WO2024002208A1 - 车门玻璃总成、车门总成及车辆 - Google Patents

车门玻璃总成、车门总成及车辆 Download PDF

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Publication number
WO2024002208A1
WO2024002208A1 PCT/CN2023/103585 CN2023103585W WO2024002208A1 WO 2024002208 A1 WO2024002208 A1 WO 2024002208A1 CN 2023103585 W CN2023103585 W CN 2023103585W WO 2024002208 A1 WO2024002208 A1 WO 2024002208A1
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WO
WIPO (PCT)
Prior art keywords
door glass
door
assembly
vehicle door
glass
Prior art date
Application number
PCT/CN2023/103585
Other languages
English (en)
French (fr)
Inventor
张建明
吴声桂
陈立东
Original Assignee
福耀玻璃工业集团股份有限公司
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 福耀玻璃工业集团股份有限公司 filed Critical 福耀玻璃工业集团股份有限公司
Publication of WO2024002208A1 publication Critical patent/WO2024002208A1/zh

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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
    • B60J10/70—Sealing arrangements specially adapted for windows or windscreens
    • B60J10/74—Sealing arrangements specially adapted for windows or windscreens for sliding window panes, e.g. sash guides
    • B60J10/76—Sealing arrangements specially adapted for windows or windscreens for sliding window panes, e.g. sash guides for window sashes; for glass run channels
    • 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
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/0401—Upper door structure
    • B60J5/0402—Upper door structure window frame details, including sash guides and glass runs
    • 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
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/0412—Lower door structure
    • B60J5/0416—Assembly panels to be installed in doors as a module with components, e.g. lock or window lifter, attached thereto

Definitions

  • the invention provides a door glass assembly, which includes: a door glass, a first end and a second end opposite in its length direction; the first end and the second end of the door glass are used to move along the lifting direction with the door body. Sealed sliding fit, the door glass is used to move along the lifting direction driven by the lifting mechanism, the stress point between the lifting mechanism and the door glass is the main support point; the counterweight structure is installed on the On the door glass; wherein, when the door glass moves in the lifting direction, the center of gravity of the door glass is adjusted through the counterweight structure and the force on the door glass is generated relative to the main support point. The moments balance each other.
  • the invention also provides a vehicle door assembly, which includes the above-mentioned door glass assembly.
  • the vehicle door assembly further includes: the door main body; and the lifting mechanism is installed on the door main body.
  • the invention also provides a vehicle, including the above-mentioned door assembly.
  • Figure 1 is a schematic structural diagram of the vehicle door assembly of the present invention.
  • Figure 2 is a schematic structural diagram of the door glass of this embodiment.
  • Figure 3 is a schematic structural diagram of the first limiting structure of this embodiment.
  • Figure 4 is a schematic structural diagram of the second limiting structure of this embodiment.
  • Figure 5 is a schematic structural diagram of the third limiting structure of this embodiment.
  • Figure 6 is a cross-sectional view of the counterweight structure of this embodiment.
  • Figure 7 is a schematic structural diagram of the door glass of the second embodiment.
  • Figure 8 is a cross-sectional view of the counterweight structure of the second embodiment.
  • Figure 9 is a schematic structural diagram of the door glass of the third embodiment.
  • Figure 10 is a cross-sectional view of the counterweight structure of the third embodiment.
  • the present invention provides a door glass assembly, including: a door body; door glass 1, first end 11 and second end 12 opposite in its length direction X, the first end of door glass 1 11 and the second end 12 are used to seal and slide with the door body along the lifting direction Z.
  • the door glass 1 is used to move along the lifting direction Z driven by the lifting mechanism 9.
  • the stress point between the lifting mechanism 9 and the door glass 1 The main support point O; the counterweight structure 2 is installed on the door glass 1; where, when the door glass 1 moves along the lifting direction Z, the center of gravity O1 of the door glass 1 is adjusted through the counterweight structure 2 and the door glass 1 is The forces are balanced relative to the moments generated by the main support point O.
  • a counterweight structure 2 is provided on the door glass 1.
  • the center of gravity of the door glass 1 is adjusted through the counterweight structure 2, so that the door glass 1 is The forces are balanced relative to the moments generated by the main support point O between the lifting mechanism 9 and the door glass 1, and can also improve the stability of the less stable end of the door glass 1 to prevent the door glass 1 from becoming less stable.
  • the poor end is tilted toward the end with better stability, thereby ensuring that the lifting mechanism 9 can drive the door glass 1 to slide smoothly along the lifting direction Z without stuck problems, and at the same time, it can also avoid the poor stability of the door glass 1 A gap appears between one end of the glass 1 and the door body, causing the sealing failure between the door glass 1 and the door body.
  • the door glass 1 may be the door glass 1 on the front door or the door glass 1 on the rear door. Due to the streamlined design of the car body, the door glass 1 has an asymmetric structure relative to its center of gravity, resulting in a large difference in stability between the first end 11 and the second end 12 of the door glass 1. Therefore, by setting the counterweight structure 2, This can improve the stability of the less stable end of the door glass 1 .
  • the lifting mechanism 9 is connected to the door glass 1 through a bracket 91 .
  • the door glass 1 is provided with a bracket hole 15 for installing the bracket 91 .
  • the center of the bracket hole 15 is the position of the main support point O.
  • the counterweight structure 2 does not provide power for lowering the door glass 1 .
  • the specific structure and working principle of the lifting mechanism 9 are the same as those in the prior art, and will not be described again here.
  • the door glass 1 is a flush door glass 1, that is, the outer surface 17 of the door glass 1 facing the outside of the vehicle is substantially flush with the outer surface of the door body, and only the door The inner surface 16 of the glass 1 facing the inside of the vehicle and the edge of the door glass 1 are in sealing and sliding fit with the door body.
  • the door glass 1 is a non-flush door glass, that is, the inner and outer surfaces of the door glass are respectively overlapped with the sealing strips on the door body and are sealed and slidably matched.
