JP7087934B2 - Opening and closing body drive device and its assembly method, and door frame assembly - Google Patents

Description

The present invention relates to an opening / closing body driving device, an assembly method thereof, and a door frame assembly.

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

Japanese Unexamined Patent Publication No. 2010-137620

However, in the conventional opening / closing body drive device including the resin window for a vehicle of Patent Document 1, the drive gear (drive unit) and the driven gear (driven unit) may not be smoothly meshed when assembled to the vehicle. be. For example, if the meshed portion of the drive gear (driven portion) and the driven gear (driven portion) and the meshed portion face each other (contact), a tooth chipping at the tip of the gear may occur.

The present invention has been made based on the above awareness of the problem, and provides an opening / closing body driving device capable of smoothly meshing a driving gear and a driven gear, an assembling method thereof, and a door frame assembly. The purpose.

The open / close body drive device of the present embodiment includes a driven gear extending in the drive direction of the open / close body, a drive gear that drives the open / close body along the drive direction by driving the driven gear, and the driven gear. It is characterized by having a rotary drive mechanism that rotates the drive gear about a rotation axis in a direction orthogonal to the drive direction and the facing direction when the drive gear is brought close to the gear from the opposite direction and meshed with the gear. It is supposed to be.

The drive gear is supported by a drive unit that generates a driving force transmitted to the driven gear, and the drive unit has a plurality of fastening portions that can be fastened to a fixing member on the side of the driven gear. The rotation drive mechanism may have a temporary fastening portion that is selected from the plurality of fastening portions and is rotatably temporarily fastened to the fixing member.

The plurality of fastening portions have at least a first fastening hole made of a round hole, a second fastening hole made of a long hole, and a third fastening hole made of a stupid hole. The temporary fastening portion may be configured.

The rotation drive mechanism may have a rotation jig that rotates the drive unit with respect to the fixing member around the temporary fastening portion.

The rotary jig may be formed integrally with or separately from the drive unit.

The method of assembling the opening / closing body drive device of the present embodiment includes a driven gear extending in the driving direction of the opening / closing body and a drive gear that drives the opening / closing body along the driving direction by driving the driven gear. A method of assembling an opening / closing body drive device having a It is characterized by having a step of rotating around the rotation axis of.

In the rotation step, the drive gear may be rotated in a direction in which the driven gear and the opening / closing body are lifted.

In the rotating step, a rotating jig that supports the drive gear and rotates a drive unit that generates a driving force transmitted to the driven gear with respect to a fixing member on the side of the driven gear is used. The drive gear may be rotated.

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

According to the present invention, it is possible to provide an opening / closing body driving device capable of smoothly meshing a driving gear and a driven gear, an assembling method thereof, and a door frame assembly.

It is a side view of a vehicle door. It is a perspective view of the door frame, the guide rail, the window assembly, and the drive unit disassembled. It is a perspective view which shows the assembly of a guide rail, a window assembly, and a drive unit with respect to a door frame. It is an exploded perspective view of a window assembly. It is sectional drawing of the vertical pillar sash along the line AA of FIG. It is sectional drawing of the vertical column sash in the state which the slider shoe reached the position of the line AA of FIG. It is a perspective view which shows the vicinity of the upper end of a slider base. It is a figure which shows the state which the movement of the window glass is restricted by the contact between the stopper part of a slider shoe and a pinion. It is sectional drawing of the front sash along the line BB of FIG. 1 and the periphery thereof. It is an exploded perspective view which shows an example of the internal structure of a drive unit. It is a partial cross-sectional view which shows an example of the internal structure of a drive unit. FIG. 11 is a cross-sectional view taken along the line XII-XII of FIG. 11 and is a diagram showing a first aspect of the function-disappearing portion. It is sectional drawing corresponding to FIG. 12, which shows the 2nd aspect of the function disappearing part. It is sectional drawing corresponding to FIG. 12, which shows the 3rd aspect of the function disappearance part. It is sectional drawing corresponding to FIG. 12, which shows the 4th aspect of the function disappearance part. It is a figure which shows the wind regulator with the drive unit attached. It is a figure which shows the assembly process to the lock bracket of a drive unit and a wind regulator.

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

In the following description, the inside and outside of the vehicle 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 (thickness direction of the door 10) is the inside and outside of the vehicle. Called. Further, of the door frame 10b, the side facing the window opening 10c is the inner peripheral side, and the opposite side of the window opening 10c (the side facing the inner edge of the body opening with the door 10 closed) is the outer peripheral side. The direction connecting the outer peripheral side is called the inner outer 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 space inside the door panel (not shown) is formed between the inner panel and the outer panel, and the upper edge of the space inside the door panel opens to the window opening 10c side.

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

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

In the space inside the door panel, a mirror bracket 14 is arranged at the front portion and a lock bracket 15 is arranged at the rear portion. The mirror bracket 14 and the lock bracket 15 are fixed to the door panel 10a, respectively, the front sash 13 is fixed to the mirror bracket 14, and the vertical sash 12 is fixed to the lock bracket 15. A part of the mirror bracket 14 protrudes upward from the door panel 10a and has a shape that fits in the triangular space between the upper sash 11 and the front sash 13, and the door mirror (not shown) with respect to the portion 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 space inside the door panel. The beltline reinforcement 16 is composed of an inner reinforcement 16a located inside the vehicle and an outer reinforcement 16b located outside the vehicle. The front end of the inner reinforcement 16a is fixed to the mirror bracket 14, and the rear end is fixed to the lock bracket 15. As shown in FIG. 1, the rear end of the inner ring force 16a is fastened and fixed to the lock bracket 15 by the fastening portions Q1 and Q2. Further, in the fastening portion Q1, the drive unit 60, which will be described later, is fastened and fixed (co-tightened) to the lock bracket 15 and the inner force 16a.

