WO2019093485A1

WO2019093485A1 - Vehicle door slider structure

Info

Publication number: WO2019093485A1
Application number: PCT/JP2018/041682
Authority: WO
Inventors: 福井　勝久
Original assignee: シロキ工業株式会社
Priority date: 2017-11-10
Filing date: 2018-11-09
Publication date: 2019-05-16
Also published as: JP2019090175A; JP6707507B2

Abstract

The present invention comprises: a guide rail provided to a vehicle door; a slider that is supported so as to be able to slide in the length direction in relation to the guide rail, and moves the window glass by said sliding; and an elastic body provided along the length direction of the guide rail, the elastic body being positioned freely on the movement trajectory of the slider, and elastically deforming by being pressed by the slider, the end part of the slider in the length direction being provided with a load reduction part that reduces the load when pressing the elastic body. The present invention makes it possible to reduce the sliding load from the elastic body due to the load reduction part, to smoothly operate the slider, and to improve the operation performance of the window glass.

Description

Slider structure of vehicle door

The present invention relates to a slider structure of a vehicle door.

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

A sealing structure is provided to seal the periphery of the window glass so that raindrops and the like from the outside do not enter the interior of the door when the window glass is closed. For example, in a vehicle door provided with a door sash (window frame) surrounding a window opening, a glass run made of an elastic body that abuts on the periphery of the window glass is provided along the door sash. In addition, a seal member is disposed at a location along the guide rail that constitutes the glass drive device as necessary.

JP, 2008-161935, A

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

The present invention has been made based on the above-mentioned problem awareness, and provides a slider structure of a vehicle door which can operate a slider for moving a window glass smoothly by reducing a sliding load by an elastic body. The purpose is

A slider structure of a vehicle door according to the present invention includes a guide rail provided on the vehicle door, a slider slidably supported in the longitudinal direction with respect to the guide rail, and moving the window glass by the slide, and a longitudinal direction of the guide rail. An elastic body provided along a direction, positioned on a movement trajectory of the slider in a free state, and elastically deformed by being pressed by the slider, wherein the elastic body is pressed against the longitudinal end of the slider. It is characterized in that a load reducing unit for reducing the load is provided.

The slider has a pair of side surfaces, and the elastic body is in contact with the side surface on one side, and the load reducing portion is preferably shaped to reduce the width connecting the pair of side surfaces as approaching the end in the longitudinal direction of the slider .

More specifically, the load reducing portion is set such that at least one side of the pair of side faces to which the elastic body abuts has a tapered shape that inclines toward the other side as it approaches the end in the longitudinal direction It is good to do.

Specifically, the guide rail has a concave cross-sectional shape opened toward the vehicle outer side, the open portion of the guide rail faces the inner surface of the window glass, and the slider is in the vehicle inner side of the window glass. A glass fixing portion fixed to the surface, a sliding portion which is located on the inner side of the glass fixing portion on the vehicle inner side and slidably contacts the guide rail, and the glass fixing portion and the sliding portion are connected in the vehicle interior and exterior direction And a connection portion. The connecting portion is in the form of a plate having a pair of side surfaces, and the elastic body has a cantilevered lip portion whose tip is brought into contact with one side surface of the connecting portion to be elastically deformed. The load reducing portion is formed by reducing the width connecting a pair of side surfaces of the connecting portion as approaching the end in the longitudinal direction.

The load reducing portion may be further configured to reduce the thickness of the glass fixing portion in the vehicle interior and exterior direction as it approaches the end in the longitudinal direction.

As one form of the slider structure, a guide rail is provided on a sash portion extending in the moving direction of the window glass along the edge of the window glass. The elastic body has a seal which is held by the sash and seals the space between the edge of the window glass and the sash in a watertight manner, and the lip extends from the seal along the inner surface of the window glass. It will be set up.

The sash part which provides a guide rail can be provided in the arbitrary positions of a vehicle door. For example, a sash portion provided with a guide rail may be provided with a door sash surrounding a window opening opened and closed by a window glass and extending downward from the end of the upper sash located at the upper edge of the door sash it can.

The slider may be provided with load reductions at both longitudinal ends.

