JP2016222232A - Glass run - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a glass run which reduces sound penetrating a door glass from outside a car.SOLUTION: A glass run 20 comprises: a body part 21 having a substantially "U-shaped" cross section which guides a door glass 9 fitted along a frame body 400, and comprises a vehicle outer side wall part 23 and a vehicle inner side wall part 22 having a cross-sectional shape longer than that of the vehicle outer side wall part, and a connection part 24 for connecting both side wall parts; an outer lip part 26 and an inner lip part 25 which slidingly contact the door glass 9; and a holding lip part 28 which so extends as to sandwich a vehicle inner side frame part 402 of the frame body 400 between itself and the vehicle inner side wall part 22 from an end 22a of the vehicle inner side wall part 22. In the glass run, a noise barrier 100, which closes a concave space M1 generated between the vehicle inner side wall part 22 and a vehicle inner side surface of the door glass 9, is so provided on at least an end part 22a of the vehicle inner side wall part as to be projected.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a glass run that is fitted along a door sash (frame body) provided on a door of a vehicle and guides a door glass that moves up and down.

Conventionally, as shown in FIG. 11, a glass run 20 is fitted in a door sash (frame body) 400 of a front door 200 and a rear door 300 of a vehicle to guide a door glass 9 that moves up and down.
FIG. 12 shows the glass run 20 attached to the front door 200 side. The glass run 20 includes a front side vertical side portion 11 and a rear side vertical side portion 12 that extend upward from the inside of the door panel 200a of the front door 200, and a horizontal side portion 13 that connects the upper ends of the two vertical side portions 11 and 12. It is configured. The two vertical side portions 11 and 12 and the horizontal side portion 13 are usually formed by extrusion molding, and the vertical side portions 11 and 12 and the horizontal side portion 13 are connected via two mold forming portions 14 and 15. Has been.

Among these, what provided the glass run 20 as shown in FIG. 13 with respect to the rear side vertical side part 12 side is known, for example.
Such a glass run 20 is fitted along a door sash 400 that is provided on the door 200 of the vehicle and has a substantially “t” -shaped cross section that is longer on the inside of the vehicle than on the outside of the vehicle. The door sash 400 includes a vehicle outer frame portion 401, a vehicle inner frame portion 402 having a longer cross-sectional shape, and a connecting frame portion 403 that connects them, and the vehicle inner frame portion 402 protrudes toward the vehicle outer side. 402a is formed.
The glass run 20 is formed with a groove portion 27 on the inner side, and includes a vehicle outer side wall portion 23, a vehicle inner side wall portion 22 having a longer cross-sectional shape than the vehicle outer side wall portion 23, and a connecting wall portion 24 connecting them. ”-Shaped main body portion 21, an outer lip portion 26 that extends inward from the vehicle inner side surface of the vehicle outer side wall portion 23 and slidably contacts the door glass 9, and an end portion of the vehicle inner side wall portion 22 toward the connecting wall portion 24. An inner lip portion 25 extending from the vehicle outer side surface at a distance of a predetermined distance L toward the vehicle outer side and slidably contacting the door glass 9, and the vehicle inner frame portion 402 of the door sash 400 from the end 22 a of the vehicle inner side wall portion 22. A large holding lip portion 28 that extends so as to be sandwiched between the vehicle interior side wall portion 22 and elastically contacts the vehicle interior side surface of the vehicle interior frame portion 402 of the door sash 400 is provided.

Further, lip portions 29a and 29b are extended on the vehicle inner side wall portion 22 toward the vehicle inner side and the vehicle outer side, respectively. A lip portion 29a extending from the vehicle interior side wall portion 22 to the vehicle interior side is locked by a protruding portion 402a provided on the vehicle interior side frame portion 402 of the door sash 400, and a lip portion 29b extending from the vehicle interior side wall portion 22 to the vehicle exterior side is The inner lip portion 25 is supported by abutting against the inner side of the inner lip portion 25 which is bent toward the inner side wall portion 22 by slidingly contacting the door glass 9. In addition, uneven portions 29d, 29e, 29f, 29g, and 29h for preventing slipping are provided on the inner side and the outer side of the inner side wall portion 22, the inner side and the outer side of the outer side wall portion 23, and the outer side of the lip 29b, respectively. Is formed.
The inner lip portion 25 extends from the vehicle outer side surface of the vehicle inner side wall portion 22 toward the connecting wall portion 24 side. The outer lip portion 26 has a bifurcated shape extending from the vehicle inner side surface of the vehicle outer side wall portion 23 toward the vehicle inner side, that is, extending from the inner surface of the end portion of the vehicle outer side wall portion 23 toward the connecting wall portion 24. The inner lip 26X is provided so as to oppose the portion 25 and sandwich the inner lip portion 25 and the door glass 9. The outer lip 26Y extends substantially perpendicularly to the inner lip 26X. .