  • the door glass 1 of this embodiment can improve the aerodynamics and aesthetic characteristics of the vehicle, but the stability during lifting and sliding is insufficient and the sealing stability is insufficient. Therefore, the present invention uses The heavy structure 2 not only improves the stability of the flush door glass 1 when it is lifted and slid, but also improves the stability of the seal.
  • the length of the first end 11 of the door glass 1 extending along the lifting direction Z is smaller than the length of the second end 12 of the door glass 1 extending along the lifting direction Z, and the center of gravity of the counterweight structure 2 is located at the main support point O and the first end 11 of the door glass 1 .
  • the sealing sliding mating surface between the second end 12 of the door glass 1 and the door body is larger than the sealing sliding mating surface between the first end 11 of the door glass 1 and the door body. Therefore, the stability of the second end 12 of the door glass 1 is The stability is greater than the stability of the first end 11 of the door glass 1 .
  • the counterweight structure 2 is disposed close to the first end 11 of the door glass 1 , thereby improving the stability of the first end 11 of the door glass 1 .
  • the door glass 1 is the door glass 1 on the front door
  • the first end 11 of the door glass 1 is the front end of the door glass 1 near the front of the car
  • the second end 12 of the door glass 1 is the rear end of the door glass 1 near the rear of the car.
  • a water-cut strip 8 is installed on the door body.
  • the door glass 1 passes through the water-cut strip 8 along the lifting direction Z and seals and slides with the water-cut strip 8.
  • the counterweight structure 2 is located below the water-cut strip 8.
  • the counterweight structure 2 is always at an invisible position on the door and will not affect the lifting and sliding range of the door glass 1 .
  • the distance between the counterweight structure 2 and the water-cut strips 8 is not less than 10 mm, ensuring that there will be no interference between the counterweight structure 2 and the water-cut strips 8 .
  • M 1 is the moment generated by the sliding friction between the first end 11 of the door glass 1 and the door body relative to the main support point O
  • M 2 is the sliding friction between the second end 12 of the door glass 1 and the door body.
  • M 3 is the moment generated by the sliding friction between the water cut strip 8 and the door body relative to the main support point O
  • M door glass is the moment generated by the gravity of the door glass 1 relative to the main support point O.
  • the moment of M counterweight is the moment generated by the gravity of the counterweight structure 2 relative to the main support point O.
  • the moment described in the present invention is the vector product of the distance vector from the main support point O to the action point of the force and the force. It is defined as the positive direction from the main support point O to the first end of the door glass, and from the main support point O to the door.
  • the second end of the glass is negative square Towards.
  • the center O 2 of the water-cut strip 8 and the center of gravity O 1 of the door glass 1 are both located between the main support point O and the first end 11 of the door glass 1 . Therefore, M 1 , M 3 , M door glass , M counterweights are both positive and M 2 is negative.
  • M 1 , M 3 , M door glass , M counterweights are both positive and M 2 is negative.
  • the center O 2 of the water-cut strip 8 and the center of gravity O 1 of the door glass 1 are located on the side of the main support point O close to the first end 11 of the door glass 1 , it is beneficial to further improve the first end of the door glass 1 11 stability.
  • the center of the water-cut strip is located on the side of the main support point close to the second end of the door glass 1 or on the moving path of the main support point.
  • the center of gravity of the door glass is located on the side of the main support point close to the second end of the door glass or on the moving path of the main support point, and the M door glass is zero.
  • the center O 2 of the water-cut strip is located between the main support point O and the second end of the door glass, and M 3 is negative.
  • the length direction of the door glass 1 is X
  • the thickness direction of the door glass 1 is Y. Since the thickness of the door glass 1 is small, the distance between the door glass 1 and the main support point O in the Y direction is almost zero, and the generated moment is small, which will not affect the stability of the lifting and sliding of the door glass 1. The impact on the performance and sealing stability is ignored, that is, the door glass 1 will not shift in the Y direction. Therefore, it only needs to be considered that the force on the door glass 1 in the X direction relative to the main support point O is considered. of torque.
  • M 1 F 1 ⁇ L 1 ⁇ cos ⁇
  • M 2 F 2 ⁇ L 2 ⁇ cos ⁇
  • M 3 F 3 ⁇ L 3 ⁇ cos ⁇ cos ⁇
  • M door glass m door glass g ⁇ L door glass ⁇ cos ⁇
  • M counterweight +m counterweight g ⁇ L counterweight cos ⁇ ; where, ⁇ is the angle between the vertical line of the water-cut strip 8 and the vertical direction; ⁇ is the angle between the lifting direction and the vertical direction.
  • the distance vector of O 1 , m door glass 1 is the weight of door glass 1
  • L counterweight is the distance vector from the main support point O in the X direction to the center of gravity of counterweight structure 2
  • m counterweight is the weight of counterweight structure 2.
  • the m counterweight is 0.1kg to 2kg, and the preferred mass is 0.3kg to 1.1kg.
  • the mass of the counterweight structure 2 is too heavy, which can easily cause excessive impulse on the door glass 1 when the door is opened and closed.
  • the counterweight structure 2 is too light and cannot improve the stability of the first end 11 of the door glass 1 .
  • L counterweight (-F 2 ⁇ L 2 -F 1 ⁇ L 1 -F 3 ⁇ L 3 ⁇ cos ⁇ -m door glass 1 g ⁇ L door glass )/(m counterweight g), thus confirming Determine the installation position of counterweight structure 2.
  • a first sealing strip 3 and a second sealing strip 4 are installed on the door body along the lifting direction Z.
  • the first end 11 of the door glass 1 is connected to the door through the first sealing strip 3.
  • the main body is in sealing and sliding fit
  • the second end 12 of the door glass 1 is in sealing and sliding fit with the door main body through the second sealing strip 4 .
  • the outer surface 17 of the door glass 1 is flush with the first sealing strip 3 and the second sealing strip 4 , and only the inner surface 16 and edge of the first end 11 of the door glass 1 are The inner surface 16 and edge of the second end 12 of the door glass 1 are in sealing and sliding fit with the first sealing strip 3 .