According to the slider structure of the vehicle door of the present invention, the load reducing portion provided at the longitudinal end of the slider reduces the load when pressing the elastic body, and the slider is smoothed when moving the window glass Can be operated.

It is the figure which looked at a vehicle door from the vehicle outer side. FIG. 2 is a cross-sectional view of the upper sash taken along line II-II of FIG. It is the figure which looked at the disassembled vertical pillar sash from the vehicle outer side. It is the figure which looked at the standing pillar sash disassembled from the back. It is the figure which looked at the door corner part of door sash from the vehicle inside. It is the perspective view which looked at the connection member which comprises a door corner part from the vehicle outer side. It is the figure which looked at the connection member from upper direction. It is a disassembled perspective view of a window regulator. FIG. 24 is a cross-sectional view of a vertical column sash at a position along the line IX-IX in FIG. 23; It is sectional drawing to which a part of FIG. 9 was expanded. FIG. 11 is a cross-sectional view similar to FIG. 10 showing a state in which the elastic cover is elastically deformed. It is sectional drawing which shows the state in the middle of assembling | attaching an elastic cover to a standing pillar sash. It is sectional drawing which shows the state which is forming the garnish which comprises a standing pillar sash. FIG. 23 is a cross-sectional view of a vertical column sash at a position along the line XIV-XIV in FIG. 22. FIG. 25 is a cross-sectional view of a vertical column sash at a position along the XV-XV line in FIG. 24. FIG. 24 is a cross-sectional view of the upright column sash at a position along the XVI-XVI line in FIG. 23; FIG. 24 is a cross-sectional view of the upright column sash at a position along the line XVII-XVII in FIG. 23; FIG. 24 is a cross-sectional view of the upright column sash at a position along the line XVIII-XVIII in FIG. 23. FIG. 5 is a perspective view of a window regulator assembly. It is a side view which shows the positional relationship of a window glass and a slider. It is a perspective view of two sliders. It is the figure which saw through a part of window regulator and was seen from the back. It is the figure which looked at the window regulator in the window glass full closing state partially see through from the back. It is the figure which looked at the window regulator of the window glass full open state transparently and was seen from the back. It is a sectional view showing the contact relation of the shoe base of a slider, and the lip part of an elastic cover. It is a disassembled perspective view of the window regulator of 2nd Embodiment. It is sectional drawing of the window regulator of 2nd Embodiment.

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

The inside and outside of the vehicle in the following description correspond to the inside and outside of the vehicle body with the door 10 closed, and the direction connecting the inside and outside of the vehicle (the thickness direction of the door 10) Call it In the door sash 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 circumferential side is called the inner and outer circumferential direction.

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

The door sash 10 b has an upper sash 11 located at the upper edge of the door 10, and a vertical post sash 12 and a front sash 13 extending generally in the vertical direction from the upper sash 11 to the door panel 10 a. The upright pillar sash 12 is located at the rearmost portion of the door sash 10b, and the upper rear corner of the door 10 is a door corner portion 10d where the rear end of the upper sash 11 and the upper end of the upright pillar sash 12 intersect. The upright sash 12 and the front sash 13 extend substantially in parallel, and the upright sash 12 forms the rear edge of the window opening 10c, and the front sash 13 forms the front edge of the window opening 10c. Further, the upper sash 11 forms the upper edge of the window opening 10c.

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

In the space inside the door panel, a mirror bracket 14 is disposed at the front and a lock bracket 15 is disposed at the rear. The mirror bracket 14 and the lock bracket 15 are fixed to the door panel 10 a, the front sash 13 is fixed to the mirror bracket 14, and the upright pillar sash 12 is fixed to the lock bracket 15. A portion of the mirror bracket 14 protrudes upward beyond the door panel 10 a and is shaped to fit within the triangular space between the upper sash 11 and the front sash 13, and a door mirror (not shown) for that 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 beltline reinforcement 16 extending in the front-rear direction is disposed near the upper edge of the space in the door panel. The beltline reinforcement 16 is provided with at least an outerline force located on the vehicle outer side, and its front part is fixed to the mirror bracket 14 and its rear part is fixed to the lock bracket 15. In addition to the outer force, the belt line reinforcement 16 may be provided with an inner force located on the inner side of the vehicle.