  As described above, for example, Patent Documents 1 and 2 describe glass runs in which the vehicle inner side wall portion has a longer cross-sectional shape than the vehicle outer side wall portion.

Special table 2008-518135 gazette JP 2014-159193 A

However, as shown in FIG. 13, when the vehicle inner side wall portion 22 is longer than the vehicle outer side wall portion 23 and the base portion of the inner lip portion 25 is located at a position away from the end portion 22 a of the vehicle inner side wall portion 22. When the door glass 9 is closed, a large space M1 is generated between the door glass 9 and the end 22a of the vehicle interior side wall 22 and the root of the inner lip 25. Become.
This is because the sound transmitted through the door glass 9 (the transmitted sound is indicated by a solid line in FIG. 13) reverberates between the vehicle interior side wall portion 22 and the door glass 9 when entering the space M1 (resonance in FIG. 13). The sound pressure level (the sound is indicated by a dotted line) is amplified. This is because when the reverberant sound is emitted to the inside of the vehicle (the emitted sound is indicated by a one-dot chain line in FIG. 13), the sound pressure level is higher than that before entering the space M1.

  Moreover, in FIG. 13, although demonstrated in the glass run 20 provided in the rear side vertical side part 12 formed by extrusion molding, as shown in FIG. 14, it provided in the molded corner part. Also in the glass run 20, when the door glass 9 is closed, a large space M <b> 2 is generated between the door glass 9, the end portion 22 a of the vehicle interior side wall portion 22, and the base portion of the inner lip portion 25. There is a problem about.

  In addition, in FIG. 13, the glass run 20 provided on the rear side vertical side portion 12 formed by extrusion is described, but this shape may be applied to the side portion 13 formed by extrusion. Has a problem with quietness as well.

On the other hand, in the invention described in Patent Document 1, in order to prevent the boundary line between the strip and the flap connected to the strip from being noticeable, a lip of the strip is disposed in the vicinity of the boundary line, thereby concealing the boundary line. However, there is no description that the sound transmitted through the door glass is reverberated and amplified in the space formed by the glass and the flap, and that the phenomenon is taken as a countermeasure.
In addition, the invention described in Patent Document 2 is provided with an elastic contact piece that elastically contacts the panel from the center of the vehicle inner side wall portion, which is longer than the vehicle outer side wall portion, in order to narrow the sash width of the panel door and improve its appearance. In the same way as in Patent Document 1, the description that the sound transmitted through the door glass reverberates and amplifies in the space formed by the glass and the flap, and that the phenomenon is taken as a countermeasure. Absent.

  Accordingly, an object of the present invention is to provide a glass run that reduces the sound transmitted through the door glass from the outside of the vehicle.

In order to achieve the above object, the glass run of the present invention is fitted along the frame (400) provided on the door (200) of the vehicle, and the door glass (9) that moves up and down is formed in the groove (27). A substantially cross-sectional view of the vehicle outer side wall (23), the vehicle inner side wall (22) having a longer cross-sectional shape than the vehicle outer side wall (23), and the connecting wall (24) connecting them. A letter-shaped main body portion (21), an outer lip portion (26) extending from the end portion (23a) of the vehicle outer side wall portion (23) toward the vehicle inner side, and slidably contacting the door glass (9); An inner portion extending from the outer surface of the vehicle at a predetermined distance (L1, L2) from the end of the side wall (22) toward the connecting wall (24) toward the outer side of the vehicle, and in sliding contact with the door glass (9). A lip portion (25) and an end portion (22a of the vehicle interior side wall portion (22)) Extending from the vehicle interior side frame portion (402) of the frame body (400) to the vehicle interior side wall portion (22) to the vehicle interior side surface of the vehicle interior frame portion (402) of the frame body (400). A glass run (20) comprising a retaining lip portion (28) for elastic contact,
A sound insulating wall (100) that closes a concave space (M1, M2) formed between the door glass (9) and the vehicle inner side surface at least at the end (22a) or in the vicinity of the end (22a) of the vehicle interior side wall (22). ) Projecting integrally or separately.
Here, “close” means not only completely closing the exit of the concave space (M1, M2) but also closing the exit as much as possible.

