JP7468180B2 - Vehicle molding and method for assembling vehicle molding - Google Patents

Description

The present invention relates to a molding that is attached to a vehicle and a method for assembling the same.

Moldings, which are exterior components, are attached to vehicle doors to protect the edges of the door frame (door sash) and door panel and to improve the appearance. For example, belt moldings, upper sash moldings, and frame moldings that are attached along the inner edge of the window opening are known.

Mods are often constructed by attaching end members to the longitudinal ends of a moulding body, which is a long member. Known end members include end caps with lids that cover the ends of the moulding body, and connecting members that are inserted between separate moulding bodies. Such end members have an insertion part that is inserted into the moulding body, and are held in place by fitting the insertion part into a specified part of the moulding body or by being pressed into the moulding body.

In existing vehicle moldings, when attaching an end member to a molding body, it is common to insert an insertion part from the end of the molding body in the longitudinal direction. In this case, when an end member made of synthetic resin or the like is inserted into a molding body made of a metal material such as stainless steel, there is a risk that the end member will rub against the end of the molding body and be scraped off.

In addition, a type of end member attachment involves inserting the insertion portion of the end member in the longitudinal direction of the molding body, then bending (crimping) part of the molding body, and using this bent portion to prevent the insertion portion from coming off in the opposite direction to the insertion direction. However, after inserting the end member, post-processing is required to bend part of the molding body, which creates the problem of extra work and cost.

Patent document 1 describes a molding structure in which an end cap is attached to the molding body in a direction that intersects with the longitudinal direction.

JP 2005-254904 A

Even when the end member is attached to the molding body from a direction other than the longitudinal direction, as in Patent Document 1, it is required that the end member be easily attached and have excellent workability, and that the end member be held stably when attached to the molding body.

The present invention has been made to meet these demands, and aims to provide a molding for vehicles that is easy to assemble the end member to the molding body and has excellent stability in holding the end member in the assembled state, as well as a method for assembling the same.

The present invention is a molding for vehicles that has a molding body that is attached to a vehicle and an end member that is attached to the longitudinal end of the molding body, the molding body having a design part that is located on the vehicle exterior side and a vehicle width direction part that is located on the vehicle interior side of the design part and extends in the vehicle width direction, and the end member has a rotation restriction part that is restricted in rotation when rotated to approach the design part from the vehicle interior side, a first position restriction part that is biased by a biasing force from the vehicle width direction part toward the vehicle exterior in the rotation restriction state, and a second position restriction part that abuts against the design part from the vehicle interior side by the biasing force to determine its position in the vehicle width direction.

The vehicle width direction portion of the molding body has an edge portion facing the outside of the vehicle, and it is preferable that this edge portion abuts against the first position restriction portion of the end member to transmit the biasing force.

The first position restriction portion of the end member has an inclined surface that intersects with both the height direction perpendicular to the vehicle width direction and the vehicle width direction, and it is preferable that this inclined surface abuts against the edge of the vehicle width direction portion of the molding main body.

As an example, the edge portion can be configured as the inner surface of a hole formed in the vehicle width direction portion of the molding main body, and the first position restriction portion of the end member can be configured as a protrusion that is inserted into the hole.

The end member can be positioned in the height direction by the abutment of the base of the protrusion against the vehicle width direction portion of the molding body and the abutment of the inclined surface of the protrusion against the edge of the vehicle width direction portion.

It is preferable that the molding body has a pair of opposing walls spaced apart in the vehicle width direction, and generates a biasing force by deflection that changes the distance between the pair of opposing walls in the vehicle width direction.

The design portion of the molding body has an exterior wall facing the exterior of the vehicle, and a folded wall that is folded back from the exterior wall to the interior of the vehicle and extends approximately parallel to the exterior wall, and it is preferable that the second position control portion of the end member abuts against either the exterior wall or the folded wall from the interior side of the vehicle.

The present invention also provides a method for assembling a molding for a vehicle, the molding having a molding body that is attached to a vehicle and an end member that is attached to the longitudinal end of the molding body, the molding body having a design portion located on the vehicle exterior side and a vehicle width direction portion that is located on the vehicle interior side of the design portion and extends in the vehicle width direction, the method being characterized in that the end member is rotated from the vehicle interior side in a direction approaching the design portion until the rotation restriction portion is restricted from rotating, and in the state where the rotation is restricted, a biasing force toward the vehicle exterior side is applied from the vehicle width direction portion of the molding body to the first position restriction portion of the end member, and the second position restriction portion of the end member is abutted against the design portion of the molding body from the vehicle interior side to determine its position in the vehicle width direction.

The present invention provides a molding for vehicles and an assembly method thereof that are excellent in the ease of assembling the end member to the molding body and in the stability of holding the end member in the assembled state.

1 is a perspective view showing a state in which an end cap is being assembled to a molding body in the molding of the embodiment; FIG. 1 is a perspective view showing a state in which an end cap is assembled to a molding body in the molding of the embodiment. FIG. 1 is a cross-sectional view of a molding with an end cap attached to a molding body. FIG. 4 is a cross-sectional view showing a process of assembling an end cap to a molding body. FIG. 4 is a cross-sectional view showing a process of assembling an end cap to a molding body. FIG. FIG. 4 is a cross-sectional view taken along line VI-VI in FIG. FIG. 11 is a cross-sectional view showing a molding of a first modified example. FIG. 11 is a cross-sectional view showing a molding of a second modified example. FIG. 13 is a cross-sectional view showing a molding of a third modified example. FIG. 13 is a cross-sectional view showing a molding of a fourth modified example. FIG. 13 is a cross-sectional view showing a molding of a fifth modified example. FIG. 13 is a cross-sectional view showing a part of a molding of a sixth modified example. FIG. 13 is a cross-sectional view showing a part of a molding of a seventh modified example. FIG. 13 is a cross-sectional view showing a molding of an eighth modified example. FIG. 13 is a cross-sectional view showing a molding of a ninth modified example. A cross-sectional view showing a molding of a tenth modified example. A cross-sectional view showing a molding of an eleventh modified example. A cross-sectional view showing a molding of a twelfth modified example. A cross-sectional view showing a molding of a thirteenth modified example.

The following describes an embodiment of the present invention with reference to the drawings. The molding 1 shown in Figs. 1 to 6 is a molding for a vehicle door that is attached along the inner edge of a window opening (not shown) of a vehicle door (not shown). In the following description, the vehicle interior side, vehicle exterior side, inner circumference side, and outer circumference side are based on the vehicle door to which the molding 1 is attached. The direction connecting the vehicle exterior side and the vehicle interior side, i.e., the thickness direction of the vehicle door, is the vehicle width direction of the molding 1, and the vehicle width direction is represented by a double-headed arrow X in the drawings. The side facing the inside of the window opening is the inner circumference side, and the side facing the outside of the window opening is the outer circumference side. The direction connecting the inner circumference side and the outer circumference side is the height direction of the molding 1, and the height direction is represented by a double-headed arrow Y in the drawings. The longitudinal direction of the molding 1 is represented by a double-headed arrow Z in the drawings. The vehicle width direction X and the height direction Y are in a substantially perpendicular relationship.

