Door sealing structure and engineering vehicle

Abstract

The embodiment of the application provides a kind of door sealing structure and engineering vehicle, for being set between the vehicle body and door of engineering vehicle, the door sealing structure includes: mounting base, the mounting base has the embedded slot, the embedded slot is embedded for the door connection;The slot mouth of the embedded slot is spaced apart and is provided with first clamping part and second clamping part, the first clamping part and the second clamping part are used to clamp the door embedded;First sealing body, the first sealing body is connected to one side of the mounting base, and the first sealing body is used to seal abutment with the vehicle body;The mounting base and the first sealing body are both flexible piece, and density is different.The original metal framework is cancelled in the application, and sufficient strength can still be provided, so as to simplify the door sealing structure, not easy to deform and reduce weight and cost, meet the lightweight demand of new energy automobile.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a door sealing structure and an engineering vehicle. Background Technology

[0002] Door sealing strips are essential components in automobiles used to seal car doors, providing functions such as shock absorption, waterproofing, sound insulation, heat insulation, and dust prevention. They reduce vibrations during driving, cushion the impact of opening and closing the doors, protect door components, prevent rainwater from seeping into the vehicle and avoiding moisture damage to interior parts, block dust, sand, and other fine particles from entering the cabin, keeping the interior clean, effectively reduce external noise, create a quiet driving environment, and reduce the impact of external high or low temperatures on the interior temperature, assisting the car's air conditioning system to make the interior temperature more stable.

[0003] In related technologies, automotive door opening sealing strips include a skeleton, an adhesive layer covering the skeleton, and a sponge adhesive, with the skeleton made of metal. However, this sealing strip has a complex structure, is heavy, and has a high cost, making it unsuitable for the lightweight requirements of new energy vehicles. Utility Model Content

[0004] This application provides a door sealing structure and an engineering vehicle to simplify the structure, reduce costs, and prevent deformation during transportation, thereby meeting the lightweight requirements of new energy vehicles.

[0005] A first aspect of this application provides a door sealing structure for installation between the body and door of an engineering vehicle, the door sealing structure comprising:

[0006] The mounting base has a fitting groove for the vehicle door to be inserted and connected; a first clamping part and a second clamping part are provided at intervals at the opening of the fitting groove, the first clamping part and the second clamping part are used to clamp the inserted vehicle door;

[0007] A first sealing body is connected to one side of the mounting base and is used to seal against the vehicle body.

[0008] Both the mounting base and the first sealing body are flexible components with different densities.

[0009] In one embodiment of this application, a connecting step is provided at the location opposite to the vehicle body and the vehicle door;

[0010] The door sealing structure also includes:

[0011] The second sealing body is connected to one side of the mounting base and is spaced apart from the first sealing body; the second sealing body is used to seal against the vehicle body.

[0012] The second sealing body and the first sealing body are respectively used to abut against different step surfaces of the connecting steps.

[0013] In one embodiment of this application, the first clamping part is inclined toward the inside of the fitting groove;

[0014] The angle between the extension direction of the first clamping part and the groove depth direction of the fitting groove is in the range of 35-50°.

[0015] In one embodiment of this application, the first clamping portion includes a first extension section, a constricted neck section, and a first expanded neck section connected sequentially along the extension direction;

[0016] Along the extension direction perpendicular to the first clamping portion, the maximum cross-sectional width of the first expanding neck section is greater than the cross-sectional width of the first extension section; the cross-sectional width of the narrowing neck section is less than the cross-sectional width of the first extension section and the cross-sectional width at the connection point between the first expanding neck section and the narrowing neck section; along the direction away from the first extension section, the cross-sectional width of the first expanding neck section first increases and then decreases; the end of the first expanding neck section is an arc surface.

[0017] In one embodiment of this application, a stress-relieving groove is formed at the connection between the first clamping part and the groove wall of the fitting groove, the bottom of the stress-relieving groove extends in a direction away from the fitting groove, and the stress-relieving groove communicates with the fitting groove.