  • At least one first limiting structure 5 is provided between the first end 11 of the door glass 1 and the first sealing strip 3 .
  • at least one second limiting structure 6 and at least one third limiting structure 7 are provided between the second end 12 of the door glass 1 and the second sealing strip 4.
  • the first limiting structure 5 and the second limiting structure 6 cooperate to limit the movement of the door glass 1 along its thickness direction Y
  • the third limiting structure 7 is used to limit the movement of the door glass 1 along its length direction X.
  • the second end 12 of the door glass 1 extends longer along the lifting direction Z, and the first end 11 of the door glass 1 extends shorter along the lifting direction Z, by connecting the second end 12 of the door glass 1 and the third
  • the second limiting structure 6 and the third limiting structure 7 are simultaneously provided between the two sealing strips 4, while only the first limiting structure 5 is provided between the first end 11 of the door glass 1 and the first sealing strip 3, so that Ensure that the door glass 1 can be reliably limited in both the X and Y directions.
  • the first limiting structure 5 includes a first guide frame 51.
  • the first guide frame 51 is installed on the first end 11 of the door glass 1 along the lifting direction Z.
  • the first seal The strip 3 is provided with a first guide groove 52 along the lifting direction.
  • the first guide groove 52 has two first limiting surfaces 53 opposite in the thickness direction Y of the door glass 1.
  • the first guide frame 51 and the two first limiting surfaces 53 are arranged in the vertical direction.
  • a limiting surface 53 is in contact with and can slide in the first guide groove 52 .
  • the reference numeral 51 in FIG. 3 indicates the cross-section of the same first guide frame 51 . As shown in FIG.
  • the first sealing strip 3 is also provided with a first assembly groove 31 along the lifting direction Z.
  • the first assembly groove 31 is connected with the first guide groove 52 and cooperates with the first end 11 of the door glass 1 .
  • the first assembly groove 31 is provided with at least one first lip 32 and at least one second lip 33.
  • the first lip 32 is in sealing and sliding fit with the inner surface 16 of the first end 11 of the door glass 1.
  • the second lip 33 is in sealing and sliding fit with the edge of the first end 11 of the door glass 1 .
  • the second limiting structure 6 includes a second guide frame 61
  • the third limiting structure 7 includes a third guide frame 71.
  • the second guide frame 61 and the third guide frame 71 move along the lifting direction Z.
  • the second sealing strip 4 is provided with a second guide groove 62 along the lifting direction.
  • the second guide groove 62 has two second limiting surfaces 63 and two third The limiting surface 73, the two second limiting surfaces 63 are arranged oppositely in the thickness direction Y of the door glass 1, the two third limiting surfaces 73 are arranged oppositely in the length direction X of the door glass 1, and the second guide frame 61 is in contact with the two second limiting surfaces 63 and can slide in the second guide groove 62.
  • the third guide frame 71 is in contact with the two third limit surfaces 73 and can slide in the second guide groove 62. slide.
  • the reference numeral 61 in FIG. 4 indicates the cross-section of the same second guide frame 61 .
  • Reference numeral 71 in FIG. 5 indicates cross-sections of the same third guide frame 71 .
  • three second guide frames 61 and two third guide frames 71 are installed on the inner surface 16 of the second end 12 of the door glass 1 through the second bracket 14 .
  • Two third guide frames 71 are disposed close to the top and bottom ends of the door glass 1 , and three second guide frames 61 are arranged at intervals between the two third guide frames 71 .
  • the second sealing strip 4 is also provided with a second assembly groove 41 along the lifting direction Z.
  • the second assembly groove 41 is connected with the second guide groove 62 and the third guide groove 72 and cooperates with the second end 12 of the door glass 1 .
  • the second assembly groove 41 is provided with at least one third lip 42 and at least one fourth lip 43.
  • the third lip 42 is in sealing and sliding fit with the inner surface 16 of the second end 12 of the door glass 1.
  • the fourth lip 43 is in sealing and sliding fit with the edge of the second end 12 of the door glass 1 .
  • the two first guide frames 51 and the first bracket 13 are of an integrated structure.
  • Three second guide frames 61, two third guide frames 71 and the second bracket 14 are of an integrated structure.
  • a first guide frame 51 is directly fixed on the inner surface 16 of the first end 11 of the door glass 1 .
  • a second guide frame 61 and a third guide frame 71 are directly fixed on the inner surface 16 of the second end 12 of the door glass 1 .
  • the sliding friction force between the first end 11 of the door glass 1 and the first sealing strip 3 is f 1
  • the sliding friction force between the first guide frame 51 and the first sealing strip 3 is f 1
  • the sliding friction force is F 1Y
  • the sliding friction force between the second guide frame 61 and the second sealing strip 4 is F 2Y
  • the sliding friction force between the third guide frame 71 and the second sealing strip 4 is F 2X
  • F 2 F 2X +F 2Y +f 2 .
  • the door glass 1 Since the door glass 1 has no offset in the Y direction, the sizes of F 2Y and F 1Y are similar, and the sizes of f 2 and f 1 are similar. Due to the existence of F 2X , the second end 12 of the door glass 1 moves up and down when sliding. The stability of the first end 11 of the door glass 1 is stronger than the stability of the first end 11 of the door glass 1 when lifting and sliding. Therefore, by adding a counterweight structure 2 on the side of the main support point O close to the first end 11 of the door glass 1, it is beneficial to increase the The stability and balance of the first end 11 of the door glass 1 reduce the hidden danger of the first end 11 of the door glass 1 tilting.
  • the wear amount of the second sealing strip 4 will usually be greater than The amount of wear of the first sealing strip 3, but because the second guide frame 61 and the third guide frame 71 and the second sealing strip 4 are subject to friction in the X direction and the Y direction at the same time, even if the second sealing strip 4 is Wear, the second guide frame 61 and the third guide The friction between the frame 71 and the second sealing strip 4 is still greater than the friction between the first guide frame 51 and the first sealing strip 3, so that the door glass 1 is still easy to tilt toward the second sealing strip 4, causing the first guide Gaps easily occur between the frame 51 and the first sealing strip 3 and between the door glass 1 and the first sealing strip 3 .