Specifically, the molding 1 is an upper sash molding that is attached along the upper sash at the upper edge of the door, with the inner periphery side being roughly below the door and the outer periphery side being roughly above the door. As shown in Figures 1 and 2, the molding 1 is configured by attaching an end cap (end member) 3 to the end of a molding main body 2, which is a long member extending in the longitudinal direction Z. The molding main body 2 is formed by processing a plate-shaped metal material (such as stainless steel) by roll forming or the like. The end cap 3 is a molded product of synthetic resin. However, the materials and manufacturing methods of the molding main body 2 and end cap 3 are not limited to these.

Figures 1, 4, and 5 show the state in which the end cap 3 is being assembled to the molding body 2, and Figures 2, 3, and 6 show the state in which the end cap 3 has been completely assembled to the molding body 2. A terminal surface 2a that is approximately perpendicular to the longitudinal direction Z is formed at the end of the molding body 2 (see Figure 1), and the end cap 3 is assembled to cover the terminal surface 2a. In the longitudinal direction Z of the molding 1, the side facing the terminal surface 2a is the terminal side, and the side facing away from the terminal surface 2a is the rear side.

The molding body 2 has a design portion 4 located on the vehicle exterior side, and a vehicle width direction portion 5 that protrudes toward the vehicle interior side from the design portion 4 and extends in the vehicle width direction X. The design portion 4 is composed of multiple wall portions, and has an exterior wall 10, an inner curved portion 11, a folded wall 12, an interior extension portion 13, an outer curved portion 14, a retaining wall 15, and an opposing wall 16.

The exterior wall 10 is located at the outermost side of the design portion 4 and extends generally in the height direction Y in a cross section (FIGS. 3 to 5) that is substantially perpendicular to the longitudinal direction Z of the molding 1. When the molding 1 is attached to the vehicle door, the exterior surface of the exterior wall 10 becomes the design surface that is visible from the outside of the vehicle.

The inner curved portion 11 is U-shaped and bent from the inner end of the vehicle exterior wall 10 toward the outer periphery. The folded wall 12 extends from the inner curved portion 11 toward the outer periphery and is located on the vehicle interior side of the vehicle exterior wall 10. The folded wall 12 is substantially parallel to the vehicle exterior wall 10 and is a cantilever-shaped wall with the end 12a facing the outer periphery. A part of the vehicle exterior wall 10 (near the inner end) and the folded wall 12 face each other with a gap in between in the vehicle width direction X.

The interior extension 13 extends from the outer end of the exterior wall 10 generally toward the interior of the vehicle. More specifically, the interior extension 13 has an inclination that increases the amount of protrusion toward the outer periphery as it moves away from the exterior wall 10 toward the interior of the vehicle. The outer periphery curved portion 14 is U-shaped and bent from the interior end of the interior extension 13 toward the inner periphery. The retaining wall 15 extends toward the exterior of the vehicle following the outer periphery curved portion 14 and is located on the inner periphery of the interior extension 13. The interior extension 13 and the retaining wall 15 are opposed to each other with a gap in the height direction Y. The opposing wall 16 extends from the outer end of the retaining wall 15 generally toward the inner periphery. More specifically, the opposing wall 16 has an inclination that increases the amount of protrusion toward the interior of the vehicle as it moves away from the retaining wall 15 toward the inner periphery.

On the inner periphery side of the design part 4, an internal space S1 is formed, surrounded by the vehicle exterior wall 10, the inner periphery curved part 11, and the folded wall 12. On the outer periphery side of the design part 4, an internal space S2 is formed between the vehicle exterior wall 10 and the opposing wall 16, and an internal space S3 is formed, surrounded by the interior extension part 13, the outer periphery curved part 14, and the retaining wall 15. The internal space S2 and the internal space S3 are connected to form an L-shaped space. The design part 4 is covered on the outer side by the vehicle exterior wall 10, and has a bag-like structure with internal spaces S1 to S3 at both ends in the height direction Y, and the area between the internal space S1 and the internal space S2 is open toward the vehicle interior.

Continuing from the inner peripheral end of the opposing wall 16, the vehicle width direction portion 5 extends toward the vehicle interior. The vehicle width direction portion 5 is a flat wall portion that is generally perpendicular to the vehicle exterior wall 10. The vehicle width direction portion 5 has a fitting hole 17 that penetrates in the height direction Y. As shown in FIG. 1, the fitting hole 17 is a substantially rectangular hole in a plan view, and the inner surface of the fitting hole 17 has a pair of hole edges 17a, 17b that are spaced apart in the vehicle width direction X and extend in the longitudinal direction Z of the molding 1, and a pair of hole edges 17c, 17d that are spaced apart in the longitudinal direction Z and extend in the vehicle width direction X.

1 and 2, in a predetermined range in the longitudinal direction Z from the terminal surface 2a of the molding main body 2 toward the rear side, the length of the vehicle width direction portion 5 toward the vehicle interior side is shortened. Except near the end of the molding main body 2, a retaining wall portion 18 is provided that bends from the end of the vehicle interior side of the vehicle width direction portion 5 and protrudes to the outer periphery. In other words, on the vehicle exterior side of the vehicle width direction portion 5, a protrusion toward the outer periphery side is formed by the interior extension portion 13, the outer periphery curved portion 14, the retaining wall 15, and the opposing wall 16, and on the vehicle interior side of the vehicle width direction portion 5, a protrusion toward the outer periphery side is formed by the retaining wall portion 18. These protrusions and the vehicle width direction portion 5 form a weatherstrip retaining portion 19. The weatherstrip retaining portion 19 retains a weatherstrip (not shown). The weatherstrip seals the gap between the door and the vehicle body (not shown) in a watertight state when the door is closed. The legs of the weatherstrip engage with the retaining wall 15 and the retaining wall portion 18 to prevent the weatherstrip from falling off.

The molding body 2, which is made of a thin metal plate, can be deflected by applying an external force of a predetermined magnitude or more. In particular, it is easy to change the distance between a pair of walls that face each other across an internal space (internal spaces S1 to S3), such as the vehicle exterior wall 10 and folded wall 12 that face each other in the vehicle width direction X, the vehicle exterior wall 10 and opposing wall 16 that face each other in the vehicle width direction X, and the vehicle interior extension portion 13 and retaining wall 15 that face each other in the height direction Y.

As shown in Figures 1 and 2, the end cap 3 has a lid portion 6 positioned to cover the terminal surface 2a of the molding main body 2, and an insertion portion 7 that protrudes from the lid portion 6 (extends in the longitudinal direction Z of the molding 1) and is inserted into the molding main body 2. Figures 3 to 5 show the cross-sectional shape of the insertion portion 7 in the end cap 3. The insertion portion 7 has an exterior wall 20, an inner peripheral side wall 21, an outer peripheral side wall 22, an intermediate wall 23, and an interior wall 24.

