JP6707507B2 - Vehicle door slider structure - Google Patents

Description

The present invention relates to a vehicle door slider structure.

2. Description of the Related Art In a vehicle door provided with an openable/closable window glass, a glass drive device of a type in which a slider fixed to the window glass is guided in an opening/closing direction by a guide rail is often used (for example, Patent Document 1). When the window glass moves in the opening/closing direction, the shoe provided on the slider slides on the guide rail.

A sealing structure is provided to seal the peripheral edge of the windshield so that raindrops and the like from the outside do not enter the inside of the door when the windshield is closed. For example, in a vehicle door including a door sash (window frame) that surrounds a window opening, a glass run made of an elastic body that comes into contact with the peripheral edge of the windshield is provided along the door sash. Further, a seal member is also arranged at a position along the guide rail that constitutes the glass driving device, if necessary.

JP, 2008-161935, A

A sealing member provided along the guide rail of the glass driving device may be configured to contact the slider. The seal member made of an elastic body has a certain degree of flexibility and can be elastically deformed following the movement of the slider. However, the degree of contact of the seal member with the slider may vary depending on the individual accuracy and assembly accuracy of the parts. In the contact state where the seal member strongly presses the slider, the sliding load (resistance due to the seal member) on the slider becomes excessive, which may reduce the driving efficiency or generate abnormal noise. In particular, when the slider moves while changing the contact position with respect to the seal member arranged in the longitudinal direction of the guide rail, the resistance from the seal member to the end of the slider tends to increase. Further, the seal member contacting the end of the slider may not be elastically deformed smoothly, but may be deformed irregularly in the form of being caught and hinder the movement of the slider.

The present invention has been made on the basis of the above-mentioned awareness, and provides a slider structure for a vehicle door that can reduce a sliding load by an elastic body and smoothly operate a slider for moving a windshield. The purpose is to

A slider structure for a vehicle door according to the present invention includes a guide rail provided on the vehicle door, a slider slidably supported in the longitudinal direction with respect to the guide rail, and moving the window glass by the sliding, and a longitudinal direction of the guide rail. And an elastic body that is provided along the direction and is located on the moving path of the slider in a free state and is elastically deformed by being pressed by the slider. When the elastic body is pressed against the end portion in the longitudinal direction of the slider, It is characterized by having a load reducing unit for reducing the load.

The slider has a pair of side surfaces, an elastic body abuts on one of the pair of side surfaces, and the load reducing portion reduces the width connecting the pair of side surfaces toward the end portion in the longitudinal direction of the slider. Is preferred.

More particularly, at least, on one side of the side surface of the elastic member of the pair of side surfaces of the slider abuts the tapered shape inclined so as to approach the other side of the pair of side surfaces closer to the end portion in the longitudinal direction The load reducing unit may be set so as to have it.

As a specific configuration, the guide rail has a concave cross-sectional shape that is open toward the outside of the vehicle, the open portion of the guide rail faces the inside surface of the windshield, and the slider is inside the inside of the windshield. a glass support portion fixed to the surface, connecting the sliding portion in contact with the slidable with respect to the guide rail located on the interior side of the glass support, a glass support and sliding portion in the vehicle outer direction And a connection portion. The connecting portion is in the form of a plate having a pair of side surfaces, and the elastic body has a cantilevered lip portion whose tip abuts on one side surface of the connecting portion and is elastically deformed. The load reducing portion is formed such that the width connecting the pair of side surfaces of the connecting portion is reduced toward the end portion in the longitudinal direction.

The load reducing section may further be configured to reduce the thickness of the glass supporting section in the vehicle inward/outward direction as it approaches the end in the longitudinal direction.

As one form of the slider structure, a guide rail is provided on a sash portion that extends in the moving direction of the windshield along the edge of the windshield. The elastic body has a sealing portion which is held by the sash portion and seals between the edge portion of the windshield and the sash portion in a watertight manner, and the lip portion extends from the sealing portion along the inner surface of the windshield. Is set up.

The sash portion provided with the guide rail can be provided at any position on the vehicle door. For example, a door sash that surrounds a window opening that is opened and closed by a windshield may be provided, and among the door sashes, a vertical pillar sash that extends downward from the end portion of the upper sash located at the upper edge may be the sash portion that includes the guide rail. it can.

The slider may include load reducing portions at both ends in the longitudinal direction.

According to the slider structure of the vehicle door of the present invention, the load reducing portion provided at the end portion in the longitudinal direction of the slider reduces the load when pressing the elastic body, and smoothes the slider when moving the windshield. Can be operated.

It is the figure which looked at the vehicle door from the vehicle outside. FIG. 2 is a sectional view of the upper sash taken along the line II-II in FIG. 1. It is the figure which looked at the disassembled vertical pillar sash from the vehicle exterior. It is the figure which looked at the disassembled vertical pillar sash from the back. It is the figure which looked at the door corner part of a door sash from the vehicle inside. It is the perspective view which looked at the connecting member which constitutes a door corner part from the vehicle outside. It is the figure which looked at a connection member from the upper part. It is an exploded perspective view of a window regulator. It is sectional drawing of the vertical pillar sash in the position which follows the IX-IX line of FIG. It is sectional drawing which expanded a part of FIG. FIG. 11 is a sectional view similar to FIG. 10, showing a state in which the elastic cover is elastically deformed. It is sectional drawing which shows the state in the middle of attaching an elastic cover to a vertical pillar sash. It is sectional drawing which shows the state which is shape|molding the garnish which comprises a standing pillar sash. FIG. 23 is a cross-sectional view of the vertical pillar sash at a position along the line XIV-XIV in FIG. 22. FIG. 25 is a cross-sectional view of the vertical pillar sash at a position along the line XV-XV in FIG. 24. FIG. 24 is a cross-sectional view of the vertical column sash at a position along the line XVI-XVI in FIG. 23. FIG. 24 is a cross-sectional view of the vertical pillar sash at a position along the line XVII-XVII in FIG. 23. FIG. 24 is a cross-sectional view of the vertical pillar sash at a position along line XVIII-XVIII in FIG. 23. It is a perspective view of a window regulator assembly. It is a side view which shows the positional relationship of a window glass and a slider. It is a perspective view of two sliders. It is the figure which looked at a part of window regulator from the back. It is the figure which looked at a part of the window regulator in the fully closed state of the window glass as seen from the rear. It is the figure which looked at a part of the window regulator in the fully opened state of the window glass as seen from the rear. FIG. 6 is a cross-sectional view showing a contact relationship between a shoe base of a slider and a lip portion of an elastic cover. It is a disassembled perspective view of the window regulator of 2nd Embodiment. It is sectional drawing of the window regulator of 2nd Embodiment.

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 sash 10b. A window opening 10c surrounded by the upper edge of the door panel 10a and the door sash 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 sash 10b, the side facing the window opening 10c is the inner peripheral side, and the side opposite to the window opening 10c (the side facing the inner edge of the body opening when the door 10 is closed) is the outer peripheral side, and 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 sash 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 sash 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. 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 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 and bends downward as it goes from the middle to the front. The front end of the upper sash 11 is inserted into the door panel inner space of the door panel 10a. The front sash 13 extends downward (obliquely downward) from an intermediate position of the upper sash 11 and is inserted into the inner space of 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 at least an outer reinforcement located outside the vehicle, and a front portion thereof is fixed to the mirror bracket 14 and a rear portion thereof is fixed to the lock bracket 15. In addition to the outer reinforcement, the belt line reinforcement 16 may include an inner reinforcement positioned inside the vehicle.

A window glass W is provided that moves up and down along the upright pillar sash 12 and the front sash 13 to open and close the window opening 10c. The windshield W is a plate-shaped glass material having a vehicle outer surface W1 facing the vehicle outer side, a vehicle inner surface W2 facing the vehicle inner side, and an edge surface W3 facing the outer peripheral side (see FIG. 19). The window glass W is moved up and down between a fully closed position (position in FIG. 1, solid line position in FIG. 20) and a fully open position (position indicated by alternate long and two short dashes line in FIG. 20) by a window regulator 40 described later, and in the fully closed position. The upper edge of the windshield W reaches the upper sash 11. The window glass W lowered from the fully closed position to the fully open position is housed in the door panel inner space.

As shown in FIG. 2, the upper sash 11 is configured by combining a sash body 20 located inside the vehicle and a sash molding 21 located outside the vehicle.

The sash body 20 is a thick metal elongated member that makes the upper sash 11 a rigid body, and has a hollow cross-section frame portion 20a located inside the vehicle and a plate protruding from the frame portion 20a toward the outside of the vehicle. And a section 20b. The frame portion 20a extends from the vehicle interior side wall 20c, the vehicle interior side wall 20c extends toward the vehicle exterior side from the vehicle interior side wall 20c, and the vehicle interior side wall 20c extends from the vehicle body side wall 20c to the vehicle exterior side. It has an outer peripheral side wall 20e and a vehicle outer side wall 20f that connects the vehicle outer side ends of the inner peripheral side wall 20d and the outer peripheral side wall 20e. The plate-shaped portion 20b projects outward from the vehicle near the boundary between the outer peripheral side wall 20e and the vehicle outer side wall 20f.

The sash molding 21 is a metal long member having a smaller wall thickness than the sash body 20, and includes a support portion 21a that overlaps the outer peripheral side of the plate-shaped portion 20b, and a design portion 21b that is located outside the vehicle of the support portion 21a. Have. The plate-shaped portion 20b and the supporting portion 21a are fixed by rivets or the like. That is, the upper sash 11 has a configuration in which the frame portion 20a located inside the vehicle and the design portion 21b located outside the vehicle are connected by the connecting portion including the plate-shaped portion 20b and the support portion 21a.

In the upper sash 11, a glass run storage portion 22 is formed as a concave portion surrounded by the vehicle outer side wall 20f of the frame portion 20a, the plate-shaped portion 20b, and the support portion 21a. The glass run housing portion 22 is open toward the inner peripheral side, and a glass run 23 made of an elastic body is housed therein. A concave-convex shape for preventing the glass run 23 from falling off inside the glass run housing portion 22 is provided. The glass run 23 has a concave cross-sectional shape along the inner surface of the glass run housing portion 22, and has a plurality of elastically deformable lip portions formed inside.

As shown in FIG. 2, at the fully closed position of the windshield W, the upper edge of the windshield W enters the glass run storage portion 22. The window glass W that has entered the glass run storage portion 22 presses the lip portion of the glass run 23 to elastically deform it. Then, the lip portion of the glass run 23 comes into close contact with the vehicle outer side surface W1, the vehicle inner side surface W2, and the edge surface W3 of the windshield W, respectively, and becomes a watertight state in which raindrops and the like are prevented from entering the inside of the vehicle windshield. The upper edge of W is elastically held by the glass run 23.

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 22. The weather strip holding portion 24 is a concave portion formed by the support portion 21a and the bent portions formed on the vehicle inner side and the vehicle outer side to the outer peripheral side. The weather strip holding portion 24 is open toward the outer peripheral side, and legs of a weather strip (not shown) made of an elastic body are fitted and held therein. The weather strip has an elastic contact portion protruding from the weather strip holding portion 24 to the outer peripheral side. When the door 10 is closed, the elastic contact portion of the weather strip comes into contact with the inner edge portion of the door opening of the vehicle body and is elastically deformed. As will be described later, the weather strip is also continuous with the portion along the vertical pillar sash 12, and when the door 10 is closed, the space between the entire door sash 10b and the door opening is sealed in a watertight state by the weather strip. ..

The upper sash 11 maintains the general cross-sectional shape described above from the rear end position on the door corner portion 10d side to the position (referred to as a front corner portion) connected to the upper end of the front sash 13. Although illustration is omitted, in the portion of the upper sash 11 that is in front of the front corner portion, the sash molding 21 is not provided and the glass run storage portion 22 is omitted. The front sash 13 is provided with a glass run storage portion (not shown) having a concave cross-sectional shape that is continuous with the glass run storage portion 22 of the upper sash 11, and the glass run 23 is inside the glass run storage portion of the front sash 13. And is arranged downward from the front corner.

As shown in FIGS. 3 and 4, the upright pole sash 12 is configured by combining an inner sash 30 and a guide rail 31, which are long members made of metal, respectively. The inner sash 30 and the guide rail 31 may be made of a non-metal material such as synthetic resin. As shown in FIG. 9, a garnish 32 and an elastic cover 33 are attached to the outer side of the inner sash 30 and the guide rail 31.

The inner sash 30 has a frame portion 30a located inside the vehicle, a design portion 30b located outside the vehicle, and a step portion 30c connecting the frame portion 30a and the design portion 30b. The frame portion 30a is a portion corresponding to the frame portion 20a in the upper sash 11. More specifically, as shown in FIG. 9, a vehicle interior side wall 30d, an inner peripheral side wall 30e extending from the inner peripheral side end of the vehicle interior side wall 30d to the vehicle exterior side, and an outer peripheral side end of the vehicle interior side wall 30d. And an outer peripheral side wall 30f extending from the portion to the outside of the vehicle. The outer peripheral side wall 30f extends straight approximately inward and outward of the vehicle. The inner peripheral side wall 30e has an inclined region in which the distance from the outer peripheral side wall 30f increases with increasing distance from the vehicle inner side wall 30d (the amount of protrusion toward the inner peripheral side increases), and the vehicle outer side of the inclined region is substantially the inner peripheral side wall 30e. It is a parallel area.

Unlike the sash main body 20 of the upper sash 11 in which the frame portion 20a has a closed cross-sectional shape, the inner sash 30 of the upright pillar sash 12 connects the inner peripheral side wall 30e and the outer peripheral side wall 30f of the frame portion 30a to the outer side of the vehicle. Instead, it has a bag-shaped cross-sectional shape that is open toward the outside of the vehicle.

The step portion 30c of the inner sash 30 includes an outer peripheral extension portion 30g extending from the vehicle outer side end portion of the outer peripheral side wall 30f to the outer peripheral side and an outer vehicle extension portion extending from the outer peripheral side end portion of the outer peripheral extension portion 30g to the vehicle outer side. With 30h. The design portion 30b extends from the end portion on the vehicle outer side of the vehicle exterior extension portion 30h to the outer peripheral side.