  Further, the present invention is characterized in that the sound insulation wall (100) is provided such that a gap (S) with the door glass (9) is in a range of 0 mm to 1 mm.

  Note that symbols in parentheses indicate corresponding elements or corresponding matters described in the drawings and modes for carrying out the invention described later.

According to the present invention, in the glass run in which the cross-sectional shape of the main body is longer on the vehicle inner side wall than the vehicle outer side wall, and the inner lip is provided at a position away from the end of the vehicle inner side wall. Since the sound insulation wall that closes the concave space generated between the side wall of the door glass and the inner surface of the door glass protrudes at least at the end of the side wall, or near the end, the sound that has passed through the door glass from the outside of the vehicle when the door glass is closed. Is reflected and amplified in the concave space, and the sound emitted to the inside of the vehicle can be shielded.
Therefore, discomfort to the crew is reduced.

Such a sound insulation wall can provide a sufficient sound insulation effect even if it is provided only partially, such as only at the end of the vehicle interior side wall or only near the end.
On the other hand, although material costs are incurred, the concave space is provided by the sound insulation wall so as to continuously fill the concave space from the end of the vehicle inner side wall or the vicinity of the end to the root of the inner lip. It can also be reduced overall. According to this, the sound insulating wall is echoed and amplified in the concave space and can not only shield the sound emitted to the inside of the vehicle, but also can reduce the space itself through which the sound transmitted through the door glass enters. .
At this time, it is desirable that the sound insulating wall is not in contact with the inner lip portion so as not to adversely affect the sealing performance of the inner lip portion, but the present invention is not limited to this.
For example, the inner lip portion may be set so as to be connected to the connecting wall portion side end portion of the sound insulating wall. At this time, the inner lip portion seals against the door glass when the door glass is closed, and slides against the door glass when the door glass is raised and lowered from the end portion on the side of the connecting wall portion of the sound insulating wall toward the outside of the vehicle. It is set to extend.

The sound insulation wall is desirably provided such that the gap with the door glass is in the range of 0 mm or more and 1 mm or less, and ideally in a 0 touch state of 0 mm. On the other hand, when it is smaller than 0 mm, that is, when the sound insulation wall is elastically contacted with the door glass, the vibration state of the door glass changes depending on the elastic contact portion, and this affects the sound pressure level of the transmitted sound. . In a certain frequency band, the sound pressure level of the transmitted sound increases, which is not preferable.
In Patent Document 1 and Patent Document 2 described above, a lip is set at the end of the vehicle interior side wall, but both are in elastic contact with the door glass, which is not preferable.
Even when the inner lip is set so as to be connected to the connecting wall side end of the sound insulation wall, the sound pressure level of the transmitted sound is such that the clearance between the sound insulation wall and the door glass is within the above-mentioned range. Although it is desirable from the viewpoint of reducing the size of the inner lip portion, when the gap between the root of the inner lip portion and the door glass that is set so as to extend from the end of the sound insulating wall toward the outside of the vehicle is zero touch, In order to prevent this, the gap between the sound insulation wall and the door glass is set to be 1 mm or more at least at the part of the sound insulation wall to which the base of the inner lip portion is connected. It is desirable to become.

