JP2020079517A - Opening/closing body drive device and door frame assembly - Google Patents

Abstract

To provide an opening/closing body drive device and a door frame assembly capable of taking prompt and appropriate action when a driving force cannot be transmitted from the driving unit to the driven part.SOLUTION: The opening/closing body drive device includes: a driven part extending in a driving direction of an opening/closing body; a driving unit that drives the opening/closing body along the drive direction by driving the driven part; and a function cancellation part that is configured so as to, when transmission of the driving force from the driving unit to the driven part gets impossible, cancellate the function of the driving unit while maintaining the function of the driven part.SELECTED DRAWING: Figure 15

Description

  The present invention relates to an opening/closing body drive device and a door frame assembly.

  Patent Document 1 discloses a resin window for a vehicle that is arranged so as to be able to move up and down in a vehicle. This vehicle resin window has a gear forming surface on which a driven gear is provided in the vertical direction. A motor and a drive gear driven by this motor are arranged inside the vehicle door. The driven gear and the drive gear are in mesh with each other, and the motor drive the drive gear with respect to the driven gear so that the vehicle resin window can be moved up and down.

JP, 2010-137620, A

  By the way, in the conventional opening/closing body driving device including the vehicle resin window of Patent Document 1, it is impossible to transmit the driving force from the drive gear (driving portion) to the driven gear (driven portion) for various reasons ( It may break down). For example, when a strong load (overload) is applied from the upper end of the vehicle resin window (opening/closing body) at the intermediate opening position, the vehicle resin window (opening/closing body) that is in a fully closed state when theft is stolen is a tool such as a bar. If it can be forcibly opened with, there is a case of failure due to so-called life due to continuous use for many years.

  However, when the transmission of the driving force from the drive gear (driving part) to the driven gear (driven part) becomes impossible (failure), it is not possible to immediately grasp which part has an abnormality. Have difficulty. Further, for example, if an abnormality occurs in the driven gear (driven portion), it is necessary to remove the vehicle resin window incorporated in the vehicle and replace the entire resin window, which complicates the work and increases the cost. I will leave.

  The present invention has been made on the basis of the above-mentioned awareness, and an opening/closing body drive device capable of taking prompt and appropriate measures when the transmission of the driving force from the driving unit to the driven unit becomes impossible. And a door frame assembly.

  The opening/closing body drive device according to the present embodiment includes a driven portion extending in the driving direction of the opening/closing body, a driving portion that drives the opening/closing body along the driving direction by driving the driven portion, and the driving portion. When the transmission of the driving force from the drive unit to the driven unit becomes impossible, the function disappearing unit maintains the function of the driven unit and eliminates the function of the driving unit.

  The function vanishing section may destroy the driving section without destroying the driven section when an overload is applied to the driving force transmitting section from the driving section to the driven section.

  The driven part has a rack, the driving part has a motor unit and a pinion for transmitting the driving force of the motor unit to the rack, and the function disappearance part is the pinion. May be provided.

  The pinion has a main pinion that transmits the driving force of the motor unit to the rack and at least one sub-pinion that transmits the driving force of the motor unit to the main pinion, and the function vanishing unit is It may be provided in at least one of the main pinion and the at least one sub pinion.

  The at least one sub-pinion has a plurality of meshing portions formed at intervals on the outer peripheral surface, and the main pinion or the sub-pinion different from the at least one sub-pinion has an inner peripheral surface. Has a plurality of engaged portions formed at intervals, the function disappearance portion of the outer peripheral surface of the at least one sub-pinion and the inner peripheral surface of the main pinion or another sub-pinion It may have a plurality of gaps formed in the non-formation areas of the plurality of interlocking portions and the plurality of interlocked portions.

  The function disappearing portion may have a plurality of through holes formed in an inner region of the plurality of meshing portions of the at least one auxiliary pinion.

  The main pinion or the other sub-pinion has a plurality of meshing portions formed at intervals on the outer peripheral surface, the function disappearance portion, the main pinion or the plurality of other sub-pinion of the It may have a plurality of through holes formed in the inner region of the meshing portion.

  The function disappearing portion may be configured by configuring the main pinion and the at least one sub pinion with a material that is weaker than the rack.

  The door frame assembly of the present embodiment is characterized in that any one of the above-mentioned opening/closing body driving devices is attached to at least a part of the components of the door frame forming the window opening.

  According to the present invention, it is possible to provide an opening/closing body drive device and a door frame assembly that can take prompt and appropriate measures when the drive force cannot be transmitted from the drive unit to the driven unit.

It is a side view of a vehicle door. FIG. 3 is a perspective view of a door frame, a guide rail, a window assembly, and a drive unit in a disassembled state. It is a perspective view showing an assembly of a guide rail, a window assembly, and a drive unit to a door frame. It is an exploded perspective view of a window assembly. It is sectional drawing of the vertical pillar sash along the AA line of FIG. FIG. 2 is a cross-sectional view of the vertical pillar sash in a state where the slider shoe reaches the position of line AA in FIG. 1. It is a perspective view showing the upper end vicinity of a slider base. It is a figure which shows the state which the movement of the window glass was restrict|limited by contact with the pinion and the stopper part of a slider shoe. FIG. 2 is a cross-sectional view of the front sash and its periphery along the line BB of FIG. 1. It is an exploded perspective view showing an example of an internal configuration of a drive unit. It is a fragmentary sectional view showing an example of an internal configuration of a drive unit. It is sectional drawing which follows the XII-XII line of FIG. 11, and is a figure which shows the 1st aspect of the function disappearance part. It is sectional drawing corresponding to FIG. 12 which shows the 2nd aspect of a function disappearance part. It is sectional drawing corresponding to FIG. 12 which shows the 3rd aspect of a function disappearance part. It is sectional drawing corresponding to FIG. 12 which shows the 4th aspect of a function disappearance part. It is a figure showing a window regulator in the state where a drive unit was attached. It is a figure which shows the assembly process with respect to the lock bracket of a drive unit, and a window regulator.

  Hereinafter, embodiments to which the present invention is applied will be described with reference to the drawings. The door 10 shown in FIG. 1 is a side door attached to the side of the right front seat of a vehicle body (not shown), and a door opening (not shown) opened and closed by the door 10 is formed in the vehicle body. .. The door 10 includes a door panel 10a (virtually indicated by a chain line) and a door frame 10b. A window opening 10c surrounded by the upper edge of the door panel 10a and the door frame 10b is formed.

  The inside and outside of the vehicle in the following description correspond to the inside and outside of the vehicle body with the door 10 closed, and the direction connecting the inside and outside of the vehicle (the thickness direction of the door 10) is the inside and outside direction. Call. Further, in the door frame 10b, the side facing the window opening 10c is the inner circumference side, and the opposite side of the window opening 10c (the side facing the inner edge of the body opening when the door 10 is closed) is the outer circumference side. The direction connecting the outer peripheral sides is called the inner peripheral direction.

  Although not shown, the door panel 10a is configured by combining an inner panel located inside the vehicle and an outer panel located outside the vehicle. A door panel inner space (not shown) is formed between the inner panel and the outer panel, and an upper edge of the door panel inner space opens toward the window opening 10c.

  The door frame 10b has an upper sash 11 located at the upper edge of the door 10, and a vertical pillar sash 12 and a front sash 13 extending substantially vertically from the upper sash 11 toward the door panel 10a. The upright pillar sash 12 is located at the rearmost portion of the door frame 10b, and the corner corner above the rear of the door 10 is a door corner portion 10d where the rear end of the upper sash 11 and the upper end of the upright pillar sash 12 intersect. In the door corner portion 10d, the rear end of the upper sash 11 and the upper end of the upright sash 12 are connected via a connecting member. The upright sash 12 and the front sash 13 extend substantially parallel to each other. The upright sash 12 forms the rear edge of the window opening 10c, and the front sash 13 forms the front edge of the window opening 10c. Further, the upper sash 11 forms the upper edge of the window opening 10c.

  The upright pillar sash 12 extends downward (obliquely downward) from the door corner portion 10d and is inserted into the interior space of the door panel. The upper sash 11 extends forward from the door corner portion 10d, bends downward as it goes from the middle to the front, and reaches the interior space of the door panel. The front sash 13 extends downward (obliquely downward) from an intermediate position of the upper sash 11 and is inserted into the space in the door panel. The upper sash 11, the upright pillar sash 12, and the front sash 13 are fixed to the door panel 10a in the interior space of the door panel.

  A mirror bracket 14 is arranged in the front part and a lock bracket 15 is arranged in the rear part in the interior space of the door panel. The mirror bracket 14 and the lock bracket 15 are respectively fixed to the door panel 10a, the front sash 13 is fixed to the mirror bracket 14, and the vertical pillar sash 12 is fixed to the lock bracket 15. A part of the mirror bracket 14 has a shape protruding above the door panel 10a so as to fit in a triangular space between the upper sash 11 and the front sash 13, and a door mirror (not shown) with respect to that part of the mirror bracket 14. Etc. are attached. A door lock mechanism (not shown) or the like is attached to the lock bracket 15.

  A belt line reinforcement 16 extending in the front-rear direction is arranged near the upper edge of the interior space of the door panel. The belt line reinforcement 16 includes an inner reinforcement 16a located inside the vehicle and an outer reinforcement 16b located outside the vehicle. The front end of the inner force 16 a is fixed to the mirror bracket 14, and the rear end thereof is fixed to the lock bracket 15. As shown in FIG. 1, the rear end of the inner force 16a is fastened and fixed to the lock bracket 15 by fastening portions Q1 and Q2. In the fastening portion Q1, the drive unit 60 described later is further fastened (fixed together) to the lock bracket 15 and the inner reinforcement member 16a.

  A window glass W that moves up and down along the upright pillar sash 12 and the front sash 13 to open and close the window opening 10c is provided. The window glass W is a plate-shaped glass material having a vehicle exterior side surface W1 facing the vehicle exterior side, a vehicle interior side surface W2 facing the vehicle interior side, and an edge surface W3 facing the outer peripheral side. The window glass W is moved up and down between a fully closed position (position in FIG. 1) and a fully opened position by a window regulator 19 described later, and the upper edge of the window glass W reaches the upper sash 11 at the fully closed position. The window glass W lowered from the fully closed position to the fully opened position is housed in the door panel inner space.