The guide rail 31 has a concave cross-sectional shape that opens toward the vehicle outer side, and is arranged so as to fit inside the open portion on the vehicle outer side of the bag-shaped cross-section frame portion 30a of the inner sash 30. There is. More specifically, the guide rail 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. A bent portion 31d protruding toward the inner peripheral side and a cover wall 31e are provided at the vehicle outer side end of the inner peripheral side wall 31b and the vehicle outer side end of the outer peripheral side wall 31c. The guide rail 31 further has a partition wall 31f projecting to the vehicle exterior side from an intermediate position of the vehicle interior side wall 31a in the inner and outer circumferential directions, and a holding wall 31g projecting to the inner periphery side from the vehicle exterior side end of the partition wall 31f. ..

By the three walls (inner peripheral side wall 31b, outer peripheral side wall 31c, partition wall 31f) lined up in the inner and outer peripheral directions, and the vehicle inner side wall 31a connecting these three walls, the guide rail 31 is provided with a first adjacent inner and outer peripheral direction. A section S1 and a second section S2 are formed. The holding wall 31g partially closes the vehicle exterior side of the first section S1 while forming a gap between the holding wall 31g and the inner peripheral side wall 31b. The cover wall 31e partially closes the vehicle outer side of the second section S2 while forming a gap with the partition wall 31f.

The partition wall 31f is provided at a position closer to the inner peripheral side wall 31b than the outer peripheral side wall 31c, and the size in the inner peripheral direction is larger in the second partition S2 than in the first partition S1. The amount of protrusion to the outside of the vehicle with respect to the vehicle inner wall 31a is largest in the outer peripheral wall 31c, second largest in the inner peripheral wall 31b, and smallest in the partition wall 31f. Therefore, the second section S2 is wider than the first section S1 in both the inner and outer peripheral directions and the vehicle interior and exterior directions. Further, the cover wall 31e forming the vehicle outer side surface of the second section S2 is longer in the inner and outer peripheral directions than the holding wall 31g forming the vehicle outer side surface of the first section S1.

In a state where the inner sash 30 and the guide rail 31 are combined, the guide rail 31 closes the opening portion on the vehicle outer side of the frame portion 30a. The end portion of the inner peripheral side wall 30e comes into contact with the bent portion 31d, and the relative positions of the inner sash 30 and the guide rail 31 in the vehicle interior and exterior directions are determined (see FIG. 14). The inner peripheral side wall 31b and the outer peripheral side wall 31c are in contact with the inner peripheral side wall 30e and the outer peripheral side wall 30f from the inside of the frame portion 30a, and by this contact, the inner sash 30 and the guide rail 31 are integrated in the inner and outer peripheral directions. To be done. The vehicle inner side wall 31a of the guide rail 31 connects the inner peripheral side wall 30e and the outer peripheral side wall 30f of the inner sash 30 in the inner and outer peripheral directions. Then, a third section S3 surrounded by the vehicle interior side wall 30d, the inner peripheral side wall 30e, the outer peripheral side wall 30f, and the vehicle interior side wall 31a is formed. The third section S3 is located adjacent to the inner side of the first section S1 and the second section S2, and is separated from the first section S1 and the second section S2 by the vehicle interior side wall 31a.

Further, in a state where the inner sash 30 and the guide rail 31 are combined, the outer peripheral side wall 31c of the guide rail 31 projects further outward than the outer peripheral extended portion 30g of the inner sash 30 and is located on the inner peripheral side of the step portion 30c. The positioning portion 31c1 is formed (see FIGS. 9 to 11). Further, the holding recess U1 opened to the outside of the vehicle, which has the vehicle exterior extension 30h and the positioning portion 32c1 as the side walls and the outer periphery extension 30g as the bottom, is provided outside the frame portion 30a (outside the vehicle and the outer periphery side). ) Is formed (see FIGS. 9 to 11).

A cover wall 31e formed on the guide rail 31 following the outer peripheral side wall 31c faces the windshield W with a space inside the vehicle. The cover wall 31e is located on the vehicle outer side than the outer peripheral extension 30g, and a gap U2 communicating with the holding recess U1 is formed between the vehicle interior side surface W2 of the windshield W and the cover wall 31e (see FIG. 9 to FIG. 11).

The garnish 32 is a long member that covers the exterior of the design portion 30b and extends in the longitudinal direction of the upright pillar sash 12. The garnish 32 includes an exterior surface 32a facing the exterior and an interior surface 32b facing the interior 30b and facing the interior 30b. Have. The garnish 32 has a width that covers the entire design portion 30b in the inner and outer peripheral directions. The inner peripheral edge portion and the outer peripheral edge portion of the garnish 32 are curved (bent) toward the vehicle interior side and project toward the vehicle interior side from the vehicle interior side surface 32b. 32d is provided.

More specifically, as shown in FIGS. 10 and 11, the inner peripheral edge portion 32c of the garnish 32 includes an inner peripheral side surface 32e facing the inner peripheral side, an outer peripheral side surface 32f facing the outer peripheral side, and an end surface 32g facing the vehicle inner side. Have. The inner peripheral side surface 32e is a surface that is continuous with the vehicle outer side surface 32a, has an inclined shape that protrudes toward the inner peripheral side toward the vehicle inner side, and has a curved shape that is convex toward the inner peripheral side. (In particular, a predetermined region is a convex curved surface from the portion connected to the vehicle outer surface 32a). The outer peripheral side surface 32f is a surface that is continuous with the vehicle interior side surface 32b, has an inclined shape that protrudes toward the inner peripheral side toward the vehicle inner side, and has a curved shape that is concave toward the inner peripheral side ( In particular, a predetermined area is a concave curved surface from the portion connected to the vehicle interior side surface 32b). The end surface 32g connects the respective inner side surfaces of the inner peripheral side surface 32e and the outer peripheral side surface 32f, and has a planar shape facing the inner side of the vehicle.

The boundary portion between the design portion 30b of the inner sash 30 and the vehicle exterior extending portion 30h has a curved shape, and the inner peripheral side surface 32e and the outer peripheral side surface 32f of the inner peripheral edge portion 32c follow the curved shape of the inner sash 30. It is a thing. Then, a part of the inner peripheral edge portion 32c including the end surface 32g on the tip side is located on the inner peripheral side of the vehicle exterior extending portion 30h and enters the inside of the holding recess U1. The vehicle outer side surface 32a of the garnish 32 is substantially at the same position as the vehicle outer side surface W1 of the windshield W in the vehicle interior/exterior direction, and the end surface 32g is located at a position closer to the vehicle interior side surface W2 of the windshield W in the vehicle interior/exterior direction.

The garnish 32 is a molded product made of a material such as synthetic resin, and is molded using the molding die shown in FIG. This molding die is an upper die that is relatively movable in the front and back direction of the garnish 32 having the outer side surface 32a and the inner side surface 32b as the front and back sides (corresponding to the inside and outside directions when the garnish 32 is assembled to the upright pillar sash 12). 80 and a lower mold 81.

The upper mold 80 is provided with a flat first forming region 80a forming the vehicle outer side surface 32a of the garnish 32, and a concave portion which is continuously extended from the first forming region 80a while being curved to form a part of the inner peripheral side surface 32e. And a second formation region 80b for forming the. The lower die 81 is provided with a planar first forming region 81a that forms the vehicle inner side surface 32b of the garnish 32, and is extended continuously from the first forming region 81a while curving in a convex shape to form an outer peripheral side surface 32f. The second surface forming area 81b, the third forming area 81c that continuously forms the end surface 32g in the second surface forming area 81b, and a part of the inner peripheral side surface 32e following the third forming area 81c. And a fourth formation region 81d to be formed. The upper die 80 has a mating surface 80c following the second forming area 80b, and the lower die 81 has a mating surface 81e following the fourth forming area 81d. The mating surface 80c and the mating surface 81e are flat surfaces that face each other in the contact and separation directions of the upper mold 80 and the lower mold 81.

As shown in FIG. 13, after aligning so that the second forming region 80b and the fourth forming region 81d are continuous, the upper mold 80 and the lower mold 81 are moved until the mating face 80c and the mating face 81e come into contact with each other. Bring them closer. Then, the garnish 32 is molded by the inner surfaces of the upper mold 80 and the lower mold 81 (formation regions 80a, 80b, 81a, 81b, 81c, 81d). Although illustration is omitted, the inner surfaces of the upper mold 80 and the lower mold 81 are also provided with regions for forming the outer peripheral edge portion 32d, and not only the inner peripheral edge portion 32c but also the outer peripheral edge portion 32d are formed as the upper mold 80. It is formed by the lower die 81.

When the upper die 80 and the lower die 81 are separated from each other in the front-back direction of the garnish 32 after molding, the parting line L1 is formed on the inner peripheral edge portion 32c of the garnish 32 at a portion corresponding to the boundary between the mating surface 80c and the mating surface 81e. 13) is formed. The parting line L1 is located inside the vehicle from an intersection K1 (see FIG. 13) where an imaginary line (virtual plane) extending from the vehicle inner side surface 32b of the garnish 32 intersects the inner peripheral side surface 32e.

The garnish 32 may be made of metal (for example, a roll-formed product of a steel plate, a die-cast product of an aluminum alloy, etc.) other than the synthetic resin.

The elastic cover 33 is a long member made of an elastic body, and is adjacent to the inner peripheral side of the garnish 32 and extends in the longitudinal direction of the vertical column sash 12. The elastic cover 33 has a hollow portion 33a having a hollow cross section and a cantilevered lip portion 33b protruding from the hollow portion 33a toward the inner peripheral side.

FIG. 10 shows the shape of the elastic cover 33 in an initial state (free state) in which it is not pressed by the windshield W or the garnish 32. Each part of the elastic cover 33 in this initial state has the following shape and structure.

The hollow portion 33a of the elastic cover 33 has a closed cross section surrounded by a vehicle outer side wall 33c, an inner peripheral side wall 33d, an outer peripheral side wall 33e, an outer peripheral protruding wall 33f, a vehicle inner side wall 33g, an inner peripheral side base wall 33h, and an outer peripheral side base wall 33i. It has an internal space of structure.

The vehicle exterior wall 33c is located on the vehicle exterior side, and is in a positional relationship with the vehicle exterior surface W1 of the windshield W and the vehicle exterior surface 32a of the garnish 32, which are aligned in the inner and outer peripheral directions. The inner peripheral side wall 33d extends from the inner peripheral side end of the vehicle outer side wall 33c to the lip portion 33b, and is located at a position facing the edge surface W3 of the windshield W in the inner and outer peripheral directions. The outer peripheral side wall 33e and the outer peripheral protruding wall 33f are L-shaped along the inner peripheral edge portion 32c of the garnish 32, the outer peripheral side wall 33e faces the inner peripheral side surface 32e, and the outer peripheral protruding wall 33f faces the end surface 32g.

The vehicle interior side wall 33g abuts on the outer peripheral extension portion 30g of the inner sash 30. The position of the elastic cover 33 (particularly the hollow portion 33a) in the vehicle interior/outside direction is determined by the contact of the vehicle interior side wall 33g with the outer peripheral extension portion 30g. In the door corner portion 10d provided with the connecting member 35, the vehicle interior side wall 33g also contacts the bent portion 35h of the connecting member 35 (see FIGS. 16 to 18).

The inner peripheral side base wall 33h is formed at a corner between the inner peripheral side end of the vehicle inner side wall 33g and the lip portion 33b, and abuts on the positioning portion 31c1 of the guide rail 31. The outer peripheral side base wall 33i connects the outer peripheral side ends of the outer peripheral projecting wall 33f and the vehicle interior side wall 33g, and the outer peripheral side wall 33i moves toward the outer peripheral side from the vehicle inner side (vehicle inner side wall 33g) to the vehicle outer side (outer peripheral projecting wall 33f). It has an inclined shape that projects. The outer peripheral side base wall 33i is separated from the step portion 30c in a state where the inner peripheral side base wall 33h is in contact with the positioning portion 31c1 (the outer peripheral side base wall 33i, the outer peripheral extended portion 30g, and the vehicle outer extended portion 30h). The shape and size of the hollow portion 33a in the initial state are set so that a triangular space is formed therebetween (see FIG. 10). That is, the position of the elastic cover 33 in the inner and outer peripheral directions is determined by the contact of the inner peripheral side base wall 33h with the positioning portion 31c1.

In the hollow portion 33a, the wall thickness of the vehicle inner side wall 33g and the inner peripheral side base wall 33h is large, and the wall thickness of the vehicle outer side wall 33c, the inner peripheral side wall 33d, the outer peripheral side wall 33e, and the outer peripheral protruding wall 33f are small. In other words, the hollow portion 33a has a large thickness and is excellent in stability in a portion held (positioned) by being brought into contact with the inner sash 30 and the guide rail 31 in the holding recess U1, and the hollow glass 33 and the garnish. The portion sandwiched between 32 has a small thickness and is easily elastically deformed.

The lip portion 33b of the elastic cover 33 extends from the space between the inner peripheral side wall 33d and the inner peripheral side base wall 33h of the hollow portion 33a toward the inner peripheral side. A predetermined range on the base end side of the lip portion 33b connected to the hollow portion 33a is inserted into the gap U2 between the window glass W and the cover wall 31e, and the tip end portion of the lip portion 33b is located on the inner peripheral side from the gap U2. It is protruding.

As shown in FIG. 10, the lip portion 33b in the initial state (free state) has a planar shape in which a vehicle interior side surface 33j facing the cover wall 31e extends along the cover wall 31e, and an outside vehicle exterior facing the vehicle interior side surface W2 of the windshield W. The side surface 31k has an uneven shape. More specifically, the base end portion of the outer side surface 31k close to the hollow portion 33a (inner peripheral side wall 33d) has a concave shape that is recessed toward the inside of the vehicle, and the inner peripheral side of the concave portion is a convex shape that bulges toward the outside of the vehicle. .. The wall thickness of the convex portion of the lip portion 33b toward the inside and outside of the vehicle is larger than the width of the gap U2.

A portion of the lip portion 33b that protrudes from the gap U2 toward the inner peripheral side is elastically deformable. The protruding portion of the lip portion 33b has a curved shape so as to protrude toward the inside of the vehicle as it goes toward the inner peripheral side, and the tip of the lip portion 33b is located near the tip of the holding wall 31g of the guide rail 31. is doing.

As shown in FIG. 10, the elastic cover 33 in the initial state (free state) includes a portion of the inner peripheral side wall 33d (a region near the lip portion 33b) of the hollow portion 33a and a vehicle outer surface 31k of the lip portion 33b. The convex portion is in a relationship of overlapping with the wind glass W. Further, a part of the outer peripheral side wall 33e (a region near the vehicle outer side wall 33c) of the hollow portion 33a is in a relationship of overlapping with the garnish 32. The overlapping portion of the elastic cover 33 is pressed by the window glass W or the garnish 32 and elastically deformed, so that the elastic cover 33 has the shape of the holding state shown in FIG. 11.