It is the AA line expanded sectional view of FIG. 12 which shows the glass run which concerns on embodiment of this invention. It is the BB expanded sectional view of FIG. 12 which shows the glass run which concerns on embodiment of this invention. It is a fragmentary sectional perspective view which shows the principal part of the glass run which concerns on embodiment of this invention. It is an AA line expanded sectional view of Drawing 12 showing another glass run concerning an embodiment of the present invention. It is a BB line expanded sectional view of Drawing 12 showing another glass run concerning an embodiment of the present invention. It is the AA line expanded sectional view of FIG. 12 which shows another glass run which concerns on embodiment of this invention. It is the BB expanded sectional view of FIG. 12 which shows another glass run concerning embodiment of this invention. It is the AA expanded sectional view of FIG. 12 which shows the glass run of the double lip employ | adopted shown in order to compare with the glass run which concerns on embodiment of this invention. It is the BB expanded sectional view of FIG. 12 which shows the glass run of the double lip employ | adopted shown in order to compare with the glass run which concerns on embodiment of this invention. It is a graph which shows the relationship between the frequency measured by the ear | edge position equivalent to the glass side of a driver, and a sound pressure level. It is a side view which shows a vehicle. It is a side view which shows the glass run attached to the front door of FIG. It is the AA line expanded sectional view of FIG. 12 which shows the glass run which concerns on a prior art example. It is the BB line expanded sectional view of FIG. 12 which shows the glass run which concerns on a prior art example. It is an AA line expanded sectional view of Drawing 12 showing other glass runs concerning an embodiment of the present invention. It is the BB expanded sectional view of FIG. 12 which shows the other glass run which concerns on embodiment of this invention.

With reference to FIG. 1 thru | or FIG. 3, the glass run which concerns on embodiment of this invention is demonstrated.
FIG. 1 shows a state in which the glass run 20 according to the embodiment of the present invention is assembled to a door sash (frame body) 400, which corresponds to an enlarged cross-sectional view taken along line AA in FIG. 12 corresponds to an enlarged sectional view taken along line BB. In addition, the same code | symbol was attached | subjected to the same part as what was shown in the prior art example.

The glass run 20 according to the embodiment of the present invention is fitted to a door sash (frame body) 400 attached by spot welding to a door panel 200a of a press door type front door 200 (the same applies to the rear door 300) and moves up and down. The door glass 9 is guided into the groove 27.
1, the glass run 20 shown in FIG. 12 extends rearward from the inside of the door panel 200a of the front door 200, and is arranged so as to be vertically continuous across the position of the belt line BL. It is applied to the side portion 12 and is usually formed by extrusion. Further, the glass run 20 shown in FIG. 2 is applied to a molding part 15 in which the vertical side part 12 and the horizontal side part 13 of the front door 200 are connected, and is usually formed by molding.

  As shown in FIG. 1, the door sash 400 has a substantially “t” -shaped cross section that is longer on the vehicle inner side than on the vehicle outer side. 403. Here, in the cross-sectional shape, the length of the vehicle inner frame portion 402 is approximately twice the length of the vehicle outer frame portion 401, and the vehicle outer frame portion 401 and the vehicle inner frame portion 402 are substantially parallel. The vehicle inner frame portion 402 is formed with a protruding portion 402a that protrudes toward the vehicle outer side.

  Corresponding to the shape of the door sash 400, the shape of the glass run 20 is also substantially “t” shaped in cross section which is longer on the inside of the vehicle than on the outside of the vehicle, and the main body portion 21 forming the groove portion 27 for guiding the door glass 9 to be moved up and down. I have. The main body portion 21 is formed by two side wall portions, that is, a vehicle inner side wall portion 22 and a vehicle outer side wall portion 23, and a connecting wall portion 24 that connects the vehicle inner side wall portion 22 and the vehicle outer side wall portion 23. Here, in the cross-sectional shape, the length of the vehicle interior side wall portion 22 is approximately twice the length of the vehicle exterior side wall portion 23. Further, in a state where the glass run 20 is assembled to the door sash 400, the vehicle inner side wall portion 22 and the vehicle outer side wall portion 23 are substantially straight in cross section, and the vehicle outer side wall portion 23 is substantially parallel to the vehicle outer side frame portion 401. However, with respect to the vehicle inner side wall portion 22 side, the end 22a side is inclined toward the vehicle inner side with respect to the vehicle inner frame portion 402.

On the vehicle outer side surface at a position separated by a predetermined distance L1 from the end 22a of the vehicle inner side wall portion 22 to the connection wall portion 24 side, more specifically, from the vehicle inner side wall portion 22 toward the vehicle outer side, more specifically, the connection wall. An inner lip portion 25 extending from the tip 25a toward the portion 24 side is formed.
Further, a bifurcated outer lip portion 26 extending toward the vehicle inner side is formed on the inner surface at the position of the end portion 23a of the vehicle outer side wall portion 23, that is, on the vehicle inner side surface at the position of the end portion 23a of the vehicle outer side wall portion 23. . The inner lip portion 25 and the outer lip portion 26 are provided so as to sandwich the door glass 9 from the vehicle inner side and the vehicle outer side, and are in sliding contact with the surface of the door glass 9.

