Commercial vehicle door sealing strip

Abstract

The present application relates to a commercial vehicle door sealing strip, and relates to the technical field of vehicle accessories. The commercial vehicle door sealing strip includes a sealing strip body, and the sealing strip body includes a first sealing unit and a second sealing unit arranged from bottom to top along its length direction, the first sealing unit is provided with a first sealing cavity, the second sealing unit is provided above the first sealing unit and is connected to the first sealing unit, the second sealing unit is in the shape of an arc convex in a direction away from the first sealing unit, and the second sealing unit is used to form a second sealing cavity and a third sealing cavity respectively when it is pressed against the vehicle door, and the second sealing unit is provided with a first groove on a side close to the first sealing unit. The commercial vehicle door sealing strip provided by the present application solves the problems in the related art of poor sound insulation effect of the door sealing strip, and the problem that unreasonable rebound force control may lead to poor sealing performance, affect the door closing sound quality and the appearance of the door.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle accessories, and in particular to a door sealing strip for commercial vehicles. Background Art

[0002] Currently, door seals are typically installed between vehicle doors and side panels. In related technologies, these strips have the following main functions: First, they serve as the primary sealing structure between the door and side panels, preventing external water from flowing into the cab. Second, they mitigate the energy generated during door closing. Third, they isolate external noise, enhancing driving comfort. Fourth, after compression, the strips form drainage channels with the door, ensuring that water from the side panels can drain down along the channels and avoid flowing onto the door glass, thus providing drainage. Door seals primarily consist of an installation portion and a sealing portion. The installation portion ensures the strip is securely installed and prevents it from loosening during door closing. Sealing is achieved through the rebound force of the compressed portion contacting the sheet metal.

[0003] Although the current door sealing strips can meet the above requirements to a certain extent, the compression rebound force of the door sealing strips is often difficult to control. When the rebound force is too small, the water pressure or air pressure will be high, which will cause sealing leakage. When the rebound force is too large, the energy generated during the door closing process will be large, which will affect the door closing sound quality and the appearance of the cab. In addition, when the current door sealing strips are sealed, external noise can still easily pass through the sealing strips, which greatly reduces the sound insulation effect of the cab and also reduces the user experience. The sound insulation effect after sealing needs to be improved. Summary of the Invention

[0004] An embodiment of the present application provides a commercial vehicle door sealing strip to solve the problems in the related art of poor sound insulation effect of door sealing strips and unreasonable rebound force control that may lead to poor sealing performance and affect the door closing sound quality and door appearance.

[0005] The present application provides a commercial vehicle door sealing strip, which includes:

[0006] A sealing strip body, the sealing strip body comprising a first sealing unit and a second sealing unit arranged from bottom to top along a length direction thereof;

[0007] A first sealing cavity is provided in the first sealing unit, and the second sealing unit is provided above the first sealing unit and connected to the first sealing unit. The second sealing unit is in the shape of an arc convex in a direction away from the first sealing unit, and the second sealing unit is used to form a second sealing cavity and a third sealing cavity respectively when it is in contact with the vehicle door. A first groove is provided on a side of the second sealing unit close to the first sealing unit.

[0008] In some embodiments, a first extension portion is further included, extending along one end of the first sealing unit. The first extension portion is in an arc shape convex in a direction away from the second sealing unit, and a second groove is provided on a surface of the first extension portion close to the second sealing unit.

[0009] In some embodiments, the first groove is arranged at the highest point of the second sealing unit to make the stress-strain curve of the second sealing unit located within the corresponding preset qualified area, and the second groove is arranged at the lowest point of the first extension portion to make the stress-strain curve of the first extension portion located within the corresponding preset qualified area.

[0010] In some embodiments, the invention further includes a second extending portion extending along one end of the second sealing unit, wherein a drainage groove having an acute angle is formed between the second extending portion and the second sealing unit.

[0011] In some embodiments, a connecting unit is further included, wherein both ends of the connecting unit are respectively connected to the first extension portion and the second extension portion, and form a sealed buffer cavity with the first extension portion and the second extension portion, and the connecting unit is used to be connected to the vehicle door sheet metal.