In the holding state of FIG. 11, the inner peripheral side wall 33d of the hollow portion 33a of the elastic cover 33 is pressed from the window glass W while having a shape along the edge surface W3. The pressing force from the window glass W acts toward the outer peripheral side so as to press the hollow portion 33a against the garnish 32, and the outer peripheral side wall 33e increases the degree of adhesion with the inner peripheral side surface 32e of the garnish 32. Further, a pressing force acts on the hollow portion 33a from the garnish 32 toward the inner peripheral direction, and the inner peripheral side wall 33d adheres closely to the edge surface W3 of the window glass W. Therefore, the hollow portion 33a of the elastic cover 33 is elastically deformed in the inner and outer peripheral directions and is in close contact with both the window glass W and the garnish 32, so that the space between the window glass W and the garnish 32 is watertightly closed. The vehicle exterior wall 33c of the hollow portion 33a is substantially flush with the vehicle exterior surface W1 of the windshield W and the vehicle exterior surface 32a of the garnish 32.

When the inner peripheral side wall 33d of the hollow portion 33a is pressed against the edge surface W3 of the window glass W by the inclined shape in the initial state (see FIG. 10), the pressing force not only on the outer peripheral side but also on the inner side of the vehicle. Also receive. That is, the hollow portion 33a is pressed by the component force from the window glass W toward the outer peripheral side and the component force toward the inside of the vehicle. As a result, the vehicle interior side wall 33g is pressed against the outer peripheral extension portion 30g. By this pressing, a force acts to spread the inner side wall 33g in the inner and outer peripheral directions. Since the inner peripheral side base wall 33h has a shape that abuts the positioning portion 32c1 in the initial state (FIG. 10 ), the inner peripheral side base wall 33h maintains close contact with the positioning portion 32c1 and the hollow portion 33a in the inner and outer peripheral directions. Determine the position. On the other hand, there is a space in the initial state (FIG. 10) between the outer peripheral side base wall 33i and the step portion 30c, and the hollow portion 33a reduces the space between the step portion 30c and the outer peripheral side base wall 33i. Meanwhile, the portion from the outer peripheral side base wall 33i to the outer peripheral protruding wall 33f is pressed against the vehicle exterior extending portion 30h.

In the holding state of the elastic cover 33 shown in FIG. 11, the convex portion of the vehicle exterior side surface 31k of the lip portion 33b is further pressed by the vehicle interior side surface W2 of the windshield W, and the lip portion 33b is compressed and deformed in the vehicle interior and exterior directions to form a gap. Watertightly close U2. In addition to the sealing by the hollow portion 33a at the edge surface W3 of the windshield W and the sealing by the lip portion 33b at the vehicle interior side surface W2 of the windshield W, the watertightness between the windshield W and the upright sash 12 is improved. Further improve.

In particular, in the door 10 of the present embodiment, the components of the window regulator 40 are incorporated in the upright sash 12 as described later. Therefore, it is highly effective to seal the window glass W and the vertical column sash 12 in a highly watertight state by the elastic cover 33.

In the elastic cover 33, the portion held by the holding recess U1 and sandwiched by the window glass W and the garnish 32 is the hollow portion 33a, so that a partially open cross section or a cantilevered form is provided. The seal member has excellent cross-sectional structure stability. As a result, the hollow glass 33a is surely contacted with the appropriate contact pressure in the windshield while absorbing variations in component accuracy and assembly accuracy of the elastic cover 33 and its peripheral members (inner sash 30, guide rail 31, garnish 32, etc.). A high degree of watertightness can be obtained by closely contacting the W and the respective portions of the vertical pillar sash 12 (step portion 30c, positioning portion 31c1, inner peripheral edge portion 32c of the garnish 32).

Further, even if the gap between the window glass W and the garnish 32 in the inner/outer peripheral direction varies, the hollow portion 33a can maintain a stable width in the outer/inner peripheral direction.

Further, in the hollow portion 33a in the initial state (FIG. 10), the outer peripheral side base wall 33i has a predetermined space between itself and the stepped portion 30c, and the space is made smaller when the holding state (FIG. 11) is set. The elastic cover 33 is elastically deformed to improve the accuracy variation absorption performance.

The hollow portion 33a in the holding state of FIG. 11 has a further L-shaped outer peripheral side wall 33e and an outer peripheral protruding wall 33f fitted to the inner peripheral edge portion 32c of the garnish 32, whereby higher stability can be obtained. As described above, the hollow portion 33a receives a pressing force from the windshield W toward the outer peripheral side and the inside of the vehicle due to the inclined shape of the inner peripheral side wall 33d in the initial state (FIG. 10), and the inside of the vehicle inner side wall 33g receives the inner sash 30. The movement toward the inside of the vehicle is restricted by coming into contact with the outer peripheral extended portion 30g. Further, the outer peripheral protruding wall 33f faces the end surface 32g of the inner peripheral edge portion 32c of the garnish 32, so that the movement (dropping) of the hollow portion 33a to the vehicle outer side is restricted. Therefore, the hollow portion 33a is stably held in the inside/outside direction of the vehicle.

As will be described later in detail, the first section S1 of the guide rail 31 is a portion that slidably supports the shoes 43 and 44 of the sliders 45 and 46 that support the window glass W. That is, the position of the windshield W in the inner and outer peripheral directions is determined by the inner peripheral side wall 31b and the partition wall 31f which form the first section S1 of the guide rail 31, and the inner and outer peripheral side windows 31a and 31g hold the window inward and outward directions. The position of the glass W is determined. The positioning portion 31c1 that positions the elastic cover 33 in the inner and outer peripheral directions is a part of the guide rail 31. That is, both the window glass W and the elastic cover 33 are positioned with reference to the guide rail 31. As a result, the positional relationship between the windshield W and the elastic cover 33 becomes stable (hard to be dispersed). Since the elastic cover 33 is pressed by the window glass W in the holding state (FIG. 11) and functions as a sealing member, if the positional relationship between the window glass W and the elastic cover 33 is stable, the window glass W and the vertical pillar sash 12 are not provided. The degree of adhesion of the elastic cover 33 to the respective parts is stable, and a high degree of watertightness due to the elastic cover 33 can be secured. Further, as will be described later, since the elastic cover 33 brings the lip portion 33b into contact with the sliders 45 and 46, if the positional relationship between the window glass W and the elastic cover 33 is stable, the load on the sliders 45 and 46 is changed. Also, the sliding performance of the sliders 45 and 46 with respect to the guide rail 31 is improved.

The garnish 32 and the elastic cover 33 are portions that form the outer appearance of the upright pillar sash 12 when the door 10 is viewed from the outside of the vehicle. The upright pillar sash 12 has a so-called flash surface structure in which the garnish 32 is arranged in a positional relationship that is substantially flush with the vehicle outer surface W1 of the windshield W. Since the elastic cover 33 is held in a highly accurate and stable state in which the bulging of the hollow portion 33a to the outside of the vehicle is unlikely to occur as described above, the elastic cover 33 has excellent water-tightness, and together with the windshield W and the garnish 32, The appearance of the flash surface structure can be configured to be aesthetically pleasing.

Further, in the garnish 32, the position of the parting line L1 generated by the molding is set inside the vehicle rather than the intersection K1 (the position where the vehicle interior side surface 32b is extended) on the inner peripheral side surface 32e of the inner peripheral edge portion 32c ( (See FIG. 13). Thereby, even if there is some variation in accuracy, the parting line L1 can be reliably covered with the elastic cover 33. Since the parting line L1 does not appear in the appearance, the garnish 32 looks good and contributes to improving the aesthetic appearance of the upright sash 12.

Further, the elastic cover 33 is located inside the windshield W and covers most of the guide rail 31 in addition to the hollow portion 33a directly appearing in the appearance of the upright pillar sash 12 between the windshield W and the garnish 32. A lip portion 33b that covers the vehicle from the outside is provided. As a result, the inner structure of the upright pillar sash 12 is covered on the inner peripheral side of the garnish 32 with almost no appearance, and an excellent aesthetic appearance is obtained even in the region where the windshield W and the upright pillar sash 12 overlap in the vehicle interior and exterior directions.

When the elastic cover 33 is attached to the upright sash 12, as shown in FIG. 12, the window glass W is not present at the cross-sectional position of the upright sash 12 to be attached. Specifically, the window glass W is lowered to the fully open position (see FIG. 20). In this state, the elastic cover 33 is tilted as shown in FIG. 12, and the hollow portion 33a is inserted in the direction of the arrow IN. The hollow portion 33a passes through between the positioning portion 31c1 of the guide rail 31 and the inner peripheral edge portion 32c of the garnish 32 and enters the holding recess U1. At this time, the outer peripheral side base wall 33i of the elastic cover 33 and the inner peripheral side surface 32e of the garnish 32 contact each other. The outer peripheral side base wall 33i and the inner peripheral side surface 32e have an inclined shape that pushes the hollow portion 33a toward the inner peripheral side as it goes in the insertion direction (arrow IN). Therefore, the hollow portion 33a is inserted into the holding recess U1 while passing through the positioning portion 31c1 while being compressed in the inner and outer peripheral directions. Since the outer peripheral side base wall 33i and the inner peripheral side surface 32e have a mutually slanted shape, the hollow portion 33a can be smoothly inserted into the holding recess U1.

When the hollow portion 33a is inserted into the holding recess U1 along the arrow IN in FIG. 12, the elastic cover 33 is rotated clockwise in FIG. Then, the outer peripheral side wall 33e and the outer peripheral protruding wall 33f of the elastic cover 33 are fitted to the inner peripheral edge portion 32c of the garnish 32, and the elastic cover 33 is in a stable holding state shown in FIG. At this time, the hollow portion 33a of the elastic cover 33 is restricted from dropping from the holding recess U1 to the inner peripheral side or the vehicle outer side by the positioning portion 31c1 and the inner peripheral edge portion 32c. That is, the hollow portion 33a of the elastic cover 33 is positioned with respect to the holding recess U1 in both the in-vehicle outer direction and the inner-outer circumferential direction. Therefore, the elastic cover 33 after the attachment is stably held by the vertical pillar sash 12 even when the window glass W is opened (the window glass W is omitted from FIG. 10).

As described above, the sectional structures of the upper sash 11 and the vertical pillar sash 12 are partially different. In this way, the upper sash 11 and the upright pillar sash 12 having different cross-sectional structures are connected via the connecting member 35 at the door corner portion 10d. The connection member 35 is made of metal such as aluminum by die casting. The connection member 35 has a first frame portion 35 a located on the extension of the upper sash 11 and a second frame portion 35 b located on the extension of the upright sash 12.

The front end of the first frame portion 35a of the connecting member 35 is a contact end surface 35c that faces the rear end of the sash body 20 of the upper sash 11. The contact end surface 35c has a shape including the frame portion 20a and the plate-shaped portion 20b of the sash body 20, and the area corresponding to the hollow portion of the frame portion 20a is closed by the contact end surface 35c. Thereby, the rear end surface of the sash body 20 can be reliably brought into contact with the contact end surface 35c.

An insertion protrusion 35d that protrudes forward from the contact end surface 35c is provided (see FIGS. 6 and 7). The insertion protrusion 35d has a shape along the inner surface of the hollow frame portion 20a, and the insertion protrusion 35d is inserted into the frame portion 20a in a state where the rear end surface of the sash body 20 is in contact with the contact end surface 35c. Inserted inside. In this state, the connecting member 35 and the sash body 20 are joined together by means such as welding.

At the upper end of the connecting member 35, there is a plate-shaped portion 35i continuous with the plate-shaped portion 20b of the upper sash 11 in a state where the upper sash 11 and the first frame portion 35a are joined. The weather strip (not shown) held by the weather strip holding portion 24 of the upper sash 11 extends to above the connection member 35 and is continuously held by the plate-shaped portion 35i.

The lower end of the second frame portion 35b of the connecting member 35 has a shape corresponding to the portion of the inner sash 30 of the upright pillar sash 12 excluding the design portion 30b. More specifically, the connecting member 35 has a vehicle interior side wall 35e continuous with the vehicle interior side wall 30d, an inner peripheral side wall 35f continuous with the inner peripheral side wall 30e, and an outer peripheral side wall 35g continuous with the outer peripheral side wall 30f. Further, a bent portion 35h that is continuous with a part of the outer peripheral extension portion 30g on the inner peripheral side is provided at the vehicle outer side end portion of the outer peripheral side wall 35g.

The inner peripheral side wall 35f of the second frame portion 35b is partially different in thickness in the inner and outer peripheral directions. The thickness of the inner peripheral side wall 35f is large near the lower end of the second frame portion 35b, and an insertion protrusion 35j protruding downward from the lower end surface of the inner peripheral side wall 35f is provided (see FIGS. 6 and 7). .. The insertion protrusion 35j has a shape along the inner surface of the frame portion 30a of the inner sash 30, and the insertion protrusion 35j is in a state where the upper end surface of the inner sash 30 is in contact with the lower end surface of the second frame portion 35b. Is inserted into the frame portion 30a. In this state, the connecting member 35 and the inner sash 30 are joined together by means such as welding.

The design portion 30b and the step portion 30c of the inner sash 30 (the entire vehicle exterior extending portion 30h and a part of the outer peripheral extending portion 30g on the outer peripheral side) extend to the upper end of the upright pillar sash 12. Above the joint between the lower end surface of the second frame portion 35b and the upper end surface of the inner sash 30, above the side contact surface 30i extending in the vertical direction formed on the step portion 30c, the connecting member 35 of the connecting member 35 is formed. The edge of the bent portion 35h abuts (see FIGS. 16 to 18).

As shown in FIGS. 16 and 17, the end of the inner peripheral side wall 35f on the vehicle outer side abuts on the bent portion 31d of the guide rail 31, and the position of the connecting member 35 in the vehicle inner/outer direction with respect to the inner sash 30 is determined. Then, inside the second frame portion 35b joined to the upright pillar sash 12, like the general cross-sectional portion (FIG. 9) of the upright pillar sash 12, the vehicle inner side wall 35e, the inner peripheral side wall 35f, the outer peripheral side wall 35g, the guide rail 31. A third section S3 surrounded by the vehicle interior side wall 31a is formed.