A window glass W is provided to move up and down along the upright sash 12 and the front sash 13 to open and close the window opening 10c. The window glass W is a plate-like glass material having an outer side surface W1 facing the outer side, an inner side surface W2 facing the inner side, and an edge surface W3 facing the outer side (see FIG. 19). The window glass W is raised and lowered between a fully closed position (position in FIG. 1, solid line position in FIG. 20) and a fully open position (two-dot chain line position in FIG. 20) by a window regulator 40 described later The upper edge of the window glass W reaches upsash 11. The window glass W lowered from the fully closed position to the fully open position is accommodated in the space inside the door panel.

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

The sash main body 20 is a thick metal long member which makes the upper sash 11 a rigid body, and has a hollow cross-sectional frame portion 20a located on the vehicle inner side, and a plate projecting from the frame portion 20a toward the vehicle outer side And 20b. The frame portion 20a extends from the end on the outer peripheral side of the inner side wall 20c to the outer side from the inner side wall 20c located on the inner side of the vehicle, the inner peripheral side wall 20d extending from the end on the inner peripheral side of the inner side wall 20c to the outer side An outer side wall 20e and an outer side wall 20f connecting end portions of the inner side wall 20d and the outer side wall 20e outside the vehicle are provided. The plate-like portion 20b protrudes outward from the vicinity of the boundary between the outer peripheral side wall 20e and the outer side wall 20f.

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

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

As shown in FIG. 2, at the fully closed position of the window glass W, the upper edge of the window glass W enters the glass run storage 22. The window glass W having entered the glass run storage unit 22 presses the lip portion of the glass run 23 to be elastically deformed. Then, the lip portion of the glass run 23 is in close contact with the vehicle outside surface W1 of the window glass W, the vehicle inside surface W2 and the edge surface W3 to prevent water from entering the vehicle interior. The upper edge of W is elastically held by the glass run 23.

In the upper sash 11, a weather strip holding portion 24 is further formed on the outer peripheral side opposite to the glass run storage portion 22. The weather strip holding portion 24 is a concave portion constituted by the support portion 21 a and a bent portion to the outer peripheral side formed on the inner side and the outer side of the vehicle. The weather strip holding portion 24 is open toward the outer peripheral side, and the leg portion of a weather strip (not shown) made of an elastic body is fitted and held therein. The weather strip has a resilient contact portion projecting outward from the weather strip holding portion 24. When the door 10 is closed, the resilient contact portion of the weather strip abuts on the inner edge of the door opening of the vehicle body and elastically deforms. As will be described later, the weather strip is also continuous with the portion along the vertical column sash 12, and when the door 10 is closed, the space between the entire door sash 10b and the door opening is sealed in a watertight manner by the weather strip. .

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

As shown in FIG. 3 and FIG. 4, the upright column sash 12 is configured by combining an inner sash 30 and a guide rail 31 which are long members made of metal. In addition, it is also possible to form the inner sash 30 and the guide rail 31 by a nonmetal material such as a synthetic resin. As shown in FIG. 9, a garnish 32 and an elastic cover 33 are attached to the outer side of the inner sash 30 and the guide rail 31.

The inner sash 30 has a frame portion 30a located inside the vehicle, a design portion 30b located outside the vehicle, and a step 30c connecting the frame portion 30a and the design portion 30b. The frame portion 30 a is a portion corresponding to the frame portion 20 a in the upper sash 11. More specifically, as shown in FIG. 9, an inner side wall 30d located on the inner side of the car, an inner peripheral side wall 30e extending outward from the end on the inner peripheral side of the inner side wall 30d, and an outer end of the inner side wall 30d And an outer peripheral side wall 30 f extending from the rear side to the vehicle outer side. The outer peripheral side wall 30 f extends straight in a generally inward and outward direction of the vehicle. The inner circumferential side wall 30e has a sloped area which increases the distance from the outer circumferential side wall 30f (increases the amount of protrusion toward the inner circumferential side) as it gets away from the vehicle inner side wall 30d. It is a parallel parallel area.