The vehicle exterior wall 20 is located on the vehicle exterior side, and in a cross section (FIG. 3) substantially perpendicular to the longitudinal direction Z of the molding 1, extends generally in the height direction Y. The inner circumferential side wall 21 extends from the inner circumferential end of the vehicle exterior wall 20 toward the vehicle interior. The outer circumferential side wall 22 extends from the outer circumferential end of the vehicle exterior wall 20 toward the vehicle interior. The outer circumferential side wall 22 extends further toward the vehicle interior than the inner circumferential side wall 21. The intermediate wall 23 bends from the vehicle interior end of the inner circumferential side wall 21 and extends to the outer circumferential side, and the outer circumferential end of the intermediate wall 23 is connected to a midpoint of the outer circumferential side wall 22 in the vehicle width direction X. In other words, the inner circumferential side wall 21 and the outer circumferential side wall 22, which extend generally in the vehicle width direction X, are connected to the vehicle exterior wall 20, which extends generally in the height direction Y, by the intermediate wall 23 to form the cylindrical portion 25. The strength of the insertion portion 7 is improved by the cylindrical portion 25 having a closed cross-sectional shape.

Of the outer peripheral side wall 22, the area on the vehicle exterior that forms the cylindrical portion 25 is referred to as the vehicle exterior area 22a, and the area extending inward beyond the cylindrical portion 25 is referred to as the vehicle interior area 22b. The vehicle interior area 22b is set to have a greater thickness in the height direction Y than the vehicle exterior area 22a. The vehicle interior side wall 24 bends from the vehicle interior end of the vehicle interior area 22b and extends inward. The vehicle interior side wall 24 is a cantilever-shaped protrusion that is not connected to any part other than the vehicle interior area 22b.

The insertion portion 7 of the end cap 3 is further provided with a first protrusion 26 and a second protrusion 27. The first protrusion 26 and the second protrusion 27 are parts related to the assembly of the end cap 3 to the molding body 2 and the retention of the end cap 3 by the molding body 2 after assembly.

The first protrusion 26 is a protrusion that protrudes from the vehicle interior region 22b of the outer peripheral sidewall 22 to the outer peripheral side. In other words, the base of the first protrusion 26 is the outer peripheral sidewall 22. As shown in an enlarged view in FIG. 3, the surface of the first protrusion 26 facing the vehicle interior is an inclined surface 26a that intersects with both the vehicle width direction X and the height direction Y. More specifically, the inclined surface 26a has an inclined shape in which the amount of protrusion toward the vehicle interior increases (overhangs) as it protrudes from the outer peripheral sidewall 22 to the outer peripheral side. In addition, the surface of the first protrusion 26 facing the vehicle exterior is an inclined surface 26b that is inclined toward the vehicle interior as it protrudes from the outer peripheral sidewall 22 to the outer peripheral side. The top surface portion of the first protrusion 26 that connects the inclined surface 26a and the inclined surface 26b is a flat surface portion 26c that extends in the vehicle width direction X.

As shown in FIG. 6, the first protrusion 26 further has an inclined surface 26d that faces the terminal side in the longitudinal direction Z, and a vertical wall surface 26e that faces the rear side. The inclined surface 26d is shaped so as to incline toward the rear side in the longitudinal direction Z as it protrudes from the outer peripheral side wall 22 toward the outer periphery. The vertical wall surface 26e is a surface that is approximately perpendicular to the longitudinal direction Z.

In the vehicle width direction X, the width of the fitting hole 17 from hole edge 17a to hole edge 17b is greater than the width of the first protrusion 26 from inclined surface 26a to inclined surface 26b (see FIG. 3). In addition, in the longitudinal direction Z of the molding 1, the length of the fitting hole 17 from hole edge 17c to hole edge 17d is greater than the length of the first protrusion 26 from inclined surface 26d to vertical wall surface 26e (see FIG. 6). Therefore, the first protrusion 26 can be inserted into the fitting hole 17.

The second protrusion 27 is a cantilever-shaped protrusion that protrudes from near the boundary between the vehicle exterior wall 20 and the inner peripheral wall 21 toward the inner peripheral side. The vehicle exterior surface of the second protrusion 27 is located further outboard than the vehicle exterior surface of the vehicle exterior wall 20. In other words, the second protrusion 27 is the part of the insertion portion 7 that is located furthest outboard. At the boundary between the vehicle interior surface of the second protrusion 27 and the inner peripheral surface of the inner peripheral wall 21, a concave corner 28 that faces the vehicle interior and inner peripheral sides is formed.

However, when assembling the end cap 3 to the molding body 2, if the insertion portion 7 of the end cap 3 is inserted in the longitudinal direction Z from the terminal surface 2a side of the molding body 2, the end cap 3 may be rubbed against the edge of the metal end cap 3 and scraped off. In addition, after inserting the insertion portion 7 into the molding body 2, bending a part of the molding body 2 to prevent the end cap 3 from coming off (crimping) is time-consuming and costly. The molding 1 of this embodiment does not have such problems, and can improve the workability of assembling the end cap 3 to the molding body 2 and the stability of holding the end cap 3 after assembly.

As shown in FIG. 1, when assembling the end cap 3 to the molding body 2, the insertion portion 7 is positioned on the vehicle interior side of the molding body 2, and the end cap 3 is rotated toward the vehicle exterior (to approach the design portion 4 of the molding body 2) around a rotation center that faces the longitudinal direction Z of the molding 1. This direction of rotation of the end cap 3 is the assembly direction R1.

More specifically, as shown in FIG. 4, the end cap 3 is tilted so that the tip of the interior side wall 24 is lowered toward the inner circumference, and the second protrusion 27 enters the internal space S1 between the exterior side wall 10 and the folded wall 12. Then, the end cap 3 is abutted near the corner 28 against the end 12a of the folded wall 12 facing the outer circumference. From this state, the end cap 3 is rotated in the assembly direction R1 around the abutment point between the end 12a of the folded wall 12 and the corner 28 as the rotation center so that the exterior side wall 20 approaches the exterior side wall 10. As the end cap 3 rotates in the assembly direction R1, the outer peripheral side wall 22 of the end cap 3 approaches the vehicle width direction portion 5 of the molding main body 2 from the inner circumference side.

When the end cap 3 is rotated a predetermined amount in the assembly direction R1, the flat surface 26c of the first protrusion 26 comes into contact with the vehicle width direction portion 5 near the fitting hole 17, as shown in FIG. 5. When the end cap 3 is further rotated in the assembly direction R1, the molding body 2 is bent by being pushed in from the first protrusion 26, and then the first protrusion 26 enters the fitting hole 17. The first protrusion 26 can smoothly enter the fitting hole 17 without getting caught on the periphery of the fitting hole 17 because the inclined surface 26b is formed.

Then, the outer surface of the second protrusion 27 abuts against the inner surface of the outer wall 10, restricting the rotation of the end cap 3 in the assembly direction R1 (FIG. 3). In this state, the inclined surface 26a of the first protrusion 26 facing the inner side of the vehicle abuts against the hole edge 17a of the fitting hole 17. In the vehicle width direction X, the distance between the inner surface of the outer wall 10 in the free state of the molding body 2 (the state before the end cap 3 is assembled) and the hole edge 17a is set to be slightly smaller than the distance between the outer surface of the second protrusion 27 and the inclined surface 26a. As a result, the molding body 2 bends in the vehicle width direction X as the first protrusion 26 is inserted into the fitting hole 17.

