Best Weatherstripping for Doors - Rustica Hardware
Jun. 23, 2025
Best Weatherstripping for Doors - Rustica Hardware
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This study focuses on the numerical analysis of weather-strip contact sealing performance with a variable cross-sectional design, addressing both static and dynamic behaviors, including the critical issue of stick-slip phenomena. By employing finite element modeling (FEM), the research simulates contact pressures and deformations under varying compression loads, DCE (Door Closing Efforts) requirements, typical in automotive applications. The analysis evaluates how changes in the cross-sectional shape of the weather-strip affect its ability to maintain a consistent sealing performance, especially under dynamic vehicle operations. The study also delves into stick-slip behavior, a known cause of noise and vibration issues, particularly improper/ loosened door-seal contact during dynamic driving condition. This study identifies key parameters influencing stick-slip events, such as friction coefficients, material stiffness, surface interactions, sliding velocity, wet/dry conditionThis paper deals with vehicle door 120-degree joint rust issue and water leak faced in most of SUV cars. Generally based on vehicle segment its styling curves and exterior design are defined. A Sedan or Hatchback is provided with curves to show its fluidic design but a SUV is provided with Straight lines to show its aggressive look. In existing condition door frame Joint has sharp joints where weld bead is added to prevent rust in joint area, but still improper seating of weather strip on weld bead cause water leak. Door’s A Pillar Frame and Horizontal Frame match at 120 degree joint edges are chamfered straight to match perfectly. Weld bead runs over the matching profile to join it. But weld bead project over the Frame surface and affects weather strip seating & results in poor sealing. Adhesive added for better sealing also follows the same path on bead and create a path way for water entry. Thus in long run this water stagnates and cause chronic rust issues in frame. This in turnDoor-closing sound quality is a very important noise, vibration, and harshness (NVH) attribute since it may have a significant impact on customers’ perception, recognition, and luxury sensation of an automobile brand. Therefore, its evaluation methodology and design process have been one of the research and engineering efforts for all NVH organizations in the automotive industry. In many cases, the resolution of a door-closing sound quality issue lacks a systematic approach, and engineers rush to work when an issue surfaces. While subjective evaluation may easily find a door-closing sound problem, it oftentimes cannot directly pinpoint and go right to the root cause of the issues, and engineers could only guesstimate the possible relevant structural components based on past experiences. In this work, a door-closing sound quality development process, which has already been implemented in vehicle programs, is summarized and presented. The process involves a systematic workflow in aClosures systems performance is a trade-off between NVH (Noise, Vibration and Harshness) and DCE (Door Closing Efforts) requirements. Dynamic sealing performance and sheet metal rigidity are the key contributors for a stable system. The seals actuate like a spring on the system. Higher seal load is good for NVH performance, adding more dumping to the system, but it will negatively affect DCE, as it will demand additional energy to close the system. Nominal seal load must be defined to achieve a balance between these attributes. This study is about dynamic sealing profiles with variable seal load, which provides tunable solutions to address the trade-off between NVH and DCE on the side doors or rear closures. Dynamic sealing weatherstrips are made of sponge EPDM extruded profiles with a specified load, defined by its CLD (Compression Load Deflection), which is given by the cross section design. While standard extrusion process produces a single cross section profile, a new extrusionSignificant effort has been expended to improve the sound made by a closing car door. This study focuses on reducing door glass rattle sounds, not only evaluating the rattle influence of door glass support but also introducing an approach to reduce glass rattle noise by using sealing components. The first part of the study is dedicated to minimizing vibration. A jig is constructed to evaluate the influence of a door glass support on the rattling. The jig is employed so that the glass meshing between the A and B pillars can be controlled; the glass holder moves in the x- and z-directions and the belt molding moves in the y-direction. An impact hammer test was adopted for investigating door glass rattle. The frequency response obtained via impact hammer testing is analyzed by varying the glass support points and important factors that should be considered in early design stages are obtained. The second study is about optimizing vibration absorption. A glass run, door-side weather-stripThe automotive weather strip performs functions of isolating water, dust, noise and vibration from the outside. To achieve good sealing performance, weather strip should be designed to have the high contact force and wide contact area. The compression load of weather strip is important for closing force in initial quality, but the permanent deformation is used to predict influx of wind noise over long periods of time. To check these accurately and easily, a new test method is demanded. So