  Although details will be described later, the window glass W is supported and guided by a guide rail 40 incorporated in the upright pillar sash 12 (which constitutes the upright pillar sash 12) so as to be movable in the vertical direction. Therefore, the guide rail 40 has a length corresponding to the moving range of the trailing edge portion of the window glass W from the fully open position to the fully closed position, and reaches near the lower end of the door panel inner space below the upright sash 12. It is extended. The front sash 13 also has a length corresponding to the moving range of the front edge portion of the window glass W from the fully open position to the fully closed position, and extends to the vicinity of the lower end of the interior space of the door panel.

  As shown in FIG. 9, the upper sash 11 has a cross-sectional structure in which a hollow cross-section frame portion 20 located inside the vehicle and a design portion 21 located outside the vehicle are connected by a connecting portion 22. A glass run accommodating portion 23 is formed as a concave portion surrounded by the frame portion 20, the design portion 21, and the connecting portion 22. The glass run housing portion 23 is open toward the inner peripheral side, and a glass run (not shown) made of an elastic body is housed therein.

  At the fully closed position of the window glass W (FIG. 1 ), the upper edge of the window glass W enters the glass run storage portion 23 of the upper sash 11. The glass run comes into close contact with the vehicle outside surface W1, the vehicle interior side surface W2, and the edge surface W3 of the window glass W that has entered the glass run storage portion 23, and becomes a watertight state that prevents intrusion of raindrops and the like into the vehicle interior and the window. The upper edge of the glass W is elastically held by the glass run.

  As shown in FIG. 9, the upper sash 11 is further formed with a weatherstrip holding portion 24 on the outer peripheral side opposite to the glass run storage portion 23. The weatherstrip holder 24 holds a weatherstrip (not shown in FIG. 9) made of an elastic material. The weather strip held by the weather strip holding portion 24 is continuous with the weather strip 38 (FIGS. 5 and 6) held by the upright pillar sash 12 described later.

  As shown in FIGS. 2 and 3, the vertical pillar sash 12 is configured by combining the inner sash 30 which is a long member and the guide rail 40. The material of the inner sash 30 and the guide rail 40 may be made of metal such as iron and aluminum, or may be made of non-metal such as synthetic resin. In this embodiment, the inner sash 30 is made of iron or aluminum, and the guide rail 40 is made of aluminum. The window glass W has a curved shape that is convex toward the outside of the vehicle. Corresponding to the curved shape of the window glass W, the upright pillar sash 12 also has a curved shape that is convex toward the outside of the vehicle. The structure of the upright pillar sash 12 will be described mainly with reference to FIGS. 5 and 6.

  The inner sash 30 has a frame portion 31 located inside the vehicle, a design portion 32 located outside the vehicle, and a step portion 33 connecting the frame portion 31 and the design portion 32. The frame portion 31 is a portion corresponding to the frame portion 20 in the upper sash 11. More specifically, the frame portion 31 includes a vehicle inner side wall 31a located inside the vehicle, an inner peripheral side wall 31b extending from the inner peripheral side end of the vehicle inner side wall 31a to the vehicle outer side, and an outer peripheral side end of the vehicle inner side wall 31a. It has an outer peripheral side wall 31c extending to the outside of the vehicle. The inner peripheral side wall 31b and the outer peripheral side wall 31c are spaced apart from each other with increasing distance from the vehicle inner side wall 31a.

  Unlike the frame portion 20 (see FIG. 9) of the upper sash 11 which has a closed cross-sectional shape, the inner sash 30 of the upright pillar sash 12 connects the outer side end portions of the inner peripheral side wall 31b and the outer peripheral side wall 31c in the frame portion 31. It has a bag-like cross-sectional shape that is opened toward the outside of the vehicle without doing so.

  The step portion 33 of the inner sash 30 includes an outer peripheral extension portion 33a extending from the vehicle outer side end portion of the outer peripheral side wall 31c to the outer peripheral side, and a vehicle outer extension portion extending from the outer peripheral side end portion of the outer peripheral extension portion 33a to the vehicle outer side. 33b. The design portion 32 extends toward the outer peripheral side from the end portion on the vehicle outer side of the vehicle exterior extending portion 33b.

  The guide rail 40 is arranged so as to fit inside the open portion on the vehicle outer side of the frame portion 31 and the step portion 33 of the inner sash 30. More specifically, the guide rail 40 includes a vehicle inner side wall 41 located inside the vehicle, an inner peripheral side wall 42 extending from the inner peripheral side end of the vehicle inner side wall 41 to the vehicle outer side, and an outer peripheral side end of the vehicle inner side wall 41. It has an outer peripheral side wall 43 extending to the outside of the vehicle, and an outer peripheral extending portion 44 extending from the end of the outer peripheral side wall 43 on the outside of the vehicle toward the outer peripheral side. A bent portion 45 that projects toward the outer peripheral side is provided at an end portion on the vehicle outer side of the inner peripheral side wall 42.

  In the guide rail 40, an inner peripheral side wall 42 and an outer peripheral side wall 43 that are spaced apart from each other in the inner and outer peripheral directions, and a vehicle inner side wall 41 that connects them form a concave portion that is open toward the vehicle outer side. It is a space S. The pair of facing surfaces (the inner surfaces facing the guide space S) of the inner peripheral side wall 42 and the outer peripheral side wall 43 are substantially parallel to each other, and extend in the up-down direction while keeping a constant inner-outer peripheral direction interval. The inner peripheral side wall 42 and the outer peripheral side wall 43 are fitted inside the inner peripheral side wall 31b and the outer peripheral side wall 31c of the frame portion 31 of the inner sash 30, respectively. Therefore, the inner peripheral side wall 42 and the outer peripheral side wall 43 respectively become thicker as they move away from the vehicle inner side wall 41 toward the vehicle outer side. The inner wall 42 and the outer wall 43 have the largest wall thickness, which is the end surface facing the vehicle exterior. The end surface of the inner peripheral side wall 42 and the end surface of the outer peripheral side wall 43 are substantially flush with each other across the opening of the guide space S.

  The bent portion 45 projects from the end portion on the vehicle outer side where the wall thickness of the inner peripheral side wall 42 is maximum, in a direction (outer peripheral side) in which the wall thickness of the inner peripheral side wall 42 is further increased, and The outside of the car is partially blocked. That is, due to the bent portion 45, the opening width of the guide space S in the inner and outer peripheral directions is narrower than the width inside the guide space S.

  By fitting the inner peripheral side wall 42 and the outer peripheral side wall 43 to the inner peripheral side wall 31b and the outer peripheral side wall 31c of the frame portion 31, the relative positions of the inner sash 30 and the guide rail 40 in the inner and outer peripheral directions and the vehicle interior and exterior directions are determined. .. At this time, the outer peripheral extension portion 33a of the step portion 33 of the inner sash 30 and the outer peripheral extension portion 44 of the guide rail 40 overlap each other in the vehicle interior and exterior directions. A through hole 33c is formed in the outer peripheral extension portion 33a, and a through hole 44a is formed in the outer peripheral extension portion 44. When the inner sash 30 and the guide rail 40 have a predetermined vertical positional relationship, the through hole 33c and the through hole 44a communicate with each other in the vehicle interior and exterior directions.

  In this state, the shaft portion of the bolt 17 is inserted into the through hole 33c and the through hole 44a from the inside of the vehicle. The shaft portion of the bolt 17 protruding into the step portion 33 is screwed into the nut 18. The inner sash 30 and the guide rail 40 are fixed by applying a predetermined tightening torque with the head of the bolt 17 in contact with the outer peripheral extension 33a. As shown in FIG. 3, fastening and fixing with the bolt 17 and the nut 18 is performed at a plurality of positions in the longitudinal direction of the inner sash 30 and the guide rail 40.

  An inner garnish 34 that covers the frame portion 31 of the inner sash 30 from the inside of the vehicle and an outer garnish 35 that covers the design portion 32 and the step portion 33 from the outside of the vehicle are provided. The inner garnish 34 and the outer garnish 35 are long members extending in the longitudinal direction of the upright sash 12, and are made of synthetic resin or metal. The inner garnish 34 constitutes the exterior of the upright pillar sash 12 on the inside of the vehicle, and the outer garnish 35 constitutes the exterior of the upright pillar sash 12 on the outside of the vehicle.

  There is a space between the outer garnish 35 and the step portion 33, and the screwed portion of the bolt 17 and the nut 18 is located in this space. Therefore, by attaching the outer garnish 35, the fastening portion between the inner sash 30 and the guide rail 40 cannot be seen from the outside of the vehicle. The inner garnish 34 and the outer garnish 35 are fixed to the inner sash 30 by predetermined fixing means (adhesion or the like).

  An elastic cover 36 and an elastic cover 37 are attached to the guide rail 40 at a position on the inner peripheral side of the outer garnish 35. Each of the elastic covers 36 and 37 is formed of a non-water-permeable elastic material (for example, rubber) and is a long member extending in the longitudinal direction of the upright pole sash 12. 5 and 6 show the shapes of the elastic covers 36 and 37 in the initial state (free state) where no external force is applied.

  A seating surface is provided on an end surface of the guide rail 40 facing the vehicle outer side, and elastic covers 36 and 37 are supported on the vehicle outer surface of the seating surface. The seat surface is divided into an inner peripheral side seat surface 46 and an outer peripheral side seat surface 47 with the opening of the guide space S interposed therebetween. The inner peripheral side bearing surface 46 is supported by the end surface of the inner peripheral side wall 42. The outer peripheral side bearing surface 47 is supported from the end surface of the outer peripheral side wall 43 to the outer peripheral extended portion 44. The elastic cover 36 located on the inner peripheral side is supported on the inner peripheral side bearing surface 46, and the elastic cover 37 located on the outer peripheral side is supported on the outer peripheral side bearing surface 47. The elastic cover 36 and the elastic cover 37 are respectively fixed to the inner peripheral side bearing surface 46 and the outer peripheral side bearing surface 47 by a predetermined fixing means (adhesion or the like).