[0018] The depth direction of the fitting groove is parallel to the extension direction of the first clamping part.

[0019] In one embodiment of this application, an inner cavity is formed within the mounting base. The inner cavity is a closed structure and is separate from the fitting groove.

[0020] In one embodiment of this application, the second clamping portion includes a second extension and a second necking section, wherein the second necking section is connected to the side of the second extension that is away from the groove wall of the fitting groove.

[0021] The end of the second necked section extends toward the inner side of the fitting groove, and the end face of the second necked section is an involute arc surface.

[0022] Along the extension direction perpendicular to the second clamping portion, the cross-sectional width of the second extension segment is smaller than the maximum cross-sectional width of the second necking segment.

[0023] In one embodiment of this application, the first end and the second end of the first sealing body extending in the direction of extension are respectively connected to different positions of the mounting base, and the first sealing body forms a buffer cavity.

[0024] Along the extension direction perpendicular to the first sealing body, the cross-sectional width of the middle section of the first sealing body is smaller than the cross-sectional width of the end of the first sealing body;

[0025] At least one of the first end and the second end has a surface facing away from the buffer cavity, forming a first crushing inner angle at the connection with the mounting base.

[0026] In one embodiment of this application, the second sealing body is a bent structure, and a second crushing inner angle is formed at the bend of the second sealing body;

[0027] Along the direction away from the mounting base, the cross-sectional width of the second seal, perpendicular to the extension direction, gradually decreases;

[0028] The end of the second sealing body opposite to the mounting base has an overlapping edge, which is used to seal against the vehicle body.

[0029] A second aspect of this application also provides an engineering vehicle, including:

[0030] The vehicle body has door frames;

[0031] The door is movably connected to the vehicle body and can be opened and closed to cover the door frame;

[0032] The first aspect provides a door sealing structure, wherein the door sealing structure is disposed between the vehicle body and the door; the door is embedded in the fitting groove of the door sealing structure; when the door is closed, the vehicle body at least abuts against the first sealing body of the door sealing structure.

[0033] The door sealing structure provided in this application embodiment is embedded and connected to the door through a fitting groove provided on the mounting base. The door is clamped by a first clamping part and a second clamping part provided at intervals in the fitting groove, achieving reliable installation. The first sealing body seals against the vehicle body, achieving a seal at the connection between the door and the vehicle body. The mounting base and the first sealing body are made of flexible elastic components with different densities. The mounting base has a higher density and higher hardness, which can still provide sufficient strength after eliminating the original metal frame. This simplifies the door sealing structure, makes it less prone to deformation, and reduces weight and cost, meeting the lightweight requirements of new energy vehicles. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] Figure 1 A cross-sectional structural schematic diagram of the door sealing structure provided in this application;

[0036] Figure 2 This is a schematic diagram of the installation of the door sealing structure provided in this application.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100. Door sealing structure; 110. Mounting base; 111. Fitting groove; 112. First clamping part; 1121. First extension section; 1122. Necked section; 1123. First expanding neck section; 1124. Force relief groove; 113. Second clamping part; 1131. Second extension section; 1132. Second expanding neck section; 114. Inner cavity; 120. First sealing body; 121. First end; 122. Second end; 123. Buffer cavity; 124. First crushing inner angle; 130. Second sealing body; 131. Overlapping edge; 132. Second crushing inner angle;

[0039] 200. Car door;

[0040] 300. Vehicle body.

[0041] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0042] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0043] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0044] Door sealing strips are crucial components in automobiles used to seal door openings, providing functions such as shock absorption, waterproofing, sound insulation, heat insulation, and dust prevention. In related technologies, automotive door sealing strips consist of a skeleton, an adhesive layer covering the skeleton, and a sponge layer; the skeleton is typically made of metal. However, this sealing strip has a complex structure, with an internal skeleton that is prone to deformation during packaging and transportation. Furthermore, it is heavy and costly, making it unsuitable for the lightweight requirements of new energy vehicles.