  • the present invention is conducive to increasing the moment value of the door glass 1 on the side of the main support point O close to the first guide frame 51 and reducing the door glass 1 is deflected toward the second sealing strip 4, which may cause gaps between the first guide frame 51 and the first sealing strip 3 and between the door glass 1 and the first sealing strip 3.
  • the counterweight structure 2 includes at least one counterweight block 21.
  • the door glass 1 has an inner surface 16 facing the inside of the vehicle and an outer surface 17 facing the outside of the vehicle.
  • the counterweight The block 21 is mounted on the inner surface 16 , the outer surface 17 and/or the edge of the door glass 1 .
  • the counterweight block 21 is installed on the door glass 1 through the installation clamp 22.
  • the installation clamp 22 is bonded and fixed on the inner surface 16, the outer surface 17 and/or the door glass 1.
  • the counterweight block 21 is stuck on the installation fixture 22 and fixed by bonding. During the adhesive fixing process, there is no need to cooperate with other tooling to clamp and fix the counterweight block 21 .
  • the installation clamp 22 is provided with at least one clamping slot.
  • the installation fixture 22 is provided with a first clamping slot 221 and a second clamping slot 224 , and the counterweight block 21 is clamped into the first clamping slot 221 and passes through the first adhesive layer 222 It is bonded and fixed with the installation fixture 22 .
  • the edge of the door glass 1 extends into the second slot 224 and is bonded and fixed by the second adhesive layer 223 .
  • the installation fixture 22 is only provided with a first slot 221 , and the weight block 21 is inserted into the first slot 221 and is adhered and fixed through the first adhesive layer 222 .
  • the installation clamp 22 is bonded and fixed on the inner surface 16 or the outer surface 17 of the door glass 1 through the second adhesive layer 223 .
  • two counterweight blocks 21 with equal weight are symmetrically clamped in the first slots 221 of the two installation clamps 22 and are bonded and fixed through the first adhesive layer 222 .
  • the two installation clamps 22 are symmetrically bonded and fixed on the inner surface 16 and the outer surface 17 of the door glass 1 through the two second adhesive layers 223 .
  • the counterweight block is directly bonded and fixed on the door glass through tape, or directly bonded and fixed on the door glass through polyurethane glue.
  • the present invention also provides a door assembly, which includes a door glass assembly, a door body, and a lifting mechanism 9 installed on the door body.