By joining the first frame portion 35a and the second frame portion 35b to the sash body 20 and the inner sash 30 respectively as described above, the upper sash 11 and the upright sash 12 are connected via the connecting member 35, and the door corner portion is formed. 10d is formed.

The vehicle interior side wall 35e of the connection member 35 has an L-shape that extends from the vicinity of the upper end of the upright sash 12 toward the front and the lower side when viewed from the inside of the vehicle as shown in FIG. The vehicle interior side wall 20c and the vehicle interior side wall 30d of the upright pillar sash 12 are substantially flush with each other. The inner peripheral side wall 35f of the connection member 35 extends forward and downward while curving, and has a substantially flush relationship with each of the inner peripheral side wall 20d of the upper sash 11 and the inner peripheral side wall 30e of the upright sash 12. Become. Similarly, the outer peripheral side wall 35g of the connecting member 35 extends forward and downward while curving, and has a substantially flush relationship with each of the outer peripheral side wall 20e of the upper sash 11 and the outer peripheral side wall 30f of the upright sash 12. Become. That is, the frame portion 20a of the upper sash 11 (excluding the vehicle outer side wall 20f) and the frame portion 30a of the upright sash 12 are smoothly connected by the first frame portion 35a and the second frame portion 35b of the connecting member 35. ..

The connecting member 35 changes the internal shape of the second frame portion 35b according to the difference in the vertical position. As shown in FIGS. 16 and 17, unlike the inner peripheral side wall 30e (see FIG. 9) of the inner sash 30 in the general cross section, the inner peripheral side wall 35f in the second frame portion 35b is a portion connected to the vehicle inner side wall 35e. The thickness gradually increases from the outside to the outside of the car. Then, the inner peripheral side wall 35f overlaps with a part of the guide rail 31 in the inner and outer peripheral directions, and a step portion 35k having a shape fitted to a corner portion of a boundary between the vehicle inner side wall 31a and the inner peripheral side wall 31b is formed on the inner peripheral side wall 35f. Is formed (see FIGS. 16 and 17). Above the second frame portion 35b, as shown in FIG. 18, the inner peripheral side wall 35f extends forward and continues to the first frame portion 35a.

Further, the second frame portion 35b is also partially different in the thickness in the vehicle interior/outside direction with respect to the vehicle interior side wall 35e. Near the lower end of the second frame portion 35b, the wall thickness of the vehicle interior side wall 35e is approximately the same as the wall thickness of the vehicle interior side wall 30d of the inner sash 30. As shown in FIG. 6, FIG. 16, and FIG. 17, the vehicle interior side wall 35e extends upward while maintaining this wall thickness, and the third section S3 in the vehicle interior and exterior direction extends to a position close to the upper end of the upright pillar sash 12. Large width is secured.

As shown in FIG. 6 and FIG. 18, above the second frame portion 35b (position on the rear extension of the first frame portion 35a), an area continuous to the above-mentioned vehicle interior side wall 35e is partially guided. The thick portion 35m is formed by increasing the wall thickness to a position close to the vehicle interior side wall 31a of the rail 31. The thick portion 35m forms a seating surface facing the vehicle outer side, and communicates with the escape recessed portion 35n, which is a part of the third section S3, and the recessed recessed portion 35n so as to be recessed from the seating surface toward the vehicle inside. A screw hole 35p is formed. The escape recess 35n includes a first region located inside the first section S1 and the second section S2 along the vehicle interior side wall 31a, and a portion of the first region corresponding to the first section S1 inside the vehicle. It is a space having an L-shaped cross-sectional shape having an extended second region. The screw hole 35p is a cylindrical hole portion in which the portion corresponding to the second section S2 in the first region of the escape recess 35n is extended to the inside of the vehicle, and a female screw is formed on the inner peripheral surface thereof. Both the escape recess 35n and the screw hole 35p are bottomed recesses or holes that are recessed from the vehicle outer side toward the vehicle inner side, and penetrate (open) into the vehicle inner surface of the second frame portion 35b. Not not.

As described above, the connecting member 35 having a complicated structure in which the cross-sectional shape and the wall thickness are different depending on the difference in the longitudinal direction position of the door sash 10b can be manufactured with high precision by die casting. Further, since the die-cast connecting member 35 can accurately form the bottomed screw hole 35p, the thick portion 35m, and the like inside without forming a die-cutting hole or the like for molding on the outer surface. It is possible to achieve both high functionality inside and excellent appearance.

As shown in FIG. 4, the upright pillar sash 12 further includes an inner cover 36 that covers the inner sash 30 and the connecting member 35 from the inside of the vehicle. The inner cover 36 is not shown in the cross-sectional views (FIGS. 9 to 11 and FIGS. 14 to 18) of the upright pillar sash 12. The inner cover 36 includes a frame portion 36a having a cross-sectional shape that substantially corresponds to the cross-sectional shape of the frame portion 30a of the inner sash 30 and the second frame portion 35b of the connecting member 35, and a plate-like shape protruding from the frame portion 36a toward the vehicle exterior. And a portion 36b.

The plate-shaped portion 36b of the inner cover 36 has a shape continuous with the plate-shaped portion 35i of the connection member 35. A weather strip holding portion (not shown), which is a separate component, is attached from the plate portion 35i to the plate portion 36b. The weather strip is continuously held from the weather strip holding portion 24 (see FIG. 2) of the upper sash 11 to the plate-shaped portion 35i and the weather strip holding portion on the plate-shaped portion 36b, and the door sash 10b including the door corner portion 10d. Is disposed over the entire outer peripheral portion of the.

The door 10 includes a window regulator 40 (see FIGS. 8 and 22 to 24) that drives the window glass W to move up and down. The window regulator 40 is incorporated in the upright pillar sash 12.

The window regulator 40 is attached to the upper and lower two shoe bases 41 and 42 fixed to the window glass W, and is attached to the shoe bases 41 and 42 and is supported so as to be slidable in the vertical direction with respect to the guide rail 31. It has upper and lower two shoes 43, 44. As shown in FIGS. 8 and 21, the shoe 43 is attached to the shoe base 41 to configure the upper slider 45, and the shoe 44 is attached to the shoe base 42 to configure the lower slider 46. The guide rail 31 that constitutes the upright pillar sash 12 together with the inner sash 30 also functions as a guide portion for ascending and descending guides of the sliders 45 and 46 in the window regulator 40.

The guide rail 31 is extended longer than the inner sash 30 and the inner cover 36 (see FIGS. 3 and 4), and the guide rail 31 is not surrounded by the inner sash 30 and the inner cover 36 in the inner space of the door panel 10a. Exposed to. A motor unit 50 including a motor M that is a drive source of the window regulator 40 is attached to an exposed portion of the guide rail 31 in the internal space of the door panel 10a (see FIGS. 1, 8, and 19).

One end of each of the first wire 52 and the second wire 53 is connected to a winding drum 51 (see FIGS. 8 and 22 to 24) built in the motor unit 50. The first wire 52 extends upward from the winding drum 51 and is wound around a guide pulley 54 rotatably supported near the upper end of the guide rail 31 (door corner portion 10d) and turned downward. The other end is connected to the shoe base 41 of the slider 45 from above. The second wire 53 extends upward from the winding drum 51 and has the other end connected to the shoe base 41 of the slider 45 from below.

When the winding drum 51 is rotated by driving the motor M of the motor unit 50, the winding amount of the first wire 52 and the second wire 53 relative to the spiral groove formed on the peripheral surface of the winding drum 51 changes relatively. To do. When the winding drum 51 is rotated in the first direction to increase the winding amount of the first wire 52, the slider 45 (shoe base 41) is pulled upward by the first wire 52, and the shoe 43 is guided to the guide rail 31. The slider 45 moves upward while sliding. When the winding drum 51 is rotated in the second direction to increase the winding amount of the second wire 53, the slider 45 (shoe base 41) is pulled downward by the second wire 53, and the shoe 43 is guided to the guide rail 31. The slider 45 moves downward while sliding. The wires 52 and 53, which are opposite to the side on which the winding amount increases, are paid out (relaxed) from the winding drum 51 and follow the movement of the slider 45. When the slider 45 moves up and down, the window glass W fixed to the shoe base 41 moves up and down. The slider 46 fixed to the window glass W via the shoe base 42 moves together with the window glass W while sliding the shoe 44 on the guide rail 31, thereby stabilizing the attitude of the window glass W. The detailed structure of the window regulator 40 that operates as described above will be described.

Among the elements constituting the slider 45 and the slider 46, the shoe base 41 and the shoe base 42 fixed to the window glass W are rigid bodies made of metal or the like, respectively. The shoe 43 and the shoe 44, which are slidably moved with respect to the guide rail 31, respectively, have hardness higher than that of the metal or the like forming the guide rail 31 in order to realize smooth movement while preventing abnormal noise and vibration. It is made of low synthetic resin.

As shown in FIGS. 8 and 21, the shoe base 41 has a vertically long shape, and has a glass support portion 41a located outside the vehicle, a connection portion 41b protruding from the glass support portion 41a toward the vehicle interior, and a connection portion. 41b, and a shoe support portion 41c provided at an end on the vehicle inner side. As shown in FIG. 15 and FIG. 16, the glass support portion 41a is a plate-shaped portion whose front and back surfaces (side surfaces) face inward and outward of the vehicle. To face. The connection portion 41b is a plate-like portion that protrudes from the inner surface of the glass support portion 41a and has both side surfaces facing in the inner and outer peripheral directions. That is, the glass support portion 41a and the connection portion 41b in the shoe base 41 have a substantially T-shaped cross section perpendicular to the longitudinal direction (see FIG. 25(A)).

The glass supporting portion 41a and the connecting portion 41b each have a load reducing portion 41d and a load reducing portion 41e at both ends in the longitudinal direction. The surface of the glass support portion 41a that faces the inside of the vehicle is a taper surface that is inclined toward the outside of the vehicle as it goes to the tip near the end in the longitudinal direction, and this taper surface causes the taper (shape that gradually reduces the cross-sectional area. The portion marked with) is the load reducing portion 41d. As shown in FIG. 25(B), in the vicinity of the end portion in the longitudinal direction of the connecting portion 41b, the side surface facing the inner peripheral side and the side surface facing the outer peripheral side each have a tapered surface 41e1 that reduces the distance between them toward the tip. The load reducing portion 41e is a portion that is tapered (shape that gradually reduces the cross-sectional area) by these tapered surfaces 41e1.

The surface of the glass support portion 41a facing the vehicle outer side is fixed to the vehicle interior side surface W2 of the windshield W by adhesion or the like. A part of the upper end side of the connection portion 41b has a large protrusion amount to the inside of the vehicle, and passes through between the inner peripheral side wall 31b of the guide rail 31 and the holding wall 31g to enter the first section S1 (FIG. 15). , See FIG. 16). The shoe support portion 41c is provided on the protruding portion of the connection portion 41b inserted into the first section S1. The shoe support portion 41c has an L-shaped cross-sectional shape in which the vehicle-inside end portion of the connection portion 41b is bent to the outer peripheral side, and the shoe 43 is attached to the shoe support portion 41c (see FIGS. 15 and 16). ).

As shown in FIGS. 8 and 21, the shoe 43 has a vertically long shape, and has a sliding base portion 43a located in the middle of the longitudinal direction, and first elastic contacts that respectively project from the upper end and the lower end of the sliding base portion 43a. It has a portion 43b and a second elastic contact portion 43c. The sliding base 43a is a solid structure having a substantially rectangular cross-sectional shape perpendicular to the longitudinal direction of the shoe 43. The shoe support portion 41c is inserted into the sliding base portion 43a, and the sliding base portion 43a is fixed to the shoe support portion 41c via the connection pin 47 (see FIG. 15).

The first elastic contact portion 43b is an elongated ring-shaped body protruding from the upper end surface of the sliding base portion 43a, and has a shape in which a pair of curved portions that are convex toward the inside and outside of the vehicle are connected at the upper and lower ends. The hollow part between the curved parts penetrates toward the inner and outer peripheral directions. Due to this shape, the first elastic contact portion 43b is easily elastically deformed in the inside/outside direction of the vehicle.

The second elastic contact portion 43c is an elongated ring-shaped portion that projects from the lower end surface of the sliding base portion 43a, and has a shape in which a pair of curved portions that are convex toward the inner and outer peripheral directions are connected at the upper and lower ends. A hollow portion between the curved portions penetrates toward the inside and outside of the vehicle. Due to this shape, the second elastic contact portion 43c is easily elastically deformed in the inner and outer peripheral directions.

The shoe 43 is inserted into the first section S1 of the guide rail 31 (see FIGS. 15 and 16). The connecting portion 41b connecting the glass support portion 41a and the shoe support portion 41c in the shoe base 41 passes between the inner peripheral side wall 31b and the holding wall 31g and does not interfere with the guide rail 31. The four outer surfaces of the sliding base portion 43a having a rectangular cross section are slidably opposed to the vehicle inner side wall 31a, the inner peripheral side wall 31b, the partition wall 31f, and the holding wall 31g of the guide rail 31 surrounding the first section S1. Abut. As a result, the shoe 43 is supported in the first partition S1 so as to be vertically slidable while the movement of the shoe 43 relative to the guide rail 31 in the in-vehicle outer direction and the inner-outer circumferential direction is restricted.

The first elastic contact portion 43b of the shoe 43 faces the vehicle interior side wall 31a and the retaining wall 31g that face each other in the vehicle interior and exterior directions in the first section S1 (see FIG. 18). The first elastic contact portion 43b is urged toward either the vehicle interior side or the vehicle interior side, and tries to maintain the state of contacting either the holding wall 31g or the vehicle interior side wall 31a. This suppresses rattling of the shoe 43 in the vehicle interior and exterior directions. In the present embodiment, the first elastic contact portion 43b is urged in the direction in which it abuts the holding wall 31g (outside the vehicle) (see FIG. 18).

The second elastic contact portion 43c of the shoe 43 faces the inner peripheral side wall 31b and the partition wall 31f that face each other in the inner and outer peripheral directions in the first section S1. The second elastic contact portion 43c is urged in either the inner peripheral side or the outer peripheral side to try to maintain the state of being in contact with either the inner peripheral side wall 31b or the partition wall 31f. This suppresses rattling of the shoe 43 in the inner and outer peripheral directions.