  The elastic cover 36 has a hollow portion 36a having a hollow inside and a cantilevered lip portion 36b extending from the hollow portion 36a to the outer peripheral side, and the hollow portion 36a is supported by the inner peripheral side bearing surface 46. There is. A part of the hollow portion 36a extends in a cantilever manner toward the inner peripheral side to cover the vehicle outer side end portion of the inner garnish 34, and prevents the end portion of the inner peripheral side wall 31b of the inner sash 30 from being exposed. .

  The elastic cover 37 includes a base portion 37a supported by the outer peripheral side bearing surface 47, a plate-shaped portion 37b protruding from the base portion 37a to the inside of the vehicle, and a cantilever shape protruding from the vicinity of the tip of the plate-shaped portion 37b to the inner peripheral side. A first lip portion 37c, a cantilever-shaped second lip portion 37d protruding from the vicinity of the inner peripheral side end portion of the base portion 37a toward the vehicle outer side and the inner peripheral side, and a holding portion 37e located on the outer peripheral side of the plate portion 37b. And.

  The lip portion 36b of the elastic cover 36 and the second lip portion 37d of the elastic cover 37 extend in directions approaching each other and cover the vehicle outer side of the guide space S. The first lip portion 37c of the elastic cover 37 is located on the vehicle outer side than the second lip portion 37d. The outer garnish 35 has a bent portion 35a formed by bending an end portion on the inner peripheral side toward the inside of the vehicle. The bent portion 35a is fitted between the plate-like portion 37b and the pressing portion 37e to stably hold the elastic cover 37.

  The upright pillar sash 12 of the present embodiment has a so-called flash surface structure in which the vehicle outer side surface of the outer garnish 35 is substantially at the same position as the vehicle outer side surface W1 of the window glass W in the vehicle interior and exterior directions. The elastic covers 36 and 37 contribute to waterproofing and suppressing vibration around the window glass W in this flash surface structure.

  The first lip portion 37c of the elastic cover 37 is located at a position facing the rear edge surface W3 of the window glass W in the inner and outer peripheral directions. The first lip portion 37c is pushed into the outer peripheral side by the edge surface W3 and elastically deforms. The plate-like portion 37b receives the pressing force applied to the first lip portion 37c, and the plate-like portion 37b abuts the bent portion 35a of the outer garnish 35 to restrict the movement toward the outer peripheral side. Further, since the plate portion 37b and the pressing portion 37e are fitted in the bent portion 35a, the stability of the elastic cover 37 is high. Therefore, the first lip portion 37c comes into close contact with the edge surface W3 with a predetermined reaction force to seal the space between the window glass W and the outer garnish 35 in a watertight manner, and suppress the vibration of the window glass W.

  The hollow portion 36a of the elastic cover 36 is located between the vehicle interior side surface W2 of the window glass W and the guide rail 40 (inner circumferential side bearing surface 46) in the vehicle interior and exterior direction. The protruding portion of the hollow portion 36a toward the vehicle exterior is pressed by the vehicle interior side surface W2 of the window glass W, and the hollow portion 36a is compressed and deformed in the vehicle interior and exterior directions. As a result, the elastic cover 36 closes the space between the vehicle interior side surface W2 and the guide rail 40 in a watertight manner and suppresses the vibration of the window glass W. In addition to the sealing by the first lip portion 37c for the edge surface W3 of the window glass W and the sealing by the hollow portion 36a for the vehicle interior side surface W2 of the window glass W, the watertightness between the window glass W and the upright sash 12 is improved. Further improve.

  Particularly, in the door 10 of the present embodiment, the components of the window regulator 19 are incorporated in the upright sash 12 as described later. Therefore, highly effective waterproofing between the window glass W and the upright pillar sash 12 by the elastic covers 36 and 37 is highly effective.

  Although details will be described later, the guide space S of the guide rail 40 is a portion that slidably supports the slider shoes 52 and 53 attached to the window glass W. Then, the position of the window glass W in the inner and outer peripheral directions is determined by the inner peripheral side wall 42 and the outer peripheral side wall 43 forming the guide space S of the guide rail 40, and the window in the vehicle interior and exterior direction is defined by the vehicle interior side wall 41 and the bent portion 45. The position of the glass W is determined. An inner peripheral side bearing surface 46 and an outer peripheral side bearing surface 47 that support the elastic covers 36 and 37 are provided on the guide rail 40. That is, both the window glass W and the elastic covers 36 and 37 are positioned with reference to the guide rail 40. As a result, the positional relationship between the window glass W and the elastic covers 36 and 37 is stabilized (hard to be dispersed). Since the elastic covers 36 and 37 function as a seal member by being pressed by the window glass W, when the positional relationship between the window glass W and the elastic covers 36 and 37 is stable, the elastic covers 36 and 37 are not attached to the respective portions of the window glass W and the upright sash 12. The degree of adhesion between the elastic covers 36 and 37 is stable, and a high degree of watertightness due to the elastic covers 36 and 37 can be secured.

  Further, as will be described later, since the elastic covers 36 and 37 bring the lip portion 36b and the second lip portion 37d into contact with the slider base 51, the positional relationship between the window glass W and the elastic covers 36 and 37 is stable. If so, fluctuations in load on the slider base 51 are suppressed, and sliding performance of the slider base 51 on the guide rail 40 is improved.

  The outer garnish 35 and the elastic cover 37 are located on the outermost side of the upright sash 12 and form the outer surface of the door 10 together with the window glass W. In the elastic cover 37, the base end side of the first lip portion 37c (the side connected to the plate-like portion 37b) is substantially flush with the vehicle outer surface W1 of the window glass W and the vehicle outer surface of the outer garnish 35. Therefore, the elastic cover 37 can form an appearance of the flash surface structure together with the window glass W and the outer garnish 35 while improving the appearance quality while having excellent waterproof performance.

  Further, on the inner peripheral side of the outer garnish 35, the entire elastic cover 36 and the second lip portion 37d of the elastic cover 37 are located inside the window glass W, and the internal structure of the upright sash 12 is almost visible. Covered without. Therefore, an excellent aesthetic appearance can be obtained even in a region where the window glass W and the upright sash 12 overlap in the vehicle interior and exterior directions.

  A weather strip 38 is further attached to the upright pillar sash 12. The weather strip 38 is made of a non-water-permeable elastic material (for example, rubber). A seat surface 39 facing the outer peripheral side is provided on the outer peripheral side wall 31c of the inner sash 30, and the leg portions 38a of the weather strip 38 are fixed to the seat surface 39. Since the weather strip 38 covers a part of the inner garnish 34, the step between the outer peripheral side wall 31c of the inner sash 30 and the inner garnish 34 becomes invisible from the inside of the vehicle.

  Further, the weather strip 38 covers the outer peripheral extension portion 33a of the step portion 33 from the inside of the vehicle. The area covered by the weather strip 38 also includes the head of the bolt 17. Therefore, by attaching the weather strip 38, the fastening portion between the inner sash 30 and the guide rail 40 becomes invisible from the inside of the vehicle.

  The weather strip 38 has a hollow elastic contact portion 38b protruding from the leg portion 38a. When the door 10 is closed with respect to the vehicle body, the elastic contact portion 38b comes into contact with the body pillar P of the vehicle body extending along the door opening and elastically deforms, so that a watertight seal is formed between the vehicle body and the door 10 (standing pillar sash 12). Close to.

  The door 10 includes a window regulator 19 that drives the window glass W up and down. As shown in FIGS. 2 and 3, the window regulator 19 supports and guides the window assembly 50 by the guide rails 40 so as to be movable in the vertical direction, and transmits the driving force of the drive unit 60 to the window assembly 50 to transmit the window glass. Raise and lower W. The components of the window regulator 19 are incorporated in the upright pillar sash 12. The structure for driving the glass up and down, including the window regulator 19, will be described below.

  As shown in FIG. 4, the window assembly 50 is configured by assembling a slider base 51, a pair of slider shoes 52 and 53, a rack 54, and a slide guide 55 on a window glass W.

  The rear edge of the window glass W is longer than the front edge. The slider base 51 is a long member that extends in the vertical direction, and has a length that extends along substantially the entire rear edge of the window glass W. The slider base 51 may be made of metal or non-metal such as synthetic resin. The slider base 51 has a glass fixing portion 51a located outside the vehicle and a connecting portion 51b protruding from the glass fixing portion 51a to the inside of the vehicle, and has a substantially T-shaped cross section perpendicular to the longitudinal direction. .

  The glass fixing portion 51a is a plate-shaped portion having front and back surfaces (side surfaces) facing inward and outward of the vehicle. The outer surface of the glass fixing portion 51a is fixed to the attachment region G1 (FIG. 4) of the inner surface W2 of the window glass W by adhesion or the like. As shown in FIGS. 5 and 6, the glass fixing portion 51a extends to the outer peripheral side of the fixing portion to the mounting region G1, and the outer peripheral end of the glass fixing portion 51a has an edge surface W3 of the window glass W. It is located on the outer peripheral side.

  As shown in FIG. 4, a lower end receiving portion 51c is provided at the lower end of the glass fixing portion 51a. The lower end receiving portion 51c is a flat plate-shaped portion that protrudes from the glass fixing portion 51a to the outside of the vehicle. The lower end portion of the glass fixing portion 51a is formed with a widened portion 51g that gradually widens (widens) the width in the inner and outer peripheral directions as it goes downward, and the lower end receiving portion 51c is continuous with the widened portion 51g. Formed (see FIG. 4). The protruding amount of the lower end receiving portion 51c from the glass fixing portion 51a to the outside of the vehicle is equal to or larger than the thickness of the window glass W. When the slider base 51 is attached to the window glass W, the position of the slider base 51 is determined so that the lower end of the window glass W is supported by the lower end receiving portion 51c.