Unlike the sash main body 20 of the upper sash 11 in which the frame portion 20a has a closed cross-sectional shape, the inner sash 30 of the upright sash 12 connects the end on the vehicle outer side of the inner circumferential side wall 30e and the outer circumferential side wall 30f in the frame portion 30a. It has a bag-like cross-sectional shape that is open toward the vehicle outside.

The stepped portion 30c of the inner sash 30 extends from the end on the outer peripheral side of the outer peripheral side extending portion 30g to the outer peripheral side extending portion 30g extending from the end on the outer side of the outer peripheral side wall 30f to the outer peripheral side And 30h. The design portion 30 b extends from the end portion on the vehicle outer side of the vehicle extension portion 30 h to the outer peripheral side.

The guide rail 31 has a concave cross-sectional shape opened toward the vehicle outer side, and is disposed so as to fit inside the open portion on the vehicle outer side of the frame portion 30 a of the sack shaped cross-sectional shape in the inner sash 30 There is. More specifically, the guide rail 31 includes an inner side wall 31a located on the inner side of the vehicle, an inner peripheral side wall 31b extending outward from the inner peripheral end of the inner side wall 31a, and an outer peripheral end of the inner side wall 31a. And an outer peripheral side wall 31c extending to the outside of the vehicle. A bent portion 31d and a cover wall 31e are provided at the end on the vehicle outer side of the inner peripheral side wall 31b and the end on the vehicle outer side of the outer peripheral side wall 31c. The guide rail 31 further includes a partition wall 31f projecting outward from the middle position in the inner and outer peripheral direction of the inner wall 31a, and a holding wall 31g projecting inwardly from the outer edge of the partition wall 31f. .

The first wall adjacent in the inner and outer peripheral directions in the guide rail 31 by the three walls (inner peripheral side wall 31b, outer peripheral side wall 31c, partition 31f) aligned in the inner and outer peripheral directions and the vehicle inner side wall 31a connecting these three walls. The section S1 and the second section S2 are formed. The holding wall 31g partially closes the outer side of the first section S1 while forming a gap with the inner circumferential side wall 31b. The cover wall 31e partially closes the outer side of the second section S2 while forming a gap with the partition wall 31f.

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

With the inner sash 30 and the guide rail 31 combined, the guide rail 31 blocks the opening on the vehicle outside of the frame portion 30 a. The end of the inner circumferential side wall 30e abuts on the bent portion 31d, and the relative position between the inner sash 30 and the guide rail 31 in the vehicle interior and exterior direction is determined (see FIG. 14). The inner peripheral side wall 31b and the outer peripheral side wall 31c are in contact with the inner peripheral side wall 30e and the outer peripheral side wall 30f from the inside of the frame portion 30a, and the inner sash 30 and the guide rail 31 are integrated in the inner and outer peripheral directions by this contact. Be done. The inner side wall 31 a of the guide rail 31 connects the inner peripheral side wall 30 e of the inner sash 30 and the outer peripheral side wall 30 f in the inner and outer peripheral directions. Then, a third section S3 is formed which is surrounded by the inner side wall 30d, the inner peripheral side wall 30e, the outer peripheral side wall 30f, and the inner side wall 31a. The third section S3 is located adjacent to the inner side of the first section S1 and the second section S2, and is separated from the first section S1 and the second section S2 by the inner wall 31a.

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

A cover wall 31e formed on the outer peripheral side wall 31c by the guide rail 31 is opposed to the window glass W at a distance from the inside of the vehicle. The cover wall 31e is located further outward than the outer peripheral extension portion 30g, and a gap U2 communicating with the holding recess U1 is formed between the in-vehicle side surface W2 of the window glass W and the cover wall 31e (see FIG. 9 to 11)).

The garnish 32 is an elongated member that covers the vehicle outer side of the design portion 30b and extends in the longitudinal direction of the vertical post sash 12 and includes an outer side 32a facing the outer side and an inner side 32b facing the inner side 30b. Have. In the inner and outer circumferential directions, the garnish 32 has a width covering the entire design portion 30b. The inner peripheral edge 32c and the outer peripheral edge of the garnish 32 are curved (bent) toward the inner side of the vehicle and protrude toward the inner side of the inner side surface 32b at the inner peripheral edge and the outer peripheral edge, respectively. 32d is provided.