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

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

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

At the fully closed position of the window glass W (FIG. 1), the upper edge portion of the window glass W enters the glass run storage portion 23 of the upper sash 11. The glass run is in close contact with the vehicle outer surface W1 and the vehicle inner side surface W2 and the edge surface W3 of the window glass W that has entered the glass run storage unit 23, and the window is in a watertight state to prevent raindrops and the like from entering the vehicle interior. The upper edge of the glass W is elastically held by the glass run.

As shown in FIG. 9, the upper sash 11 is further formed with a weather strip holding portion 24 on the outer peripheral side opposite to the glass run accommodating portion 23. The weather strip holding portion 24 holds a weather strip made of an elastic body (omitted in FIG. 9). The weather strip held by the weather strip holding portion 24 is continuous with the weather strip 38 (FIGS. 5 and 6) held by the vertical column sash 12, which will be described later.

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

The inner sash 30 has a frame portion 31 located inside the vehicle, a design portion 32 located outside the vehicle, and a step portion 33 connecting the frame portion 31 and the design portion 32. The frame portion 31 is a portion corresponding to the frame portion 20 in the upper sash 11. More specifically, the frame portion 31 is formed from the vehicle inner side wall 31a located inside the vehicle, the inner peripheral side wall 31b extending outward from the inner peripheral end of the vehicle inner side wall 31a, and the outer peripheral end of the vehicle inner side wall 31a. It has an outer peripheral side wall 31c extending to the outside of the vehicle. The inner peripheral side wall 31b and the outer peripheral side wall 31c increase their distance from each other as they move away from the inner side wall 31a of the vehicle.

Unlike the frame portion 20 (see FIG. 9) of the upper sash 11 having a closed cross-sectional shape, the inner sash 30 of the vertical column sash 12 connects the inner peripheral side wall 31b of the frame portion 31 and the outer end portion of the outer peripheral side wall 31c. It has a bag-shaped cross-sectional shape that is opened toward the outside of the vehicle without being used.

The stepped portion 33 of the inner sash 30 has an outer peripheral extending portion 33a extending from the outer peripheral end of the outer peripheral side wall 31c to the outer peripheral side and an outer peripheral extending portion 33a extending outward from the outer peripheral end of the outer peripheral extending portion 33a. It has 33b and. The design portion 32 extends from the outer end portion of the vehicle outer extension portion 33b to the outer peripheral side.

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

In the guide rail 40, the inner peripheral side wall 42 and the outer peripheral side wall 43 arranged apart from each other in the inner and outer peripheral directions, and the vehicle inner side wall 41 connecting them form a recess opened toward the outside of the vehicle, and the inside of the recess is a guide. It is a space S. The pair of facing surfaces (inner surfaces facing the guide space S) of the inner peripheral side wall 42 and the outer peripheral side wall 43 are substantially parallel to each other, and extend in the vertical direction while keeping a constant distance in the inner and outer peripheral directions. The inner peripheral side wall 42 and the outer peripheral side wall 43 are fitted inside the inner peripheral side wall 31b and the outer peripheral side wall 31c of the frame portion 31 of the inner sash 30, respectively. Therefore, the inner peripheral side wall 42 and the outer peripheral side wall 43 become thicker as they move toward the outside of the vehicle away from the inner side wall 41 of the vehicle. The portion where the inner peripheral side wall 42 and the outer peripheral side wall 43 have the maximum wall thickness is the end face facing the outside of the vehicle. The end surface of the inner peripheral side wall 42 and the end surface of the outer peripheral side wall 43 are substantially flush with each other with the opening portion of the guide space S interposed therebetween.

The bent portion 45 projects from the outer end portion of the vehicle where the wall thickness of the inner peripheral side wall 42 is maximized in the direction of further increasing the wall thickness of the inner peripheral side wall 42 (outer peripheral side), and is formed in the guide space S. The outside of the car is partially blocked. That is, the bending portion 45 makes the opening width of the guide space S in the inner and outer peripheral directions narrower than the width inside the guide space S.

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

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

It includes an inner garnish 34 that covers the frame portion 31 of the inner sash 30 from the inside of the vehicle, and an outer garnish 35 that covers the design portion 32 and the step portion 33 from the outside of the vehicle. The inner garnish 34 and the outer garnish 35 are long members extending in the longitudinal direction of the vertical column sash 12, and are made of synthetic resin, metal, or the like. The inner garnish 34 constitutes the appearance of the inside of the vertical pillar sash 12, and the outer garnish 35 constitutes the appearance of the outside of the vertical pillar sash 12.

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

An elastic cover 36 and an elastic cover 37 are attached to the guide rail 40 at a position on the inner peripheral side of the outer garnish 35. The elastic covers 36 and 37 are all made of a non-permeable elastic material (for example, rubber), and are long members extending in the longitudinal direction of the vertical column sash 12. 5 and 6 show the shapes of the elastic covers 36 and 37 in the initial state (free state) that are not subjected to external force.

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

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

The elastic cover 37 has a base portion 37a supported by the outer peripheral side seat surface 47, a plate-shaped portion 37b protruding inward from the base portion 37a, and a cantilever-shaped portion protruding inward from the vicinity of the tip of the plate-shaped portion 37b. The first lip portion 37c, the cantilevered second lip portion 37d protruding from the vicinity of the inner peripheral side end portion of the base portion 37a to the outer peripheral side and the inner peripheral side of the vehicle, and the holding portion 37e located on the outer peripheral side of the plate-shaped portion 37b. And have.