  The force that relatively moves the window glass W and the slider base 51 in the up-down direction acts as a shear load in the up-down direction between the vehicle interior side surface W2 (mounting region G1) and the glass fixing portion 51a. By receiving the lower end of the window glass W by the lower end receiving portion 51c provided on the slider base 51, the window glass W and the slider base 51 can be fixed to each other with high strength. It is possible to surely prevent the positional deviation and separation of the 51.

  The connection portion 51b is a plate-like portion that protrudes from the surface of the glass fixing portion 51a on the vehicle inner side and has both side surfaces facing inward and outward. A part of each of the upper end side and the lower end side of the connection portion 51b forms a shoe support portion 51d, 51e by increasing an amount of protrusion to the inside of the vehicle. The slider shoe 52 is attached to the shoe support portion 51d on the upper end side, and the slider shoe 53 is attached to the shoe support portion 51e on the lower end side. The shoe support portions 51d and 51e each have an L-shaped cross-sectional shape in which the vehicle-inside end portion of the connection portion 51b is bent to the outer peripheral side, and the slider shoes 52 and 53 are fitted into the L-shaped portions. (See FIGS. 4 and 6).

  The slider shoes 52 and 53 respectively have sliding base portions 52a and 53a having a rectangular cross-sectional shape that are accommodated in the guide space S of the guide rail 40. From the sliding bases 52a and 53a, cantilever-shaped first elastic contact portions 52b and 53b and cantilever-shaped second elastic contact portions 52d and 53d respectively project. Further, stopper portions 52c and 53c project from the sliding base portions 52a and 53a in the longitudinal direction of the slider base 51. Each of the slider shoes 52 and 53 is formed of a synthetic resin or the like having a hardness lower than that of the material forming the guide rail 40 in order to realize smooth movement while preventing abnormal noise and vibration.

  The slider shoe 52 and the slider shoe 53 are members having the same structure, and are assembled to the slider base 51 in a vertically inverted relationship. As shown in FIG. 7, the slider shoe 52 on the upper end side is assembled with the stopper portion 52c facing downward. The stopper portion 52c extends downward along the inner peripheral surface of the connecting portion 51b of the slider base 51. The slider shoe 53 on the lower end side is assembled with the stopper portion 53c facing upward. The stopper portion 53c extends upward along the outer peripheral surface of the connecting portion 51b of the slider base 51.

  When the slider shoe 52 is assembled to the slider base 51, the first elastic contact portion 52b projects toward the inside of the vehicle with respect to the sliding base portion 52a, and the second elastic contact portion 52d (see FIG. 8) surrounds the sliding base portion 52a. Project to the side. When the slider shoe 53 is assembled to the slider base 51, the first elastic contact portion 53b projects inward from the sliding base portion 53a, and the second elastic contact portion 53d projects inward from the sliding base portion 52a. ..

  The fixing screw 56 (FIG. 4) is inserted into the holes formed in the sliding bases 52a and 53a, and the fixing screw 56 is screwed into the screw holes provided in the shoe support parts 51d and 51e to tighten the slider shoe. 52 and 53 are fixed to the slider base 51, respectively.

  As shown in FIG. 4, a rack 54 is further attached to the slider base 51. The rack 54 is a long member extending in the vertical direction, and has a length of the slider base 51 excluding a part of upper and lower ends to which the slider shoe 52 and the slider shoe 53 are attached.

  As shown in FIGS. 4 and 5, the rack 54 has a main body portion 54a and a plate-shaped mounting portion 54b protruding from the main body portion 54a to the outside of the vehicle. A mounting hole 54c (FIG. 5) is formed in the mounting portion 54b so as to penetrate in the plate thickness direction. A plurality of mounting portions 54b and mounting holes 54c are provided at different positions in the longitudinal direction of the rack 54.

  The rack 54 is attached to the slider base 51 with the attachment portion 54b in contact with the outer peripheral surface of the connection portion 51b. A plurality of screw holes 51f corresponding to the mounting holes 54c are formed in the connecting portion 51b, and a fixing screw 57 (FIGS. 4 and 5) is screwed into each screw hole 51f through each mounting hole 54c and tightened. Then, the rack 54 is fixed to the slider base 51. A portion of the main body portion 54a that faces the vehicle outer side is a recess into which the vehicle inner side end of the connection portion 51b is fitted (see FIG. 5), and the rack 54 can be firmly fixed to the slider base 51. it can.

  Teeth 54d are formed at equal intervals in the longitudinal direction on the surface of the main body 54a of the rack 54 that faces the inner peripheral side when attached to the slider base 51 (see FIGS. 4 and 7). The tooth 54d is formed by partially recessing the main body portion 54a, and the vehicle outer side and the vehicle inner side of the tooth 54d are closed by the side wall portions 54g and 54h forming the body portion 54a. The rigidity of the rack 54 is improved by providing the side walls 54g and 54h on both sides of the tooth 54d. Support protrusions 54e (FIG. 5) are formed on the surface of the main body portion 54a facing the outer peripheral side opposite to the teeth 54d.

  As shown in FIGS. 7 and 8, when the slider shoe 52 and the rack 54 are attached to the slider base 51, the stopper portion of the slider shoe 52 is extended (upward) on the extension of the tooth 54d of the rack 54 in the longitudinal direction of the slider base 51. 52c is located. At the upper end of the rack 54, a restricting portion 54f (FIG. 8) with which the outer peripheral surface of the stopper portion 52c abuts is formed.

  A slide guide 55 is attached to the front edge side of the window glass W. As shown in FIG. 9, the slide guide 55 is a plate-shaped member whose both side surfaces are directed toward the inside and outside of the vehicle. And a step portion 55c that connects the mounting portion 55a and the protruding portion 55b. The mounting portion 55a is located on the vehicle outer side than the projecting portion 55b, and the step portion 55c has an inclined shape that projects toward the vehicle outer side from the projecting portion 55b toward the mounting portion 55a. The surface of the mounting portion 55a that faces the vehicle exterior is fixed to the mounting region G2 (FIG. 4) of the vehicle interior side surface W2 of the window glass W by adhesion or the like.

  As described above, the slider base 51, the pair of slider shoes 52 and 53, the rack 54, and the slide guide 55 are attached to the window glass W, respectively, to form the window assembly 50. When the window assembly 50 is incorporated into the door frame 10b, the state shown in FIGS. 5, 6 and 9 is obtained.

  As shown in FIG. 6, in the upright pole sash 12, the two upper and lower slider shoes 52 and 53 slide in the guide space S of the guide rail 40 in the longitudinal direction of the guide rail 40 (the vertical direction of the window glass W). It is movably housed. The vehicle interior side wall 41 surrounding the guide space S and the bent portion 45 regulate the movement of the slider shoes 52, 53 in the vehicle interior and exterior directions. The inner peripheral side wall 42 and the outer peripheral side wall 43 regulate the movement of the slider shoes 52, 53 in the inner and outer peripheral directions.

  The first elastic contact portion 52b and the second elastic contact portion 52d provided on the slider shoe 52 come into contact with the vehicle inner side wall 41 and the outer peripheral side wall 43 to elastically deform, thereby preventing the slider shoe 52 from rattling. The first elastic contact portion 53b and the second elastic contact portion 53d provided on the slider shoe 53 contact the vehicle inner side wall 41 and the inner peripheral side wall 42 and elastically deform, thereby preventing the slider shoe 53 from rattling.

  More specifically, the first elastic contact portions 52b and 53b of the slider shoes 52 and 53 are pressed toward the vehicle outer side and elastically deformed in a state of being in contact with the vehicle inner side wall 41, respectively. The sliding bases 52a and 53a are pressed to the outside of the vehicle by the force. The sliding bases 52a and 53a pressed to the vehicle outer side are pressed against the bent portion 45 that partially covers the vehicle outer side of the guide space S, and are held in a stable state in the vehicle inward and outward directions.

  The second elastic contact portion 52d of the slider shoe 52 is pressed toward the inner peripheral side and elastically deformed in a state of being in contact with the outer peripheral side wall 43, and the sliding base part is restored by the force to restore from the elastic deformation. 52a is pressed inward. The sliding base portion 52a pressed toward the inner peripheral side is pressed against the inner peripheral side wall 42 and is held in a stable state in the inner and outer peripheral directions.

  The second elastic contact portion 53d of the slider shoe 53 is elastically deformed by being pressed toward the outer peripheral side in a state of being in contact with the inner peripheral side wall 42, and the sliding base portion is pressed by the force to restore from the elastic deformation. 53a is pressed to the outer peripheral side. The sliding base portion 53a pressed to the outer peripheral side is pressed against the outer peripheral side wall 43 and is held in a stable state in the inner and outer peripheral directions.

  In this way, in the slider shoe 52 located on the upper end side of the trailing edge portion of the window glass W, the sliding base portion 52a is pressed to the inner peripheral side (front side) by the second elastic contact portion 52d protruding to the outer peripheral side, It is possible to absorb backlash to the outer peripheral side (rear). On the other hand, in the slider shoe 53 located on the lower end side of the rear edge portion of the window W, the sliding base portion 53a is pressed to the outer peripheral side (rear side) by the second elastic contact portion 53d protruding to the inner peripheral side, and at the same time, to the inner peripheral side. It is possible to absorb backlash. The sharing of functions of the slider shoe 52 and the slider shoe 53 has the following advantages.

  The window glass W has a shape in which the rear edge is longer in the vertical direction than the front edge, and the height of the upper edge gradually decreases from the rear edge to the front edge (FIGS. 1 to 4). reference). Therefore, the window glass W supported by the slider shoes 52 and 53 along the rear edge always receives a load in the forward tilt direction (counterclockwise as viewed from the inside of the vehicle as shown in FIG. 1). The load in the forward tilt direction acts as a force to move the slider shoe 52 on the upper side toward the inner peripheral side, and as a force to move the slider shoe 53 on the lower side toward the outer peripheral side. work. Here, in each slider shoe 52, 53, the side surfaces of the sliding base portions 52a, 53a having high strength and large area are brought into contact with the guide rail 40 (inner surface of the guide space S) in the acting direction of the load. Therefore, excellent load resistance can be obtained.