Compared to the first elastic contact portion 43b and the second elastic contact portion 43c, which are thin and hollow and easily elastically deformed, the sliding base portion 43a has a solid structure with a large wall thickness and a high hardness. With respect to 31, it is possible to slide while locating the position with high accuracy in both the inside and outside directions of the vehicle and the inside and outside directions.

The lip portion 33b of the elastic cover 33 is in the free state (as shown in FIG. 9, only the base portion is held between the vehicle interior side surface W2 of the windshield W and the cover wall 31e of the guide rail 31) and near the tip end. Are located on the movement locus of the shoe base 41. Therefore, when the slider 45 is moved up and down while being supported by the guide rail 31 via the shoe 43, the lip portion 33b abuts the shoe base 41 and is elastically deformed by receiving a pressing force.

More specifically, what is shown in FIGS. 9 to 11 and FIGS. 14 to 18 is the shape of the lip portion 33b in the free state. The shape of the lip portion 33b in contact with the shoe base 41 is shown in FIGS. 25(A) and 25(B). 25A shows a cross section perpendicular to the longitudinal direction of the shoe base 41, and FIG. 25B shows a cross section along the longitudinal direction of the shoe base 41. As shown in FIG. 25(A), the lip portion 33b passes through a position where an intermediate portion thereof is on the outer peripheral side of the glass support portion 41a and near a corner on the inner side of the vehicle, and a tip portion thereof is a surface on the outer peripheral side of the connection portion 41b ( One side) . When the tip portion is pressed by the shoe base 41, the lip portion 33b elastically deforms toward the vehicle inner side and the outer peripheral side with the portion sandwiched between the vehicle interior side surface W2 of the windshield W and the cover wall 31e as a fulcrum. The shape of the lip portion 33b before elastic deformation is shown by the alternate long and short dash line in FIG. Since the lip portion 33b originally has a curved shape that is easily elastically deformed in that direction, it can be smoothly deformed without applying an excessive load to the shoe base 41.

Further, load reducing portions 41e are formed at both ends of the connecting portion 41b, which is a portion where the tip portion of the lip portion 33b is first pushed by the shoe base 41 that moves up and down. As shown in FIG. 25(B), the load reducing portion 41e has a taper surface 41e1 provided on both sides in the inner and outer peripheral directions, so that the cross-sectional area becomes smaller as it goes to the end portion (traveling direction) of the shoe base 41 (connection). It has a taper shape that reduces the contact pressure on the lip portion 33b (by reducing the width connecting the pair of side surfaces of the portion 41b) . Therefore, the moving shoe base 41 always starts smoothly pressing the lip portion 33b with a small load by the load reducing portion 41e.

Further, similarly to the load reducing portion 41e of the connecting portion 41b, the load reducing portions 41d provided at both ends of the glass support portion 41a have an action of reducing the load when the lip portion 33b is contacted. Note that, as shown by the alternate long and short dash line in FIG. 25(A), the lip portion 33b is designed so as to be close to the glass supporting portion 41a but not to contact with it in a free state where it is not pressed by the connecting portion 41b. There is. Therefore, the load reducing portion 41d has an auxiliary role that functions only when the lip portion 33b comes closer to and comes into contact with the glass supporting portion 41a than at the designed position due to variations in accuracy or the like.

As a result of providing the load reducing portion 41e and the load reducing portion 41d on the shoe base 41 as described above, smooth elastic deformation of the lip portion 33b without causing a catch or the like between the shoe base 41 and the lip portion 33b, A smooth movement of the shoe base 41 can be realized. Further, an effect of suppressing abnormal noise (such as chattering noise of the lip portion 33b) generated between the shoe base 41 and the lip portion 33b can be obtained. The load reducing portion 41e and the load reducing portion 41d on the upper end side contribute to improving the smoothness of the operation when the shoe base 41 moves upward, and the load reducing portion 41e and the load reducer portion 41d on the lower end side correspond to the shoe base 41. Contributes to improving the smoothness of movement when moving downward.

The connecting portion 41b of the shoe base 41 is changed to a structure having tapered surfaces 41e1 on both the inner peripheral side and the outer peripheral side as in the load reducing section 41e, and the outer peripheral side on which the tip portion of the lip portion 33b abuts. An asymmetric structure is adopted in which only one surface (one side surface ) has a tapered surface 41e1 that is inclined so as to approach the inner peripheral side surface (the other side surface ) of the connecting portion 41b as it approaches the longitudinal end of the shoe base 41. It is also possible to do so.

Similar to the shoe base 41, the shoe base 42 has a vertically long shape, and has a glass supporting portion 42a located outside the vehicle, a connecting portion 42b protruding from the glass supporting portion 42a toward the inside of the vehicle, and a connecting portion 42b. And a shoe support portion 42c provided at the inner end portion (see FIGS. 8 and 21).

The shoe base 42 has substantially the same structure as that of the shoe base 41 described above (a structure in which the glass support portion 41a, the connection portion 41b, and the shoe support portion 41c are vertically inverted), and the guide rail 31 in each portion. Since the arrangement and the role of the shoe base 41 are common to those of the shoe base 41, detailed description thereof will be omitted. The load reducing portion 41d and the load reducing portion 42e (tapered surface 41e2) formed at the upper and lower ends of the glass support portion 42a also function similarly to the load reducing portion 41d and the load reducing portion 41e of the shoe base 41. In FIGS. 25(A) and 25(B), reference numerals of parts of the shoe base 42 corresponding to the shoe base 41 are shown in parentheses.

The shoe 44 includes a sliding base portion 44a having a solid structure, a first elastic contact portion 44b and a second elastic contact portion 44c protruding from a lower end and an upper end of the sliding base portion 44a, respectively. The sliding base portion 44a, the first elastic contact portion 44b, and the second elastic contact portion 44c have substantially the same structure as the sliding base portion 43a, the first elastic contact portion 43b, and the second elastic contact portion 43c of the shoe 43 described above, respectively. (The first elastic contact portion 43b and the second elastic contact portion 43c are interchanged in the upper and lower sides), and the arrangement and role of the individual parts with respect to the guide rail 31 are the same as those on the shoe 43 side. The description is omitted.

As described above, the lower slider 46 has the same basic structure as the upper slider 45. Although FIG. 15 shows the cross-sectional position passing through the slider 45, in order to show that the slider 46 is also guided by the guide rail 31 in the same manner, the reference numerals denoting the constituent elements of the slider 46 are shown in parentheses. is doing.

As shown in FIG. 20, the shoe base 41 of the slider 45 and the shoe base 42 of the slider 46 respectively support the trailing edge side of the windshield W along the vertical column sash 12. The glass support portion 41a of the shoe base 41 located above is fixed to the window glass W over a range E1 (FIG. 20) in the up-down direction from the vicinity of the upper end of the rear edge of the window glass W downward. . The glass support portion 42a of the shoe base 42 located below is fixed to the windshield W over a range E2 (FIG. 20) in the vertical direction from the vicinity of the lower end of the trailing edge of the windshield W toward the upper side. .

In this way, the slider 45 and the slider 46, which form the window regulator 40, support the windshield W at positions that are largely apart from each other in the vertical direction. Therefore, the position accuracy and stability of the windshield W in the portion along the upright sash 12 are extremely high. It's getting higher. In particular, as shown in FIG. 20, in the windshield W, the rear edge portion along the upright pillar sash 12 is vertically longer than the front edge portion along the front sash 13. By arranging the slider 45 and the slider 46 separately 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 one side in the front-rear direction is provided. Even with a structure in which the window glass W is supported only by the edge portions thereof, sufficient stability and support strength can be obtained.

The upper slider 45 is provided with a shoe 43 near the upper end of the shoe base 41, and the lower slider 46 is provided with a shoe 44 near the lower end of the shoe base 42 (FIGS. 8 and 21). 23, 24). As a result, the largest shoe pitch (the vertical spacing between the two shoes 43 and 44) within the vertical range in which the shoe bases 41 and 42 are provided is obtained. The larger the shoe pitch, the easier it is to suppress the inclination of the window glass W with respect to the guide rail 31 (in particular, the inclination in the inner and outer peripheral directions), and the highly accurate support and high stability of the window glass W can be obtained.

In the upright pillar sash 12 that supports the windshield W with such excellent accuracy and stability, an elastic member such as the glass run 23 of the upper sash 11 that holds the windshield W between the inside and outside of the vehicle is held. Not provided. The elastic cover 33 with which the trailing edge of the windshield W abuts provides waterproofness between the windshield W and the upright sash 12 (garnish 32), and also functions as an external component of the upright sash 12. Compared to the run 23, the cross section can be made compact and simple.

As shown in FIGS. 8 and 21, the shoe base 41 forming the upper slider 45 further includes a portion that connects the first wire 52 and the second wire 53. Below the shoe support portion 41c (see FIG. 8), there is a pair of upper and lower arm portions projecting laterally from the connection portion 41b, and the wire end support portion 41f and the wire end support portion 41g are provided at the tips of the respective arm portions. It is provided. The wire end supporting portions 41f and 41g are integrally formed with the main body portion of the shoe base 41, respectively.

With the shoe 43 inserted in the first section S1 of the guide rail 31, the wire end support 41f and the wire end support 41g enter the second section S2 (see FIG. 17). A wire insertion hole 41h and a wire insertion hole 41i penetrating in the vertical direction are formed in each of the wire end support portions 41f and 41g. Each of the wire insertion hole 41h and the wire insertion hole 41i is a hole having a closed cross section, which is open only at both ends in the vertical direction and does not have an opening laterally (inward and outward in the vehicle).

The first wire 52 is inserted into the wire insertion hole 41h of the wire end support portion 41f, and the wire end 55 to which the end portion of the first wire 52 is connected is located below the wire end support portion 41f. The first wire 52 exits the wire insertion hole 41h and extends upward through the inside of the second section S2. The upper end surface of the wire end 55 (the end surface on the side to which the first wire 52 is connected) comes into contact with the lower end surface of the wire end support portion 41f, whereby the upward movement of the wire end 55 with respect to the shoe base 41 is restricted ( When the wire end 55 is pulled upward, the force is transmitted to the shoe base 41).

The wire end 55 has a large-diameter flange near the lower end, and the compression spring 56 is inserted between the flange and the wire end support portion 41f. The compression spring 56 urges the wire end 55 downward with respect to the shoe base 41, and the slack of the first wire 52 is removed by this urging force.

The second wire 53 is inserted into the wire insertion hole 41i of the wire end support portion 41g, and the wire end 57 to which the end of the second wire 53 is connected is located above the wire end support portion 41g. The second wire 53 exits the wire insertion hole 41i, passes through the inside of the second section S2, and extends downward. The lower end surface of the wire end 57 (the end surface on the side to which the second wire 53 is connected) comes into contact with the upper end surface of the wire end support portion 41g, whereby the downward movement of the wire end 57 with respect to the shoe base 42 is restricted ( When the wire end 57 is pulled downward, the force is transmitted to the shoe base 41).

The wire end 57 has a large-diameter flange near the upper end, and a compression spring 58 is inserted between the flange and the wire end support portion 41g. The wire end 57 is biased upward by the compression spring 58 against the shoe base 41, and the slack of the second wire 53 is removed by this biasing force.

The first section S1 in which the shoes 43, 44 are inserted and the second section S2 in which the wire end supporting portions 41f, 41g of the shoe bases 41, 42 are arranged are located outside the vehicle side wall 31a of the guide rail 31. positioned. On the other hand, the motor unit 50 is attached to the inside surface of the vehicle interior side wall 31 a of the guide rail 31 in the interior space of the door panel below the belt line reinforcement 16.

As shown in FIG. 8, the motor unit 50 includes a motor M, a drive unit 50a having a reduction gear mechanism, and the like, and a drum housing 50b that rotatably accommodates the winding drum 51. A notch is formed on the peripheral surface of the drum housing 50b for passing the first wire 52 and the second wire 53 extending from the winding drum 51. When the drive unit 50a and the drum housing 50b are combined, the drive shaft 50c on the drive unit 50a side is connected to the shaft hole of the winding drum 51, and the driving force of the motor M is transmitted to the winding drum 51.

The motor unit 50 is fixed to the guide rail 31 by bringing the upper and lower brackets 50d and 50e provided on the drum housing 50b into contact with the inner surface of the vehicle interior side wall 31a and bolting the contacting portions. .. When the motor unit 50 is fixed, the rotation center of the winding drum 51 (the axis of the drive shaft 50c) faces the inner and outer peripheral directions.

A through hole 31h is formed in the vehicle interior side wall 31a of the guide rail 31 between the fastening positions of the bracket 50d and the bracket 50e in the vertical direction (see FIGS. 8 and 22). The through hole 31h is provided in a region forming the second section S2 of the vehicle interior side wall 31a (region closer to the outer peripheral side in the inner and outer peripheral directions).

The wire guide member 60 and the wire guide member 61 are attached to the vehicle interior side wall 31a of the guide rail 31 at a position slightly above the through hole 31h. The wire guide member 60 and the wire guide member 61 are fixed to the vehicle interior side wall 31a together with the bracket 50d of the drum housing 50b using a bolt 70.

The wire guide member 60 is overlapped and fixed on the vehicle interior side of the bracket 50d, and the wire guide member 60 and the bracket 50d are formed with through holes through which the bolts 70 are inserted. The wire guide member 61 is located in the second section S2 of the guide rail 31, and is fixed by abutting on the surface of the vehicle interior side wall 31a on the vehicle exterior side. The wire guide member 61 is formed with a screw hole facing the inner side of the vehicle, and a through hole communicating with the screw hole is formed in the vehicle inner side wall 31a. The bolt 70 inserts a screw portion into the through hole of each of the wire guide member 60, the bracket 50d, and the vehicle interior side wall 31a from the inside of the vehicle to screw the screw portion into the screw hole of the wire guide member 61. The tip of the threaded portion of the bolt 70 in the fixed state is located in the threaded hole of the wire guide member 61 and is not exposed in the second section S2 of the guide rail 31 (see FIG. 22). That is, the bolt 70 does not interfere with the wire end support portions 41f and 41f of the shoe base 41 and the wires 52 and 53 that pass through the second section S2.

The wire guide member 60 is provided with an arm portion 60 a that extends upward from the fastening position of the bolt 70. The upper end of the arm portion 60 a is fixed to the guide rail 31 by a bolt different from the bolt 70. A guide groove 60b extending vertically is formed in the arm portion 60a. The guide groove 60b is a bottomed groove that is open toward the outside of the vehicle, and faces the inside surface of the inside wall 31a of the guide rail 31 at a predetermined distance (see FIG. 22).