[0045] To address the problems existing in the prior art, refer to Figure 1 The first aspect of this application provides a door sealing structure 100 for installation between the body and door of an engineering vehicle. The door sealing structure 100 includes a mounting base 110 and a first sealing body 120. The mounting base 110 has a fitting groove 111 for the door to be inserted and connected. A first clamping part 112 and a second clamping part 113 are provided at intervals at the opening of the fitting groove 111 for clamping the inserted door. The first sealing body 120 is connected to one side of the mounting base 110 and is used to seal against the vehicle body. Both the mounting base 110 and the first sealing body 120 are flexible elements with different densities.

[0046] The door sealing structure 100 provided in this application embodiment is embedded and connected to the door through a fitting groove 111 provided on the mounting base 110. The door is clamped by a first clamping part 112 and a second clamping part 113 provided at intervals in the fitting groove 111, achieving reliable installation. The first sealing body 120 seals against the vehicle body, achieving a seal at the connection between the door and the vehicle body. The mounting base 110 and the first sealing body 120 are made of flexible elastic parts with different densities. The mounting base 110 has a higher density and higher hardness. It can still provide sufficient strength after eliminating the original metal frame, thereby simplifying the door sealing structure 100, making it less prone to deformation, and reducing weight and cost. The weight is reduced by about 30% to 40% after eliminating the metal frame, meeting the lightweight requirements of new energy vehicles.

[0047] In some embodiments of this application, both the mounting base 110 and the first sealing body 120 are made of ethylene propylene diene monomer (EPDM) rubber. The mounting base 110 is made of 70HA EPDM with high carbon black filler, increasing its elastic modulus to 3.5 MPa. This effectively replaces the bending resistance of the metal frame, compensating for the rigidity loss after the metal frame is removed. The first sealing body 120 has a hardness of 40HA, which is relatively low, resulting in better flexibility and elasticity, and better sealing performance against the vehicle body. When the door is closed, the first sealing body 120 deforms under pressure, filling the gap between the door and the vehicle body, blocking external airflow, and forming the first sealing structure.

[0048] In other embodiments of this application, the mounting base 110 and the first sealing body 120 may also be made of other materials, which are not limited in this application.

[0049] In some embodiments of this application, see Figure 2A connecting step is provided at the opposite position of the vehicle body and the door; the door sealing structure 100 also includes a second sealing body 130, which is connected to one side of the mounting base 110 and spaced apart from the first sealing body 120; the second sealing body 130 is used to seal against the vehicle body; the second sealing body 130 and the first sealing body 120 are respectively used to abut against different step surfaces of the connecting step.

[0050] The second sealing element 130 utilizes the elastic hysteresis characteristics of EPDM to compensate for long-term compression deformation and abuts against the side of the vehicle body to prevent dust penetration, forming a second sealing structure that satisfies waterproof, dustproof, and noise-reducing sealing performance. By having the first sealing element 120 and the second sealing element 130 abut against different stepped surfaces of the vehicle body, a double seal is achieved between the door and the vehicle body, further improving the sealing performance. The airtightness is improved by approximately 50%, and the dust penetration rate is <0.1g / h.

[0051] In some embodiments of this application, see Figure 1 The first clamping part 112 is inclined toward the inner side of the fitting groove 111; the angle between the extension direction of the first clamping part 112 and the groove depth direction of the fitting groove 111 is in the range of 35-50°.

[0052] By tilting the first clamping part 112, the angle between the extension direction of the first clamping part 112 and the groove depth direction of the fitting groove 111 is in the range of 35-50°. When the mounting base 110 is inserted into the car door, the mounting base 110 can be guided, reducing the sliding resistance during the insertion process.

[0053] Preferably, the angle between the extension direction of the first clamping part 112 and the groove depth direction of the fitting groove 111 is 48°. Using a 48° guide angle can further reduce the friction between the first clamping part 112 and the door contact surface, thereby reducing sliding resistance.

[0054] In some other embodiments of this application, the angle between the extension direction of the first clamping part 112 and the groove depth direction of the fitting groove 111 can also be other angles, which are not limited in this application.