The deflection of the molding main body 2 in the vehicle width direction X occurs mainly between the vehicle exterior wall 10 and the opposing wall 16 of the design portion 4, and a force acts to expand the internal space S2 in the vehicle width direction X as the first protrusion 26 tries to push the vehicle width direction portion 5 toward the vehicle interior. The force that tries to eliminate this deflection is transmitted from the hole edge portion 17a to the inclined surface 26a, and the first protrusion 26 receives a force from the vehicle width direction portion 5 and is urged toward the vehicle exterior. Movement of the end cap 3 toward the vehicle exterior, which is the direction of action of the urging force, is restricted by the abutment of the second protrusion 27 against the vehicle exterior wall 10. Therefore, the first protrusion 26 (particularly the inclined surface 26a) that receives the force from the vehicle width direction portion 5 toward the outside of the vehicle is set as the first position restricting portion, and the second protrusion 27, whose movement toward the outside of the vehicle due to the force is restricted by abutment against the design portion 4 (the vehicle exterior wall 10), is set as the second position restricting portion, and the end cap 3 is positioned relative to the molding main body 2 in the vehicle width direction X (as shown in FIG. 3). There is a gap between the inclined surface 26b of the first protrusion 26 and the hole edge portion 17b of the fitting hole 17, which does not affect the positioning by the second position restricting portion.

By using a first positioning restriction part (first protrusion 26) that receives a biasing force from the vehicle width direction part 5 of the molding main body 2 and a second positioning restriction part (second protrusion 27) that receives the biasing force by the design part 4 of the molding main body 2, it is possible to achieve highly accurate and stable holding of the end cap 3 without causing it to wobble in the vehicle width direction X.

As shown enlarged in FIG. 3, the inclined surface 26a of the first protrusion 26 is inclined so that, when it abuts against the hole edge 17a, it is resistant (caught) against moving inward. In other words, the inclined surface 26a is shaped to limit movement in the height direction Y while being biased by a force in the vehicle width direction X. Therefore, when the inclined surface 26a is biased from the hole edge 17a toward the outside of the vehicle, the first protrusion 26 is restricted from escaping inward from the fitting hole 17, resulting in better stability of the end cap 3.

When the end cap 3 is positioned relative to the molding body 2 in the vehicle width direction X (Figure 3), the vehicle exterior side wall 10 and the opposing wall 16 in the design portion 4 may be in a relationship where they are more deflected than in the free state (the distance in the vehicle width direction X is increased), or they may return to the distance in the free state. In either case, it is sufficient that they are in a relationship where a force is applied to the first protruding portion 26 toward the vehicle exterior via the vehicle width direction portion 5.

In addition, in the height direction Y, the distance between the end 12a of the folded wall 12 and the inner surface of the vehicle width direction portion 5 in the free state of the molding body 2 (the state before the end cap 3 is assembled) is set to be slightly smaller than the distance between the inner surface (near the corner 28) of the inner side wall 21 of the end cap 3 and the outer surface of the outer side wall 22. As a result, when the end cap 3 is rotated in the assembly direction R1 from the state shown in FIG. 5 and the rotation of the end cap 3 in the assembly direction R1 is restricted (the outer surface of the second protrusion 27 abuts against the inner surface of the outer side wall 10), the molding body 2 is deflected in the height direction Y.

The deflection of the molding body 2 in the height direction Y occurs mainly between the interior extension 13 of the design part 4 and the retaining wall 15, and as the outer peripheral side wall 22 tries to push the vehicle width direction part 5 to the outer peripheral side, a force acts to bring the interior extension 13 and the retaining wall 15 closer together and reduce the internal space S3 in the height direction Y. The force that tries to eliminate this deflection is transmitted from the vehicle width direction part 5 to the outer peripheral side wall 22, and the outer peripheral side wall 22 is urged inward by the vehicle width direction part 5. Movement of the end cap 3 to the inner peripheral side is restricted by the abutment of the inner peripheral surface (near the corner 28) of the inner peripheral side wall 21 against the end part 12a of the folded wall 12. Therefore, the outer peripheral side wall 22, which receives the biasing force from the vehicle width direction portion 5 toward the inner peripheral side, serves as the first position restricting portion, and the inner peripheral side wall 21, whose movement toward the inner peripheral side where the biasing force acts is restricted by abutment against the design portion 4 (end portion 12a of the folded wall 12), serves as the second position restricting portion, and the end cap 3 is positioned in the height direction Y relative to the molding main body 2 (as shown in FIG. 3).

By using a first positioning restriction part (outer peripheral side wall 22) that receives a biasing force from the vehicle width direction part 5 of the molding main body 2 and a second positioning restriction part (inner peripheral side wall 21) that receives the biasing force by the design part 4 of the molding main body 2, it is possible to achieve highly accurate and stable holding of the end cap 3 without causing it to wobble in the height direction Y.

When the end cap 3 is positioned relative to the molding body 2 in the height direction Y (Figure 3), the interior extension 13 and the retaining wall 15 in the design part 4 may be in a relationship where they are more deflected than in the free state (the distance in the height direction Y is smaller), or they may return to the distance in the free state. In any case, it is sufficient that they are in a relationship where they apply a biasing force toward the inner circumference (height direction Y) to the outer circumference side wall 22 via the vehicle width direction part 5.

As described above, the end cap 3 is attached to the molding body 2 by rotating the end cap 3 around the rotation center (the abutment point of the corner portion 28 and the end 12a of the folded wall 12) facing the longitudinal direction Z of the molding 1. Then, in both the vehicle width direction X and the height direction Y, a biasing force acts on the first position regulating portion of the end cap 3 (the first protrusion 26, the outer peripheral side wall 22) from the molding body 2 that is trying to eliminate the deflection, and the position of the end cap 3 is determined by restricting the movement in the acting direction of the biasing force by the abutment of the second position regulating portion of the end cap 3 (the second protrusion 27, the inner peripheral side wall 21) against the molding body 2. Therefore, the assembly work of the end cap 3 is simple, and the end cap 3 assembled by the rotation operation is stably positioned in the vehicle width direction X and the height direction Y with respect to the molding body 2 without requiring any additional processing or means for preventing it from coming off.

Because the flexure of the molding body 2 is used to apply a biasing force to the end cap 3, there is no need to provide a separate biasing member, and a high level of assembly precision can be achieved with a small number of parts. In addition, the end cap 3 is positioned and held in the vehicle width direction X by the first protrusion 26 and the second protrusion 27, and is positioned and held in the height direction Y by the inner peripheral side wall 21 and the outer peripheral side wall 22 that constitute the cylindrical portion 25, so the structure of the insertion portion 7 of the end cap 3 is simple, and manufacturing efforts and costs can be reduced.