As shown in FIG. 22, the wire guide member 61 is formed with a guide groove 61a extending in the vertical direction. The guide groove 61a is a bottomed groove that is open toward the outside of the vehicle. A stopper surface 61b is formed on the upper end of the wire guide member 61. When the shoe base 41 moves downward in the second section S2 of the guide rail 31, the lower end surface of the lower wire end support portion 41g comes into contact with the stopper surface 61b, and the shoe base 41 is further moved downward. It is regulated (see FIG. 24). This contact determines the downward movement end (bottom dead center) of the window glass W supported by the shoe base 41.

The bracket 50e on the lower side of the drum housing 50b is fixed to the guide rail 31 via a bolt 71 and a nut 72. The bolt 71 has a threaded portion inserted from the outside of the vehicle into a through hole formed in the bottom of the second section S2 of the vehicle interior side wall 31a and a through hole formed in the bracket 50d, and screwed into the nut 72. The head of the bolt 71 is located in the second section S2. The fastening position by the bolt 71 is below the winding drum 51 in the drum housing 50b. Therefore, the wire end support portions 41f, 41f of the shoe base 41 and the wires 52, 53 passing through the second section S2 do not reach the position of the head of the bolt 71, and the interference with the bolt 71 occurs. There is no possibility of occurrence (see FIG. 22).

In the vicinity of the upper end of the guide rail 31, the pulley bracket 62 is fixed by bolts to the inner surface of the vehicle interior side wall 31a. The guide pulley 54 is rotatably supported by the pulley bracket 62 via a pulley pin 62a. The guide pulley 54 is a disk-shaped member in which a wire guide groove is formed in an annular shape on the outer circumference, and when the pulley bracket 62 is fixed to the guide rail 31, the rotation center of the guide pulley 54 (the axis of the pulley pin 62a) is Facing inward and outward.

As shown in FIG. 8, the guide rail 31 is formed with a through hole 31i penetrating the vehicle interior side wall 31a near the attachment position of the pulley bracket 62. The through hole 31i is provided in a region of the vehicle interior side wall 31a forming the second partition S2 (a region closer to the outer peripheral side in the inner and outer peripheral directions), and the through hole 31i allows the second partition S2 and the third partition S3. Are in communication. As shown in FIG. 16, the pulley pin 62a is located in the third section S3, and the guide pulley 54 directs the radial direction orthogonal to the axis of the pulley pin 62a toward the inside and outside of the vehicle, and the second section S2 and the second section S2 through the through hole 31i. It is arranged across three sections S3.

At the door corner portion 10d to which the guide pulley 54 is attached, the guide rail 31 and the connecting member 35 are combined. The guide pulley 54 and the pulley bracket 62 are arranged so as to be accommodated in a space surrounded by the vehicle inner side wall 35e, the inner peripheral side wall 35f, and the outer peripheral side wall 35g in the second frame portion 35b of the connecting member 35, and outside the vertical pillar sash 12. Not exposed to.

More specifically, the pulley bracket 62 is long in the up-down direction (see FIGS. 6, 8, and 22 to 24), and when viewed from the top (or in a cross-section perpendicular to the longitudinal direction), has a plate-like shape that extends inward and outward of the vehicle. It has an L-shaped shape having a pulley support portion 62b and a pair of upper and lower support seats 62c and 62d extending outward from the vehicle outer side end portion of the pulley support portion 62b (see FIGS. 17 and 18). ). The support seats 62c and 62d are in contact with the inner surface of the vehicle interior side wall 31a of the guide rail 31. The support seat 62c and the support seat 62d are vertically separated from each other, and a through hole 31i is formed in the vehicle interior side wall 31a between the support seat 62c and the support seat 62d. The pulley pin 62a is supported by the pulley support portion 62b at a vertical position between the support seats 62c and 62d (see FIG. 6).

At the cross-sectional position of FIG. 18 where the upper support seat 62c of the pulley bracket 62 is attached to the guide rail 31, the thick portion 35m of the connecting member 35 is arranged inside the vehicle inner side wall 31a, and the escape recess 35n is provided in the thick portion 35m. And screw holes 35p are formed. The support seat 62c is sandwiched between the vehicle interior side wall 31a and the thick portion 35m and is located in the escape recess 35n, and the surface facing the inside of the vehicle is brought into contact with the thick portion 35m. A through hole that communicates with the screw hole 35p is formed in each of the support seat 62c and the vehicle interior side wall 31a. The screw portion of the bolt 73 is inserted into these through holes from the vehicle outer side toward the vehicle inner side and screwed into the screw hole 35p. The head of the bolt 73 is located in the second section S2 of the guide rail 31 and is tightened until the head comes into contact with the vehicle outer side surface of the vehicle interior side wall 31a with a predetermined pressure. As a result, the support seat 62c is sandwiched and fixed between the vehicle interior side wall 31a and the thick portion 35m.

That is, the thick wall portion 35m provided inside the second frame portion 35b (third section S3) of the connecting member 35 is used as a support seat surface, and the screw hole 35p is recessed on the support seat surface to form a pulley bracket. A mounting portion for mounting the support seat 62c of 62 is configured. The mounting portion has a structure in which the support seat 62c is supported by the thick portion 35m having high rigidity, and then the bolt 73 is screwed into the screw hole 35p formed in the thick portion 35m. Excellent strength. Further, since the bolt 73 is directly screwed into the connecting member 35, the workability of assembling the components inside the door corner portion 10d having a complicated shape is excellent.

Note that, as shown in FIGS. 6 and 23, the support seat 62c is fixed by using two bolts 73. The upper bolt 73 is screwed into the screw hole 35p of the connection member 35 as described above. The screw portion of the lower bolt 73 is inserted into the space below the thick portion 35m (the internal space of the second frame portion 35b of the connection member 35) through the through holes of the support seat 62c and the vehicle interior side wall 31a. It is screwed onto the nut 77.

At the fastening position of the pulley bracket 62 by the upper bolt 73 (FIG. 18), the pulley support portion 62b and the support seat 62c are located in the escape recess 35n, and the pulley bracket 62 does not interfere with the thick portion 35m. It is not exposed to the appearance of the vertical pillar sash 12.

Further, the fastening position of the pulley bracket 62 by each bolt 73 is above the guide pulley 54. Therefore, the wire end support portions 41f, 41f of the shoe base 41 and the wires 52, 53 passing through the second section S2 do not reach the position of the head of each bolt 73, and interfere with the bolt 73. Is unlikely to occur.

At the cross-sectional position of FIG. 17 in which the lower support seat 62d of the pulley bracket 62 is attached to the guide rail 31, the connecting member 35 does not include the thick portion 35m, and the third section S3 becomes wider in the vehicle interior and exterior directions. There is. The nut 75, which is separate from the connecting member 35, is arranged in the third section S3, and the support seat 62d and the guide rail 31 are fastened by using the bolt 74 screwed to the nut 75. Through holes that communicate with the screw holes of the nut 75 are formed in the support seat 62d and the vehicle interior side wall 31a, respectively. The through holes are directed toward the vehicle interior from the vehicle exterior side (second section S2 side). The screw portion of the bolt 74 is inserted and screwed into the screw hole of the nut 75. The bolt 74 is tightened until its head comes into contact with the vehicle outer side surface of the vehicle interior side wall 31a with a predetermined pressure.

At the fastening position of the pulley bracket 62 by the bolt 74, the pulley support portion 62b, the support seat 62d, and the nut 75 are housed in the third section S3, and the pulley bracket 62 and the nut 75 are not exposed to the outside. Further, since the bolt 74 is a flat head screw whose head hardly protrudes from the vehicle interior side wall 31a toward the vehicle exterior side, the wire end support portions 41f, 41f and the wires of the shoe base 41 that pass through the inside of the second section S2. 52 and 53 do not interfere with the head of the bolt 74.

The guide pulley 54 assembled to the guide rail 31 (and the connecting member 35) via the pulley bracket 62 as described above penetrates by setting the direction of the axis of the pulley pin 62a, which is the center of rotation, in the inner and outer peripheral directions. It is arranged over the second section S2 and the third section S3 through the hole 31i (see FIG. 16). Thereby, the first wire 52 is guided via the guide pulley 54 to the wire end support portion 41f of the shoe base 41 located in the second section S2 and the winding drum 51 located below the third section S3. be able to.

The frame portion 30a of the inner sash 30 and the second frame portion 35b of the connecting member 35 in the upright pillar sash 12 have a greater depth in the vehicle interior/outer direction than in the inner/outer peripheral direction (FIG. 9, FIG. 14 to FIG. 14). 17). The guide pulley 54 has a flat shape whose diameter is larger than the thickness in the axial direction, and is arranged with the diametrical direction facing the inside and outside of the vehicle over the second section S2 and the third section S3 in the second frame portion 35b. By doing so, the space can be efficiently accommodated in the connecting member 35.

As shown in FIG. 16 and FIG. 17, in the portion where the connecting member 35 is provided, the inner peripheral side wall 35f having a large wall thickness exists, so that the inner peripheral region of the third partition S3 (the vehicle in the first partition S1) is located. The inner area) is slightly narrower. However, the area near the outer periphery of the third section S3 (the area on the vehicle inner side of the second section S2) is as wide as the portion where the inner sash 30 is provided (see FIGS. 9, 14, and 15). Is maintained. Therefore, by disposing the guide pulley 54 at a position in the region near the outer circumference in the third section S3, the guide pulley 54 is moved to the first position while using the large-diameter guide pulley 54 having the outer circumference located in the vicinity of the vehicle interior side wall 35e. It can be accommodated in the two-frame portion 35b. In other words, while realizing the guide of the first wire 52 to the second section S2 and the third section S3 straddling the vehicle interior side wall 31a of the guide rail 31, the maximum size that can be accommodated in the second frame portion 35b of the connection member 35 is achieved. A class size guide pulley 54 can be used. The larger the diameter (curvature radius) of the guide pulley 54 is, the more gently the curved first wire 52 guided is, which is advantageous in reducing resistance when driving the window regulator 40 and in smoothing the operation.

As shown in FIGS. 8 and 22, the guide rail 31 is further provided between the position where the motor unit 50 is attached in the vertical direction and the position where the guide pulley 54 (pulley bracket 62) is attached (the guide pulley 54 and the winding The wire pressing member 63 is attached at approximately the same distance from the drum 51. The wire pressing member 63 is provided in the general cross-sectional portion that constitutes the upright pillar sash 12 with the inner sash 30 and the guide rail 31, and is inside the third section S3 (the inside of the vehicle relative to the second section S2). The wire pressing member 63 is housed at the position (see FIG. 14 ).

The wire pressing member 63 is fixed to the inner surface 31 a of the guide rail 31 on the inner side of the vehicle by bolting. A screw hole is formed in the wire pressing member 63 toward the outside of the vehicle, and a penetrating hole that communicates with the screw hole of the wire pressing member 63 is formed in a region of the vehicle interior side wall 31a of the guide rail 31 where the second section S2 is formed. A hole is formed. The wire pressing member 63 is fixed to the guide rail 31 by inserting the screw portion of the bolt 76 into the through hole from the vehicle outer side and screwing the screw portion into the screw hole of the wire pressing member 63 (see FIG. 23 ). Four bolts 76 are used by changing the position in the vertical direction. Since each bolt 76 is a countersunk screw whose head hardly protrudes from the vehicle interior side wall 31a toward the vehicle exterior side, the wire end support portions 41f and 41f of the shoe base 41 and the wires 52 and 53 that pass through the inside of the second section S2. Does not interfere with the head of each bolt 76 (see FIG. 14).

The wire pressing member 63 has its longitudinal direction oriented in the vertical direction, and has a guide groove 63a extending in the vertical direction. As shown in FIG. 23, the guide groove 63a is a bottomed groove opened toward the vehicle outer side, and there is a predetermined gap between the bottom surface of the guide groove 63a and the vehicle interior side wall 31a of the guide rail 31.

In the window regulator 40, the wires 52 and 53 are arranged as follows. As a premise, the door 10 has a curved outer surface shape that is convex toward the outer side of the vehicle, and the inner sash 30 and the guide rail 31 of the upright pillar sash 12 correspondingly correspond to the middle in the longitudinal direction (vertical direction). The portion has a curved shape protruding toward the vehicle outer side with respect to the upper and lower ends (see FIG. 4 ).

In the winding drum 51, the position at which the winding (pulling) of the second wire 53 into the spiral groove is started (shown as the winding start point P1 in FIG. 22) is relative to the drive shaft 50c that is the rotation center. It is set outside. As shown in FIG. 22, the second wire 53 extends obliquely upward from the winding start point P1 and is guided into the second section S2 through the through hole 31h of the guide rail 31. The second wire 53 that has entered the second section S2 is inserted into the guide groove 61a of the wire guide member 61 that is located slightly above the through hole 31h. The deflection of the second wire 53 in the inner and outer peripheral directions is restricted by the both side surfaces of the guide groove 61a.

The bottom surface of the guide groove 61a of the wire guide member 61 is a curved surface that is convex toward the vehicle outer side and has a larger curvature than the vehicle interior side wall 31a. If the second wire 53 that has passed through the through hole 31h of the guide rail 31 is guided along the vehicle interior side wall 31a without using the wire guide member 61, the second wire 53 will not be applied to the edge portion (especially the upper edge portion) of the through hole 31h. The second wire 53 may be rubbed and damaged. By supporting the second wire 53 on the bottom surface of the guide groove 61a and passing the second wire 53 at a position away from the vehicle interior side wall 31a to the vehicle exterior side, the second wire 53 is rubbed against the edge portion of the through hole 31h. It is preventing.

When the position of the bottom surface of the guide groove 61a with respect to the vehicle interior side wall 31a is lowered (closer to the vehicle interior), the approach angle of the second wire 53 from the take-up drum 51 side with respect to the through hole 31h becomes smaller, and the second path moves smoothly. It can lead to the section S2. On the other hand, the second wire 53 is likely to rub against the edge portion of the through hole 31h. If the position of the bottom surface of the guide groove 61a with respect to the inner wall 31a of the vehicle is set higher (closer to the outside of the vehicle), the entry angle of the second wire 53 from the winding drum 51 side with respect to the through hole 31h increases, so that the edge portion of the through hole 31h does not move. The contact of the second wire 53 is less likely to occur. On the other hand, the degree of bending of the second wire 53 in the second section S2 is increased, which may lead to an increase in resistance during driving. In consideration of these conditions, the second wire 53 is smoothly guided from the winding start point P1 of the winding drum 51 to the second section S2, and the second wire 53 rubs against the edge portion of the through hole 31h. The bottom surface position of the guide groove 61a is set so as to have an optimum height.