The lip portion 36b of the elastic cover 36 and the second lip portion 37d of the elastic cover 37 extend in a direction approaching each other and cover the outside of the guide space S. The first lip portion 37c of the elastic cover 37 is located outside the vehicle with respect to the second lip portion 37d. The outer garnish 35 is formed with a bent portion 35a in which the end portion on the inner peripheral side is bent inward. The bent portion 35a is fitted between the plate-shaped portion 37b and the pressing portion 37e to stably hold the elastic cover 37.

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

The first lip portion 37c of the elastic cover 37 is located at a position facing the rear edge surface W3 of the window glass W in the inner and outer peripheral directions. The first lip portion 37c is pushed toward the outer peripheral side by the edge surface W3 and elastically deformed. The pressing force applied to the first lip portion 37c is received by the plate-shaped portion 37b, and the plate-shaped portion 37b abuts on the bent portion 35a of the outer garnish 35 to restrict movement to the outer peripheral side. Further, since the plate-shaped portion 37b and the pressing portion 37e are fitted to the bent portion 35a, the elasticity of the elastic cover 37 is high. Therefore, the first lip portion 37c is in close contact with the edge surface W3 with a predetermined reaction force, watertightly closes the space between the window glass W and the outer garnish 35, and suppresses the vibration of the window glass W.

The hollow portion 36a of the elastic cover 36 is located between the vehicle interior side surface W2 of the window glass W and the guide rail 40 (inner peripheral side seat surface 46) in the vehicle interior / external direction. The protruding portion of the hollow portion 36a to the outside of the vehicle is pressed by the vehicle interior side surface W2 of the window glass W, and the hollow portion 36a is compressed and deformed in the vehicle interior / external direction. As a result, the elastic cover 36 closes the space between the vehicle inner side surface W2 and the guide rail 40 in a watertight manner, and suppresses the vibration of the window glass W. In addition to sealing the window glass W with the edge surface W3 by the first lip portion 37c, the window glass W is sealed with the hollow portion 36a with respect to the vehicle inner side surface W2, so that the watertightness between the window glass W and the vertical column sash 12 is improved. Further improve.

In particular, in the door 10 of the present embodiment, the components of the wind regulator 19 are incorporated in the vertical column sash 12 as described later. Therefore, it is highly effective to make the space between the window glass W and the vertical column sash 12 highly waterproof by the elastic covers 36 and 37.

Although the details will be described later, the guide space S of the guide rail 40 is a portion that slidably supports the slider shoes 52 and 53 attached to the window glass W. Then, the position of the window glass W in the inner / outer peripheral direction is determined by the inner peripheral side wall 42 and the outer peripheral side wall 43 constituting the guide space S of the guide rail 40, and the window in the vehicle inner / outer direction is determined by the vehicle inner side wall 41 and the bent portion 45. The position of the glass W is determined. The inner peripheral side seat surface 46 and the outer peripheral side seat surface 47 that support the elastic covers 36 and 37 are provided on the guide rail 40. That is, both the window glass W and the elastic covers 36 and 37 are positioned with the guide rail 40 as a reference. As a result, the positional relationship between the window glass W and the elastic covers 36 and 37 is stable (less likely to vary). Since the elastic covers 36 and 37 function as sealing members under the pressure of the window glass W, if the positional relationship between the window glass W and the elastic covers 36 and 37 is stable, the elastic covers W and the vertical column sash 12 will be subjected to each part. The degree of adhesion of the elastic covers 36 and 37 is stable, and a high degree of watertightness can be ensured by the elastic covers 36 and 37.

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

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

Further, on the inner peripheral side of the outer garnish 35, the entire elastic cover 36 and the second lip portion 37d of the elastic cover 37 are located inside the window glass W, and the internal structure of the vertical column sash 12 almost appears in the appearance. Will be covered without. Therefore, an excellent aesthetic appearance can be obtained even in a region where the window glass W and the vertical pillar sash 12 overlap in the vehicle interior / external direction.

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

Further, the weather strip 38 covers the outer peripheral extending portion 33a of the step portion 33 from the inside of the vehicle. The area covered by the weather strip 38 also includes the head of the bolt 17. Therefore, by attaching the weather strip 38, the fastening portion between the inner sash 30 and the guide rail 40 cannot be visually recognized from the inside of the vehicle.

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

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

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

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

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

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

The force for relatively moving the window glass W and the slider base 51 in the elevating direction acts as a shear load in the elevating direction between the vehicle inner side surface W2 (mounting area G1) and the glass fixing portion 51a. By receiving the lower end of the window glass W with the lower end receiving portion 51c provided on the slider base 51, the window glass W and the slider base 51 can be fixed with high strength, and the window glass W and the slider base due to such a shear load can be fixed. It is possible to reliably prevent the 51 from being displaced or separated.

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

The slider shoes 52 and 53 have sliding base portions 52a and 53a having a rectangular cross-sectional shape that fit in the guide space S of the guide rail 40, respectively. The cantilevered first bullet contact portions 52b and 53b and the cantilevered second bullet contact portions 52d and 53d project from the sliding base portions 52a and 53a, respectively. Further, the stopper portions 52c and 53c project from the sliding base portions 52a and 53a toward the longitudinal direction of the slider base 51. The slider shoes 52 and 53 are each made of a synthetic resin or the like having a hardness lower than that of the material constituting the guide rail 40 in order to realize smooth movement while preventing abnormal noise and vibration.