  The outer lip portion 26 extends from the position of the end portion 23a of the vehicle outer side wall portion 23 toward the vehicle inner side, more specifically, toward the connecting wall portion 24 side, and faces the inner lip portion 25 to the inner lip portion 26X. And an outer contact lip 26Y that is substantially perpendicular to the direction in which the inner contact lip 26X extends from the base portion of the inner contact lip 26X and extends in the opposite direction to the connecting wall 24 side, and is configured in a bifurcated shape. .

  Further, lip portions 29a and 29b are extended on the vehicle inner side wall portion 22 toward the vehicle inner side and the vehicle outer side, respectively. A lip portion 29a extending from the vehicle interior side wall portion 22 to the vehicle interior side is locked by a protruding portion 402a provided on the vehicle interior side 402 of the door sash 400, and a lip portion 29b extending from the vehicle interior side wall portion 22 to the vehicle exterior side is The inner lip portion 25 is supported by coming into contact with the inner side of the inner lip portion 25 which is bent toward the inner side wall portion 22 side by sliding contact with the glass 9.

  A holding lip portion 28 is provided on the inner side surface of the end portion 22 a of the inner side wall portion 22. In a state where the glass run 20 is assembled to the door sash 400, the holding lip portion 28 extends toward the rear of the vehicle so as to sandwich the vehicle inner side frame portion 402 of the door sash 400 with the vehicle inner side wall portion 22. The vehicle outer side of the holding lip portion 28 is in elastic contact with the vehicle inner side surface of the vehicle inner side frame portion 402, whereby the glass run 20 fitted in the door sash 400 is held in the door sash 400. In addition, uneven portions 29d, 29e, 29f, 29g, and 29h for preventing slipping are provided on the inner side and the outer side of the inner side wall portion 22, the inner side and the outer side of the outer side wall portion 23, and the outer side of the lip 29b, respectively. Is formed.

Then, as shown in FIG. 3, the sound insulation wall 100 protrudes above the belt line BL at the end portion 22 a of the vehicle interior side wall portion 22.
The sound insulation wall 100 is an elongated shape (lumb shape) having a substantially rectangular cross section, and protrudes from the end portion 22a of the vehicle interior side wall portion 22 in a direction substantially perpendicular to the surface of the door glass 9 on the vehicle exterior side. The sound insulating wall 100 is set so that the gap S with the door glass 9 is small, and the concave space M1 (between the end 22a of the vehicle interior side wall 22 and the root 25b of the inner lip 25, and the door). The gap of the exit portion of the space between the glass 9 and the inner surface of the vehicle is closed. In the present embodiment, the gap S with the door glass 9 is provided so as not to elastically contact the door glass 9 within a range of 0 mm to 1 mm.

  Examples of the material of the main body 21, the inner lip 25, the outer lip 26, the holding lip 28 and the lip 29a, 29b of the glass run 20 include EPDM rubber, olefin thermoplastic elastomer, and styrene thermoplastic elastomer. There is no particular limitation. In addition, the product may have a single configuration of one of these materials or a configuration in which two or more types are combined. Further, it may be foamed.

  In addition, the sound insulation wall 100 can be formed of various known materials such as elastic rubber-like material and porous material, but in this embodiment, solid rubber is used so that the sound insulation wall 100 is integrated with the main body 21 of the glass run 20. It is molded into.

  The sound insulation wall 100 is projected from the extruded glass run 20 as shown in FIG. 1. However, as shown in FIG. 2, the sound insulating wall 100 is also integrated with the molded glass run 20 in the same manner. Projected to In the glass run 20 shown in FIG. 2, the inner lip portion 25 is a vehicle outer surface located at a predetermined distance L2 from the end 22 a of the vehicle inner side wall portion 22 toward the connecting wall portion 24, and from the vehicle inner side wall portion 22. More specifically, the tip 25a side extends toward the connecting wall 24 side toward the outside. Further, the outer lip portion 26 extends toward the vehicle inner side from the position of the end portion 23a of the vehicle outer side wall portion 23, and is not configured in a bifurcated shape unlike the extruded portion (FIG. 1). The shapes of the inner lip portion 25 and the outer lip portion 26 are not particularly limited.