[0012] In some embodiments, the connecting unit includes a first connecting segment and a second connecting segment connected to the first connecting segment;

[0013] The first connecting section is provided with a receiving groove, in which an adhesive member for bonding to the door sheet metal is accommodated, and the second connecting section is provided with a plurality of connecting members arranged at intervals.

[0014] In some embodiments, the connecting unit is made of dense rubber micro-foam material, and the first sealing unit, the second sealing unit, the first extension part and the second extension part are all made of sponge foam rubber.

[0015] In some embodiments, when the second connecting section is attached to a vehicle door sheet metal, the distance between the end of the second sealing unit away from the second extension portion and the corresponding surface of the second connecting section for connecting to the vehicle door sheet metal is 26.5 to 28 cm.

[0016] In some embodiments, the thickness of the first sealing unit and the second sealing unit are both smaller than the thickness of the first extending portion and the second extending portion.

[0017] In some embodiments, the cross-sectional shape of the first sealing cavity of the first sealing unit is circular or elliptical;

[0018] When the cross-section of the first sealed cavity is circular, the inner diameter of the first sealed cavity is 3 to 4 cm.

[0019] The beneficial effects of the technical solution provided by this application include:

[0020] An embodiment of the present application provides a door sealing strip for commercial vehicles. Since a first sealing cavity is provided in the first sealing unit, the second sealing unit is in the shape of an arc convex in the direction away from the first sealing unit, and the second sealing unit is used to form a second sealing cavity and a third sealing cavity respectively when it is in contact with the vehicle door, and a first groove is provided on a side of the second sealing unit close to the first sealing unit. Therefore, when the vehicle door and the door sealing strip are sealed, three chambers, namely the first sealing cavity, the second sealing cavity and the third sealing cavity, can be formed in sequence, and a multi-level seal can be formed to ensure the sealing stability while also ensuring a good sound insulation effect when the door is closed and sealed. In addition, the first groove provided on the second sealing unit alleviates the problem of excessive rebound force of the entire door sealing strip when the door is closed and sealed to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 A schematic diagram of the cross-sectional structure of a commercial vehicle door sealing strip provided by an embodiment of the present application when not sealed with the vehicle door;

[0023] Figure 2 A schematic diagram of the cross-sectional structure of a commercial vehicle door sealing strip provided by an embodiment of the present application when sealed with a vehicle door;

[0024] Figure 3 The stress-strain curve of the commercial vehicle door sealing strip provided by the embodiment of the present application before and after the first groove is set;

[0025] Figure 4 This is the stress-strain curve of the commercial vehicle door sealing strip provided in an embodiment of the present application before and after the second groove is set.

[0026] In the figure: 1-sealing strip body, 10-first sealing unit, 100-first sealing cavity, 11-second sealing unit, 12-second sealing cavity, 13-third sealing cavity, 14-first extension portion, 15-second extension portion, 2-first groove, 3-second groove, 4-drainage groove, 5-connecting unit, 50-sealing buffer cavity, 51-first connecting section, 510-receiving groove, 511-adhesive, 52-second connecting section, 520-connecting member. DETAILED DESCRIPTION

[0027] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0028] An embodiment of the present application provides a commercial vehicle door sealing strip, which can solve the problems in the related art of poor sound insulation effect of door sealing strips and unreasonable rebound force control that may lead to poor sealing performance and affect the door closing sound quality and door appearance.

[0029] See also Figure 1 and Figure 2 As shown, the commercial vehicle door sealing strip mainly includes a sealing strip body 1, wherein the sealing strip body 1 includes a first sealing unit 10 and a second sealing unit 11 arranged from bottom to top along its length direction, a first sealing cavity 100 is provided in the first sealing unit 10, the second sealing unit 11 is provided above the first sealing unit 10 and connected to the first sealing unit 10, the second sealing unit 11 is in an arc shape convex in a direction away from the first sealing unit 10, and the second sealing unit 11 is used to form a second sealing cavity 12 and a third sealing cavity 13 respectively when it is in contact with the vehicle door 3, and a first groove 2 is provided on a side of the second sealing unit 11 close to the first sealing unit 10.