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

When the slider shoe 52 is assembled to the slider base 51, the first bullet contact portion 52b protrudes inward of the vehicle with respect to the sliding base portion 52a, and the second bullet contact portion 52d (see FIG. 8) is on the outer periphery with respect to the sliding base portion 52a. Protruding to the side. When the slider shoe 53 is assembled to the slider base 51, the first bullet contact portion 53b protrudes inward of the vehicle with respect to the sliding base portion 53a, and the second bullet contact portion 53d protrudes inward with respect to the sliding base portion 52a. ..

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

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

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

The rack 54 is mounted on the slider base 51 by bringing the mounting portion 54b into contact with the outer peripheral surface of the connecting portion 51b. A plurality of screw holes 51f corresponding to the mounting holes 54c are formed in the connection portion 51b, and the fixing screws 57 (FIGS. 4 and 5) are screwed into the screw holes 51f through the respective mounting holes 54c and tightened. The rack 54 is fixed to the slider base 51. The portion of the main body portion 54a facing the outside of the vehicle is a recess for fitting the inside end portion of the connection portion 51b (see FIG. 5), and the rack 54 can be firmly fixed to the slider base 51. can.

Of the main body portion 54a of the rack 54, teeth 54d are formed at equal intervals in the longitudinal direction on the surface facing the inner peripheral side when attached to the slider base 51 (see FIGS. 4 and 7). The teeth 54d are formed by partially recessing the main body portion 54a, and the outside and inside of the vehicle of the teeth 54d are closed by the side wall portions 54g and 54h constituting the main body portion 54a. By providing the side wall portions 54g and 54h on both sides of the teeth 54d, the rigidity of the rack 54 is improved. A support protrusion 54e (FIG. 5) is formed on the surface of the main body portion 54a facing the outer peripheral side opposite to the teeth 54d.

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

A slide guide 55 is attached to the front edge side of the window glass W. As shown in FIG. 9, the slide guide 55 is a plate-shaped member having both sides facing in and out of the vehicle, and has a mounting portion 55a located on the inner peripheral side and a protruding portion 55b protruding from the mounting portion 55a to the outer peripheral side. And a stepped portion 55c connecting the mounting portion 55a and the protruding portion 55b. The mounting portion 55a is located on the outer side of the vehicle from the protruding portion 55b, and the stepped portion 55c has an inclined shape that protrudes outward from the protruding portion 55b toward the mounting portion 55a. The surface of the mounting portion 55a facing the vehicle side is fixed to the mounting area G2 (FIG. 4) of the vehicle interior side surface W2 of the window glass W by adhesion or the like.

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

As shown in FIG. 6, in the vertical column sash 12, the upper and lower slider shoes 52 and 53 slide in the longitudinal direction of the guide rail 40 (the elevating direction of the window glass W) with respect to the inside of the guide space S of the guide rail 40. It is housed movably. The vehicle inner side wall 41 and the bent portion 45 surrounding the guide space S restrict the movement of the slider shoes 52 and 53 in the vehicle interior / external direction. Further, the inner peripheral side wall 42 and the outer peripheral side wall 43 restrict the movement of the slider shoes 52 and 53 in the inner and outer peripheral directions.

The first bullet contact portion 52b and the second bullet contact portion 52d provided on the slider shoe 52 abut on the inner side wall 41 and the outer peripheral side wall 43 and are elastically deformed to prevent the slider shoe 52 from rattling. The first bullet contact portion 53b and the second bullet contact portion 53d provided on the slider shoe 53 abut on the inner side wall 41 and the inner peripheral side wall 42 and are elastically deformed to prevent the slider shoe 53 from rattling.

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

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

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

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

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

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

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

Since the slider shoe 52 and the slider shoe 53 constituting the window regulator 19 support the window glass W at a position greatly separated in the vertical direction (the shoe pitch, which is the vertical distance between the two slider shoes 52 and 53, is large), the window is displayed. The position accuracy and stability of the glass W are extremely high. The larger the shoe pitch, the easier it is to suppress the inclination of the window glass W with respect to the guide rail 40 (particularly, the inclination in the front-rear direction of the vehicle), and it is possible to obtain high-precision support and high stability of the window glass W.

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

In the support structure on the vertical column sash 12 side that supports the window glass W with such excellent accuracy and stability, an elastic member (general concave structure glass) that holds the window glass W by sandwiching it in the vehicle interior / external direction is used. Run) is not provided. The elastic covers 36, 37 that the vicinity of the trailing edge of the window glass W abuts provide waterproofness between the window glass W and the vertical pillar sash 12 (outer garnish 35), and also function as an exterior component of the vertical pillar sash 12. It is possible to make a compact and simple cross-sectional shape.

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

The lip portion 36b of the elastic cover 36 and the second lip portion 37d of the elastic cover 37 extend in the inner and outer peripheral directions, and in a free state, the vicinity of the tips thereof overlap each other (see FIGS. 5 and 6). Therefore, at the cross-sectional position of the vertical column sash 12 in which the slider base 51 is present, the elastically deformed lip portion 36b and the second lip portion 37d are in close contact with the connecting portion 51b from both sides and with respect to the glass fixing portion 51a. Adhere from the inside. This makes it possible to reliably seal around the slider base 51. By extending the glass fixing portion 51a to a position on the outer peripheral side of the edge surface W3 of the window glass W, the contact range of the second lip portion 37d with respect to the glass fixing portion 51a can be secured. Further, at the cross-sectional position of the vertical pillar sash 12 in which the window glass W is lowered and the slider base 51 no longer exists, the lip portion 36b and the second lip portion 37d overlap each other in the open portion of the guide rail 40 facing the vehicle outside. cover. As a result, the internal structure of the vertical pillar sash 12 (particularly the guide rail 40) is not exposed in a state where it can be visually recognized from the outside of the vehicle regardless of the elevating position of the window glass W, and the appearance quality of the vertical pillar sash 12 can be improved. ..