  • a door assembly which includes a door glass assembly, a door body, and a lifting mechanism 9 installed on the door body.
  • the specific structures, working principles and beneficial effects of the door glass assembly, door body and lifting mechanism 9 in this embodiment are the same as those of the door glass assembly, door body and lifting mechanism 9 in Embodiment 1, and will not be described again here.
  • the invention also provides a vehicle, including a door assembly.
  • a vehicle including a door assembly.
  • the specific structure, working principle and beneficial effects of the door assembly in this embodiment are the same as those in the second embodiment, and will not be described again.

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  • Mechanical Engineering (AREA)
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Abstract

本发明公开了一种车门玻璃总成、车门总成及车辆，车门玻璃总成包括：车门玻璃（1），在其长度方向上相对的第一端（11）和第二端（12），车门玻璃（1）的第一端（11）和第二端（12）用于与车门主体沿升降方向密封滑动配合，车门玻璃（1）用于在升降机构（9）的带动下沿升降方向移动，升降机构（9）与车门玻璃（1）之间的受力点为主支撑点；配重结构（2），安装在车门玻璃（1）上；其中，车门玻璃（1）沿升降方向移动的状态下，通过配重结构（2）调整车门玻璃（1）的重心并使车门玻璃（1）的受力相对于主支撑点产生的力矩相互平衡。本发明能避免车门玻璃（1）的稳定性较差的一端朝稳定性较好地一端倾斜，从而不会出现卡顿问题，同时还能避免车门玻璃（1）与车门主体之间密封失效。

Description

车门玻璃总成、车门总成及车辆
相关申请
本申请要求专利申请号为202210762585.5、申请日为2022年06月30日、发明名称为“一种车门玻璃总成、车门总成及车辆”的中国发明专利的优先权。
技术领域
本发明涉及车辆技术领域，特别地，涉及一种车门玻璃总成、车门总成及车辆。
背景技术
目前广泛应用的齐平式车门玻璃总成，通过在车门玻璃的前端和后端粘结导向架，导向架与车门钣金导轨上的密封条卡接装配，车门玻璃外表面与密封条齐平，即：车门玻璃内表面、导向架以及车门玻璃边缘与密封条搭接，车门玻璃外表面与密封条无搭接。通过导向架和密封条配合对车门玻璃的上下升降滑动起到更好的导向作用，同时，在车辆行驶过程中，由于导向架与密封条的卡接，可以更好的稳定住玻璃，避免玻璃受到气流作用而产生的抖动，但却有存在玻璃升降滑动所产生的卡顿问题，玻璃容易在其延伸方向上偏移以及一端的密封条磨损而造成的漏风和漏水的问题。
发明内容
本发明的目的是提供一种车门玻璃总成、车门总成及车辆，以解决目前车门玻璃升降滑动所产生的卡顿问题，玻璃容易在水平方向上偏移以及一端的密封条磨损而造成的漏风和漏水的问题。
本发明的上述目的可采用下列技术方案来实现：
本发明提供一种车门玻璃总成，包括：车门玻璃，在其长度方向上相对的第一端和第二端，所述车门玻璃的第一端和第二端用于与车门主体沿升降方向密封滑动配合，所述车门玻璃用于在升降机构的带动下沿所述升降方向移动，所述升降机构与所述车门玻璃之间的受力点为主支撑点；配重结构，安装在所述车门玻璃上；其中，所述车门玻璃沿升降方向移动的状态下，通过所述配重结构调整所述车门玻璃的重心并使所述车门玻璃的受力相对于所述主支撑点产生的力矩相互平衡。
本发明还提供一种车门总成，包括上述车门玻璃总成，所述车门总成还包括：所述车门主体；所述升降机构，安装在所述车门主体上。
本发明还提供一种车辆，包括上述车门总成。
本发明的特点及优点是：
本发明的车门玻璃总成、车门总成及车辆，通过在车门玻璃上设置配重结构，车门玻璃沿升降方向移动的状态下，通过配重结构调整车门玻璃的重心，使车门玻璃的受力相对于升降机构与车门玻璃之间的主支撑点所产生的力矩相互平衡，并且还能提高车门玻璃的稳定性较差的一端的稳定性，避免车门玻璃的稳定性较差的一端朝稳定性较好地一端倾斜，从而确保升降机构能带动车门玻璃沿升降方向顺畅地滑动，而不会出现卡顿问题，同时还能避免车门玻璃的稳定性较差的一端与车门主体之间出现间隙，而造成车门玻璃与车门主体之间密封失效。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明的车门总成的结构示意图。
图2为本实施例的车门玻璃的结构示意图。
图3为本实施例的第一限位结构的结构示意图。
图4为本实施例的第二限位结构的结构示意图。
图5为本实施例的第三限位结构的结构示意图。
图6为本实施例的配重结构的剖视图。
图7为第二实施例的车门玻璃的结构示意图。
图8为第二实施例的配重结构的剖视图。
图9为第三实施例的车门玻璃的结构示意图。
图10为第三实施例的配重结构的剖视图。
图中：
1、车门玻璃；11、第一端；12、第二端；13、第一支架；14、第二支架；15、托架孔；16、内表面；17、外表面；2、配重结构；21、配重块；22、安装卡具；221、第一卡槽；222、第一粘胶层；223、第二粘胶层；224、第二卡槽；3、第一密封条；31、第一装配槽；32、第一唇边；33、第二唇边；4、第二密封条；41、第二装配槽；42、第三唇边；43、第四唇边；5、第一限位结构；51、第一导向架；52、第一导向槽；53、 第一限位面；6、第二限位结构；61、第二导向架；62、第二导向槽；63、第二限位面；7、第三限位结构；71、第三导向架；72、第三导向槽；73、第三限位面；8、水切条；9、升降机构；91、托架。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施方式一