The end cap 3 is held stably with high positional accuracy with respect to the molding body 2 not only in the vehicle width direction X and height direction Y but also in the longitudinal direction Z. As shown in FIG. 6, when the first protrusion 26 is inserted into the fitting hole 17, the inclined surface 26d on the terminal side of the first protrusion 26 abuts against the hole edge 17c of the fitting hole 17. The inclined surface 26d is shaped to generate a force that pushes the first protrusion 26 toward the rear in the longitudinal direction Z when it is inserted into the fitting hole 17 toward the outer periphery and abuts against the hole edge 17c. This applies a force that pulls the insertion portion 7 of the end cap 3 toward the rear in the longitudinal direction Z, and the cover portion 6 of the end cap 3 can be maintained in contact with the terminal surface 2a of the molding body 2 without any gaps.

Figure 6 shows a configuration in which the hole edge 17c abuts against the innermost portion of the inclined surface 26d (near the boundary with the outer peripheral surface of the outer peripheral sidewall 22). Alternatively, the hole edge 17c may be configured (designed) to abut at a midpoint of the inclined surface 26d from the outer peripheral sidewall 22 to the flat surface 26c. With this configuration, even if there is some variation in the position of the end cap 3 relative to the molding main body 2, the hole edge 17c can be reliably abutted against the inclined surface 26d, generating a force that draws the end cap 3 inward in the longitudinal direction Z.

Next, modified examples of the molding to which the present invention is applied will be described. In each of the modified examples below, parts that are common to the configurations in Figures 1 to 6 described above will be indicated with the same reference numerals and will not be described again. Furthermore, in cases where a later modified example has the same components as the earlier modified example, the later modified example will use the same reference numerals as the earlier modified example.

Figure 7 shows a molding 1A, which is a first modified example. In the molding 1A, the end cap 3 has a third protrusion 30 in addition to the first protrusion 26 and the second protrusion 27. The third protrusion 30 is a protrusion that protrudes toward the outside of the vehicle from the outer peripheral end of the vehicle exterior wall 20 (near the boundary between the vehicle exterior wall 20 and the outer peripheral side wall 22). When the end cap 3 is rotated in the assembly direction R1 during assembly to the molding main body 2, the third protrusion 30 abuts against the vehicle exterior wall 10, restricting the rotation of the end cap 3. The position of the end cap 3 in the vehicle width direction X relative to the molding main body 2 is determined by the engagement of the first protrusion 26 with the fitting hole 17, the abutment of the second protrusion 27 with the vehicle exterior wall 10, and the abutment of the third protrusion 30 with the vehicle exterior wall 10.

As in molding 1A, it is possible to provide separate parts for the rotation restriction part (third protrusion 30) that restricts rotation when assembling end cap 3 and the second position restriction part (second protrusion 27) that receives a biasing force on the first position restriction part and positions it in the vehicle width direction X. The third protrusion 30 also functions as the second position restriction part, and serves as both the rotation restriction part and the second position restriction part. In molding 1A, the first protrusion 26 and the second protrusion 27 are positioned apart in the vehicle width direction X and height direction Y, and the third protrusion 30 is positioned apart from these two positioning parts, making it easier to increase the stability of end cap 3.

Figure 8 shows a molding 1B, which is a second modified example. In the molding 1B, the third protrusion 30 abuts against the vehicle interior surface of the vehicle exterior wall 10 to restrict rotation of the end cap 3 relative to the molding body 2, and the fourth protrusion 31 provided on the inner periphery of the tubular portion 25 is spaced away from the vehicle interior without abutting against the vehicle exterior wall 10. The fourth protrusion 31 is a portion for forming the corner portion 28 that serves as the center of rotation when the end cap 3 is assembled, and unlike the second protrusion 27 described above, it does not function as a rotation restricting portion or a position restricting portion in the vehicle width direction X. On the other hand, the third protrusion 30 functions as a second position restricting portion in the vehicle width direction X in addition to the function as a rotation restricting portion.

Figure 9 shows a molding 1C, which is a third modified example. In the molding 1C, the shape of the outer peripheral portion of the design portion 4 of the molding main body 2 is different. It has a U-shaped outer peripheral curved portion 32 that is bent and folded back from the end of the outer peripheral side of the vehicle exterior wall 10 toward the inner peripheral side, and an opposing wall 33 that extends in the height direction Y and connects the outer peripheral curved portion 32 and the vehicle width direction portion 5. The opposing wall 33 is located opposite the vehicle interior side of the vehicle exterior wall 10, and an internal space S4 is formed that is surrounded by the vehicle exterior wall 10, the outer peripheral curved portion 32, and the opposing wall 33.

When the end cap 3 is rotated in the assembly direction R1 to be assembled to the molding main body 2, a deflection occurs in the vehicle width direction X that tends to separate the opposing wall 33 from the vehicle exterior wall 10, and a force acts to expand the internal space S4 in the vehicle width direction X. The force that tries to eliminate this deflection acts as a biasing force on the inclined surface 26a of the first protrusion 26, which is the first position restriction part in the vehicle width direction X.

The molding body 2 of the molding 1C does not have a pair of opposing walls (the in-vehicle extension portion 13 and the retaining wall 15 of the molding 1) that are spaced apart in the height direction Y near the internal space S4. However, the vehicle width direction portion 5, which has a cantilever shape relative to the design portion 4, can bend in the height direction Y in a manner that tilts around the connection portion with the opposing wall 33, and this bending can apply a biasing force from the vehicle width direction portion 5 to the outer peripheral side wall 22 of the end cap 3 in the inward direction.

Figure 10 shows a molding 1D, which is a fourth modified example. In the molding 1D, the molding body 2 has a flexible portion 34 in the middle of the vehicle width direction portion 5 that can bend in the vehicle width direction X. More specifically, the outer peripheral portion of the design portion 4 is shaped to follow the vehicle exterior region 22a of the outer peripheral side wall 22, and does not protrude to the outer peripheral side. Instead, a pair of opposing walls 34a, 34b are provided in the middle of the vehicle width direction portion 5, protruding to the outer peripheral side from a base end portion that contacts the vehicle exterior region 22a, and the outer peripheral ends of the opposing walls 34a and 34b are connected by a U-shaped curved portion 34c to form the flexible portion 34. An internal space S5 is formed that is surrounded by the opposing walls 34a, 34b, and the curved portion 34c.

When the end cap 3 is rotated in the assembly direction R1 and assembled to the molding main body 2, a flexure occurs in the flexure 34 in the vehicle width direction X, which tends to separate the opposing wall 34b from the opposing wall 34a, and a force acts to expand the internal space S5 in the vehicle width direction X. The force that tries to eliminate this flexure acts as a biasing force on the first protrusion 26, which is the first position restriction part in the vehicle width direction X.

As in molding 1D, it is also possible to provide the flexure 34 that generates a biasing force in the vehicle width direction X on the vehicle width direction portion 5, rather than on the design portion 4 of the molding main body 2. As a further modification, it is also possible to employ a flexure that protrudes inwardly in the opposite direction to the illustrated flexure 34, provided that there is no interference with the end cap 3.