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

As shown in FIG. 5, in addition to the slider shoes 52 and 53, the rack 54 is also located in the guide space S of the guide rail 40. Since the main body portion 54a of the rack 54 has a smaller cross-sectional area than the sliding base portions 52a and 53a of the slider shoes 52 and 53 and has a clearance with the inner surface of the guide space S, the window via the slider shoes 52 and 53 is provided. It does not interfere with the raising and lowering operation of the glass W. The teeth 54d of the rack 54 face the inner peripheral side (inner peripheral side wall 42) in the guide space S.

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

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

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

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

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

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

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

The mechanically restricted position (FIG. 8) at which the stopper portion 52c abuts on the pinion 61 can be set to the fully open position of the window glass W. Alternatively, the fully open position of the window glass W to be moved by the normal drive control of the drive unit 60 is set above the mechanically restricted position shown in FIG. 8, and the window glass W is set to a predetermined amount in the opening direction from the fully open position. The stopper portion 52c may be configured to come into contact with the pinion 61 only when it is moved.

The slider shoe 53 on the lower end side can be a dedicated part that does not have the stopper portion 53c.

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

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

When the window assembly 50 is attached to the door frame 10b, the tip portion 70b of the vehicle inner side wall 70 of the front sash 13 is located facing the inside of the vehicle of the window glass W. The mounting portion 55a of the slide guide 55 mounted on the vehicle inner side surface W2 (mounting region G2 shown in FIG. 4) on the front edge side of the window glass W faces the tip portion 70b of the vehicle inner side wall 70 in the vehicle interior / external direction. The protruding portion 55b of the slide guide 55 is located between the base portion 70a of the vehicle inner side wall 70 and the vehicle outer wall 72 in the vehicle interior / external direction. Further, the vehicle outer surface of the exterior member 75 and the vehicle outer surface W1 of the window glass W are substantially flush with each other, and have a flash surface structure similar to that of the vertical column sash 12.

An elastic cover 76 and an elastic cover 77 are attached to the front sash 13. The elastic covers 76 and 77 are both made of a non-permeable elastic material (for example, rubber), and are long members extending in the longitudinal direction of the front sash 13. FIG. 9 shows the shapes of the elastic covers 76 and 77 in the initial state (free state) that are not subjected to external force.

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

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

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

As shown in FIG. 9, the slide guide 55 is only in elastic contact with the elastic covers 76 and 77, and is not in contact with the front sash 13. As described above, the window glass W can be supported and raised and lowered with high accuracy by the wind regulator 19 provided on the vertical column sash 12 side. Therefore, at the leading edge of the window glass W, the front sash 13 and the slide guide 55 are separated from each other in a normal state so as not to affect the support and drive of the window glass W by the window regulator 19. When a strong external force equal to or higher than a predetermined value is applied, the inner surface of the front sash 13 restricts the movement of the slide guide 55 to prevent the window glass W from falling off from the door frame 10b.

As described above, in the door 10 of the present embodiment, the components (guide rail 40, slider base 51, slider shoe 52) of the window regulator 19 that transmits the driving force of the motor M, which is the driving source, to the window glass W to move up and down. , 53, rack 54, etc.) are arranged so as to pass through 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 wind regulator is arranged in the space inside the door panel below the window opening 10c. For example, the degree of freedom in setting the shape of the door trim provided inside the vehicle of the door panel 10a is increased. In addition, the inner surface of the door can be made closer to the outside of the vehicle to improve foot handling when getting on and off, or the space inside the door panel can be widened to secure a space for arranging functional parts other than the wind regulator. It is possible to improve the ease of assembling parts into the door panel 10a.

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

Further, in the wind regulator 19, the slider shoes 52 and 53 are held by the guide rails 40 inside the vehicle inside the window glass W, and movement in both directions inside and outside the vehicle is restricted. The movement of the slider shoes 52 and 53 in the inside and outside of the vehicle is restricted only inside the vehicle without sandwiching the window glass W. Therefore, it is possible to avoid increasing the size of the vertical column sash 12 (particularly, increasing the size in the vehicle interior and external directions) while accommodating the components of the wind regulator 19 in the vertical column sash 12.

Further, since the components of the wind regulator 19 arranged along the vertical pillar sash 12 do not restrict the configuration of the outside of the window glass W, the degree of freedom in designing the outer surface of the door 10 is increased. As a result, it is possible to adopt a structure in which the vehicle outer surface W1 of the window glass W and the vehicle outer surface (outer garnish 35) of the vertical pillar sash 12 are substantially flush with each other.

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

As a different form of the sash door, it is also possible to attach the components of the wind regulator 19 to the vertical sash 12 and the lock bracket 15 after the door panel 10a is attached to the door frame 10b.

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

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

The window regulator (opening / closing body driving device) 19 of the present embodiment drives the rack (driven unit, driven gear) 54 extending in the elevating direction (driving direction) of the window glass (opening / closing body) W and the rack 54. It has a drive unit (drive unit, motor unit) 60 that drives the window glass W along the ascending / descending direction.

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

However, in the conventional wind regulator (opening / closing body driving device) as described in Patent Document 1, when the driving force cannot be transmitted from the driving unit to the rack (failure), an abnormality occurs in any part. It is difficult to immediately grasp what happened. Further, for example, when an abnormality occurs in the rack, the window glass incorporated in the vehicle must be removed and replaced entirely, which causes complicated work and high cost.