[0030] Specifically, since the first sealing cavity 100 is provided in the first sealing unit 10, the second sealing unit 11 is in the shape of an arc convex in the direction away from the first sealing unit 10, and the second sealing unit 11 is used to form the second sealing cavity 12 and the third sealing cavity 13 respectively when it is pressed against the vehicle door, and the second sealing unit 11 is provided with the first groove 2 on the side close to the first sealing unit 10. Therefore, when the vehicle door is sealed with the vehicle door sealing strip, the first sealing cavity 100, the second sealing cavity 12 and the third sealing cavity 13 three chambers can be formed in sequence, thereby forming a multi-stage seal to ensure the sealing stability while also ensuring the sound insulation effect when the door is closed. In addition, the first groove 2 provided on the second sealing unit 11 alleviates to a certain extent the problem of excessive rebound force of the entire door sealing strip when closing the door, and avoids the problem that when the rebound force is too large, the energy generated during the closing process of the door is too large, which in turn affects the closing sound quality and the appearance of the cab. The three chambers of the first sealing cavity 100, the second sealing cavity 12 and the third sealing cavity 13 formed at the same time when the door is closed ensure the excellent sealing performance of the door sealing strip, and avoid the problem of sealing leakage when the water pressure or air pressure is high due to the small rebound force.

[0031] Specifically, when in its natural state, i.e., when the vehicle door is not closed, the second sealing unit 11 is in the shape of an arc convex in a direction away from the first sealing unit 10. When the vehicle door is closed and forms a sealing relationship with the vehicle door sealing strip, the second sealing unit 11 can form the second sealing cavity 12 and the third sealing cavity 13 when it abuts against the vehicle door 3. The second sealing unit 11 deforms when it abuts against the vehicle door 3 for sealing. Due to its arc shape, its corresponding end close to the vehicle door is further bent by the abutment of the vehicle door, thereby forming the second sealing cavity 12 between the vehicle door, the first sealing unit 10, and the second sealing unit 11 itself. The bent end abuts against the surface of the first sealing unit 10, so that the deformed second sealing unit 11 itself forms the third sealing cavity 13 located within it.

[0032] Because the second sealing unit 11 has a certain length and an outwardly convex arc structure, it not only increases the compression area during the sealing process with the vehicle door, but also forms a multi-stage seal. This not only improves the sealing performance of the cab, but also ensures that the vehicle door sealing strip also has an excellent sealing effect due to the presence of multiple chambers. Although the second sealing unit 11 will undergo significant deformation during the sealing process, which may lead to a large rebound force, the provision of the first groove 2 makes the second sealing unit 11 more susceptible to deformation to a certain extent, thereby reducing its rebound force when it deforms, avoiding the problem that excessive rebound force during the sealing deformation process may cause excessive energy to be generated during the vehicle door closing process, which may affect the closing sound quality and the appearance of the cab.

[0033] Furthermore, from the perspective of structural design, the vehicle door sealing strip also includes a first extension portion 14 extending along one end of the first sealing unit 10, and the first extension portion 14 is an arc-shaped portion protruding in a direction away from the second sealing unit 11, and a second groove 3 is provided on a side of the first extension portion 14 close to the second sealing unit 11.

[0034] Specifically, when the vehicle door is closed, in addition to the second sealing unit 11 undergoing a large deformation, the first extension portion 14 connected to the first sealing unit 10 will also undergo a large deformation, because the first sealing unit 10 will also bear a large resistance force from the vehicle door. Therefore, in order to avoid the first extension portion 14 from generating excessive rebound force when it is deformed, a second groove 3 is provided on the side of the first extension portion 14 close to the second sealing unit 11. The principle is similar to that of the first groove 2. It makes the first extension portion 14 easier to deform to a certain extent, thereby reducing the rebound force when it is deformed, avoiding the problem that excessive energy is generated during the vehicle door closing process due to excessive rebound force during the sealing deformation process, which may affect the door closing sound quality and the appearance of the cab.

[0035] Furthermore, the first groove 2 is arranged at the highest point of the second sealing unit 11, so as to make the stress-strain curve of the second sealing unit 11 located within the corresponding preset qualified area, and the second groove 3 is arranged at the lowest point of the first extension portion 14, so as to make the stress-strain curve of the first extension portion 14 located within the corresponding preset qualified area.