this paper introduces a new test method to predict the compression load and permanent deformation of 3D full vehicle by using ABAQUS. Uniaxial tension and creep tests were conducted to obtain the material data. The lab test for the permanent deformation was accelerated at high temperature during shorter time of 300 hours. Herein Proposed test method can provide accurate prediction under the different loading conditions and section shapes, and will also save time and cost.In an attempt to predict the responses of side crash pressure sensors, the Corpuscular Particle Method (CPM) was adopted and enhanced in this research. Acceleration-based crash sensors have traditionally been used extensively in automotive industry to determine the air bag firing time in the event of a vehicle accident. The prediction of crash pulses obtained from the acceleration-based crash sensors by using computer simulations has been very challenging due to the high frequency and noisy responses obtained from the sensors, especially those installed in crash zones. As a result, the sensor algorithm developments for acceleration-based sensors are largely based on prototype testing. With the latest advancement in the crash sensor technology, side crash pressure sensors have emerged recently and are gradually replacing acceleration-based sensor for side impact applications. Unlike the acceleration-based crash sensors, the data recorded by the side crash pressure sensors exhibits lowerA method including Multi-Body Dynamics (MBD) and fatigue assessment process with modal approach was developed to predict Light Commercial Van (LCV) Rear French Doors open/close durability performance during early design stage to improve test detect ability. The nonlinear properties of joints, such as those on bolted housings or spot welds sheets and hem flange areas, can substantially influence the local and global results of a dynamic simulation. The Modal approach considers joint contact, by way of Joint Interface Modes (JIMs) by using Contact Subroutine (MAMBA) to co-simulate with MBD software to improve result quality. One of the main challenges is measuring the dynamic stiffness for the weather strip. A novel test method was used to measure the weather strip dynamic stiffness by conducting an “in-situ” test. For CAE simulation results, positive feedback was received from design and test engineers.Understanding the resonant behavior of vehicle closures such as doors, hoods, trunks, and rear lift gates can be critical to achieve structure-borne noise, vibration, and harshness (NVH) performance requirements, particularly below 100Hz. Nearly all closure systems have elastomer weatherstrip components that create a viscoelastic boundary condition along a continuous line around its perimeter and is capable of influencing the resonant behavior of the closure system. This paper outlines an approach to simulate the static and dynamic characteristics of a closed-cell Ethylene Propylene Diene Monomer (EPDM) foam rubber weatherstrip component that is first subjected to a large-strain quasi-static preload with a small-strain sinusoidal dynamic load superimposed. An outline of a theoretical approach using “phi-functions” as developed by K.N. Morman Jr., and J.C. Nagtegaal [1] is introduced followed by a discussion of the material characterization that was done to construct a suitableThe minimum door closing speed is an important target in vehicle door design. Engineers need a proper method to evaluate the door closing speed during the design phase. Analytical approaches are presented to solve the difficult issues in analyzing the minimum door closing speed. First, the weather strip is simplified into a discrete model with several spring elements. This method does not need to use 3-D contact analysis for the weather strip and can save computing time with acceptable accuracy. Second, the minimum closing speed is solved by using the energy equation which needs one iteration only. The method has high efficiency and can be used to evaluate the door closing speed effectively during the design phase.This SAE Recommended Practice defines a set of measurements and standard procedures for motor vehicle dimensions. The dimensions are primarily intended to measure the design intent of a vehicle within a design environment (i.e., CAD). All dimensions in this practice can be measured this way. In addition, some dimensions can be taken in an actual vehicle. If measurements are taken on physical properties, some differences in values should be expected. Also, care should be taken to not confuse design intent measurements with those taken on a physical property. It is intended that the dimensions and procedures described in this practice be generic in their application to both the HPM, described in SAE J826, and the HPM-II, described in SAE J. In some circumstances, the figures may only reflect one or the other. Unless otherwise specified, all dimensions are measured normal to the three-dimensional reference system (see SAE J182), except ground-related dimensions, which are definedA document describes a concept for fabricating lightweight armored doors for the Army’s high-mobility multipurpose wheeled vehicles (HMMWVs). Essentially, the concept is to reinforce high-hard (HH) steel armored doors used on some HMMWVs with a laminated, woven, high-tensile-strength glassfiber/ polyester-matrix composite that has performed well as armor material in previous military applications. A fabrication procedure for implementing the concept, described in the document, can be summarized as follows:Increased modularity and