In particular, like the window regulator 19 of the present embodiment, the components (guide rail 40, slider base 51, slider shoes 52, 53, rack 54, etc.) of the wind regulator 19 are arranged so as to pass through the vertical column sash 12. In this case, since each component must be taken out from the vertical pillar sash 12 and disassembled, and then the rack 54 must be replaced or repaired, the work becomes complicated and the cost increases significantly.

Therefore, in the present embodiment, when the driving force cannot be transmitted from the drive unit 60 to the rack 54 (failure), the function of the drive unit 60 is lost while maintaining the function of the rack 54. By providing a system, it is possible to take prompt and appropriate measures. That is, when the driving force cannot be transmitted from the drive unit 60 to the rack 54 (failure), the drive unit 60 is always destroyed without destroying the rack 54. More specifically, the meshing portion of the driving force transmitted from the drive unit 60 to the rack 54, that is, the teeth (drive gear, meshing portion) 61a of the pinion 61 and the teeth (driven gear, meshing portion) 54d of the rack 54. When an overload is applied to the portion, the "function loss portion" can destroy the drive unit 60 without destroying the rack 54. Since the drive unit 60 is a component to be assembled at the final stage when the wind regulator 19 is attached to the vehicle door, the drive unit 60 is removed and replaced or replaced rather than the rack 54 being removed and replaced or repaired. In the case of repair, the work can be simplified and the cost can be reduced. In the following, a specific embodiment of the "function loss portion" will be described in detail.

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

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

The function of the adapter 63 is to flexibly support variations of the pinion 61 and the rack 54 while standardizing the motor M, the worm wheel, and the worm gear 62b held in the holding housing 62. Since the detailed structures of the pinion 61 and the rack 54 may be slightly different depending on the type of the wind regulator 19, the worm gear 62b is to be compatible regardless of the variation of the pinion 61 and the rack 54. It is preferable to interpose the adapter 63 between the pinion 61 and the pinion 61. It is also possible to omit the adapter 63 and directly connect the worm gear 62b and the pinion 61.

The drive unit 60 has a cover housing 64 that is assembled to the holding housing 62 so as to cover the pinion 61 held in the holding housing 62 and the adapter 63. The cover housing 64 has an insertion hole 64a for inserting the rotation shaft 62b1 of the worm gear 62b and the rotation shaft 63a of the adapter 63 connected so as to be able to transmit rotation. The cover housing 64 has three bolt insertion holes 64b arranged so as to surround the insertion holes 64a and spaced apart from each other in the circumferential direction. With the three bolt fastening holes 62c of the holding housing 62 and the three bolt insertion holes 64b of the cover housing 64 aligned with each other, the three fastening bolts 64c are inserted into the three bolt insertion holes 64b, and 3 By fastening to one bolt fastening hole 62c, the drive unit 60 is integrally assembled.

In this way, the drive unit (drive unit) 60 transmits the motor (motor unit) M, the pinion (main pinion) 61 that transmits the drive force of the motor M to the rack 54, and the drive force of the motor M to the pinion 61. It has an adapter (secondary pinion) 63 to be used. Then, in the present embodiment, the "function loss unit" that eliminates the function of the drive unit 60 while maintaining the function of the rack 54 when the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure). Is provided on at least one of the pinion 61 and the adapter 63.

FIG. 12 is a cross-sectional view taken along the line XII-XII of FIG. 11 and is a diagram showing a first aspect of the “function loss portion”. Specifically, the detailed shape of the non-circular rotation transmission portion of the pinion 61 and the adapter 63 is shown.

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

Between the outer peripheral surface of the adapter 63 and the inner peripheral surface of the pinion 61, seven gap portions CL formed in the non-formed region of each of the seven meshing portions 63b and the meshed portion 61b are formed. The seven gaps CL are arranged at substantially equal intervals in the circumferential direction.

Then, these seven gaps CL eliminate the function of the drive unit 60 while maintaining the function of the rack 54 when the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure). It constitutes the "disappearing part".

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

On the other hand, when an overload is applied to the transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the meshing portion between the teeth 61a of the pinion 61 and the teeth 54d of the rack 54, the function disappears. As a result of the meshing portion 61b of the pinion 61 being scraped by the meshing portion 63b of the adapter 63 using the gap portion CL, the meshing portion 63b of the adapter 63 and the meshed portion 61b of the pinion 61 move relative to each other in the circumferential direction (side slip). As a result, the rotation transmission function of the pinion 61 and the adapter 63 is lost.

The number of the meshing portion 63b of the adapter 63, the meshed portion 61b of the pinion 61, and the gap portion CL formed between them is not limited to 7, and various design changes such as 5 or 6 are made. Is possible.

FIG. 13 is a cross-sectional view corresponding to FIG. 12, which shows a second aspect of the “function disappearing portion”. In FIG. 13, seven through holes 63c formed in the inner region of the seven meshing portions 63b of the adapter 63 are provided, and these seven through holes 63c form a “function loss portion”. By providing the through hole 63c as the "function loss portion", an overload is applied to the transmission portion of the driving force from the drive unit 60 to the rack 54, that is, the meshing portion between the teeth 61a of the pinion 61 and the teeth 54d of the rack 54. At that time, as a result of accelerating the destruction of the meshing portion 63b of the adapter 63, the meshing portion 63b of the adapter 63 and the meshed portion 61b of the pinion 61 move relative to each other in the circumferential direction (side slip), and the pinion 61 and the adapter 63 The rotation transmission function is lost.