[0036] Specifically, Figure 3 The stress-strain curve of the second sealing unit 11 before and after the first groove 2 is set, wherein the stress refers to the above-mentioned rebound force. Figure 3 As shown, the two dotted lines represent the stress-strain curves when the second sealing unit 11 is not provided with the first groove 2 and when the first groove 2 is provided. Figure 3 It can be clearly seen that when the first groove 2 is not provided, part of the rebound force of the second sealing unit 11 during the compression deformation process falls into the NG area, while after the first groove 2 is provided, all the rebound force of the second sealing unit 11 during the compression deformation process falls into the OK area. Figure 4 For setting the stress-strain curve of the first extension portion 14 before and after the second groove 3, see Figure 4 As shown, the two dotted lines represent the stress-strain curves when the first extension portion 14 is not provided with the second groove 3 and when the second groove 3 is provided. Figure 4 It can be clearly seen that when the second groove 3 is not provided, part of the rebound force of the first extension portion 14 during the compression deformation process falls in the NG zone, while after the second groove 3 is provided, all the rebound force of the first extension portion 14 during the compression deformation process falls in the OK zone.

[0037] The above descriptions show that after the first groove 2 and the second groove 3 are provided, the rebound force of the door sealing strip is better controlled and improved. Figure 3 and Figure 4 The horizontal axis represents the clearance value, and the vertical axis represents the rebound force. During the vehicle model development phase, based on the door's closing ability, it was determined that the rebound force of the door seal is acceptable when the clearance value is within the range of ±2 and the rebound force is between 2.9 and 6.9. Therefore, this range is defined as the OK zone, and the rest of the range is the NG zone. Multiple tests of this door seal have shown that the rebound force fluctuates minimally within the corresponding internal clearance range, and the overall rebound force during compression deformation falls within the OK zone.

[0038] In addition, other performance tests were conducted on the door sealing strip, and the results all showed excellent performance. The specific results are shown in Table 1 below:

[0039] Table 1 Other test results of door sealing strips

[0040]

[0041] In the above Table 1, refers to the installation hole diameter of the connecting member 520, and t refers to the thickness of the second connecting section 52.

[0042] On rainy days, rainwater from the outside will flow into the area between the compressed door seal and the door. If water continues to accumulate in this area and cannot be drained away in time, it may flow onto the door glass, affecting the driver's field of vision, threatening driving safety, and even seeping into the vehicle interior. Therefore, further, the door seal also includes a second extension portion 15 extending along one end of the second sealing unit 11, and a drainage groove 4 with an acute angle is formed between the second extension portion 15 and the second sealing unit 11. Specifically, the second extension portion 15 is provided at one end of the second sealing unit 11 and extends obliquely in a direction away from the first sealing unit 10. Therefore, the second extension portion 15 and the second sealing unit 11 form a V-shaped drainage groove. The acute angle of the drainage groove ensures that water on the side walls can be drained down along the drainage groove 4, avoiding flowing onto the door glass, thereby serving the purpose of drainage.

[0043] Because the door sealing strip needs to be fixed to the vehicle and is generally in the form of a long strip, it is bent along the shape of the vehicle door to form a good seal with the vehicle door when it is closed. Therefore, the door sealing strip further includes a connecting unit 5, the ends of which are respectively connected to the first extension portion 14 and the second extension portion 15, forming a sealing buffer cavity 50 with the first extension portion 14 and the second extension portion 15. The connecting unit 5 is used to connect to the vehicle door sheet metal.

[0044] Specifically, the connecting unit 5 is connected to the first extension 14 and the second extension 15 located at both ends of the first sealing unit 10 and the second sealing unit 11, respectively, forming the sealed buffer chamber 50 therebetween. The sealed buffer chamber 50 provides a good buffering function to a certain extent and also provides a sound insulation effect to a certain extent. It is precisely because the sealed buffer chamber 50 itself has a certain degree of elastic deformation ability that it, together with the first sealing unit 10, the second sealing unit 11, the first groove 2 and the second groove 3, forms a vehicle door sealing strip with suitable rebound force. If the overall deformation ability of the vehicle door sealing strip is very poor, it will inevitably directly affect its sealing effect. When the sealing effect is poor, its sound insulation effect will also be directly affected.