reduced mass and complexity are the focus of convertible-top system engineers. Watching the hardtop roof of the BMW 3 Series convertible retract is like watching a mechanical ballet. With the push of a button, the car's greenhouse smoothly divides into three main sections, its panels quietly folding, flipping, and eventually nesting together in a neat package hidden within the trunk. Total elapsed time of deployment: 22 seconds. And with the roof retracted, an impressively high 60% of the car's trunk volume is retained for cargo.This SAE Recommended Practice defines a set of measurements and standard procedures for motor vehicle dimensions. The dimensions are primarily intended to measure the design intent of a vehicle within a design environment (i.e., CAD). All dimensions in this practice can be measured this way. In addition, some dimensions can be taken in an actual vehicle. If measurements are taken on physical properties, some differences in values should be expected. Also, care should be taken to not confuse design intent measurements with those taken on a physical property. It is intended that the dimensions and procedures described in this practice be generic in their application to both the HPM, described in J826, and the HPM-II, described in J. In some circumstances, the figures may only reflect one or the other. Unless otherwise specified, all dimensions are measured normal to the three-dimensional reference system (see SAE J182), except ground-related dimensions, which are defined normal toThe sixth-generation car delivers even more performance value than its predecessor, and adds greater comfort and convenience into the mix. Better performance value-than its predecessor and competitors-helped the re-engineered C6 Chevrolet Corvette (see the October AEI for a full review) take home AEI's Best Engineered Vehicle honors for . Along with a more powerful engine and better ride and handling than the C5 it replaces, engineers were able to address consumer demands for more refinement and include first-time features such as OnStar and DVD-based navigation options. “Our goal was a performance car at home in virtually any environment,” said Dave Hill, Chief Engineer of the Corvette and Vehicle Line Executive for General Motors Performance Cars including the Corvette's platform-mate, the Cadillac XLR. “That means more than just raw performance. It calls for improved ride comfort, a precisely built and technically sophisticated interior, and a sleek new body that is freshThis paper describes the analytical methodology for calculating the overbend needed in the door design to counteract the non-linear seal forces acting on the door header. Overbend in the door design will allow the Original Equipment Manufacturer to achieve competitive above belt flushness and gap dimensional targets at static equilibrium of the door header and weatherstrip. This method combines two analytical models of the weatherstrip and the Door-In-White (DIW) to forecast the design overbend necessary to achieve good fit and finish. These models are: 1) Seal compression-load deflection (CLD) models for each angle of attack of the weatherstrip to the door 2) A nonlinear Finite Element Analysis (FEA) model of the trimmed DIW. Bringing these two elements together to model the static equilibrium deflection, this is developed, into overbend requirements. The design synthesis process to meet the overbend design criteria is demonstrated. This method improves product quality and reducesThis paper is mainly focused on development of the methodology to predict the over-slam travel of the decklid using the LS DYNA model and the sensitivity of the parameters that affect the overslam travel such as weatherstrip, overslam bumper CLD and the location. The full factorial experiments approach is used for maximizing the possibility of finding a favorable result.This SAE Recommended Practice defines a set of measurements and standard procedures for vehicle dimensions. The dimensions are primarily intended to measure the design intent of a vehicle within a design environment (i.e., CAD). All dimensions in this practice can be measured this way. In addition, some dimensions can be taken in an actual vehicle. If measurements are taken on physical properties, some differences in values should be expected. Also, care should be taken to not confuse design intent measurements with those taken on a physical property. Unless otherwise specified, all dimensions are measured normal to the three-dimensional reference system (see SAE J182), except ground-related dimensions, which are defined normal to ground. All dimensions are taken with the vehicle at curb weight unless otherwise specified. All dimensions are measured on the base vehicle and do not include Regular Production Options (RPO) or accessory parts, unless otherwise specified. Although manyAutomotive door system weather-strip seals play a major role in determining door closing effort, isolating the passenger compartment from water and reducing the wind noise inside the vehicle. They are typically dual extrusion bulbs of sponge and dense rubber. The bulbs can be round, triangular or free form in shape with a height of approximately 15-30 mm. The special properties of dense and sponge rubber material are (1) High extensibility. (2) Low extensional and shear modulus. Dense rubbers are nearly incompressible. Sponge rubbers are, on the other hand, very compressible. (3) Nonlinear force vs. extension behavior. Because of the above-mentioned factors, the deformation of the automotive door weather-strip seal during the compression is very