[0055] In some embodiments of this application, see Figure 1 The first clamping part 112 includes a first extension section 1121, a necking section 1122 and a first necking section 1123 connected sequentially along the extension direction;

[0056] Along the extension direction perpendicular to the first clamping part 112, the maximum cross-sectional width of the first expanding neck section 1123 is greater than the cross-sectional width of the first extension section 1121; the cross-sectional width of the constricted neck section 1122 is less than the cross-sectional width of the first extension section 1121 and the cross-sectional width at the connection between the first expanding neck section 1123 and the constricted neck section 1122; along the direction away from the first extension section 1121, the cross-sectional width of the first expanding neck section 1123 first increases and then decreases; the end of the first expanding neck section 1123 is an arc surface.

[0057] This application uses cross-sectional simulation analysis to remove redundant material. The first extension section 1121 is designed with a decreasing cross-sectional width, which ensures structural strength while reducing the amount of material used. At the same time, the first necking section 1123 adopts a rounded protrusion design, which generates lateral extrusion force after compression and rebound, realizing a self-locking function. The pull-out force is ≥80N, realizing an anti-disengagement function.

[0058] In some embodiments of this application, the cross-sectional width of the first extension 1121 is 2.8-3.5 mm, the minimum cross-sectional width of the necked section 1122 is 1.2-2 mm, and the maximum cross-sectional width of the first expanded necked section 1123 is 1.8-2.5 mm.

[0059] Preferably, in one embodiment of this application, the cross-sectional width of the first extension segment 1121 is 3 mm, and the cross-sectional width gradually decreases along the extension direction of the first clamping portion 112. The minimum cross-sectional width of the necked segment 1122 is 1.5 mm, and the maximum cross-sectional width of the first expanded necked segment 1123 is 2 mm. In other embodiments of this application, the first extension segment 1121, the necked segment 1122, and the first expanded necked segment 1123 may also adopt other dimensions, which are not limited in this application.

[0060] In some embodiments of this application, the pre-compression of the first clamping part 112 is 1-2 mm, that is, when the car door 200 is inserted into the fitting groove 111, the deformation of the first clamping part 112 along the width direction of the fitting groove 111 is 1-2 mm.

[0061] Preferably, the pre-compression amount of the first clamping part 112 is 1.2 mm.

[0062] In some embodiments of this application, see Figure 1 A stress-relieving groove 1124 is formed at the connection between the first clamping part 112 and the groove wall of the fitting groove 111. The bottom of the stress-relieving groove 1124 extends away from the fitting groove 111 and is connected to the fitting groove 111. The groove depth direction of the fitting groove 111 is parallel to the extension direction of the first clamping part 112.

[0063] By setting the unloading groove 1124, the insertion resistance of the mounting base 110 can be further reduced. Combined with the angle design of the first clamping part 112, the insertion force is ≤30N, realizing the function of low insertion force and high holding force with the door, thereby improving assembly efficiency and reducing the failure and repair rate.

[0064] In some embodiments of this application, see Figure 1 The mounting base 110 has an inner cavity 114, which is a closed structure and is separate from the fitting groove 111. By setting the inner cavity 114, on the one hand, the amount of material used can be reduced and the weight can be reduced; on the other hand, the force on the first sealing body 120 and the second sealing body 130 can be transmitted to the inner cavity 114, and the inner cavity 114 deforms under the force, thereby improving the stress distribution and extending the service life.

[0065] In some embodiments of this application, see Figure 1 The second clamping part 113 includes a second extension section 1131 and a second neck extension section 1132, the second neck extension section 1132 being connected to the side of the second extension section 1131 facing away from the groove wall of the fitting groove 111.

[0066] The end of the second neck section 1132 extends toward the inner side of the fitting groove 111, and the end face of the second neck section 1132 is an involute arc surface.

[0067] Along the extension direction perpendicular to the second clamping portion 113, the cross-sectional width of the second extension section 1131 is smaller than the maximum cross-sectional width of the second necked section 1132.