[0045] Furthermore, the connecting unit 5 specifically includes a first connecting section 51 and a second connecting section 52 connected to the first connecting section 51. At the same time, the first connecting section 51 is provided with a receiving groove 510, and the receiving groove 510 accommodates an adhesive 511 for bonding to the vehicle door sheet metal. The second connecting section 52 is provided with a plurality of spaced connecting parts 520.

[0046] Specifically, considering the overall environment of the vehicle, although the overall environment is relatively stable when it is stopped, when the vehicle is driving, especially when the vehicle is driving on different road conditions, it will cause different degrees of vibration. In order to ensure the stability of the connection and based on the actual installation environment, the connection unit 5 is divided into a first connection section 51 and a second connection section 52 integrally formed with the first connection section 51, wherein the first connection section 51 is an upwardly inclined surface. In order to ensure the flatness and fit of the connection surface, the receiving groove 510 is provided on the first connection section 51, and the adhesive 511 is provided in the first connection section 51, with one side of the adhesive being bonded to the bottom wall of the receiving groove 510 and the other side being bonded to the door sheet metal. When connected to the door sheet metal, the second connecting section 52 is attached to the door sheet metal. Unlike the first connecting section 51, which is bonded to the door sheet metal, the second connecting section 52 is provided with a plurality of spaced-apart connecting members 520. Unlike the bonding member 511, the connecting members 520 are rigidly connected to the door sheet metal and, together with the bonding member 511, tightly connect the door seal to the door sheet metal. The connecting members 520 can be connected to the door sheet metal in a variety of ways, such as by snapping or threading. Furthermore, the door sealing strip is connected and installed to the door sheet metal via the bonding member 511 and the connecting members 520. In addition to securing the door sealing strip, the connecting members 520 also provide positioning during assembly.

[0047] According to the deformation results of the door sealing strip, it can be divided into deformation zone and non-deformation zone. The connecting unit 5 is the non-deformation zone. Its deformation degree during the sealing process is very small and it mainly plays the role of connection and fixation. The deformation degree of other areas during the sealing process is relatively large, so the remaining areas belong to the deformation zone. In order to ensure that the rebound force of the door sealing strip is controlled within an appropriate range and is not too large, the connecting unit 5 is further made of dense rubber micro-foam material, and the first sealing unit 10, the second sealing unit 11, the first extension part 14 and the second extension part 15 are all sponge foam rubber. Specifically, the use of sponge foam rubber in the deformation zone reduces the rebound force to a certain extent while also achieving lightweighting. The main function of the connecting unit 5 is connection and fixation. Therefore, it cannot use a very elastic material. That is, the non-deformation zone uses dense rubber micro-foam material to ensure the installation strength between the door seal and the door sheet metal.

[0048] Furthermore, when the second connecting section 52 is attached to the door panel, the distance between the end of the second sealing unit 11 distal to the second extension 15 and the corresponding surface of the second connecting section 52 for attachment to the door panel is 26.5 to 28 cm. Specifically, the second sealing cavity 12 and the third sealing cavity 13 are formed only by deformation of the second sealing unit 11. Therefore, the second sealing unit 11 must be sufficiently long, but not too long, as this would compromise the sealing effect. Therefore, the distance between the end of the second sealing unit 11 distal to the second extension 15 and the corresponding surface of the second connecting section 52 for attachment to the door panel is preferably 27.2 cm.

[0049] Since, during sealing, the first sealing unit 10 and the second sealing unit 11 are in direct contact with the vehicle door for each component in the deformation zone, the sealing chamber must be generated by the deformation of the first sealing unit 10 and the second sealing unit 11. Other structures in the deformation zone, such as the first extension 14 and the second extension 15, not only deform but also primarily serve as a connection or support. Therefore, further, the thickness of the first sealing unit 10 and the second sealing unit 11 is less than that of the first extension 14 and the second extension 15. Specifically, the small thickness of the first sealing unit 10 and the second sealing unit 11 ensures that they can deform to generate the corresponding sealing chamber, while the relatively large thickness of the first extension 14 and the second extension 15 ensures that they provide better support and connection functions while being able to produce a certain degree of deformation.

