration. L'ailette est mobile entre une position initiale dans laquelle la bride est espacée de l'ailette et une position sécurisée dans laquelle la bride est disposée dans le canal et vient en prise avec la partie tête et la seconde surface vient directement en prise avec la première surface le long d'un plan commun. La seconde surface est mobile par rapport à la première surface le long du plan commun pour générer des forces de frottement entre les première et seconde surfaces et entre la partie tête et la bride pour fixer la bride dans le canal.
PCT/US2018/018286 2017-02-16 2018-02-15 Ensemble joint d'étanchéité doté d'une ailette de verrouillage WO2018152276A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201762459821P 2017-02-16 2017-02-16
US62/459,821 2017-02-16

Publications (1)

Publication Number Publication Date
WO2018152276A1 true WO2018152276A1 (fr) 2018-08-23

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ID=63169951

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Application Number Title Priority Date Filing Date
PCT/US2018/018286 WO2018152276A1 (fr) 2017-02-16 2018-02-15 Ensemble joint d'étanchéité doté d'une ailette de verrouillage

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WO (1) WO2018152276A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11186154B2 (en) * 2019-01-04 2021-11-30 Hyundai Motor Company Weather strip structure for vehicle mounted with opposite sliding doors

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4690412A (en) * 1984-08-23 1987-09-01 Tuckley Trevor R Strip structure intended for clamping on a flange
US4702039A (en) * 1987-01-28 1987-10-27 Gencorp Inc. Automobile weatherstripping
GB2349408A (en) * 1999-04-29 2000-11-01 Standard Products Co Strip for attachment to a flange has a first side wall provided with cooperating limbs and a second side wall provided with a rolling projection
US9174519B2 (en) * 2011-10-18 2015-11-03 Henniges Automotive Sealing Systems North America Inc. Weatherstrip assembly having a variable length shim
US9358862B2 (en) * 2013-04-17 2016-06-07 Kinugawa Rubber Ind. Co., Ltd. Weatherstrip for automotive vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4690412A (en) * 1984-08-23 1987-09-01 Tuckley Trevor R Strip structure intended for clamping on a flange
US4702039A (en) * 1987-01-28 1987-10-27 Gencorp Inc. Automobile weatherstripping
GB2349408A (en) * 1999-04-29 2000-11-01 Standard Products Co Strip for attachment to a flange has a first side wall provided with cooperating limbs and a second side wall provided with a rolling projection
US9174519B2 (en) * 2011-10-18 2015-11-03 Henniges Automotive Sealing Systems North America Inc. Weatherstrip assembly having a variable length shim
US9358862B2 (en) * 2013-04-17 2016-06-07 Kinugawa Rubber Ind. Co., Ltd. Weatherstrip for automotive vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11186154B2 (en) * 2019-01-04 2021-11-30 Hyundai Motor Company Weather strip structure for vehicle mounted with opposite sliding doors

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