complicated. A testing set has been developed for obtaining compression deformation of the door weather-strip by using stereovision theory. Precision instruments of optical grating and force sensor are also integrated in this set. ForceOne of the most important quality required for luxury vehicle is quieter cabin. Up to the present, for its improvement, various countermeasures have been carried out. For example, additional weather-strips were added around door for noise reduction and quieter engines were developed. But, with all these performance improvements, local leak noise becomes major remaining. In order to achieve quieter vehicles, the noise has to be stopped by every possible means. In this report, performance improvement in noise reduction is studied by connecting both ends of inner belt weather-strip and glass run. And the influence of connecting portion for glass sliding durability is evaluated.Today vehicle owners perceive squeaks and itches inside a vehicle cabin as a major negative indicator of vehicle build quality and durability. Manufacturers struggle to bear the high costs of squeak and rattle (S&R) related warranty. Although the benefits of structural integrity and tight manufacturing tolerances with respect to the prevention of S&R are known, today's cost, weight, crash requirements, aesthetic demands and environmental/fire hazard rules quite often dictate the design of S&R prone sub-systems. Even sub-systems with the best possible structural design and manufacturing tolerances are not immune to extreme environmental conditions, and mating materials can initiate contact leading to S&R. One method of minimizing the possibility of squeaks is by the judicious selection of mating material pairs. This paper describes a test process aimed at the quantification of material pair compatibility. Also described is a state of the art, flexure-based (virtually frictionless) testThis review of some of the more significant vehicles from this past year's motor shows showcases trends in design and technology from the world's automakers. Concepts highlighted here include some of the many vehicles introduced at acclaimed shows in Geneva, Seoul, Frankfurt; Tokyo, Detroit; and Chicago. One major trend from most of the venues was the distinct movement away from pure automobiles, many of the vehicles being station wagons, minivans, SUVs, ortallminicars or hybrids of one or more. When the first Seoul show was held back in , Korea's personal transport was invariably sedan types. Now, the streets of Seoul, and elsewhere in the country, have more tall minis, minivans, and SUVs, with a sprinkle of sporty coupes. In Tokyo, there were plenty of concept vehicles-in fact more of them than ever before-and some significant new technologies, many in answer to the demands of an environmental and resource-conscious world. Another show car trend among the Japanese automakers wasDoor weather strip seals are designed with ventilation holes spaced at regular intervals along the seal system to expedite the flow of air from the seal system during the door closing process. The flow of air through the ventilation holes represents a nonlinear damping mechanism which, depending upon hole size and spacing, can significantly contribute to door closing effort. In this study we develop one- and two- dimensional versions of a nonlinear damping model for seal compression load deflection (CLD) behavior which incorporate the effects of seal damping response due to air flow through the ventilation holes. The air flow/damping models are developed from first physical principles by application of the mass and momentum balance equations to a control volume of entrapped air between consecutive air ventilation holes in the seal system. Both model formulations indicate that the damping component of seal force per unit length generated during seal compression is directly proportionalTo continue the evolution of concepts for modular glazing, a rational new technique has been developed, providing ready-to-install glass modules, which feature an extruded vendor-applied functional urethane basic profile on the inside glass edge, which incorporates a custom shaped dam, and a spacer lip, which serves as retainer and weatherstrip. The only assembly operation is the addition of the adhesive bead, and installation in the car body. The featured benefits are: perfect, attractive, flush glazed design instant integration into today's robotic and automated assembly systems maximum assembly efficiency at minimum cost increased reliability improved quality of adhesive process reproducable design and process parametersA new family of thermoplastic rubbers with potential in a wide variety of automotive applications has been developed by Uniroyal Chemical which can be injection molded or extruded on conventional thermoplastic equipment into finished parts having the properties of vulcanized rubber. Salient features of TPR thermoplastic rubbers include fast molding cycles, reprocessability of scrap, exceptionally wide service temperature range (-60 to 300°F), excellent environmental resistance, excellent colorability via painting or color concentrates, inherently slow burning, excellent electrical properties, excellent chemical resistance, and low elongation and compression set properties. The basic polymer properties and processing characteristics of TPR which are significant in determining automotive areas of applicability are presented. Potential automotive applications include exterior “soft” front and rear-end components, grommets, gaskets, bushings, seals, weatherstripping, and “soft trim