[0050] Furthermore, the cross-sectional shape of the first sealed cavity 100 of the first sealing unit 10 is circular or elliptical. When the cross-sectional shape of the first sealed cavity 100 is circular, the inner diameter of the first sealed cavity 100 is 3 to 4 cm.

[0051] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0052] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0053] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A commercial vehicle door sealing strip, characterized in that: It includes: A sealing strip body (1), the sealing strip body (1) comprising a first sealing unit (10) and a second sealing unit (11) arranged from bottom to top along a length direction thereof; A first sealing cavity (100) is provided in the first sealing unit (10), the second sealing unit (11) is provided above the first sealing unit (10) and connected to the first sealing unit (10), the second sealing unit (11) is in an arc shape convex in a direction away from the first sealing unit (10), and the second sealing unit (11) is used to form a second sealing cavity (12) and a third sealing cavity (13) when the second sealing unit (11) is in contact with the vehicle door, and a first groove (2) is provided on a side of the second sealing unit (11) close to the first sealing unit (10); When the second sealing unit (11) is pressed against the vehicle door to form a seal, the end of the second sealing unit (11) is bent toward the first sealing unit (10), forming a second sealing cavity (12) between the vehicle door, the first sealing unit (10), and the second sealing unit (11); the bent end of the second sealing unit (11) is pressed against the surface of the first sealing unit (10), so that the second sealing unit (11) itself forms a third sealing cavity (13); The first groove (2) is provided at the highest point of the second sealing unit (11) so as to ensure that the stress-strain curve of the second sealing unit (11) is located within a corresponding preset qualified area.

2. A commercial vehicle door sealing strip according to claim 1, characterized in that: The invention also includes a first extension portion (14) extending along one end of the first sealing unit (10), the first extension portion (14) being in the shape of an arc convex in a direction away from the second sealing unit (11), and a second groove (3) being provided on a side of the first extension portion (14) close to the second sealing unit (11).

3. A commercial vehicle door sealing strip according to claim 2, characterized in that: The second groove (3) is provided at the lowest point of the first extension portion (14) so as to enable the stress-strain curve of the first extension portion (14) to be located within a corresponding preset qualified area.

4. A commercial vehicle door sealing strip according to claim 3, characterized in that: It also includes a second extension portion (15) extending along one end of the second sealing unit (11), and a drainage groove (4) with an acute angle is formed between the second extension portion (15) and the second sealing unit (11).

5. The commercial vehicle door sealing strip according to claim 4, characterized in that: It also includes a connecting unit (5), the two ends of which are respectively connected to the first extension portion (14) and the second extension portion (15), and form a sealed buffer cavity (50) with the first extension portion (14) and the second extension portion (15), and the connecting unit (5) is used to be connected to the vehicle door sheet metal.

6. A commercial vehicle door sealing strip according to claim 5, characterized in that: The connecting unit (5) comprises a first connecting section (51) and a second connecting section (52) connected to the first connecting section (51); The first connecting section (51) is provided with a receiving groove (510), wherein an adhesive member (511) for bonding to a vehicle door sheet metal is accommodated in the receiving groove (510), and the second connecting section (52) is provided with a plurality of connecting members (520) arranged at intervals.

7. The commercial vehicle door sealing strip according to claim 5, characterized in that: The connecting unit (5) is made of dense rubber micro-foam material, and the first sealing unit (10), the second sealing unit (11), the first extension part (14) and the second extension part (15) are all made of sponge foam rubber.

8. The commercial vehicle door sealing strip according to claim 6, characterized in that: When the second connecting section (52) is used to be attached to a vehicle door sheet metal, the distance between the end of the second sealing unit (11) away from the second extension portion (15) and the corresponding surface of the second connecting section (52) used to be connected to the vehicle door sheet metal is 26.5-28 cm.

9. The commercial vehicle door sealing strip according to claim 4, characterized in that: The thickness of the first sealing unit (10) and the second sealing unit (11) are both smaller than the thickness of the first extension portion (14) and the second extension portion (15).

10. The commercial vehicle door sealing strip according to claim 1, characterized in that: The cross-sectional shape of the first sealing cavity (100) of the first sealing unit (10) is circular or elliptical; When the cross-sectional shape of the first sealed cavity (100) is circular, the inner diameter of the first sealed cavity (100) is 3-4 cm.

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