[0068] The second neck section 1132 protrudes into the fitting groove 111 and cooperates with the first clamping part 112 to further increase the clamping force on the door and prevent the door sealing structure 100 from falling off the door.

[0069] In some embodiments of this application, see Figure 1 The first end 121 and the second end 122 of the first sealing body 120 are respectively connected to different positions of the mounting base 110 along the extension direction of the first sealing body 120, and the first sealing body 120 surrounds a buffer cavity 123; along the extension direction perpendicular to the first sealing body 120, the cross-sectional width of the middle section of the first sealing body 120 is smaller than the cross-sectional width of the end of the first sealing body 120; at least one of the first end 121 and the second end 122 forms a first crushing inner angle 124 at the connection between the surface opposite to the buffer cavity 123 and the mounting base 110.

[0070] The first sealing body 120 and the mounting base 110 form a buffer cavity 123, which can buffer the impact force when the door is closed. By optimizing the cross-sectional width, the weight of the door sealing structure 100 is reduced. The first sealing body 120 forms a flexible hinge through the first crushing inner angle 124, which is used to guide the deformation of the first sealing body 120 during sealing and reduce the reaction force when the door is closed.

[0071] In some embodiments of this application, the cross-sectional width of the first end 121 of the first sealing body 120 is 3-5 mm, and the cross-sectional width gradually decreases to 1.5-1.8 mm along the direction from the first end 121 to the second end 122.

[0072] Preferably, the cross-sectional width of the first end 121 of the first sealing body 120 is 4 mm, and the cross-sectional width gradually decreases to 1.7 mm along the direction from the first end 121 to the second end 122.

[0073] In some embodiments of this application, see Figure 1 The second sealing body 130 has a bent structure, and a second crushing inner angle 132 is formed at the bend of the second sealing body 130; along the direction away from the mounting base 110, the cross-sectional width of the second sealing body 130 perpendicular to the extension direction gradually decreases; an overlapping edge 131 is formed at the end of the second sealing body 130 away from the mounting base 110, and the overlapping edge 131 is used to seal against the vehicle body.

[0074] The second sealing body 130 forms a stress buffer node through the second crushing inner angle 132, forming a double topological connection with the mounting base 110. The overlapping edge 131 abuts against the vehicle body seal, significantly improving the stability of the sealing interface. The cross-sectional width of the second sealing body 130 gradually decreases along its extension direction, reducing its weight while ensuring sufficient strength and maintaining sealing performance.

[0075] In some embodiments of this application, the cross-sectional width at the connection between the second sealing body 130 and the mounting base 110 is 4-5 mm, the cross-sectional width at the bend is 1-2 mm, and the minimum cross-sectional width of the overlapping edge 131 is 0.5-1 mm.

[0076] Preferably, the cross-sectional width at the connection between the second sealing body 130 and the mounting base 110 is 4.3 mm, the cross-sectional width at the bend is 1.4 mm, and the minimum cross-sectional width of the overlapping edge 131 is 0.7 mm.

[0077] In some embodiments of this application, the surface of the door sealing structure 100 is coated with a silicon coating, thereby improving the high and low temperature resistance of the door sealing structure 100, reducing aging and cracking, and resisting ultraviolet rays.

[0078] A second aspect of this application provides an engineering vehicle, including a vehicle body 300 and a door 200. The vehicle body 300 has a door frame, and the door 200 is movably connected to the vehicle body 300 and covers the door frame in an openable and closable manner. A door sealing structure 100 is disposed between the vehicle body 300 and the door 200. The door 200 is embedded in the fitting groove 111 of the door sealing structure 100. When the door 200 is closed, the vehicle body 300 at least abuts against the first sealing body 120 of the door sealing structure 100.

[0079] Given that the engineering vehicle in this embodiment includes the door sealing structure 100 described in any of the above embodiments, the structure and beneficial effects of the engineering vehicle including the door sealing structure 100 will not be elaborated further in this embodiment.