  Further, when the vehicle body is violently vibrated due to traveling on a rough road, a load that tends to tilt the window glass W in the direction opposite to the forward tilt direction (clockwise when viewed from the inside of the vehicle as shown in FIG. 1) is applied. To work. This reverse load acts as a force for moving the slider shoe 52 on the upper end side to the outer peripheral side, and as a force for moving the slider shoe 53 on the lower end side to the inner peripheral side. work. Here, each slider shoe 52, 53 can efficiently suppress the vibration with respect to the guide rail 40 in the acting direction of the load while absorbing the load by the elastic deformation of the second elastic contact portions 52d, 53d.

  As the slider shoes 52, 53 move along the inner surface of the guide space S, the window glass W moves up and down. That is, the guide rail 40 functions as a guide portion for ascending and descending guides of the slider shoes 52 and 53 in the window regulator 19. The guide rail 40 has a curved shape corresponding to the curvature of the window glass W, and the slider shoes 52 and 53 can move the window glass W up and down with high accuracy along the curved guide rail 40.

  Since the slider shoe 52 and the slider shoe 53 which form the window regulator 19 support the window glass W at a position that is largely separated in the vertical direction (the shoe pitch, which is the vertical interval between the two slider shoes 52 and 53, is large), the window The positional accuracy and stability of the glass W are extremely high. The larger the shoe pitch, the more easily the inclination of the window glass W with respect to the guide rail 40 (in particular, the inclination in the vehicle front-rear direction) can be suppressed, and highly accurate support and high stability of the window glass W can be obtained.

  In particular, in the window glass W, the rear edge portion along the vertical pillar sash 12 is vertically longer than the front edge portion along the front sash 13. By arranging the slider shoe 52 and the slider shoe 53 so as to be spaced apart from each other near the upper end and the lower end of the rear edge of the window glass W, the effective vertical support length for the window glass W becomes very large, and Even with the structure in which the window glass W is supported by the edge portion (the rear edge portion in the present embodiment) on one side, sufficient stability and support strength can be obtained. Further, in the wide space between the front sash 13 and the guide rail 40 in the interior space of the door panel, it is not necessary to provide means for supporting and guiding the window glass W, and excellent space efficiency can be obtained.

  In the supporting structure on the side of the vertical pillar sash 12 that supports the window glass W with such excellent accuracy and stability, an elastic member that sandwiches and holds the window glass W in the inside and outside directions of the vehicle (a glass having a general concave structure) is used. Run) is not provided. The elastic covers 36 and 37 with which the vicinity of the rear edge of the window glass W abuts have waterproofness between the window glass W and the upright sash 12 (outer garnish 35), and also functions as an external component of the upright sash 12. Therefore, it is possible to make a compact and simple sectional shape.

  The connecting portion 51b of the slider base 51 connects the slider shoes 52 and 53 arranged in the guide space S of the guide rail 40 and the glass fixing portion 51a located outside the guide space S (outside the vehicle). .. Therefore, the guide rail 40 has a cross-sectional shape in which the guide space S is opened to the outside of the vehicle in order to pass the connecting portion 51b inward and outward of the vehicle. The connecting portion 51b is a target to which the rack 54 is attached in addition to the slider shoes 52 and 53, and therefore extends in the vertical direction. As a result, the guide rail 40 has an opening portion to the outside of the vehicle over the entire longitudinal direction.

  The lip portion 36b of the elastic cover 36 and the second lip portion 37d of the elastic cover 37 extend in the inner and outer peripheral directions, and in the free state, the vicinity of their tips overlap each other (see FIGS. 5 and 6). Therefore, at the cross-sectional position of the vertical column sash 12 where the slider base 51 is present, the elastically deformed lip portion 36b and the second lip portion 37d are in close contact with the connecting portion 51b from both sides, and at the same time with respect to the glass fixing portion 51a. Stick from the inside. As a result, the periphery of the slider base 51 can be reliably sealed. By extending the glass fixing portion 51a to a position on the outer peripheral side of the edge surface W3 of the window glass W, the contact range of the second lip portion 37d with respect to the glass fixing portion 51a can be secured. Further, at the cross-sectional position of the upright pillar sash 12 where the window glass W descends and the slider base 51 does not exist, the open portion of the guide rail 40 facing the vehicle outer side is overlapped with the lip portion 36b and the second lip portion 37d. cover. As a result, the internal structure of the upright sash 12 (particularly the guide rail 40) is not exposed in a state visible from the outside of the vehicle regardless of the vertical position of the window glass W, and the appearance quality of the upright sash 12 can be improved. .

  Further, since the elastic cover 36 and the elastic cover 37, which are separate bodies, are arranged separately in the inner peripheral side space and the outer peripheral side space divided by the connecting portion 51b of the slider base 51, the sealing performance in each space is improved. Easy to optimize. Specifically, on the inner peripheral side of the connecting portion 51b, an elastic cover 36 having a shape suitable for sealing between the vehicle interior side surface W2 of the window glass W and the guide rail 40 is arranged. An elastic cover 37 having a shape suitable for sealing between the edge surface W3 of the window glass W and the outer garnish 35 and between the outer garnish 35 and the guide rail 40 is provided on the outer peripheral side of the connection portion 51b. There is.

  As shown in FIG. 5, in addition to the slider shoes 52 and 53, the rack 54 is also located in the guide space S of the guide rail 40. The main body 54a of the rack 54 has a smaller cross-sectional area than the sliding bases 52a and 53a of the slider shoes 52 and 53, and has a clearance with the inner surface of the guide space S. It does not hinder the vertical movement of the glass W. The teeth 54d of the rack 54 face the inner peripheral side (inner peripheral side wall 42) in the guide space S.

  The guide rail 40 is extended longer than the inner sash 30 and the inner garnish 34, and has a length extending from the formation region of the upright pillar sash 12 overlapping with the inner sash 30 to the lowermost part of the inner space of the door panel. (See FIGS. 1 to 3). In the inner space of the door panel, the guide rail 40 is exposed without being surrounded by the inner sash 30 and the inner garnish 34. As shown in FIGS. 2 and 8, a part of the inner peripheral side wall 42 is cut out in the inner space of the door panel to form a notch 48 for exposing the teeth 54d of the rack 54. The pinion 61 of the drive unit 60 meshes with the teeth 54d of the rack 54 through the notch 48.

  The drive unit 60 includes a motor M that is a drive source in the window regulator 19, and transmits the driving force of the motor M to the pinion 61 to rotate the pinion 61. The drive unit 60 is attached to the lock bracket 15. As shown in FIGS. 2 and 3, the lock bracket 15 is located on the inner side of the vehicle with respect to the inner sash 30, and a predetermined space is provided on the outer side of the lock bracket 15 in the door panel inner space below the inner sash 30. There is. The guide rail 40 passes through the space inside the door panel. The drive unit 60 is fixed to the surface of the lock bracket 15 on the vehicle outer side. In this state, the rotation shaft of the pinion 61 faces the inside of the vehicle.

  When the drive unit 60 is attached to a predetermined position of the lock bracket 15, the pinion 61 meshes with the rack 54 from the inner peripheral side. The support protrusion 54e provided on the rack 54 is separated from the inner surface of the guide space S when no external force is applied. When a strong load is applied to the rack 54 from the pinion 61 (particularly, a force pressing the rack 54 toward the outer peripheral side), the support protrusion 54e contacts the outer peripheral side wall 43 and transfers the load to the guide rail 40. Thereby, excessive deformation of the rack 54 in the guide space S is prevented, and the meshing between the pinion 61 and the rack 54 is appropriately maintained.

  By assembling the door components (door frame 10b, window assembly 50, and drive unit 60) including the components of the window regulator 19 as described above, the door frame assembly 10e including the window regulator 19 is configured. The door frame assembly 10e includes a door frame 10b and a window regulator 19 (see FIG. 2). FIG. 2 shows a state before the door frame assembly 10e is assembled.

  When the motor M of the drive unit 60 is driven to rotate the pinion 61 with the window regulator 19 mounted, the guide rail 40 is converted into a moving force in the longitudinal direction via the rack 54. Then, the slider base 51 to which the rack 54 is fixed moves together with the window glass W while sliding the slider shoes 52 and 53 with respect to the guide rail 40. Therefore, when the pinion 61 rotates forward and backward, the window assembly 50 including the rack 54 moves up and down along the guide rail 40. The rack 54 has a length that meshes with the pinion 61 in the entire movable range of the window glass W from the fully closed position to the fully open position.

  When the window assembly 50 moves downward, the position of the slider shoe 52 attached to the upper end of the slider base 51 changes downward. Since the stopper portion 52c of the slider shoe 52 is located above (upper) the teeth 54d of the rack 54, when the position of the slider shoe 52 changes downward, the stopper portion 52c approaches the pinion 61. Then, as shown in FIG. 8, when the stopper portion 52c reaches the position of the pinion 61, the teeth of the pinion 61 come into contact with the side surface of the stopper portion 52c.

  When the pinion 61 further tries to rotate in the glass descending direction (clockwise direction in FIG. 8) with the teeth of the pinion 61 in contact with the stopper portion 52c, the stopper portion 52c is pushed to the outer peripheral side. Since movement of the stopper portion 52c toward the outer peripheral side is restricted by a restriction portion 54f provided at the upper end of the rack 54, rotation of the pinion 61 in the glass descending direction is restricted. As a result, the pinion 61 and the rack 54 are locked, and the downward movement of the window glass W is mechanically limited. Since the mechanical stopper is constituted by the slider shoe 52 that guides the up-and-down movement of the window glass W and the pinion 61 that gives the up-and-down driving force to the window glass W, it is not necessary to separately provide a stopper member, and the configuration is simple and low. You can get to the cost.

  The mechanical limit position (FIG. 8) where the stopper portion 52c contacts the pinion 61 can be set to the fully open position of the window glass W. Alternatively, the fully open position of the window glass W to be moved by the normal drive control of the drive unit 60 is set above the mechanical limit position shown in FIG. 8, and the window glass W is moved by a predetermined amount in the opening direction from the fully open position. The stopper portion 52c may be configured to contact the pinion 61 only when it moves.