Figure 11 shows a molding 1E, which is a fifth modified example. In the molding 1E, the insertion portion 7 of the end cap 3 has a stepped portion 35 that protrudes inward of the tubular portion 25. The stepped portion 35 has an interior extension portion 35a that extends from the inner end of the exterior wall 20 toward the interior of the vehicle, and an outer peripheral extension portion 35b that extends from the exterior end of the inner wall 21 toward the outer peripheral side, and a concave corner portion 36 that faces the exterior and interior sides is formed at the boundary where the interior extension portion 35a and the outer peripheral extension portion 35b intersect. In addition, a fifth protrusion 37 is provided that protrudes toward the exterior of the vehicle from near the boundary between the outer peripheral extension portion 35b and the inner wall 21.

When the end cap 3 is rotated in the assembly direction R1 to be assembled to the molding body 2, the fifth protrusion 37 is brought into contact with the inner surface of the folded wall 12, and the end cap 3 is rotated around the contact point as the center of rotation. When the end cap 3 is rotated until the end 12a of the folded wall 12 abuts against the corner 36, further rotation is restricted. In other words, the inner surface (near the corner 36) of the in-vehicle extension 35a of the end cap 3 that abuts against the end 12a of the folded wall 12 is a rotation restricting portion that restricts the rotation of the end cap 3 in the assembly direction R1, and also functions as a second position restricting portion in the height direction Y. In addition, the fifth protrusion 37 of the end cap 3 that abuts against the inner surface of the folded wall 12 is the rotation center of the end cap 3 when rotated in the assembly direction R1, and also functions as a second position restricting portion in the vehicle width direction X.

Figure 12 shows a part of the molding 1F, which is a sixth modified example. In the molding 1F, the first protruding portion 26 of the end cap 3, which constitutes the first position restriction portion in the vehicle width direction X, has an inclined surface 26f facing the inside of the vehicle. This inclined surface 26f is an inclined surface that intersects with both the vehicle width direction X and the height direction Y, but has a shape that is inclined in the opposite direction to the inclined surface 26a (see Figure 3) of the molding 1 described above. In other words, the inclined surface 26f is inclined toward the outside of the vehicle as it protrudes from the outer periphery side wall 22 to the outer periphery.

As described above, the inclined surface 26a of the molding 1 is shaped to restrict the movement of the first protrusion 26 in the direction of detachment from the fitting hole 17 (inner circumference side) when it is in contact with the hole edge 17a and receives a force toward the outside of the vehicle. The inclined surface 26f of the molding 1F, which is a surface that inclines in the opposite direction to the inclined surface 26a, does not restrict the movement of the first protrusion 26 in the direction of detachment from the fitting hole 17 to the inner circumference side. However, the inclined surface 26f also determines the position in the vehicle width direction X when it receives a force from the hole edge 17a toward the outside of the vehicle, so it functions as a first position restriction part in the vehicle width direction X. In addition, like the inclined surface 26a, the inclined surface 26f is shaped to generate a component force in the height direction Y from the force toward the inside of the vehicle, so it contributes to improving the stability of the end cap 3 in the height direction Y in addition to the vehicle width direction X.

Figure 13 shows a part of a molding 1G, which is a seventh modified example. The molding body 2 constituting the molding 1G has a U-shaped curved portion 40 that is bent and folded back from the end of the vehicle interior side of the vehicle width direction portion 5 toward the inner periphery, and a folded back wall 41 that extends from the curved portion 40 to the vehicle exterior side. An internal space S6 is formed that is surrounded by the vehicle width direction portion 5, the curved portion 40, and the folded back wall 41. The folded back wall 41 is a cantilever-shaped wall portion with the terminal edge portion 41a facing the vehicle exterior side.

Steps 38 and 39 are formed in the vehicle interior region 22b of the outer peripheral side wall 22 of the end cap 3. Step 38 is shaped to be lowered inward than the outer peripheral surface of the vehicle exterior region 22a, and step 39 is shaped to be lowered even further inward than step 38. A step surface 38a facing the vehicle interior is formed between steps 38 and 39. Step surface 38a is a surface that is approximately perpendicular to the vehicle width direction X.

When the end cap 3 is rotated and assembled to the molding body 2, the folded wall 41 abuts against the outer peripheral surface of the step 39, and the edge 41a of the folded wall 41 abuts against the step surface 38a. In this state, a force that tries to eliminate the deflection of the molding body 2 applies a biasing force from the edge 41a to the step surface 38a toward the outside of the vehicle, and the step 38 (step surface 38a) becomes the first position restriction part in the vehicle width direction X.

The edge 41a of the folded wall 41 of the molding 1G and the hole edge 17a of the fitting hole 17 of the molding 1 described above have in common that they are edges facing the outside of the vehicle, and in either configuration, a biasing force can be transmitted to the first position restriction portion (first protrusion 26, step portion 38) of the end cap 3 in the vehicle width direction X. In other words, the part on the molding main body 2 side that abuts against the first position restriction portion of the end cap 3 is not limited to a hole shape such as the fitting hole 17.

In addition, in the molding 1G, when the end cap 3 is rotated and assembled to the molding main body 2, a deflection occurs in the molding main body 2 in the height direction Y that brings the vehicle width direction portion 5 closer to the folded wall 41, and a force acts to reduce the internal space S6 in the height direction Y. The force that tries to eliminate this deflection acts as a biasing force that pushes the step portion 39 inward. Therefore, the step portion 39 of the outer peripheral side wall 22, particularly the step portion 39 that abuts against the folded wall 41, can function as a first position restriction portion in the height direction Y.

Figure 14 shows a molding 1H, which is an eighth modified example. In the molding 1H, a step portion 42 is formed on the outer periphery of the interior region 22b of the outer periphery side wall 22 of the end cap 3. Due to the step portion 42, the outer periphery surface of the interior region 22b is positioned lower than the outer periphery surface of the exterior region 22a, and when the end cap 3 is assembled to the molding main body 2, there is a gap between the inner periphery surface of the vehicle width direction portion 5 of the molding main body 2 and the outer periphery surface of the interior region 22b. Therefore, the range of the first position restriction portion is specified so that the exterior region 22a of the outer periphery side wall 22 functions as the first position restriction portion in the height direction Y.

Figure 15 shows a molding 1I, which is a ninth modified example. In the molding 1I, a recess 43 is formed on the outer periphery of the outer-vehicle area 22a of the outer periphery side wall 22 of the end cap 3. Due to the recess 43, the outer periphery surface of the outer-vehicle area 22a is located more inward than the outer periphery surface of the inner-vehicle area 22b, and when the end cap 3 is assembled to the molding main body 2, there is a gap between the inner periphery surface of the vehicle width direction portion 5 and the outer periphery surface of the outer-vehicle area 22a. Therefore, the range of the first position restriction portion is specified so that the inner-vehicle area 22b of the outer periphery side wall 22 functions as the first position restriction portion in the height direction Y.

A configuration that limits the range of the first position restriction part, such as molding 1H in FIG. 14 and molding 1I in FIG. 15, has the advantage that it is easier to control the accuracy of the first position restriction part.

Figure 16 shows a molding 1J, which is a tenth modified example. In the molding 1J, the part of the molding body 2 where bending occurs in the height direction Y is provided on the inner periphery of the design part 4, not on the outer periphery of the design part 4. The shape of the outer periphery of the design part 4 is the same as that of the molding 1C in Figure 9.