[0080] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0081] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0082] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A door sealing structure, characterized in that, For installation between the body and door of an engineering vehicle, the door sealing structure includes: The mounting base has a fitting groove for the vehicle door to be inserted and connected; a first clamping part and a second clamping part are provided at intervals at the opening of the fitting groove, the first clamping part and the second clamping part are used to clamp the inserted vehicle door; A first sealing body is connected to one side of the mounting base and is used to seal against the vehicle body. Both the mounting base and the first sealing body are flexible components with different densities.

2. The door sealing structure according to claim 1, characterized in that, A connecting step is provided at the location opposite to the vehicle body and the vehicle door; The door sealing structure also includes: The second sealing body is connected to one side of the mounting base and is spaced apart from the first sealing body; the second sealing body is used to seal against the vehicle body. The second sealing body and the first sealing body are respectively used to abut against different step surfaces of the connecting steps.

3. The door sealing structure according to claim 1 or 2, characterized in that, The first clamping part is inclined toward the inside of the fitting groove; The angle between the extension direction of the first clamping part and the groove depth direction of the fitting groove is in the range of 35-50°.

4. The door sealing structure according to claim 1 or 2, characterized in that, The first clamping part includes a first extension section, a constricted neck section, and a first expanded neck section connected sequentially along the extension direction; Along the extension direction perpendicular to the first clamping portion, the maximum cross-sectional width of the first expanding neck section is greater than the cross-sectional width of the first extension section; the cross-sectional width of the constricted neck section is less than the cross-sectional width of the first extension section and the cross-sectional width at the connection point between the first expanding neck section and the constricted neck section. Along the direction away from the first extension segment, the cross-sectional width of the first necked segment first increases and then decreases; the end of the first necked segment is a circular arc surface.

5. The door sealing structure according to claim 1 or 2, characterized in that, A stress-relieving groove is formed at the connection between the first clamping part and the groove wall of the fitting groove. The bottom of the stress-relieving groove extends in a direction away from the fitting groove, and the stress-relieving groove is connected to the fitting groove. The depth direction of the fitting groove is parallel to the extension direction of the first clamping part.

6. The door sealing structure according to claim 1 or 2, characterized in that, The mounting base has an inner cavity, which is a closed structure, and the inner cavity is separate from the fitting groove.

7. The door sealing structure according to claim 1 or 2, characterized in that, The second clamping part includes a second extension section and a second necked section, wherein the second necked section is connected to the side of the second extension section opposite to the groove wall of the fitting groove; The end of the second necked section extends toward the inner side of the fitting groove, and the end face of the second necked section is an involute arc surface. Along the extension direction perpendicular to the second clamping portion, the cross-sectional width of the second extension segment is smaller than the maximum cross-sectional width of the second necking segment.

8. The door sealing structure according to claim 1 or 2, characterized in that, The first end and the second end of the first sealing body in the extending direction are respectively connected to different positions of the mounting base, and the first sealing body forms a buffer cavity. Along the extension direction perpendicular to the first sealing body, the cross-sectional width of the middle section of the first sealing body is smaller than the cross-sectional width of the end of the first sealing body; At least one of the first end and the second end has a surface facing away from the buffer cavity, forming a first crushing inner angle at the connection with the mounting base.

9. The door sealing structure according to claim 2, characterized in that, The second sealing body has a bent structure, and a second crushing inner angle is formed at the bend of the second sealing body; Along the direction away from the mounting base, the cross-sectional width of the second seal, perpendicular to the extension direction, gradually decreases; The end of the second sealing body opposite to the mounting base has an overlapping edge, which is used to seal against the vehicle body.

10. An engineering vehicle, characterized by the following structure: The vehicle body has door frames; The door is movably connected to the vehicle body and can be opened and closed to cover the door frame; The door sealing structure according to any one of claims 1-9, wherein the door sealing structure is disposed between the vehicle body and the door; the door is embedded in the fitting groove of the door sealing structure; and when the door is closed, the vehicle body at least abuts against the first sealing body of the door sealing structure.

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