  Note that the slider shoe 53 on the lower end side may be a dedicated part that does not include the stopper portion 53c.

  As shown in FIG. 9, the front sash 13 includes a vehicle interior side wall 70 located on the vehicle interior side, a connection wall 71 extending from the outer peripheral side end of the vehicle interior side wall 70 to the vehicle exterior side, and a vehicle exterior side end of the connection wall 71. And an outer side wall 72 extending from the inner peripheral side toward the inner peripheral side, and is open toward the inner peripheral side. In the inner and outer peripheral directions, the vehicle outer side wall 72 is located in front of the edge surface W3 of the front edge of the window glass W. The vehicle interior side wall 70 includes a base portion 70a connected to the connection wall 71, a tip portion 70b located on the tip end side and displaced to the vehicle exterior side with respect to the base portion 70a, and a step portion 70c connecting the base portion 70a and the tip end portion 70b. And have. The vehicle interior side wall 70 has a larger amount of protrusion toward the inner peripheral side than the vehicle outer side wall 72, and the tip portion 70b is located on the inner peripheral side of the vehicle outer side wall 72.

  The front sash 13 has a fixing portion 73 projecting from the connection wall 71 to the outer peripheral side, and the surface of the fixing portion 73 on the vehicle outer side is fixed to the mirror bracket 14. In addition, a surface of the inner side wall 70 on the vehicle inner side of the tip end portion 70 b is also fixed to the mirror bracket 14. Further, an exterior member 75 that covers the vehicle exterior side of the mirror bracket 14 is provided.

  When the window assembly 50 is attached to the door frame 10b, the tip portion 70b of the vehicle interior side wall 70 of the front sash 13 is positioned so as to face the inside of the window glass W on the vehicle interior. The mounting portion 55a of the slide guide 55 mounted on the vehicle-interior side surface W2 (mounting area G2 shown in FIG. 4) on the front edge side of the window glass W faces the tip 70b of the vehicle-interior side wall 70 inward and outward of the vehicle. The protruding portion 55b of the slide guide 55 is located between the base portion 70a of the vehicle interior side wall 70 and the vehicle exterior side wall 72 in the vehicle interior and exterior direction. Further, the exterior surface of the exterior member 75 and the exterior surface W1 of the window glass W are substantially flush with each other, and a flash surface structure similar to that of the upright sash 12 is obtained.

  An elastic cover 76 and an elastic cover 77 are attached to the front sash 13. Each of the elastic covers 76 and 77 is formed of a non-water-permeable elastic material (for example, rubber) and is a long member extending in the longitudinal direction of the front sash 13. FIG. 9 shows the shape of the elastic covers 76 and 77 in the initial state (free state) where no external force is applied.

  The elastic cover 76 includes a fitting portion 76a that fits with the tip end portion 70b of the vehicle interior side wall 70 of the front sash 13 and the inner peripheral side end portion of the mirror bracket 14, and a cantilever shape protruding from the fitting portion 76a. It has a first lip portion 76b and a second lip portion 76c. The first lip portion 76b comes into contact with the vehicle interior side surface W2 of the window glass W and elastically deforms. The second lip portion 76c comes into contact with the mounting portion 55a of the slide guide 55 from inside the vehicle and elastically deforms.

  The elastic cover 77 includes a fitting portion 77a fitted to the vehicle outer side wall 72 of the front sash 13, a cantilever-shaped first lip portion 77b protruding from the fitting portion 77a to the inner peripheral side, and a fitting portion 77a. It has a cantilevered second lip portion 77c that protrudes to the inside of the vehicle. The first lip portion 77b is located at a position facing the front edge surface W3 of the window glass W in the inner and outer peripheral directions. The first lip portion 77b is pushed outward by the edge surface W3 and elastically deforms. A part of the first lip portion 77b is positioned so as to fill a gap between the edge surface W3 of the window glass W and the inner peripheral side end portion of the exterior member 75, and constitutes a part of the outer surface of the door 10. The second lip portion 77c comes into contact with the protruding portion 55b of the slide guide 55 from the outside of the vehicle and elastically deforms.

  The elastic cover 76 and the elastic cover 77 watertightly close the window glass W, the slide guide 55, the front sash 13, and the exterior member 75, and suppress the vibration of the window glass W. Further, the elastic cover 76 and the elastic cover 77 cover the internal structure of the front sash 13 so as not to be visually recognized from the inside of the vehicle, and improve the appearance near the front edge of the window glass W.

  As shown in FIG. 9, the slide guide 55 only elastically contacts the elastic covers 76 and 77, and does not contact the front sash 13. As described above, the window regulator 19 provided on the vertical pillar sash 12 side can support and raise/lower the window glass W with high accuracy. Therefore, at the front edge of the window glass W, the front sash 13 and the slide guide 55 are separated from each other in a normal state so as not to affect the support and driving of the window glass W by the window regulator 19. When a strong external force of a predetermined level or more is applied, the inner surface of the front sash 13 restricts the movement of the slide guide 55 and prevents the window glass W from falling off the door frame 10b.

  As described above, in the door 10 of the present embodiment, the components (the guide rail 40, the slider base 51, the slider shoe 52) of the window regulator 19 that transfers the driving force of the motor M, which is the driving source, to the window glass W to move up and down. , 53, racks 54, etc.) are arranged so as to pass through the inside of the upright pillar sash 12. As a result, the space efficiency and layout can be improved around the door panel 10a as compared with the existing configuration in which the window regulator is arranged in the interior space of the door panel below the window opening 10c. For example, the degree of freedom in setting the shape of the door trim provided inside the door panel 10a is increased. In addition, the inner surface of the door can be made closer to the outer side of the vehicle to improve the handling of the foot when getting on or off, or the interior space of the door panel can be widened to secure a space for arranging functional parts other than the window regulator, It is possible to improve the assemblability of parts in the door panel 10a.

  Further, since the mechanism for transmitting the driving force to the window glass W is configured by using the rack 54 and the pinion 61, the number of parts is small, which is advantageous in terms of simplicity of construction and productivity.

  Further, in the window regulator 19, the slider shoes 52 and 53 are held by the guide rail 40 on the vehicle inner side of the window glass W, and movement of the window regulator 19 in both the vehicle inner side and the vehicle outer side is restricted. Without interposing the window glass W, movement of the slider shoes 52, 53 in the vehicle interior and exterior directions is restricted only on the vehicle interior side of the window glass W. Therefore, it is possible to prevent the upright pillar sash 12 from increasing in size (particularly in the inward and outward direction of the vehicle) while accommodating the components of the window regulator 19 in the upright pillar sash 12.

  Further, since the components of the window regulator 19 arranged along the upright sash 12 do not restrict the configuration of the window glass W outside the vehicle, the outer surface of the door 10 can be designed more freely. Thus, a structure in which the vehicle outer surface W1 of the window glass W and the vehicle outer surface (outer garnish 35) of the upright sash 12 are substantially flush with each other can be adopted.

  The door 10 of the above-described embodiment is a type of door (sash door) in which a frame-shaped door frame 10b configured by a member different from the door panel 10a is provided. Then, before attaching the door panel 10a to the door frame 10b, the components of the window regulator 19 are assembled to the upright pillar sash 12 and the lock bracket 15 constituting the door frame 10b, and the door frame assembly 10e (see FIG. 2) is assembled. Is forming.

  As a different form of the sash door, after the door panel 10a is attached to the door frame 10b, the components of the window regulator 19 can be assembled to the upright pillar sash 12 and the lock bracket 15.

  The present invention is also applicable to doors other than sash doors. For example, a door of a type that integrally forms a door panel and a door sash (an inner full door with an inner panel and a door sash integrally formed, an inner panel and an outer panel each, and an inner side and an outer side of the door sash are integrally formed and then combined. It can also be applied to panel doors. That is, the present invention is applicable to any vehicle door that raises and lowers the window glass within the window opening regardless of whether the door sash forming the window opening is integral with the door panel or a separate body.

  The above embodiment is applied to the side door that is attached to the side of the right front seat of the vehicle, but can be applied to other doors.

  The window regulator (opening/closing body driving device) 19 of the present embodiment drives the rack (driven portion, driven gear) 54 extending in the vertical direction (driving direction) of the window glass (opening/closing body) W and the rack 54. And a drive unit (drive unit, motor unit) 60 for driving the window glass W in the vertical direction.

  In such a window regulator 19, the transmission of the driving force from the drive unit 60 to the rack 54 may be disabled (failure) for various reasons. For example, if a strong load (overload) is applied from the upper end of the window glass W at the intermediate opening position, the window glass W in the fully closed state can be forcibly opened with a tool such as a crowbar during a theft, and it will continue for many years. There is a case of failure due to so-called life due to use.

  However, in the conventional window regulator (opening/closing body drive device) as in the above-mentioned Patent Document 1, when the transmission of the drive force from the drive unit to the rack becomes impossible (failure), an abnormality occurs in any part. It is difficult to grasp immediately what was done. Further, for example, when an abnormality occurs in the rack, the window glass incorporated in the vehicle must be removed and the entire window glass must be replaced, which complicates the work and increases the cost.

  In particular, like the window regulator 19 of the present embodiment, the components of the window regulator 19 (guide rail 40, slider base 51, slider shoes 52, 53, rack 54, etc.) are arranged so as to pass through the upright sash 12. In such a case, each component must be taken out from the upright pillar sash 12 and disassembled, and then the rack 54 must be replaced or repaired, resulting in significant work complexity and cost increase.

  Therefore, in the present embodiment, when the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure), the function of the drive unit 60 is lost while maintaining the function of the rack 54. By setting up, it is possible to take prompt and appropriate measures. That is, when transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure), the drive unit 60 is always destroyed without destroying the rack 54. More specifically, a portion for transmitting the driving force from the drive unit 60 to the rack 54, that is, the meshing of the teeth (driving gear, meshing portion) 61a of the pinion 61 and the teeth (driven gear, meshing portion) 54d of the rack 54. When an overload is applied to the part, the drive unit 60 can be destroyed without destroying the rack 54 by the "function disappearing part". Since the drive unit 60 is a component to be assembled at the final stage when the window regulator 19 is assembled to the vehicle door, the drive unit 60 can be detached and replaced or the drive unit 60 can be replaced or replaced as compared with the case where the rack 54 is removed and replaced or repaired. When repairing, the work can be simplified and the cost can be reduced. Hereinafter, a specific mode of the “function disappearance section” will be described in detail.