如图1所示，本发明提供一种车门玻璃总成，包括：车门主体；车门玻璃1，在其长度方向X上相对的第一端11和第二端12，车门玻璃1的第一端11和第二端12用于与车门主体沿升降方向Z密封滑动配合，车门玻璃1用于在升降机构9的带动下沿升降方向Z移动，升降机构9与车门玻璃1之间的受力点为主支撑点O；配重结构2，安装在车门玻璃1上；其中，车门玻璃1沿升降方向Z移动的状态下，通过配重结构2调整车门玻璃1的重心O1并使车门玻璃1的受力相对于主支撑点O产生的力矩相互平衡。
本发明的车门玻璃总成，通过在车门玻璃1上设置配重结构2，车门玻璃1沿升降方向Z移动的状态下，通过配重结构2调整车门玻璃1的重心，使车门玻璃1的受力相对于升降机构9与车门玻璃1之间的主支撑点O所产生的力矩相互平衡，并且还能提高车门玻璃1的稳定性较差的一端的稳定性，避免车门玻璃1的稳定性较差的一端朝稳定性较好地一端倾斜，从而确保升降机构9能带动车门玻璃1沿升降方向Z顺畅地滑动，而不会出现卡顿问题，同时还能避免车门玻璃1的稳定性较差的一端与车门主体之间出现间隙，而造成车门玻璃1与车门主体之间密封失效。
具体的，车门玻璃1可以是前车门上的车门玻璃1，也可以是后车门上的车门玻璃1。由于车身流线性的设计，使得车门玻璃1相对于其重心为非对称结构，造成车门玻璃1的第一端11和第二端12的稳定性差异较大，因此，通过设置配重结构2，便能提高车门玻璃1上稳定性较差的一端的稳定性。结合图2所示，升降机构9通过托架91与车门玻璃1连接。车门玻璃1上设有用于安装托架91的托架孔15。托架孔15的中心即主支撑点O的位置。配重结构2与升降机构9之间不接触，即配重结构2不会在对车门玻璃1的下降提供动力。升降机构9的具体结构和工作原理与现有技术相同，在此不再赘述。
如图1至图5所示，本实施例中，车门玻璃1为齐平式车门玻璃1，即车门玻璃1的朝向车外的外表面17大体上与车门主体的外表面齐平，仅车门玻璃1的朝向车内的内表面16和车门玻璃1的边缘与车门主体密封滑动配合。可选的，车门玻璃1为非齐平式车门玻璃，即车门玻璃的内外表面分别与车门主体上的密封条搭接并密封滑动配合。相较于非齐平式车门玻璃，本实施例的车门玻璃1能够提高车辆的空气动力学和美学特性，但升降滑动时的稳定性不足以及密封的稳定性不足，因此，本发明通过设置配重结构2，不仅提高了齐平式车门玻璃1升降滑动时的稳定性，还提高了密封的稳定性。
本发明的实施方式中，车门玻璃1的第一端11沿升降方向Z延伸的长度小于车门玻璃1的第二端12沿升降方向Z延伸的长度，配重结构2的重心位于主支撑点O与车门玻璃1的第一端11之间。车门玻璃1的第二端12与车门主体之间的密封滑动配合面大于车门玻璃1的第一端11与车门主体之间的密封滑动配合面，因此，车门玻璃1的第二端12的稳定性大于车门玻璃1的第一端11的稳定性。相对于车门玻璃1的第二端12，将配重结构2靠近车门玻璃1的第一端11设置，从而提高车门玻璃1的第一端11的稳定性。具体的，车门玻璃1为前车门上的车门玻璃1，车门玻璃1的第一端11为车门玻璃1靠近车头的前端，车门玻璃1的第二端12为车门玻璃1靠近车尾的后端。
如图1所示，车门主体上安装有水切条8，车门玻璃1沿升降方向Z穿过水切条8并与水切条8密封滑动配合，配重结构2位于水切条8的下方。配重结构2始终处于车门上的不可见位置处，并且不会影响车门玻璃1升降滑动的范围。具体的，车门玻璃1完全关闭的状态下，配重结构2与水切条8之间的间距不低于10mm，确保配重结构2与水切条8之间不会发生干涉。
本发明的实施方式中，车门玻璃1的受力相对于主支撑点O产生的力矩具有以下关系：
M1+M3+M车门玻璃+M配重+M2＝0，
其中，M1为车门玻璃1的第一端11与车门主体之间滑动摩擦力相对于主支撑点O产生的力矩，M2为车门玻璃1的第二端12与车门主体之间滑动摩擦力相对于主支撑点O产生的力矩，M3为水切条8与车门主体之间滑动摩擦力相对于主支撑点O产生的力矩，M车门玻璃为车门玻璃1的重力相对于主支撑点O产生的力矩，M配重为配重结构2的重力相对于主支撑点O产生的力矩。
本发明中所述的力矩是主支撑点O到力的作用点的距离矢量与力的矢积，定义从主支撑点O指向车门玻璃的第一端为正方向，从主支撑点O指向车门玻璃的第二端为负方 向。
本实施例中，水切条8的中心O2和车门玻璃1的重心O1均位于主支撑点O与车门玻璃1的第一端11之间，因此，M1、M3、M车门玻璃、M配重均为正，M2为负。通过将水切条8的中心O2和车门玻璃1的重心O1均设置在主支撑点O的靠近车门玻璃1的第一端11的一侧，有利于进一步地提高车门玻璃1的第一端11的稳定性。可选的，水切条的中心位于主支撑点的靠近车门玻璃1的第二端的一侧或者位于主支撑点的移动路径上。可选的，车门玻璃的重心位于主支撑点的靠近车门玻璃的第二端的一侧或者位于主支撑点的移动路径上，M车门玻璃为零。可选的，水切条的中心O2位于主支撑点O与车门玻璃的第二端之间，M3为负。
如图1、图3以及图4所示，车门玻璃1的长度方向为X，车门玻璃1的厚度方向为Y。由于车门玻璃1的厚度较小，因此，车门玻璃1的受力在Y方向上相对于主支撑点O的距离几乎为零，产生的力矩较小，不会对车门玻璃1的升降滑动的稳定性以及密封的稳定性产生影响，因此忽略不计，也即车门玻璃1在Y方向上不会发生偏移，因此，仅需考虑车门玻璃1的受力在X方向上相对于主支撑点O产生的力矩。
具体的，M1＝F1·L1·cosβ；M2＝F2·L2·cosβ；M3＝F3·L3·cosɑ·cosβ；M车门玻璃＝m车门玻璃g·L车门玻璃·cosβ；M配重＝+m配重g·L配重cosβ；其中，ɑ为水切条8的中垂线与竖直方向之间夹角的角度；β为升降方向与竖直方向之间夹角的角度；L1为X方向上主支撑点O到车门玻璃1的第一端11的距离矢量；F1为车门玻璃1的第一端11与车门主体之间的滑动摩擦力，L2为X方向上主支撑点O到车门玻璃1的第二端12的距离矢量，F2为车门玻璃1的第二端12与车门主体之间的滑动摩擦力，L3为X方向上主支撑点O到水切条8的中点O2的距离矢量，F3为水切条8与车门玻璃1之间的滑动摩擦力，L车门玻璃为X方向上主支撑点O到车门玻璃1的重心O1的距离矢量，m车门玻璃1为车门玻璃1的重量，L配重为X方向上主支撑点O到配重结构2的重心的距离矢量，m配重为配重结构2的重量。