In this way, by projecting the sound insulating wall 100 at the end 22a of the vehicle interior side wall portion 22, when the door glass 9 is closed, the recessed space M1 generated between the door glass 9 and the vehicle interior side wall portion 22 (FIG. In the case of 2, the clearance at the exit of the concave space M2) is reduced, so that the sound transmitted through the door glass 9 from the outside of the vehicle when the door glass 9 is closed is reflected and amplified in the concave space M1 and The emitted sound can be shielded.
Further, since the area of the concave space M1 itself is reduced by providing the sound insulating wall 100, the amount of sound that is transmitted through the door glass 9 is reflected and amplified in the concave space M1 (in the case of FIG. 2, the concave space M2). Can be reduced.

In the present embodiment, the elongated sound insulating wall 100 having a substantially rectangular cross section is provided only on the end portion 22a of the vehicle interior side wall portion 22, but this is the position of the end portion 22a of the vehicle interior side wall portion 22. However, it may be around the end 22a.
As shown in FIGS. 4 and 5, the sound insulation wall 100 continues from the end 22a of the vehicle interior side wall portion 22 or the vicinity of the end portion 22a to the root portion 25b of the inner lip portion 25 to fill the recessed spaces M1 and M2. The concave spaces M1 and M2 may be reduced as a whole.
According to this, since the entire concave spaces M1, M2 are filled with the sound insulation wall 100, the space itself in which the sound transmitted through the door glass 9 reverberates can be reduced.

Further, as shown in FIGS. 15 and 16, the sound insulation wall 100 is provided so as to continue from the end 22a or the vicinity of the end 22a of the vehicle interior side wall portion 22 to the inner lip portion 25 and fill the concave spaces M1, M2. The recessed spaces M1, M2 may be further reduced. At this time, the inner lip portion 25 seals against the door glass 9 when the door glass 9 is closed, and slides with respect to the door glass 9 when the door glass 9 is raised and lowered. It is set so as to extend from the portion 100a toward the outside of the vehicle.
According to this, since the entire concave spaces M1, M2 are filled with the sound insulation wall 100, the space itself in which the sound transmitted through the door glass 9 reverberates can be further reduced.

In addition, the sound insulating wall 100 is provided so as not to elastically contact the door glass 9 when the gap S with the door glass 9 is in the range of 0 mm or more and 1 mm or less. However, as shown in FIGS. 6 and 7, the sound insulating wall 100 and the door glass are provided. Even if the gap S with respect to 9 is made a little wider, for example, 6 mm, the exit of the concave spaces M1 and M2 can be blocked accordingly, so that it is possible to suppress the sound from being transmitted to the inside of the vehicle.
As shown in FIGS. 8 and 9, it is conceivable that the sound insulating wall 100 has a sealing lip shape having a substantially tongue-like cross section. However, when the sound insulating wall 100 abuts on the door glass 9, The vibration state changes, and this affects the sound pressure level of the transmitted sound. In a certain frequency band, the sound pressure level of the transmitted sound increases, which is not preferable.
Ideally, a 0-touch state where the gap S between the sound insulating wall 100 and the door glass 9 is 0 mm is set.

  In addition, also when setting the inner lip part 25 so that it may connect with the connection wall part side edge part 100a of the sound insulation wall 100, the clearance gap S between the sound insulation wall 100 and the door glass 9 may be provided in the above-mentioned range. Although desirable from the viewpoint of reducing the sound pressure level of the transmitted sound, the gap S between the root of the inner lip portion 25 and the door glass 9 that is set to extend from the connecting wall side end portion 100a of the sound insulating wall 100 toward the vehicle exterior side. In the state of 0 touch, the inner lip portion 25 is over-compressed with respect to the door glass 9. Therefore, at least in the portion 100a of the sound insulating wall 100 to which the root of the inner lip portion 25 is connected, the sound insulating wall It is desirable that the gap S between 100 and the door glass 9 is provided to be 1 mm or more.