Above the wire guide member 61, the second wire 53 extends along the vehicle exterior side surface (bottom surface of the second section S2) of the vehicle interior side wall 31a of the guide rail 31 (see FIGS. 9 and 22). Since the surface on the vehicle outer side of the vehicle inner side wall 31a is a smooth surface which is curved in a convex shape toward the vehicle outer side, the second wire 53 is smoothly guided without being caught.

Then, the second wire 53 is inserted into the wire insertion hole 41i of the wire end support portion 41g and connected to the shoe base 41 via the wire end 57 (see FIG. 21). The wire insertion hole 41i of the wire end support portion 41g is a hole having a closed cross-sectional shape that does not have a slit that opens laterally. Therefore, during assembly, the second wire 53 is inserted into the wire insertion hole 41i (the end opposite to the wire end 57 is inserted) first, and then the second wire 53 is wound around the winding drum 51. It is preferable to perform the connection and the connection.

In the take-up drum 51, the position at which the winding (pulling-in) of the first wire 52 into the spiral groove is started (shown as a winding start point P2 in FIG. 22) is relative to the drive shaft 50c which is the center of rotation. It is set inside. As shown in FIG. 22, the first wire 52 extends upward from the winding start point P2. The first wire 52 extending upward from the winding drum 51 is inserted into the guide groove 60 b of the wire guide member 60. The deflection of the first wire 52 in the inner and outer peripheral directions is restricted by both side surfaces of the guide groove 60b.

The bottom surface of the guide groove 60b of the wire guide member 60 is a curved surface that is convex toward the vehicle outer side and has a larger curvature than the vehicle interior side wall 31a. When not held by the wire guide member 60, the locus of the first wire 52 connects the take-up drum 51 and the guide pulley 54 at the shortest distance on the concave side (inside the vehicle) of the guide rail 31 that is convex outward. Becomes This virtual wire locus is shown as a wire short-circuit locus 52x in FIG. The bottom surface of the guide groove 60b supports the first wire 52 in a state in which the first wire 52 is pushed to the outside of the vehicle with respect to the wire short-circuit locus 52x.

As shown in FIG. 22, the first wire 52 is further supported by the wire pressing member 63 at an intermediate position between the winding drum 51 and the guide pulley 54 in the vertical direction. The deflection of the first wire 52 in the inner and outer peripheral directions is restricted by both side surfaces of the guide groove 63a of the wire pressing member 63.

The bottom surface of the guide groove 63a of the wire pressing member 63 is a curved surface that is convex toward the vehicle outer side and has a larger curvature than the vehicle interior side wall 31a. The bottom surface of the guide groove 63a has a smaller distance from the vehicle interior side wall 31a of the guide rail 31 than the bottom surface of the guide groove 60b of the wire guide member 60 (see FIG. 22), and the first wire retained by the bottom surface of the guide groove 60b. 52 is pushed further outside the vehicle.

The first wire 52 whose locus is changed from the wire short-circuit locus 52x by the wire guide member 60 and the wire pressing member 63 has an appropriate distance with respect to the inner surface of the inner side wall 31a of the guide rail 31 that is curved in a concave shape. The wires are arranged in the up-down direction while maintaining (the position within the third section S3).

Inside the door panel 10a where the guide rail 31 is exposed without being covered by the inner sash 30, the first wire 52 is vertically exposed in the exposed state while keeping a predetermined distance from the vehicle interior side wall 31a of the guide rail 31. It is extended.

In the general cross section of the upright pillar sash 12 above the belt line reinforcement 16, the first wire 52 passes through the third section S3 surrounded by the frame portion 30a of the inner sash 30 and the vehicle interior side wall 31a of the guide rail 31. (See Figure 9). The wire pressing member 63 is housed in the third section S3 with a general cross-section, and reliably guides the first wire 52 (see FIG. 14). In the door corner portion 10d in which the connecting member 35 is provided instead of the frame portion 30a of the inner sash 30, the first wire 52 continues to pass through the third section S3 surrounded by the second frame portion 35b and the vehicle interior side wall 31a ( (See FIG. 17).

Then, the first wire 52 reaching near the upper end of the guide rail 31 is wound around the wire guide groove on the outer periphery of the guide pulley 54. As described above, the guide pulley 54 is provided at a position that extends over the second section S2 and the third section S3 through the through hole 31i of the guide rail 31. Therefore, the first wire 52, which extends upward on the third partition S3 side and is guided to the guide pulley 54, reverses the extending direction along the wire guide groove of the guide pulley 54 and moves downward in the second partition S2. Head to. In other words, one end and the other end (winding start point Q1 and winding start point Q2 shown in FIGS. 16 and 23) of the winding region of the first wire 52 with respect to the wire guide groove of the guide pulley 54 are the pulley pins 62a. Are arranged in the second section S2 and the third section S3 in a substantially symmetrical positional relationship.

The first wire 52 extending downward from the winding start point Q2 of the guide pulley 54 is inserted into the wire insertion hole 41h of the wire end support portion 41f in the second section S2, and is attached to the shoe base 41 via the wire end 55. Connected (see FIG. 21). The wire insertion hole 41h of the wire end support portion 41f is a hole having a closed cross-sectional shape that does not have a slit that opens laterally. Therefore, at the time of assembly, the first wire 52 is inserted into the wire insertion hole 41h (the end opposite to the wire end 55 is inserted) first, and then the first pulley 52 and the take-up drum 51 are first inserted. It is preferable to wind and connect the wire 52.

When the first wire 52 and the second wire 53 are routed as described above, the compression spring 56 and the compression spring 58 press the wire end 55 and the wire end 57 toward each other, so that the wires 52 and 53 are Predetermined tension is applied. As a result, the slider 45 to which the wires 52 and 53 are connected is stabilized, and the window glass W whose position is controlled via the slider 45 is held and lifted with high precision.

As shown in FIG. 21, the shoe base 41 accommodates 56, 57 and compression springs 56, 58 between the wire end support portion 41f and the wire end support portion 41g. This accommodating portion is configured only by the opposing end face portions of the two wire end support portions 41f, 41f (the faces where the end faces of the wire end 55 and the wire end 57 contact each other). There is no side wall surrounding the side surface. Therefore, the wire connection structure is realized with a very compact and simple structure.

As shown in FIG. 21, the wire end supporting portions 41f and 41f have a length in the up-down direction larger than the width of the end surface with which the wire ends 55 and 57 contact. That is, the supporting length of the wires 52 and 53 by the wire insertion holes 41h and 41h is increased. When the linearity of the wires 52 and 53 is maintained by the wire insertion holes 41h and 41h having a long support length, the effect of suppressing the lateral swing of the wire ends 55 and 57 located in the vicinity thereof can be obtained.

Further, when the wire end support portions 41f, 41f are inserted in the second section S2 of the guide rail 31, the inner surface (the vehicle inner side wall 31a, the outer peripheral side wall 31c, the cover wall 31e, and the partition wall 31f) of the second section S2 is the wire end 55. , 57 is laterally surrounded to suppress the shake. As shown in FIG. 17, there is a predetermined clearance between the inner surface of the second section S2 and the wire end 55 (or the wire end 57), and the positions of the wire ends 55 and 57 are not strictly defined. Absent. However, an excessive displacement of the wire ends 55, 57 that deviates from the upper position of the wire end supporting portions 41f, 41f can be prevented by the inner surface of the second section S2.

From the above, as the wire connection structure in the shoe base 41, there is a minimum configuration (driving force transmission portion) in which the end surfaces of the wire ends 55 and 57 are brought into contact with each other in the extending direction of the wires 52 and 53 to receive the pulling force. It's enough. Particularly, in the window regulator 40 of the present embodiment, most of the lifting mechanism except the motor unit 50 is housed in the internal space of the upright pillar sash 12 that is vertically elongated. Therefore, it is extremely effective in terms of space efficiency to complete the wire connection structure in an elongated space between the facing surfaces of the wire end support portions 41f, 41f that are vertically separated from each other. Specifically, the sectional area of the second section S2 in which the wire end support portions 41f, 41f are housed can be small. Therefore, the first section S1 into which the shoes 43 and 44 are inserted and the second section S2 into which the wires 52 and 53 are inserted are arranged in parallel without increasing the width of the frame portion 30a in the inner and outer peripheral directions. Is possible. Further, since the second section S2 is also compact in the inside/outside direction of the vehicle, the second section S2 and the third section S3 in which the wires 52 and 53 are inserted are separated from the windshield W to the vehicle interior side wall 30d of the frame portion 30a ( The second frame portion 35b can be arranged in parallel within the dimension of which the depth to the vehicle interior side wall 35e) is restricted.

When assembling the window regulator 40, it is preferable from the viewpoint of workability that the work is performed with the wires 52 and 53 loosened and that the final tension is applied to the wires 52 and 53 as late as possible. .. In the manufacture of the window regulator 40 of the present embodiment, the wires 52 and 53 are tensioned by attaching the wire pressing member 63 after performing a general assembly of parts and wire arrangement. As described above, the wire pressing member 63 is located on the concave side (inside the vehicle) of the curved guide rail 31 (outside the vehicle) with respect to the wire short-circuit locus 52x connecting the winding drum 51 and the guide pulley 54 at the shortest distance. It is located inside the recess) and supports the first wire 52. That is, the tension of the first wire 52 is increased by changing the routing locus of the first wire 52 toward the outside of the vehicle and making the actual locus of the first wire 52 longer than the wire short-circuit locus 52x. ..

In addition to the wire pressing member 63, the wire guide member 60 also supports the first wire 52 on the concave side (inside the vehicle) of the guide rail 31. Therefore, even if the wire pressing member 63 is not attached, a certain amount of tension is applied to each of the wires 52 and 53 when the wire guide member 60 is attached. If the wires 52 and 53 are loosened too much, the wires may easily come off from the guide pulley 54 and the assemblability deteriorates. However, by attaching the wire guide member 60, the wires 52 and 53 are in an appropriately stable state. You can proceed with the work. When assembling the wire pressing member 63 at the final stage, it is sufficient to press a small amount of the first wire 52 supported by the wire guide member 60 in advance, so that the wire pressing member 63 is also excellent in assembling.

The wire pressing member 63 is housed in the third section S3 in the completed state of the upright pillar sash 12 (see FIG. 14 ). Therefore, before the guide rail 31 is combined with the inner sash 30 and the connecting member 35, the assembling of each component of the window regulator 40 including the wire pressing member 63 is completed. FIG. 19 shows the regulator assembly 40A in this state. The regulator assembly 40A has already been completed as a functional unit that moves (elevates) the window glass W along the guide rail 31. Therefore, it is possible to perform operation check, inspection, shipment (sales), maintenance, etc. in the state of the regulator assembly 40A.

In addition, in the regulator assembly 40A shown in FIG. 19, the connecting member 35 is not attached. Therefore, the upper bolt 73 (see FIGS. 18 and 23) of the pair of bolts 73 that fastens the support seat 62c of the pulley bracket 62 is not fixed to the screw hole 35p of the connection member 35. However, the lower bolt 73 is screwed into the nut 77, and the support seat 62c is fixed to the guide rail 31 and is stable.

A state in which the window glass W is moved up and down by the window regulator 40 having the above configuration is shown in FIGS. 20, 23 and 24. The solid line in FIG. 20 shows the fully closed position (top dead center) where the window glass W is raised most, and the two-dot chain line shown in FIG. The position (bottom dead center). FIG. 23 shows the state of the window regulator 40 at the fully opened position of the window glass W, and FIG. 24 shows the state of the window regulator 40 at the fully opened position of the window glass W.

At the fully closed position of the window glass W, as shown in FIG. 23, the shoe 43 of the upper slider 45 reaches the vicinity of the upper end of the guide rail 31. A guide pulley 54 is provided near the upper end of the guide rail 31, but the first section S1 in which the shoe 43 is inserted and the second section S2 in which the guide pulley 54 is arranged are arranged in parallel in the inner and outer peripheral directions. Therefore, the shoe 43 and the guide pulley 54 do not interfere with each other.

At the fully closed position of the window glass W, as shown in FIG. 23, the upper wire end support portion 41f provided on the slider 45 is located immediately below the guide pulley 54 (winding start point Q1). In the slider 45, the wire end support portion 41f is provided so as to be displaced downward with respect to the shoe 43 (shoe support portion 41c) (see FIG. 21). Therefore, the wire end support portion 41f can be positioned directly below the guide pulley 54 in a state where the shoe 43 reaches the position where the shoe 43 is in parallel with the guide pulley 54 as described above. That is, each element of the drive system can be housed in the vicinity of the upper end of the guide rail 31 with good space efficiency without impairing the smooth wiring of the first wire 52 around the guide pulley 54.

Further, the upper part of the upper slider 45 is located near the upper end of the vertical pillar sash 12 (door corner 10d), and the lower part of the lower slider 46 is located near the belt line reinforcement 16 (see FIG. 1). The windshield W is supported over substantially the entire area of the vertical column sash 12 in the vertical direction. As a result, the windshield W can be stably supported with extremely high accuracy, and the tilting resistance of the windshield W in the vehicle front-rear direction and the inside/outside direction of the vehicle can be improved.

As shown in FIG. 24, at the fully open position of the window glass W, the lower end surface of the wire end support portion 41 g below the shoe base 41 that constitutes the slider 45 contacts the stopper surface 61 b of the wire guide member 61. Therefore, further lowering of the windshield W is restricted. That is, the wire guide member 61 also functions as a mechanical stopper that defines the downward movement end of the window regulator 40.

Even in the fully open position, the window glass W is supported by the guide rail 31 in a wide range in the vertical direction within the door panel 10a, so that high support accuracy and stability of the window glass W can be obtained as in the fully closed position. Be done.

As described above, in the door 10 of the present embodiment, in the window regulator 40, the components of the lifting mechanism that transmits the driving force of the motor M, which is the driving source, to the window glass W is incorporated in the vertical pillar sash 12. As a result, the space efficiency and layout around the door panel 10a can be improved as compared with the existing configuration in which the window regulator is arranged in the internal space of the door panel 10a below the window opening 10c. For example, the degree of freedom in setting the shape of the door trim on the inner surface of the door is increased. In addition, the inner surface of the door can be made closer to the outer side of the vehicle to improve the foot handling property when getting on and off. Alternatively, the interior space of the door panel 10a can be widened to secure a space for arranging the functional components other than the window regulator, and the assembling of the components in the door panel 10a can be improved.