本实施例中，m配重为0.1kg～2kg，优选质量为0.3kg～1.1kg，配重结构2的质量太重，易造成车门启闭时对车门玻璃1的冲量过大，配重结构2太轻则无法起到提高车门玻璃1的第一端11的稳定性的作用。β为0度，因此，车门玻璃1的受力在X方向上相对于主支撑点产生的力矩具有以下关系：
F1·L1+F3·L3·cosɑ+m车门玻璃1g·L车门玻璃+m配重g·L配重+F2·L2＝0；
即L配重＝(-F2·L2-F1·L1-F3·L3·cosɑ-m车门玻璃1g·L车门玻璃)/(m配重g)，从而确 定配重结构2的安装位置。
如图1所示，本发明的实施方式中，车门主体上沿升降方向Z安装有第一密封条3和第二密封条4，车门玻璃1的第一端11通过第一密封条3与车门主体密封滑动配合，车门玻璃1的第二端12通过第二密封条4与车门主体密封滑动配合。具体的，结合图3至图5所示，车门玻璃1的外表面17与第一密封条3和第二密封条4齐平设置，仅车门玻璃1的第一端11的内表面16和边缘与第一密封条3密封滑动配合，车门玻璃1的第二端12的内表面16和边缘与第二密封条4密封滑动配合。
如图3所示，车门玻璃1的第一端11与第一密封条3之间设有至少一第一限位结构5。如图4和图5所示，车门玻璃1的第二端12与第二密封条4之间设有至少一第二限位结构6和至少一第三限位结构7，第一限位结构5和第二限位结构6配合限制车门玻璃1沿其厚度方向Y移动，第三限位结构7用于限制车门玻璃1沿其长度方向X移动。由于车门玻璃1的第二端12沿升降方向Z延伸的长度较长，而车门玻璃1的第一端11沿升降方向Z延伸的长度较短，通过在车门玻璃1的第二端12与第二密封条4之间同时设置第二限位结构6和第三限位结构7，而在车门玻璃1的第一端11与第一密封条3之间仅设置第一限位结构5，能够确保车门玻璃1在X方向和Y方向上均能得到可靠地限位。
如图3所示，本发明的实施方式中，第一限位结构5包括第一导向架51，第一导向架51沿升降方向Z安装在车门玻璃1的第一端11上，第一密封条3上沿升降方向开设有第一导向槽52，第一导向槽52内具有在车门玻璃1的厚度方向Y上相对的两个第一限位面53，第一导向架51与两个第一限位面53相贴抵并能在第一导向槽52中滑动。具体的，图3中标号51所指示的均为同一第一导向架51的截断面。结合图2所示，两个第一导向架51通过第一支架13安装在车门玻璃1的第一端11的内表面16上。第一密封条3上沿升降方向Z还设有第一装配槽31，第一装配槽31与第一导向槽52相连通并与车门玻璃1的第一端11相配合。第一装配槽31内设有至少一第一唇边32和至少一第二唇边33，第一唇边32与车门玻璃1的第一端11的内表面16密封滑动配合，第二唇边33与车门玻璃1的第一端11的边缘密封滑动配合。
如图4和图5所示，第二限位结构6包括第二导向架61，第三限位结构7包括第三导向架71，第二导向架61和第三导向架71沿升降方向Z间隔安装在车门玻璃1的第二端12上，第二密封条4上沿升降方向开设有第二导向槽62，第二导向槽62内具有两个第二限位面63和两个第三限位面73，两个第二限位面63在车门玻璃1的厚度方向Y上相对设置，两个第三限位面73在车门玻璃1的长度方向X上相对设置，第二导向架 61与两个第二限位面63相贴抵并能在第二导向槽62中滑动，第三导向架71与两个第三限位面73相贴抵并能在第二导向槽62中滑动。
具体的，图4中标号61所指示的均为同一第二导向架61的截断面。图5中标号71所指示的均为同一第三导向架71的截断面。结合图2所示，三个第二导向架61和两个第三导向架71通过第二支架14安装在车门玻璃1的第二端12的内表面16上。两个第三导向架71靠近车门玻璃1的顶端和底端设置，三个第二导向架61间隔排布于两个第三导向架71之间。第二密封条4上沿升降方向Z还设有第二装配槽41，第二装配槽41与第二导向槽62和第三导向槽72相连通并与车门玻璃1的第二端12相配合。第二装配槽41内设有至少一第三唇边42和至少一第四唇边43，第三唇边42与车门玻璃1的第二端12的内表面16密封滑动配合，第四唇边43与车门玻璃1的第二端12的边缘密封滑动配合。
如图2和图7所示，本实施例和第二实施例中，两个第一导向架51和第一支架13为一体结构。三个第二导向架61、两个第三导向架71以及第二支架14为一体结构。如图9所示，第三实施例中，一第一导向架51直接固定在车门玻璃1的第一端11的内表面16上。一第二导向架61和一第三导向架71直接固定在车门玻璃1的第二端12的内表面16上。
如图3、图4以及图5所示，车门玻璃1的第一端11与第一密封条3之间的滑动摩擦力为f1，第一导向架51与第一密封条3之间的滑动摩擦力为F1Y，第二导向架61与第二密封条4之间的滑动摩擦力为F2Y，第三导向架71与第二密封条4之间的滑动摩擦力为F2X，车门玻璃1的第二端12与第二密封条4之间的滑动摩擦力为f2，则有关系：F1＝F1Y+f1，F2＝F2X+F2Y+f2。
由于车门玻璃1在Y方向上无偏移，使得F2Y与F1Y的大小相近，f2与f1的大小相近，由于F2X的存在，使得车门玻璃1的第二端12在升降滑动时的稳定性要强于车门玻璃1的第一端11在升降滑动时的稳定性，因此，通过在主支撑点O靠近车门玻璃1的第一端11的一侧增设配重结构2，有利于增加车门玻璃1的第一端11的稳定性及平衡性，减少车门玻璃1的第一端11倾斜的隐患。
在长期滑动对第一密封条3和第二密封条4造成磨损后，由于第二导向架61和第三导向架71的总长度比较长，因此，第二密封条4的磨损量通常会大于第一密封条3的磨损量，但由于第二导向架61和第三导向架71与第二密封条4之间同时受到X方向以及Y方向的摩擦力，因此，即使第二密封条4被磨损，第二导向架61和第三导向 架71与第二密封条4之间的摩擦力依然大于第一导向架51与第一密封条3之间的摩擦力，使得车门玻璃1仍然容易往第二密封条4倾斜，造成第一导向架51与第一密封条3之间以及车门玻璃1与第一密封条3之间容易出现缝隙。本发明通过在第一导向架51与主支撑点O之间上增设配重结构2，有利于增加车门玻璃1在主支撑点O靠近第一导向架51的一侧的力矩值，减少车门玻璃1朝第二密封条4偏移而造成第一导向架51与第一密封条3之间以及车门玻璃1与第一密封条3之间出现缝隙的隐患。
如图6至图10所示，本发明的实施方式中，配重结构2包括至少一配重块21，车门玻璃1具有朝向车内的内表面16和朝向车外的外表面17，配重块21安装在车门玻璃1的内表面16、外表面17和/或边缘部位。