The molding 1J has a flexible portion 44 between the exterior wall 10 and the folded wall 12 that can bend in the height direction Y. The flexible portion 44 has an opposing wall 44a that bends from the inner circumferential end of the exterior wall 10 and extends toward the interior of the vehicle, an opposing wall 44b that bends from the inner circumferential end of the folded wall 12 and extends toward the interior of the vehicle, and a U-shaped curved portion 44c that connects the interior ends of the opposing walls 44a and 44b. The internal space S7 surrounded by the opposing walls 44a, 44b, and the curved portion 44c is connected to the internal space S1.

When the end cap 3 is rotated in the assembly direction R1 to be assembled to the molding main body 2, a bending in the height direction Y occurs in the bending portion 44, which tends to bring the opposing walls 44a and 44b closer together, and a force acts to reduce the internal space S7 in the height direction Y. The force that tries to eliminate this bending causes the end portion 12a of the folded wall 12 to push the inner circumferential side wall 21 toward the outer periphery. The movement of the end cap 3 toward the outer periphery is restricted by the outer periphery side wall 22 abutting against the vehicle width direction portion 5. In other words, the inner periphery side wall 21 of the end cap 3 functions as a first position restriction portion that receives a biasing force in the height direction Y, and the outer periphery side wall 22 functions as a second position restriction portion.

Figure 17 shows a molding 1K, which is an eleventh modified example. The molding 1K is the same as the molding 1 shown in Figures 1 to 5 in that the part of the molding body 2 where bending occurs in the height direction Y is provided on the outer periphery of the design part 4, but the shape of that part is different.

The molding 1K has a U-shaped curved portion 45 that is bent from the outer peripheral end of the vehicle exterior wall 10 toward the inner peripheral side and folded back, and a connecting wall 46 that extends in the height direction Y between the curved portion 45 and the vehicle width direction portion 5. An internal space S8 is formed between the vehicle exterior wall 10, the curved portion 45, and the connecting wall 46. A flexible portion 47 that can bend in the height direction Y is formed in the middle of the connecting wall 46. More specifically, a pair of opposing walls 47a, 47b that protrude to the outside of the vehicle and enter the internal space S8 are provided in the middle of the connecting wall 46. The pair of opposing walls 47a, 47b are spaced apart in the height direction Y, and the vehicle exterior ends of the opposing walls 47a and 47b are connected by a U-shaped curved portion 47c to form the flexible portion 47. An internal space S9 is formed between the opposing walls 47a, 47b, and the curved portion 47c.

When the end cap 3 is rotated in the assembly direction R1 to be assembled to the molding main body 2, a deflection occurs in the height direction Y that tends to bring the opposing walls 47a and 47b closer together, and a force acts to reduce the internal space S9 in the height direction Y. The force that tries to eliminate this deflection acts as a biasing force on the outer peripheral side wall 22, which is the first positional restriction part in the height direction Y.

In the molding 1 (Fig. 3) and molding 1K (Fig. 17), of the two position control parts (inner peripheral side wall 21 and outer peripheral side wall 22) that determine the position in the height direction Y of the end cap 3, a part that bends in the height direction of the molding body 2 (a part that surrounds the internal space S3 and the internal space S9) is provided at a position on the outer side of the outer peripheral side wall 22 on the outer side. The bending of this part causes a biasing force to act on the outer peripheral side wall 22 in the inner direction.

In the molding 1J (Fig. 16), of the two position control parts (inner circumferential side wall 21 and outer circumferential side wall 22) that determine the position in the height direction Y of the end cap 3, a part that bends in the height direction of the molding body 2 (part that surrounds the internal space S7) is provided at a position on the inner side of the inner circumferential side of the inner circumferential side wall 21. The bending of this part causes a biasing force to act on the inner circumferential side wall 21 toward the outer circumferential side.

As described above, when it comes to positioning the end cap 3 in the height direction Y, the direction of the biasing force acting on the end cap 3 differs depending on where the bending portion is provided in the molding main body 2 in the height direction Y. The positional relationship between the first position restriction portion and the second position restriction portion in the end cap 3 changes accordingly.

Figure 18 shows a molding 1L, which is a twelfth modified example. As shown enlarged in Figure 18, in the molding 1L, when the end cap 3 is rotated in the assembly direction R1 and assembled to the molding main body 2, there is a gap between the end 12a of the folded wall 12 and the inner circumferential side wall 21 of the insertion portion 7. In other words, the end 12a and the inner circumferential side wall 21 do not position the end cap 3 in the height direction Y.

The outer peripheral surface of the outer peripheral side wall 22 of the end cap 3 constituting the molding 1L abuts against the inner peripheral surface of the vehicle width direction portion 5 of the molding main body 2 (overlapping in the height direction Y), and the vehicle width direction portion 5 applies an inner urging force to the outer peripheral side wall 22. As shown in an enlarged view in FIG. 18, the inclined surface 26a of the end cap 3 is shaped (a surface intersecting each of the vehicle width direction X and the height direction Y) to engage with the hole edge portion 17a and restrict movement toward the inner peripheral side when the first protrusion 26 is inserted into the fitting hole 17. More specifically, the inclined surface 26a, which is an overhang shape relative to the hole edge portion 17a, engages with the boundary portion (corner portion) between the hole edge portion 17a and the surface facing the outer peripheral side of the vehicle width direction portion 5, thereby restricting movement of the end cap 3 toward the inner peripheral side. Therefore, the outer peripheral side wall 22 (base of the first protrusion 26) that receives the biasing force from the vehicle width direction portion 5 toward the inner peripheral side is the first position restricting portion, and the inclined surface 26a, which is restricted in its movement toward the inner peripheral side by the biasing force by contacting the vehicle width direction portion 5 (hole edge portion 17a), is the second position restricting portion, and the end cap 3 is positioned in the height direction Y relative to the molding main body 2.

Figure 19 shows a molding 1M, which is a thirteenth modified example. The molding 1M is a partial modification of the molding 1J in Figure 16. The molding body 2 of the molding 1M has a receiving portion 48 at the end on the inner periphery of the opposing wall 33 that constitutes the design portion 4. The receiving portion 48 abuts against the outer periphery of the outer periphery of the outer wall 22 of the insertion portion 7 when the end cap 3 is assembled to the molding body 2.

In the molding 1M, when the end cap 3 is rotated in the assembly direction R1 and assembled to the molding main body 2, the flexible portion 44 is flexible in the height direction Y, and a biasing force toward the outer periphery is applied from the end 12a of the folded wall 12 to the inner periphery side wall 21. The movement of the end cap 3 toward the outer periphery side is restricted by the outer periphery side wall 22 abutting against the receiving portion 48. Therefore, the inner periphery side wall 21 that receives the biasing force toward the outer periphery from the end 12a of the folded wall 12 is the first position restricting portion, and the outer periphery side wall 22 that is restricted in its movement toward the outer periphery by the biasing force by abutting against the receiving portion 48 is the second position restricting portion, and the positioning of the end cap 3 in the height direction Y relative to the molding main body 2 is performed.