FIG. 14 is a cross-sectional view corresponding to FIG. 12, which shows a third aspect of the “function disappearing portion”. In FIG. 14, the pinion 61 has a plurality of teeth (engagement portions) 61a formed on the outer peripheral surface at intervals, and is formed in the inner region of the plurality of teeth (engagement portions) 61a of the pinion 61. A plurality of through holes 61c are provided, and the plurality of through holes 61c form a "function loss portion". By providing the through hole 61c as the "function loss portion", an overload is applied to the portion for transmitting the driving force from the drive unit 60 to the rack 54, that is, the meshing portion between the teeth 61a of the pinion 61 and the teeth 54d of the rack 54. At this time, while preventing the destruction of the teeth 54d of the rack 54, the destruction of the teeth 61a of the pinion 61 is promoted, and as a result, the rotation transmission function of the pinion 61 and the rack 54 is lost.

FIG. 15 is a cross-sectional view corresponding to FIG. 12, which shows a fourth aspect of the “function disappearing portion”. The fourth aspect (FIG. 15) is a combination of the second aspect (FIG. 13) and the third aspect (FIG. 14). By coexisting the through hole (function disappearing part) 63c of the adapter 63 and the through hole (function disappearing part) 61c of the pinion 61, the driving force transmission part from the drive unit 60 to the rack 54, that is, the tooth 61a of the pinion 61 And when an overload is applied to the meshing portion of the teeth 54d of the rack 54, the destruction of the meshing portion 63b of the adapter 63 and the teeth 61a of the pinion 61 is promoted, and as a result, the rotation transmission function of the pinion 61 and the rack 54 is lost. ..

In the above example, as a specific embodiment of the "function loss portion", the gap portion CL formed between the pinion 61 and the adapter 63, the through hole 63c formed in the adapter 63, and the pinion 61 are formed. The through hole 61c has been described. However, the "function loss unit" loses the function of the drive unit 60 while maintaining the function of the rack 54 when the transmission of the driving force from the drive unit 60 to the rack 54 becomes impossible (failure). To the extent, various other design changes are possible.

For example, after providing a plurality of adapters (secondary pinions) 63 interposed between the worm gear 62b of the drive unit 60 and the pinion (main pinion) 61, a "function loss portion" is provided between these plurality of adapters (secondary pinions). A gap portion may be provided, or a through hole constituting a "function loss portion" may be formed in at least one of a plurality of adapters (secondary pinions). For example, as a sub-pinion, a first sub-pinion (one sub-pinion) and a second sub-pinion (another sub-pinion) are provided, and a plurality of meshing portions are formed on the outer peripheral surface of the first sub-pinion at intervals. , A plurality of meshed portions are formed on the inner peripheral surface of the second sub pinion at intervals, and a plurality of gaps as "function loss portions" are formed on the outer peripheral surface of the first sub pinion and the inner surface of the second sub pinion. It may be formed in a non-formed region of a plurality of meshing portions and a plurality of meshed portions between the peripheral surfaces.

For example, the "function loss portion" may be configured by constructing the pinion 61 and the adapter 63 with a material more fragile than the rack 54. The rack 54, the pinion 61, and the adapter 63 are made of the same material (for example, polyacetal), and the strength is set so that the rack 54 is the largest, the pinion 61 is the second largest, and the adapter 63 is the smallest. May be good. The rack 54 may be made of a relatively high-strength metal material, while the pinion 61 and the adapter 63 may be made of a relatively low-strength resin material.

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

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

Here, when the drive unit 60 is assembled to the wind regulator 19, the rack (driven gear) 54 and the pinion (drive gear) 61 may not be smoothly meshed with each other. More specifically, when the pinion 61 is brought close to the rack 54 from the opposite direction (generally the left-right direction in FIG. 16) and meshed with the rack 54, the tips of the teeth 54d of the rack 54 and the teeth 61a of the pinion 61 face each other (this). Contact) may cause tooth chipping at the tip.

Therefore, in the present embodiment, when the pinion 61 is brought close to the rack 54 from the opposite direction (generally the left-right direction in FIG. 16) and meshed with the rack 54, the pinion 61 is moved up and down (driving direction) of the window glass W (in FIG. 16). By providing a "rotation drive mechanism" that rotates around a rotation axis in a direction (generally orthogonal to the paper surface in FIG. 16) orthogonal to the opposite direction (generally the left-right direction in FIG. 16). We have succeeded in smoothly engaging the rack (driven gear) 54 and the pinion (drive gear) 61. Hereinafter, the assembling structure and the assembling method of the wind regulator 19 using the "rotational drive mechanism" will be described in detail.

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

The three bolt insertion holes 64d are a first insertion hole (first fastening hole, reference hole) 64d1 having a round hole matching the dimensions of the fastening bolt to be fastened to the lock bracket 15, and the fastening bolt to be fastened to the lock bracket 15. Larger than the dimensions of the second insertion hole (second fastening hole, sub-reference hole) 64d2, which is a long hole extending in the circumferential direction centered on the first insertion hole 64d1, and the fastening bolt to be fastened to the lock bracket 15. It has a third insertion hole (third fastening hole) 64d3 made of a set stupid hole.

Then, a temporary fastening portion (temporarily fastening portion) in which the first insertion hole 64d1 selected from the above-mentioned first insertion hole 64d1, second insertion hole 64d2, and third insertion hole 64d3 is rotatably and temporarily fastened to the lock bracket 15. As a temporary fastening hole), it is a component of the "rotational drive mechanism".