如图6、图8以及图10所示，配重块21通过安装卡具22安装在车门玻璃1上，安装卡具22粘结固定在车门玻璃1的内表面16、外表面17和/或边缘部位，配重块21卡在安装卡具22上并粘结固定。粘胶固定的过程中，无需配合其他工装将配重块21装夹固定。具体的，安装卡具22上设有至少一卡槽。
如图6所示，本实施例中，安装卡具22上设有第一卡槽221和第二卡槽224，配重块21卡入第一卡槽221中并通过第一粘胶层222与安装卡具22粘结固定。车门玻璃1的边缘伸入第二卡槽224中并通过第二粘胶层223粘结固定。
如图8所示，第二实施例中，安装卡具22仅设有第一卡槽221，配重块21卡入第一卡槽221中并通过第一粘胶层222粘接固定。安装卡具22通过第二粘胶层223粘结固定在车门玻璃1的内表面16或外表面17上。
如图10所示，第三实施例中，两个重量相等的配重块21对称卡在两个安装卡具22的第一卡槽221中，并通过第一粘胶层222粘结固定。两个安装卡具22通过两个第二粘胶层223对称粘结固定在车门玻璃1的内表面16和外表面17上。
可选的，配重块通过胶带直接粘结固定在车门玻璃上，或者通过聚氨酯胶直接粘结固定在车门玻璃上。
实施方式二
结合图1所示，本发明还提供一种车门总成，包括车门玻璃总成，还包括：车门主体；升降机构9，安装在车门主体上。本实施方式中车门玻璃总成、车门主体以及升降机构9，与实施方式一中车门玻璃总成、车门主体以及升降机构9的具体结构、工作原理以及有益效果均相同，在此不再赘述。
实施方式三
本发明还提供一种车辆，包括车门总成。本实施方式中车门总成与实施方式二中车门总成的具体结构、工作原理以及有益效果均相同，在此不再赘述。
以上所述仅为本发明的几个实施例，本领域的技术人员依据申请文件公开的内容可以对本发明实施例进行各种改动或变型而不脱离本发明的精神和范围。

Claims (12)

  1. 一种车门玻璃总成，其中，包括：
    车门玻璃，在其长度方向上相对的第一端和第二端，所述车门玻璃的第一端和第二端用于与车门主体沿升降方向密封滑动配合，所述车门玻璃用于在升降机构的带动下沿所述升降方向移动，所述升降机构与所述车门玻璃之间的受力点为主支撑点；
    配重结构，安装在所述车门玻璃上；
    其中，所述车门玻璃沿升降方向移动的状态下，通过所述配重结构调整所述车门玻璃的重心并使所述车门玻璃的受力相对于所述主支撑点产生的力矩相互平衡。
  2. 如权利要求1所述的车门玻璃总成，其中，
    所述车门玻璃的第一端沿所述升降方向延伸的长度小于所述车门玻璃的第二端沿所述升降方向延伸的长度，所述配重结构的重心位于所述主支撑点与所述车门玻璃的第一端之间。
  3. 如权利要求2所述的车门玻璃总成，其中，
    所述车门主体上安装有水切条，所述车门玻璃沿所述升降方向穿过所述水切条并与所述水切条密封滑动配合，所述配重结构位于所述水切条的下方。
  4. 如权利要求3所述的车门玻璃总成，其中，
    所述车门玻璃的受力相对于所述主支撑点产生的力矩具有以下关系：
    M1+M3+M车门玻璃+M配重+M2＝0，
    其中，M1为所述车门玻璃的第一端与所述车门主体之间滑动摩擦力相对于所述主支撑点产生的力矩，M2为所述车门玻璃的第二端与所述车门主体之间滑动摩擦力相对于所述主支撑点产生的力矩，M3为所述水切条与所述车门主体之间滑动摩擦力相对于所述主支撑点产生的力矩，M车门玻璃为所述车门玻璃的重力相对于所述主支撑点产生的力矩，M配重为所述配重结构的重力相对于所述主支撑点产生的力矩。
  5. 如权利要求1所述的车门玻璃总成，其中，
    所述车门主体上沿所述升降方向安装有第一密封条和第二密封条，所述车门玻璃的第一端通过所述第一密封条与所述车门主体密封滑动配合，所述车门玻璃的第二端通过所述第二密封条与所述车门主体密封滑动配合。
  6. 如权利要求5所述的车门玻璃总成，其中，
    所述车门玻璃的第一端与所述第一密封条之间设有至少一第一限位结构，所述车门 玻璃的第二端与所述第二密封条之间设有至少一第二限位结构和至少一第三限位结构，所述第一限位结构和所述第二限位结构配合限制所述车门玻璃沿其厚度方向移动，所述第三限位结构用于限制所述车门玻璃沿其长度方向移动。
  7. 如权利要求6所述的车门玻璃总成，其中，
    所述第一限位结构包括第一导向架，所述第一导向架沿所述升降方向安装在所述车门玻璃的第一端上，所述第一密封条上沿所述升降方向开设有第一导向槽，所述第一导向槽内具有在所述车门玻璃的厚度方向上相对的两个第一限位面，所述第一导向架与两个所述第一限位面相贴抵并能在所述第一导向槽中滑动。
  8. 如权利要求6所述的车门玻璃总成，其中，
    所述第二限位结构包括第二导向架，所述第三限位结构包括第三导向架，所述第二导向架和所述第三导向架沿所述升降方向间隔安装在所述车门玻璃的第二端上，所述第二密封条上沿所述升降方向开设有第二导向槽，所述第二导向槽内具有两个第二限位面和两个第三限位面，两个所述第二限位面在所述车门玻璃的厚度方向上相对设置，两个所述第三限位面在所述车门玻璃的长度方向上相对设置，所述第二导向架与两个所述第二限位面相贴抵并能在所述第二导向槽中滑动，所述第三导向架与两个所述第三限位面相贴抵并能在所述第二导向槽中滑动。
  9. 如权利要求1-8中任一项所述的车门玻璃总成，其中，
    所述配重结构包括至少一配重块，所述车门玻璃具有朝向车内的内表面和朝向车外的外表面，所述配重块安装在所述车门玻璃的内表面、外表面和/或边缘部位。
  10. 如权利要求9所述的车门玻璃总成，其中，
    所述配重块通过安装卡具安装在所述车门玻璃上，所述安装卡具粘结固定在所述车门玻璃的内表面、外表面和/或边缘部位，所述配重块卡在所述安装卡具上并粘结固定。
  11. 一种车门总成，其中，包括权利要求1-10中任一项所述的车门玻璃总成，所述车门总成还包括：
    所述车门主体；
    所述升降机构，安装在所述车门主体上。
  12. 一种车辆，其中，包括权利要求11所述的车门总成。
PCT/CN2023/103585 2022-06-30 2023-06-29 车门玻璃总成、车门总成及车辆 WO2024002208A1 (zh)

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