In the molding 1 (FIGS. 1 to 6) described above, the first and second position restricting parts that determine the position of the end cap 3 in the height direction Y are intended to abut against one of the design part 4 and the vehicle width direction part 5 of the molding main body 2. In contrast, in the molding 1L of FIG. 18, the first and second position restricting parts (outer peripheral side wall 22) and (inclined surface 26a) both abut against a predetermined part of the vehicle width direction part 5 of the molding main body 2 (the peripheral area of the fitting hole 17 and the hole edge part 17a) to determine the position of the end cap 3 in the height direction Y. In the molding 1M of FIG. 19, the first and second position restricting parts (inner peripheral side wall 21) and (outer peripheral side wall 22) both abut against a predetermined part of the design part 4 of the molding main body 2 (the end part 12a of the folded wall 12 and the receiving part 48) to determine the position of the end cap 3 in the height direction Y. In this way, it is possible to select a configuration in which the positioning of the end cap 3 in the height direction Y is not divided between the design part 4 and the vehicle width direction part 5 of the molding main body 2, but is concentrated in either the design part 4 or the vehicle width direction part 5, and the first position control part and the second position control part of the end cap 3 are abutted against each other.

As can be seen from the above modified examples, various configurations can be used for the first and second position restriction parts that determine the position of the end cap 3 in the vehicle width direction X and height direction Y, the rotation restriction part that restricts the rotation of the end cap 3 relative to the molding main body 2 during assembly, and the structure that generates a biasing force in the vehicle width direction X and height direction Y against the first position restriction part. In addition, configurations other than those shown in the drawings can also be applied to the present invention as long as they fall within the scope of the above-mentioned technical concept.

In the above embodiment and each modified example, the end member that is attached to the end of the molding body 2 is an end cap 3 having a lid portion 6 and an insertion portion 7, but it is also possible to apply this to an end member that does not have a lid portion.

The above-mentioned molding 1 (1A-1K) is an example of application to an upper sash molding, but the present invention can also be applied to moldings other than upper sash moldings. For example, the present invention can be applied to belt moldings that run along the lower edge of a window opening, or frame moldings that connect upper sash moldings and belt moldings and run along the corners of a window opening. Furthermore, the present invention can be applied to moldings that are attached to vehicle doors in locations other than the periphery of a window opening, and moldings that are provided on vehicle body parts other than doors. In other words, the present invention can be applied to vehicle moldings in general.

Furthermore, the embodiments of the present invention are not limited to the above-mentioned embodiments and their variations, and may be modified, substituted, or altered in various ways without departing from the spirit of the technical idea of the present invention. Furthermore, if the technical idea of the present invention can be realized in a different way due to technological advances or derived other technologies, it may be implemented using that method. Therefore, the claims cover all embodiments that may fall within the scope of the technical idea of the present invention.

1 (1A to 1M): Molding 2: Molding body 3: End cap (end member)
4: Design portion 5: Vehicle width direction portion 6: Lid portion 7: Insertion portion 10: Vehicle outer side wall (opposing wall)
12: Folded wall 12a: End portion 13: Vehicle interior extension portion 15: Retaining wall 16: Opposing wall 17: Fitting hole 17a: Hole edge portion (edge portion)
20: Vehicle exterior wall 21: Inner peripheral wall 22: Outer peripheral wall (base of protrusion)
22a: Vehicle exterior region 22b: Vehicle interior region 23: Intermediate wall 24: Vehicle interior wall 25: Cylindrical portion 26: First protruding portion (first position restriction portion)
26a: Inclined surface 26d: Inclined surface 26f: Inclined surface 27: Second protrusion (rotation restriction portion, second position restriction portion)
28: Corner portion 30: Third protrusion (rotation restriction portion, second position restriction portion)
31: Fourth protrusion 32: Outer circumferential curved portion 33: Opposing wall 34: Bending portion 34a: Opposing wall 34b: Opposing wall 35: Step-like portion 35a: In-vehicle extension portion (rotation restriction portion)
35b: Outer peripheral extension portion 36: Corner portion 37: Fifth protrusion portion (second position restriction portion)
38: Step portion (first position restriction portion)
38a : Step surface 39 : Step portion 40 : Curved portion 41 : Folded wall 41a : Edge portion 42 : Step portion 43 : Recess 44 : Bending portion 44a : Opposing wall 44b : Opposing wall 45 : Curved portion 46 : Connection wall 47 : Bending portion 47a : Opposing wall 47b : Opposing wall 48 : Receiving portion X : Vehicle width direction Y : Height direction Z : Longitudinal direction

Claims (8)

A molding for a vehicle includes a molding body to be attached to a vehicle, and an end member attached to a longitudinal end of the molding body,
the molding main body has a design portion located on an outer side of the vehicle and a vehicle width direction portion located on an inner side of the vehicle with respect to the design portion and extending in a vehicle width direction,
The end member is
a rotation restriction portion that is restricted in rotation when rotated so as to approach the design portion from the vehicle interior side;
a first position restriction portion that receives a biasing force from the vehicle width direction portion toward an outer side of the vehicle in a state where the rotation is restricted;
a second position restriction portion that is brought into contact with the design portion from an inner side of the vehicle by the biasing force and is positioned in a vehicle width direction;
A molding for a vehicle comprising: The vehicle molding according to claim 1, characterized in that the vehicle width direction portion has an edge portion facing the outside of the vehicle, and the edge portion abuts against the first position restriction portion to transmit the biasing force. The vehicle molding according to claim 2, characterized in that the first position restriction portion has an inclined surface that intersects with both the height direction perpendicular to the vehicle width direction and the vehicle width direction, and the inclined surface abuts against the edge portion. The vehicle molding according to claim 2 or 3, characterized in that the edge portion is the inner surface of a hole formed in the vehicle width direction portion, and the first position restriction portion is a protrusion inserted into the hole. The vehicle molding according to claim 4, which cites claim 3, is characterized in that the position of the end member in the height direction is determined by the abutment of the base of the protrusion against the vehicle width direction portion and the abutment of the inclined surface against the edge portion. The molding body has a pair of opposing walls spaced apart from each other in the vehicle width direction,
6. The vehicle molding according to claim 1, wherein the biasing force is generated by a deflection that changes a distance between the pair of opposing walls in the vehicle width direction. the design portion has an exterior wall facing the exterior side of the vehicle, and a folded wall folded back from the exterior wall to the interior side of the vehicle and extending substantially parallel to the exterior wall,
The vehicle molding according to any one of claims 1 to 6, wherein the second position restriction portion abuts against either the vehicle exterior side wall or the folded back wall from the vehicle interior side. A molding body that is attached to a vehicle and an end member that is attached to a longitudinal end of the molding body,
a molding main body having a design portion located on an outer side of a vehicle and a vehicle width direction portion located on an inner side of the design portion and extending in a vehicle width direction,
The end member is rotated in a direction approaching the design portion from the vehicle interior side until the rotation restricting portion is restricted in rotation;
a vehicle molding assembling method comprising the steps of: applying a biasing force from the vehicle width direction portion to the first position restriction portion of the end member toward the outside of the vehicle while the rotation is restricted; and abutting the second position restriction portion of the end member against the design portion from the inside of the vehicle to determine a position in the vehicle width direction.

Images