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

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

At this time, the teeth 54d of the rack 54 on the lock bracket 15 side are fixed (immobile), but the teeth 61a of the pinion 61 on the drive unit 60 side rotate counterclockwise in FIGS. 17A and 17B. , The rack 54 and the window glass W are moved (displaced) in the lifting direction. Therefore, as a result of the teeth 61a of the pinion 61 slipping (sliding) between the teeth 54d of the rack 54, the rack 54 and the pinion 61 can be smoothly meshed with each other. At that time, since the operation arm 65b of the rotary jig 65 gains a distance (stroke) from the first insertion hole (temporary fastening portion) 64d1, it is easy to do without feeling the weight of the rack 54 and the window glass W. , The drive unit 60 can be rotationally driven.

The first insertion hole 64d1, which is the center of rotation of the drive unit 60, is composed of a round hole that matches the dimensions of the fastening bolt, and the second insertion hole 64d2 farther from the first insertion hole 64d1 is centered on the first insertion hole 64d1. By forming the third insertion hole 64d3 on the side close to the first insertion hole 64d1 from the stupid hole set to be larger than the dimension of the fastening bolt, the locus of rotation of the drive unit 60 can be obtained. It stabilizes and enables suitable assembly that absorbs dimensional errors.

Finally, as shown in FIG. 17B, the fastening bolts inserted into the first insertion hole 64d1, the second insertion hole 64d2, and the third insertion hole 64d3 of the cover housing 64 are fastened to the bolt fastening holes of the lock bracket 15. This completes the assembly of the drive unit 60 with respect to the lock bracket 15 and the wind regulator 19. Here, a bolt insertion hole (not shown) is also formed in the vicinity of the rear end portion of the belt line reinforcement 16. After aligning this bolt insertion hole with the third insertion hole 64d3 of the cover housing 64, the bolt insertion hole of the belt line reinforcement 16 and the fastening bolt inserted into the third insertion hole 64d3 of the cover housing 64 are locked. By fastening to the bolt fastening hole of the bracket 15, the lock bracket 15, the belt line reinforcement 16, and the cover housing 65 are integrated (co-tightened).

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

Further, the embodiment of the present invention is not limited to the above embodiment and its modifications, and may be variously modified, 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 technique or another technique derived from the technique, it may be carried out by the method. Therefore, the scope of claims covers all embodiments that may be included within the scope of the technical idea of the present invention.

15 Lock bracket (fixing member)
19 Wind regulator (opening and closing body drive device)
54 Rack (driven part, driven gear)
54d tooth (driven gear, meshed part)
60 Drive unit (drive unit)
61 pinion (drive unit, drive gear, main pinion)
61a teeth (drive gear, meshing part)
61b Engagement part 61c Through hole (function loss part)
63 Adapter (drive unit, sub pinion)
63b Engagement part 63c Through hole (function loss part)
64 Cover housing 64d Bolt insertion hole (fastening part)
64d1 1st insertion hole (rotation drive mechanism, temporary fastening part, 1st fastening hole, reference hole, temporary fastening hole)
64d2 2nd insertion hole (2nd fastening hole, sub-reference hole)
64d3 3rd insertion hole (3rd fastening hole)
65 Rotation jig (rotation drive mechanism, lever bracket)
W window glass (opening and closing body)
M motor (motor unit)
CL void (function loss part)

Claims (9)

The driven gear that extends in the drive direction of the open / close body,
A drive gear that drives the opening / closing body along the drive direction by driving the driven gear, and
A rotary drive mechanism that rotates the drive gear around a rotation axis in a direction orthogonal to the drive direction and the opposite direction when the drive gear is brought close to and meshed with the driven gear from the opposite direction.
An opening / closing body driving device characterized by having. The drive gear is supported by a drive unit that generates a driving force transmitted to the driven gear.
The drive unit has a plurality of fastening portions that can be fastened to the fixing member on the side of the driven gear.
The rotation drive mechanism has a temporary fastening portion that is selected from the plurality of fastening portions and is rotatably temporarily fastened to the fixing member.
The opening / closing body driving device according to claim 1. The plurality of fastening portions have at least a first fastening hole made of a round hole, a second fastening hole made of a long hole, and a third fastening hole made of a stupid hole. It constitutes the temporary fastening portion.
The opening / closing body driving device according to claim 2. The rotation drive mechanism has a rotation jig that rotates the drive unit with respect to the fixing member around the temporary fastening portion.
The opening / closing body driving device according to claim 2 or 3, wherein the opening / closing body driving device is characterized. The rotary jig is formed integrally with or separately from the drive unit.
The opening / closing body driving device according to claim 4. The driven gear that extends in the drive direction of the open / close body,
A drive gear that drives the opening / closing body along the drive direction by driving the driven gear, and
It is a method of assembling the opening / closing body drive device having the above.
It has a step of rotating the drive gear about a rotation axis in a direction orthogonal to the drive direction and the opposite direction when the drive gear is brought close to and meshed with the driven gear from the opposite direction.
A method of assembling an opening / closing body driving device. In the rotation step, the drive gear is rotated in a direction in which the driven gear and the opening / closing body are lifted.
The method for assembling an opening / closing body driving device according to claim 6. In the rotating step, a rotating jig that supports the drive gear and rotates a drive unit that generates a driving force transmitted to the driven gear with respect to a fixing member on the side of the driven gear is used. Rotate the drive gear,
The method for assembling an opening / closing body driving device according to claim 6 or 7, wherein the opening / closing body driving device is assembled. A door frame assembly according to any one of claims 1 to 5, wherein the opening / closing body driving device is attached to at least a part of the components of the door frame forming the window opening.

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