  FIG. 10 is an exploded perspective view showing an example of the internal configuration of the drive unit 60. FIG. 11 is a partial cross-sectional view showing an example of the internal configuration of the drive unit 60. The drive unit 60 has a holding housing 62. The holding housing 62 has a tubular portion 62a that holds the motor M. The holding housing 62 holds a worm wheel (not shown) that transmits the rotational driving force of the motor M and a worm gear 62b that transmits the rotational driving force of the worm wheel. The holding housing 62 has three bolt fastening holes 62c which are circumferentially spaced from each other so as to surround the holding regions of the worm wheel and the worm gear 62b.

  The holding housing 62 holds an adapter (drive unit, sub-pinion) 63 that is interposed between the worm gear 62 b and the pinion 61 and that transmits the rotational driving force of the worm gear 62 b to the pinion 61. Further, the holding case 62 holds the pinion 61 that transmits the rotational driving force of the adapter 63 to the rack 54.

  As a function of the adapter 63, the motor M held by the holding housing 62, the worm wheel, and the worm gear 62b can be commonly used, and the adapter 63 can flexibly cope with variations of the pinion 61 and the rack 54. The detailed structure of the pinion 61 and the rack 54 may be slightly different depending on the type of the window regulator 19, so that the worm gear 62b is provided in order to provide compatibility regardless of such variations of the pinion 61 and the rack 54. It is preferable to interpose the adapter 63 between the pinion 61 and the pinion 61. It is also possible to omit the adapter 63 and directly connect the worm gear 62b and the pinion 61.

  The drive unit 60 has a cover housing 64 assembled to the holding housing 62 so as to cover the pinion 61 and the adapter 63 held by the holding housing 62. The cover housing 64 has an insertion hole 64a for inserting the rotation shaft 62b1 of the worm gear 62b and the rotation shaft 63a of the adapter 63, which are connected to each other so that rotation can be transmitted. The cover housing 64 has three bolt insertion holes 64b that are circumferentially spaced from each other so as to surround the insertion hole 64a. With the three bolt fastening holes 62c of the holding housing 62 and the three bolt insertion holes 64b of the cover housing 64 aligned with each other, the three fastening bolts 64c are inserted into the three bolt insertion holes 64b, and The drive unit 60 is integrated and assembled by fastening to one bolt fastening hole 62c.

  As described above, the drive unit (drive unit) 60 transmits the motor (motor unit) M, the pinion (main pinion) 61 that transmits the drive force of the motor M to the rack 54, and the drive force of the motor M to the pinion 61. And an adapter (sub-pinion) 63 that operates. In the present embodiment, when the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure), the function of the drive unit 60 is lost while maintaining the function of the rack 54. Is provided on at least one of the pinion 61 and the adapter 63.

  FIG. 12 is a cross-sectional view taken along line XII-XII in FIG. 11, showing the first mode of the “function disappearing portion”. Specifically, the detailed shapes of the non-circular rotation transmission portion of the pinion 61 and the adapter 63 are shown.

  As shown in FIG. 12, the adapter 63 has seven meshing portions 63b formed on the outer peripheral surface thereof at intervals. The seven meshing portions 63b are arranged at substantially equal intervals in the circumferential direction. The pinion 61 has seven engaged portions 61b formed on the inner peripheral surface thereof at intervals. The seven engaged portions 61b are arranged at substantially equal intervals in the circumferential direction.

  Between the outer peripheral surface of the adapter 63 and the inner peripheral surface of the pinion 61, seven void portions CL are formed, which are formed in regions where the seven meshing portions 63b and the meshed portion 61b are not formed. The seven void portions CL are arranged at substantially equal intervals in the circumferential direction.

  When the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure), the seven voids CL maintain the function of the rack 54 and eliminate the function of the drive unit 60. "Disappearing part".

  That is, the adapter 63 and the pinion 61 guarantee the minimum rotation transmission performance required as the specifications of the window regulator 19 in the meshing region of the meshing portion 63b and the meshed portion 61b.

  On the other hand, when an overload is applied to the transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the meshing portion of the tooth 61a of the pinion 61 and the tooth 54d of the rack 54, the function disappears. As a result of the use of the clearance CL, the meshing portion 63b of the adapter 63 scrapes the meshed portion 61b of the pinion 61, so that the meshing portion 63b of the adapter 63 and the meshed portion 61b of the pinion 61 relatively move in the circumferential direction (sideslip). Then, the rotation transmission function of the pinion 61 and the adapter 63 is lost.

  The number of the meshing portions 63b of the adapter 63, the meshed portions 61b of the pinion 61, and the void portions CL formed therebetween are not limited to seven, and various design changes such as five and six are possible. Is possible.

  FIG. 13 is a cross-sectional view corresponding to FIG. 12 showing a second mode of the “function disappearing portion”. In FIG. 13, seven through holes 63c formed in the inner region of the seven meshing portions 63b of the adapter 63 are provided, and the seven through holes 63c form a "function disappearing portion". By providing the through hole 63c as the "function disappearing portion", an overload is applied to the transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the meshing portion of the tooth 61a of the pinion 61 and the tooth 54d of the rack 54. As a result, the meshing portion 63b of the adapter 63 is promoted to be broken, and as a result, the meshing portion 63b of the adapter 63 and the meshed portion 61b of the pinion 61 relatively move in the circumferential direction (side slipping), and the pinion 61 and the adapter 63 move. The rotation transmission function is lost.

  FIG. 14 is a sectional view corresponding to FIG. 12 showing a third mode of the “function disappearing portion”. In FIG. 14, the pinion 61 has a plurality of teeth (meshing portions) 61 a formed on the outer peripheral surface thereof at intervals, and is formed in an inner region of the plurality of teeth (meshing portions) 61 a of the pinion 61. A plurality of through holes 61c are provided, and the plurality of through holes 61c form a "function disappearing portion". By providing the through hole 61c as the "function disappearing portion", an overload is applied to the transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the meshing portion of the tooth 61a of the pinion 61 and the tooth 54d of the rack 54. In this case, the teeth 54d of the rack 54 are prevented from being broken, while the teeth 61a of the pinion 61 are promoted to be broken, so that the rotation transmission function of the pinion 61 and the rack 54 is lost.

  FIG. 15 is a cross-sectional view corresponding to FIG. 12 showing the fourth mode of the “function disappearing portion”. The fourth mode (FIG. 15) is a combination of the second mode (FIG. 13) and the third mode (FIG. 14). By making the through hole (function disappearance portion) 63c of the adapter 63 and the through hole (function disappearance portion) 61c of the pinion 61 coexist, a transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the teeth 61a of the pinion 61. When an overload is applied to the meshing portion of the tooth 54d of the rack 54 and the tooth of the rack 54, destruction of the meshing portion 63b of the adapter 63 and the tooth 61a of the pinion 61 is promoted, so that the rotation transmission function of the pinion 61 and the rack 54 is lost. ..

  In the above example, as a specific mode of the “function disappearing portion”, the void CL formed between the pinion 61 and the adapter 63, the through hole 63c formed in the adapter 63, and the pinion 61 are formed. The through hole 61c has been described above. However, the “function disappearance portion” is for eliminating the function of the drive unit 60 while maintaining the function of the rack 54 when the drive force cannot be transmitted from the drive unit 60 to the rack 54 (failure). To the extent possible, various other design changes are possible.

  For example, a plurality of adapters (sub-pinion) 63 interposed between the worm gear 62b of the drive unit 60 and the pinion (main pinion) 61 are provided, and a "function disappearing portion" is provided between the plurality of adapters (sub-pinion). It is also possible to provide a void portion to be formed or to form a through hole that constitutes a “function disappearing portion” in at least one of the plurality of adapters (sub pinions). For example, as the sub-pinion, a first sub-pinion (one sub-pinion) and a second sub-pinion (another sub-pinion) are provided, and a plurality of meshing portions are formed at intervals on the outer peripheral surface of the first sub-pinion. , A plurality of engaged portions are formed on the inner peripheral surface of the second auxiliary pinion at intervals, and a plurality of voids as "function disappearing portions" are formed on the outer peripheral surface of the first auxiliary pinion and the second auxiliary pinion. You may form in the non-formation area|region of several meshing parts and several meshing parts between peripheral surfaces.

  For example, the “function disappearing portion” may be configured by configuring the pinion 61 and the adapter 63 with a material weaker than the rack 54. The rack 54, the pinion 61, and the adapter 63 are made of the same material (for example, polyacetal), and their strengths are set so that the rack 54 has the largest size, the pinion 61 has the second largest size, and the adapter 63 has the smallest size. Good. The rack 54 may be made of a metal material having a relatively high strength, while the pinion 61 and the adapter 63 may be made of a resin material having a relatively low strength.

  Alternatively, a void or a through hole as a "function disappearing portion" may be formed in a meshing portion between the worm wheel (not shown) of the drive unit 60 and the worm gear 62b and/or a meshing portion between the worm gear 62b and the adapter 63. It is possible.

  As shown in FIGS. 10 and 16, the cover housing 64 has three bolt insertion holes (fastening portions) 64d located outside the three bolt insertion holes 64b. By fastening the three fastening bolts (not shown) inserted through the three bolt insertion holes 64d to the three bolt fastening holes (not shown) of the lock bracket 15, the drive unit 60 is assembled to the lock bracket 15 and thus the window regulator 19. Be done. That is, the holding housing 62 holding the motor M, the pinion 61, the worm gear 62b, and the adapter 63 is housed in the hollow space formed between the high-rigidity lock bracket 15 and the cover housing 64. . Therefore, the holding housing 62 and its holding components are assembled in the window regulator 19 with high durability.