26 and 27 show the window regulator 140 of the second embodiment. While the window regulator 40 of the previous embodiment has a wire type transmission mechanism, the window regulator 140 has a rack and pinion type transmission mechanism. Other configurations are common to the previous embodiment, and common points are assigned the same reference numerals as those of the previous embodiment and description thereof is omitted.

As shown in FIG. 26, the motor unit 150 constituting the window regulator 140 is attached to the guide rail 31 at substantially the same position as the motor unit 50 of the previous embodiment (that is, inside the door panel 10a). The motor unit 150 includes a drive unit 150a having a motor M, and a pinion support member 150b that rotatably supports the pinion 90. The pinion 90 is connected to the drive shaft 150c, and the rotational drive force is transmitted from the drive unit 150a via the drive shaft 150c. The pinion support member 150b is fastened and fixed by bringing the upper and lower brackets 150d and 150e into contact with the vehicle interior side wall 31a of the guide rail 31 from the vehicle interior side. The pinion 90 supported in this way is rotationally driven about the drive shaft 150c facing the inner and outer peripheral directions.

A through hole 31j is formed in the vehicle interior side wall 31a of the guide rail 31 between the upper and lower brackets 150d and 150e of the pinion support member 150b to be fixed in the vehicle exterior direction. The through hole 31j is formed at a position where the second section S2 and the third section S3 (see FIG. 27) in the vertical pillar sash 12 communicate with each other. A part of the pinion 90 enters the second section S2 through the through hole 31j. FIG. 27 shows a general cross-sectional position of the upright pillar sash 12 above the position of the pinion 90, and the pinion 90 is virtually represented by a chain line.

A rack 91 is arranged in the second section S2 in the upright pillar sash 12 (guide rail 31). The rack 91 is a long member that extends along the longitudinal direction of the guide rail 31, and has tooth portions 91a facing the inside of the vehicle that are continuously formed in the longitudinal direction. A rack guide 92 that stably moves the rack 91 in the vertical direction is provided in the second section S2 (see FIG. 27).

The shoe base 41 of the slider 45 is provided with a rack connecting portion 41j projecting to the outer peripheral side from the connecting portion 41b near the center in the longitudinal direction (below the shoe supporting portion 41c). The rack connecting portion 41j extends into the second section S2 and is fixed to the surface of the rack 91 on the vehicle outer side (the surface on the side where the teeth 91a are not formed). The portion fixed to the rack connection portion 41j is a portion near the upper end of the rack 91.

The rack 91 arranged in the second section S2 extends to the position where the through hole 31j is formed, and the pinion 90 entering the second section S2 through the through hole 31j meshes with the tooth portion 91a of the rack 91. When the pinion 90 is rotated forward and backward by the driving force of the motor M, the meshing rack 91 moves in the vertical direction. The movement of the rack 91 is transmitted to the slider 45, and the window glass W moves up and down. The rack 91 has a length that meshes with the pinion 90 in the entire movable range from the fully closed position of the window glass W to the fully opened position (see FIG. 20).

Similar to the window regulator 40 of the previous embodiment, the window regulator 140 incorporates the components of the lifting mechanism that transmits the driving force of the motor M, which is the driving source, to the window glass W in the vertical column sash 12. In particular, since the transmission portion that transmits the driving force to the slider 45 is composed only of the pinion 90 and the rack 91, the number of parts is small, which is advantageous in terms of simplicity of construction, ease of production, and the like.

As described above, in the door 10 of the above-described embodiment, in the sliders 45 and 46 that slide on the guide rail 31 to move up and down the window glass W, the load reducing portions 41d are provided at the ends in the up-down direction (longitudinal direction). 41e and load reduction parts 42d and 42e are provided. As a result, when the sliders 45, 46 move along the guide rail 31, the load of the lip portion 33b of the elastic cover 33 can be reduced to realize a smooth operation, and the lip portion 33b may cause a chattering noise or the like. The sound can be suppressed.

The present invention is particularly useful when the elastic body that contacts the sliders 45 and 46 has a cantilever shape such as the lip portion 33b, but the shape of the elastic body is not limited to this. For example, the effect can be obtained even when a portion such as the hollow portion 33a of the elastic cover 33 contacts the sliders 45 and 46.

In the above embodiment, the load supporting portions 41d and 42d are provided at the ends of the glass support portions 41a and 42a of the shoe bases 41 and 42, the load reducing portions 41e and 42e are provided at the end portions of the connecting portion 41b, and the elastic cover 33 is provided. The load reducing effect is obtained at all locations where the lip portion 33b may come into contact. Unlike this, it is also possible to select a place where the load reducing unit is provided. For example, when the load reduction at the portion of the lip portion 33b where the tip contacts is particularly important, the load reduction portions 41d and 42d of the glass support portions 41a and 42a are omitted, and the load reduction of the connection portions 41b and 42b is omitted. You may provide only the parts 41e and 42e.

Further, as described above, since the lip portion 33b is located on the outer peripheral side of the connecting portions 41b and 42b, the lip portion 33b is arranged on the pair of side surfaces in the inner and outer peripheral directions of the connecting portions 41b and 42b. It is also possible to provide a shape corresponding to the tapered surfaces 41e1 and 41e2 only on the end of the side surface on the outer peripheral side (without tapering the end of the side surface on the inner peripheral side) to configure the load reducing section.

In the door 10 of the above-described embodiment, the guide rail 31 is incorporated in the upright pillar sash 12, and then the constituent elements of the window regulators 40 and 140 are attached to the guide rail 31. On the other hand, the present invention can be applied to a door of a type in which components of a window regulator including a guide rail are attached to an inner panel that constitutes a door panel.

Further, the present invention can be applied to sliders of types other than the T-shaped cross-sectional shape such as the shoe bases 41 and 42 of the above-described embodiment. As an example, a slider fixed to the windshield (corresponding to the glass supporting portions 41a and 42a) and a portion connecting to the shoe (corresponding to the connecting portions 41b and 42b) have an L-shaped cross-sectional shape. And so on.

In the door sash 10b of the above embodiment, the upper sash 11 and the upright pillar sash 12 are connected by the connecting member 35 at the door corner portion 10d, but the upper sash and the upright pillar sash are directly joined at the door corner portion. It can also be applied to door sashes.

The door 10 of the above-described embodiment is a type of door (sash door) in which a frame-shaped door sash 10b formed of a member different from the door panel 10a is provided above the door panel 10a, but other doors It can also be applied to. 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 formed integrally, an inner panel and an outer panel, and an inner side and an outer side of the door sash are integrally formed and then combined. The slider structure of the present invention may be applied to a panel door), a door of a type having only a portion corresponding to the upright pillar sash 12 without having a portion corresponding to the upper sash 11 (a kind of hard top), and the like. These various doors are also applicable to the present invention as long as they have a slider structure that guides a slider by a guide rail to open and close the window glass.

Further, in the above-described embodiment, the vertical pillar sash 12 is longer than the front sash 13 in the vertical direction, and the vertical rail sash 12 is provided with the guide rail 31 for guiding the sliders 45 and 46. However, in the case of a vehicle door in which the front sash has a sufficient length, it is possible to provide a guide rail on the front sash side. Alternatively, in the case of a vehicle door including a division bar that separates a window opening that is opened and closed by a movable window glass and a fixed window frame that is closed by the fixed window, a guide rail can be provided on the division bar.

The above embodiment is applied to the door 10 of a type in which the window glass W moves up and down, but the direction in which the window glass moves when opening and closing is not limited to this. For example, it can be applied to a door of a type in which a windshield slides in a lateral direction (horizontal direction). More specifically, if the extension direction of the guide rail 31 in the above embodiment is read as a horizontal direction instead of an up/down direction, a slider structure that supports a window glass that slides laterally is established.

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

Further, although the respective embodiments of the present invention have been described, other embodiments of the present invention may be a combination of the above-mentioned embodiments and modifications in whole or in part.

The embodiments of the present invention are not limited to the above-described embodiments and modifications, 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 the technology or another 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.

10: Door 10a: Door panel 10b: Door sash 10c: Window opening 10d: Door corner portion 11: Upper sash 12: Stand pillar sash (sash portion)
13: Front sash 20: Sash body 20a: Frame part 21: Sash molding 22: Glass run storage part 23: Glass run 24: Weatherstrip holding part 30: Inner sash 30a: Frame part 30b: Design part 30c: Step part 30d: Inner side wall 30e: Inner side wall 30f: Outer side wall 30g: Outer side extension 30h: Outer side extension 30i: Side contact surface 31: Guide rail 31a: Inner side wall 31b: Inner side wall 31c: Outer side wall 31c1: Positioning Part 31d: Bent part 31e: Cover wall 31f: Partition wall 31g: Holding wall 31h: Through hole 31i: Through hole 31j: Through hole 31k: Vehicle outer surface 32: Garnish 32a: Vehicle outer surface 32b: Vehicle inner surface 32c: Inner peripheral edge 32c1: Positioning portion 32d: Outer peripheral edge portion 32e: Inner peripheral side surface 32f: Outer peripheral side surface 32g: End surface 33: Elastic cover (elastic body)
33a: Hollow part (sealing part)
33b: lip part 33c: vehicle outer side wall 33d: inner peripheral side wall 33e: outer peripheral side wall 33f: outer peripheral protruding wall 33g: vehicle inner side wall 33h: inner peripheral side base wall 33i: outer peripheral side base wall 33j: vehicle inner side surface 35: connecting member 35a: First frame portion 35b: Second frame portion 35c: Contact end surface 35d: Insertion protrusion 35e: Inner side wall 35f: Inner side wall 35g: Outer side wall 35h: Bent portion 35i: Plate portion 35j: Insertion protrusion 35k: Step Part 35m: Thick part 35n: Escape recess 35p: Screw hole 36: Inner cover 40: Window regulator 40A: Regulator assembly 41: Shoe base 41a: Glass support part 41b: Connection part 41c: Shoe support part 41d: Load reduction part 41e : Load reduction part 41e1: Tapered surface 41e2: Tapered surface 41f: Wire end support part 41g: Wire end support part 41h: Wire insertion hole 41i: Wire insertion hole 41j: Rack connection part 42: Shoe base 42a: Glass support part 42b: Connection part 42c: Shoe support parts 42d, 42e: Load reduction part 43: Shoe 43a: Sliding base part 43b: First elastic contact part 43c: Second elastic contact part 44: Shoe 44a: Sliding base part 44b: First elastic contact Part 44c: Second elastic contact part 45: Slider 46: Slider 50: Motor unit 50a: Drive part 50b: Drum housing 50c: Drive shaft 51: Winding drum 52: First wire 52x: Wire short-circuit locus 53: Second wire 54: guide pulley 55: wire end 56: compression spring 57: wire end 58: compression spring 60: wire guide member 60a: arm portion 60b: guide groove 61: wire guide member 61a: guide groove 61b: stopper surface 62: pulley bracket 62a :Pulley pin 62b :Pulley support part 62c :Support seat 62d :Support seat 63 :Wire holding member 63a :Guide groove 73 :Bolt 80 :Upper mold 81 :Lower mold 90 :Pinion 91 :Rack 92 :Rack guide 140 :Wind regulator 150: Motor unit 150a: Drive part 150b: Pinion support member 150c: Drive shaft L1: Parting line M: Motor S1: First section S2: Second section S3: Third section U1: Holding recess U2: Gap W: Window Glass W1: Vehicle outside surface W2: Vehicle inside surface W3: Edge surface

Claims (8)

A guide rail provided on the vehicle door,
A slider that is slidably supported in the longitudinal direction with respect to the guide rail and that moves the window glass by the sliding;
An elastic body that is provided along the longitudinal direction of the guide rail, is positioned on a moving path of the slider in a free state, and is elastically deformed by being pressed by the slider;
A slider structure for a vehicle door, characterized in that a load reducing portion for reducing a load when pressing the elastic body is provided at an end portion of the slider in the longitudinal direction. The slider has a pair of side surfaces, the elastic body contacts one side surface of the pair of side surfaces ,
2. The slider structure for a vehicle door according to claim 1, wherein the load reducing portion reduces a width connecting the pair of side surfaces toward an end portion in the longitudinal direction of the slider. The load reduction unit, at least on the side of the one side surface of said elastic body abuts one of the pair of side surfaces, so as to approach the other side of the pair of side surfaces closer to the end portion in the longitudinal direction The slider structure for a vehicle door according to claim 2, wherein the slider structure has an inclined taper shape. The guide rail has a concave cross-sectional shape that is open toward the vehicle outer side, the open portion of the guide rail is opposed to the vehicle inner surface of the windshield,
The slider includes a glass support portion fixed to the interior side surface of the window glass, and the sliding portion in contact with the slidable with respect to the glass support portion and the guide rail located on the interior side of the A connecting portion that connects the glass support portion and the sliding portion in the in-vehicle and outward direction, and the connecting portion has a plate shape having the pair of side surfaces,
The elastic body has a cantilevered lip portion whose tip is elastically deformed by contacting one side surface of the connection portion,
4. The slider structure for a vehicle door according to claim 2, wherein the load reducing portion reduces a width connecting the pair of side surfaces of the connecting portion toward an end portion in the longitudinal direction. 5. The slider structure for a vehicle door according to claim 4, wherein the load reducing portion further reduces the thickness of the glass support portion in the vehicle interior and exterior directions toward the end portion in the longitudinal direction. The guide rail is provided in a sash portion that extends in the moving direction of the windshield along the edge of the windshield,
The elastic body has a sealing portion which is held by the sash portion and seals between the edge portion of the windshield glass and the sash portion in a watertight manner, and the lip portion extends from the sealing portion to the windshield wheel. The vehicle door slider structure according to claim 4 or 5, wherein the slider structure extends along an inner surface. The door sash that surrounds a window opening that is opened and closed by the windshield is provided, and the sash portion is a vertical pillar sash that extends downward from an end portion of an upper sash located at an upper edge of the door sash. Vehicle door slider structure. 8. The slider structure for a vehicle door according to claim 1, wherein the slider includes the load reducing portions at both ends in the longitudinal direction.

Images