Next, FIG. 10 shows the result of measuring the volume of sound transmitted to the inside of the vehicle when sound is emitted from a speaker (not shown) provided outside the vehicle, corresponding to the position of the ear on the glass side of the driver.
10A shows a case where the gap S between the sound insulation wall 100 and the door glass 9 is 1 mm, and FIG. 10B shows a state of 0 touch in which the gap S between the sound insulation wall 100 and the door glass 9 is 0 mm. In FIG. 10 (c), the gap S between the sound insulation wall 100 and the door glass 9 is (−) minus 4 mm, that is, when the sound insulation wall 100 is elastically contacted with the guar glass 9 as shown in FIGS. This shows the relationship between frequency and sound pressure level.
According to this, it has been confirmed that a thing with a zero touch in a wide range of 500 to 8000 Hz centering around 3150 Hz which is the coincidence frequency of the door glass 9 is effective. In addition, it was confirmed that the effect with a gap S of 1 mm was good at around 3150 Hz. It was confirmed that when the gap S between the sound insulating wall 100 and the door glass 9 was (−) minus 4 mm, the sound pressure level increased around 2000 Hz and the performance deteriorated.

As a result of repeating such measurement, the sound insulation wall 100 provided at the exit of the concave spaces M1 and M2 becomes more effective in suppressing the echo sound emission as the distance S between the door glass 9 and the door glass 9 becomes narrower. It was found that the effect was maximized with 9 touches against 9 touches.
When the sound pressure level is measured even when the distance S between the door glass 9 is 4 to 6 mm, the sound insulation wall 100 is not provided, the sound insulation wall 100 is provided, the distance S is 4 to 6 mm, and the sound insulation wall 100 is provided. It was found that as the sound insulation wall 100 was provided in the state of 1 mm and the interval S was in the state of 0 mm, the sound pressure level decreased and the quietness was improved in the vehicle.

In the present embodiment, the sound insulating wall 100 is provided in the rear side vertical side portion 12 above the belt line BL up to the molded portion of the corner portion of the front door 200. You may make it provide only around the height position.
Alternatively, the sound insulating wall 100 may be provided up to the lateral side portion 13 including the molding portion at the corner portion of the front door 200 above the belt line BL in the rear side vertical side portion 12.
Further, although the sound insulating wall 100 is formed integrally with the glass run 20, the separate sound insulating wall 100 may be attached to the glass run 20 using an adhesive or a double-sided tape.

DESCRIPTION OF SYMBOLS 9 Door glass 11 Front side vertical side part 12 Rear side vertical side part 13 Horizontal side part 14,15 Molding part 20 Glass run 21 Main body part 22 Car inner side wall part 22a End part of inner side wall part 23 Car outer side wall part 23a Car End portion of outer side wall portion 24 Connecting wall portion 25 Inner lip portion 25a End portion of inner lip portion 25b Base portion of inner lip portion 26 Outer lip portion 26X Inner lip 26Y Outer lip 27 Groove portion 28 Holding lip portion 28a Holding lip portion Tip portion 28b Base portion of holding lip portion 29a, 29b Lip portion 29d, 29e, 29f, 29g, 29h Concavity and convexity 30 Locking portion 31 Concavity and convexity 100 Sound insulation wall 100a Connection wall portion side end portion of sound insulation wall 200 Front door 200a Door panel 300 Rear door 400 Door sash (frame)
401 car outer frame part 402 car inner frame part 402a protrusion 402b end part of car inner frame part 403 connecting part L1, L2 predetermined distance M1, M2 space BL belt line

Claims (2)

It is fitted along the frame provided on the door of the vehicle, and guides the door glass that moves up and down to the groove part. A main body portion having a substantially “T” -shaped cross section composed of a connecting wall portion, an outer lip portion extending from an end portion of the vehicle outer side wall portion toward the vehicle inner side and slidably contacting the door glass, and an end of the vehicle inner side wall portion An inner lip portion that extends toward the vehicle exterior side from a vehicle outer surface at a predetermined distance from the connection portion to the connection wall portion side, and a vehicle of the frame body from an end portion of the vehicle interior side wall portion. A glass run that includes a holding lip portion that extends so as to sandwich the inner frame portion with the vehicle inner side wall portion and elastically contacts the vehicle inner side surface of the vehicle inner frame portion of the frame body,
A glass run characterized in that a sound insulation wall that closes a recessed space formed between the door glass and an inner side surface of the door glass is provided integrally or separately at least at or near the end of the vehicle interior side wall. .   2. The glass run according to claim 1, wherein the sound insulating wall is provided so that a gap between the sound insulating wall and the door glass is in a range of 0 mm to 1 mm.