  Here, when the drive unit 60 is assembled to the window regulator 19, the rack (driven gear) 54 and the pinion (drive gear) 61 may not be able to mesh smoothly. More specifically, when the pinion 61 is brought closer to the rack 54 from the facing direction (generally the left-right direction in FIG. 16) to be engaged with each other, the tip portions of the teeth 54d of the rack 54 and the teeth 61a of the pinion 61 face each other (abutting each other). The contact may cause chipping of the tooth at the tip.

  Therefore, in the present embodiment, when the pinion 61 is brought closer to the rack 54 from the opposite direction (generally the left-right direction in FIG. 16) to be engaged with the rack 54, the pinion 61 is moved up and down in the window glass W (driving direction) (in FIG. 16). By providing a "rotational drive mechanism" for rotating about a rotation axis in a direction (generally perpendicular to the paper surface in Fig. 16) orthogonal to the opposite direction (generally left-right direction in Fig. 16) of The rack (driven gear) 54 and the pinion (driving gear) 61 are successfully meshed smoothly. Hereinafter, the assembling structure and the assembling method of the window regulator 19 using the “rotary drive mechanism” will be described in detail.

  The pinion 61 is supported by a drive unit 60 that generates a drive force transmitted to the rack 54. The cover housing 64 of the drive unit 60 has three bolt insertion holes (fastening portions) 64d for (fastening) insertion of fastening bolts fastened to the lock bracket (fixing member) 15 on the rack 54 side. ing.

  The three bolt insertion holes 64d include a first insertion hole (first fastening hole, reference hole) 64d1 formed of a round hole that matches the size of the fastening bolt fastened to the lock bracket 15, and a fastening bolt fastened to the lock bracket 15. The size is larger than the size of the second insertion hole (second fastening hole, sub-reference hole) 64d2, which is an elongated hole extending in the circumferential direction around the first insertion hole 64d1, and the size of the fastening bolts fastened to the lock bracket 15. It has a third insertion hole (third fastening hole) 64d3 which is a set fool hole.

  Then, the first insertion hole 64d1 selected from the first insertion hole 64d1, the second insertion hole 64d2, and the third insertion hole 64d3 is temporarily fastened to the lock bracket 15 so as to be temporarily fastened ( As a temporary fastening hole), it is a component of the "rotational drive mechanism".

  Further, when the drive unit 60 is temporarily assembled to the window regulator 19, the drive unit 60 is attached to the lock bracket 15 around the first insertion hole (temporary fastening portion) 64d1 when the drive unit 60 is temporarily attached to the tubular portion 62a of the holding housing 62. It has a rotating jig (lever bracket) 65 for rotating it. The rotating jig 65 serves as one component of the "rotational drive mechanism". The rotating jig 65 has a holding ring 65a that is located around the tubular portion 62a of the holding housing 62 and holds the tubular portion 62a, and an operation arm 65b that extends from a part of the holding ring 65a in the circumferential direction. There is. The rotating jig 65 may be formed integrally with the drive unit 60 (may extend integrally from the tubular portion 62a of the holding housing 62), or be formed separately from the drive unit 60. (It may be detachable from the tubular portion 62a of the holding housing 62).

  When the drive unit 60 configured as described above is assembled to the lock bracket 15 and the window regulator 19, as shown in FIG. 17A, the first insertion hole 64d1 of the cover housing 64 and the bolt fastening hole of the lock bracket 15 are aligned with each other. Then, the fastening bolt inserted into the first insertion hole 64d1 is temporarily fastened to the bolt fastening hole of the bracket 15. Next, the operator pushes down the operation arm 65b of the rotating jig 65 in the arrow direction in FIG. 17A. Then, the drive unit 60 rotates counterclockwise in FIG. 17A about the first insertion hole (temporary fastening portion) 64d1, thereby causing the second insertion hole of the cover housing 64 to be rotated as shown in FIG. 17B. The 64d2 and the third insertion hole 64d3 are aligned with the bolt fastening hole of the lock bracket 15.

  At this time, the teeth 54d of the rack 54 on the side of the lock bracket 15 are fixed (movable), but the teeth 61a of the pinion 61 on the side of the drive unit 60 are rotated counterclockwise in FIGS. 17A and 17B. , The rack 54 and the window glass W are moved (displaced) in the lifting direction. Therefore, as a result of the teeth 61a of the pinion 61 sliding (sliding in) between the teeth 54d of the rack 54, the rack 54 and the pinion 61 can be smoothly meshed. At that time, since the operation arm 65b of the rotating jig 65 makes the distance (stroke) from the first insertion hole (temporary fastening portion) 64d1 easy, the weight of the rack 54 and the window glass W is not felt, and the operation can be performed easily. The drive unit 60 can be rotationally driven.

  The first insertion hole 64d1 that serves as the rotation center of the drive unit 60 is composed of a round hole that matches the size of the fastening bolt, and the second insertion hole 64d2 farther from the first insertion hole 64d1 is centered on the first insertion hole 64d1. It is configured by a long hole extending in the circumferential direction, and the third insertion hole 64d3 on the side closer to the first insertion hole 64d1 is formed by a stupid hole set to be larger than the size of the fastening bolt, so that the rotation locus of the drive unit 60 can be determined. It is possible to stabilize the structure and perform suitable assembly in which dimensional errors are absorbed.

  Finally, as shown in FIG. 17B, the fastening bolts respectively inserted into the first insertion hole 64d1, the second insertion hole 64d2, and the third insertion hole 64d3 of the cover housing 64 are fastened to the bolt fastening holes of the lock bracket 15. As a result, the assembling of the drive unit 60 to the lock bracket 15 and the window regulator 19 is completed. Here, a bolt insertion hole (not shown) is also formed near the rear end of the belt line reinforcement 16. After aligning this bolt insertion hole with the third insertion hole 64d3 of the cover housing 64, the fastening bolts inserted into the bolt insertion hole of the belt line reinforcement 16 and the third insertion hole 64d3 of the cover housing 64 are locked. The lock bracket 15, the belt line reinforcement 16 and the cover housing 65 are integrated (tightened together) by being fastened to the bolt fastening holes of the bracket 15.

  In the example of FIGS. 17A and 17B, the drive unit 60 is rotated counterclockwise by pushing down the operation arm 65b. On the contrary, by raising the operation arm 65b, the drive unit 60 is moved clockwise. It can also be rotated. In this case, since the rack 54 and the window glass W move (displace) in a direction lower than the original position (original position), it is preferable to provide an absorbing member (for example, sponge) that absorbs the movement (displacement).

  The embodiments of the present invention are not limited to the above-described embodiments and modifications thereof, but may be variously changed, replaced, or modified without departing from the spirit of the technical idea of the present invention. Further, if the technical idea of the present invention can be realized in another way by the advancement of technology or other derivative technology, the method may be implemented. Therefore, the claims cover all embodiments that may be included in the scope of the technical idea of the present invention.

15 Lock bracket (fixing member)
19 Wind regulator (opening/closing body drive device)
54 racks (driven parts, driven gears)
54d teeth (driven gear, engaged part)
60 Drive unit (drive unit)
61 pinion (drive unit, drive gear, main pinion)
61a teeth (drive gear, meshing portion)
61b Engagement portion 61c Through hole (function disappearing portion)
63 adapter (drive unit, sub-pinion)
63b Meshing portion 63c Through hole (function disappearing portion)
64 cover housing 64d bolt insertion hole (fastening portion)
64d1 1st insertion hole (rotation drive mechanism, temporary fastening part, 1st fastening hole, reference hole, temporary fastening hole)
64d2 Second insertion hole (second fastening hole, sub-reference hole)
64d3 Third insertion hole (third fastening hole)
65 Rotating jig (rotating drive mechanism, lever bracket)
W window glass (opening and closing body)
M motor (motor unit)
CL void (function disappearing part)

Claims (9)

A driven part extending in the driving direction of the opening/closing body,
A driving unit that drives the opening/closing body along the driving direction by driving the driven unit;
When the transmission of the driving force from the drive unit to the driven unit is disabled, a function disappearance unit that disappears the function of the drive unit while maintaining the function of the driven unit,
An opening/closing body drive device comprising: The function vanishing part destroys the driving part without destroying the driven part when an overload is applied to the driving force transmitting part from the driving part to the driven part,
The opening/closing body drive device according to claim 1. The driven part has a rack,
The drive unit has a motor unit and a pinion that transmits the driving force of the motor unit to the rack,
The function disappearance portion is provided in the pinion,
The opening/closing body drive device according to claim 1 or 2. The pinion has a main pinion that transmits the driving force of the motor unit to the rack, and at least one sub-pinion that transmits the driving force of the motor unit to the main pinion,
The function disappearance portion is provided in at least one of the main pinion and the at least one sub pinion,
The opening/closing body drive device according to claim 3. The at least one auxiliary pinion has a plurality of meshing portions formed at intervals on the outer peripheral surface,
The main pinion, or a sub-pinion different from the at least one sub-pinion has a plurality of meshed portions formed at intervals on the inner peripheral surface,
The function disappearance portion is formed in a non-formation area of the plurality of meshing portions and the plurality of meshed portions between the outer peripheral surface of the at least one sub pinion and the inner peripheral surface of the main pinion or the other sub pinion. Having a plurality of voids formed,
The opening/closing body drive device according to claim 4. The function disappearance portion has a plurality of through holes formed in an inner region of the plurality of meshing portions of the at least one auxiliary pinion,
The opening/closing body drive device according to claim 5. The main pinion or the other sub pinion has a plurality of meshing portions formed at intervals on the outer peripheral surface,
The function vanishing portion has a plurality of through holes formed in an inner region of the plurality of meshing portions of the main pinion or the another sub pinion.
The opening/closing body drive device according to any one of claims 4 to 6. The main pinion and the at least one auxiliary pinion are made of a material weaker than that of the rack, so that the function disappearing portion is formed.
The opening/closing body drive device according to any one of claims 4 to 7.   A door frame assembly comprising the opening/closing body drive device according to any one of claims 1 to 8 attached to at least a part of components of a door frame forming a window opening.

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