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

The boundary between the design portion 30b of the inner sash 30 and the vehicle extension portion 30h has a curved shape, and the curved shapes of the inner peripheral side 32e and the outer peripheral side 32f of the inner peripheral portion 32c conform to the curved shape of the inner sash 30. It is a thing. Then, a part of the tip end side of the inner peripheral edge portion 32c including the end face 32g is positioned on the inner peripheral side with respect to the vehicle outer extension portion 30h and enters the inside of the holding recess U1. The outer side surface 32a of the garnish 32 is substantially at the same position as the outer side surface W1 of the window glass W in the inner and outer direction, and the end surface 32g is at a position close to the inner side surface W2 of the window glass W in the outer direction.

The garnish 32 is a molded article made of a material such as a synthetic resin, and is molded using a mold for molding shown in FIG. This mold for molding is an upper mold that can be moved relative to the front and back direction of the garnish 32 (with the garnish 32 assembled to the vertical column sash 12) with the vehicle outer surface 32a and the vehicle inner surface 32b as the front and back. There are 80 and a lower mold 81.

The upper mold 80 is extended extending while being concavely curved following the first formation area 80a forming the car outer surface 32a of the garnish 32 and the first formation area 80a, and a part of the inner circumferential side surface 32e And a second formation region 80b which forms The lower die 81 is extended extending while curving in a convex shape continuously to the first forming area 81 a forming the in-vehicle side surface 32 b of the garnish 32 and the first forming area 81 a to form the outer peripheral side surface 32 f A second forming area 81b, a third forming area 81c forming the end face 32g continuously with the second forming area 81b, and a part of the inner circumferential side 32e following the third forming area 81c And a fourth formation region 81d to be formed. The upper die 80 has a mating surface 80c following the second formation region 80b, and the lower die 81 has a mating surface 81e following the fourth formation region 81d. The mating surface 80 c and the mating surface 81 e are flat surfaces facing each other in the contact / separation direction of the upper mold 80 and the lower mold 81.

As shown in FIG. 13, after aligning the second formation area 80b and the fourth formation area 81d to be continuous, the upper mold 80 and the lower mold 81 are continued until the mating surface 80c and the mating surface 81e abut on each other. Get close. Then, the garnish 32 is formed by the inner surfaces of the upper mold 80 and the lower mold 81 (

formation regions

80a, 80b, 81a, 81b, 81c, 81d). Although not shown, a region for forming the outer peripheral edge 32d is also provided on the inner surface of the upper mold 80 and the lower mold 81, and not only the inner peripheral edge 32c but also the outer peripheral edge 32d is the upper mold 80 It is formed by the lower mold 81.

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

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

The elastic cover 33 is an elongated member made of an elastic body, and extends in the longitudinal direction of the vertical post sash 12 adjacent to the inner circumferential side of the garnish 32. The elastic cover 33 has a hollow portion 33a having a hollow cross-sectional shape, and a cantilevered lip portion 33b protruding inward from the hollow portion 33a.

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

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

The outer side wall 33c is located on the outer side of the vehicle, and has a positional relationship with the outer side surface W1 of the window glass W and the outer side surface 32a of the garnish 32 in the inner and outer peripheral directions. The inner peripheral side wall 33d extends from the end on the inner peripheral side of the vehicle outer side wall 33c to the lip portion 33b, and is at a position facing the edge surface W3 of the window glass W in the inner and outer peripheral direction. The outer peripheral side wall 33e and the outer peripheral protruding wall 33f have an L shape along the inner peripheral edge 32c of the garnish 32, the outer peripheral side wall 33e faces the inner peripheral side 32e, and the outer peripheral protruding wall 33f faces the end face 32g.

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

The inner peripheral side base wall 33 h is formed at a corner between the inner peripheral end of the inner side wall 33 g and the lip portion 33 b, and abuts on the positioning portion 31 c 1 of the guide rail 31. The outer peripheral side base wall 33i connects the respective outer peripheral side end portions of the outer peripheral protruding wall 33f and the vehicle inner side wall 33g to the outer peripheral side as proceeding from the vehicle inner side (vehicle inner side wall 33g) to the vehicle outer side (the outer peripheral protruding wall 33f) It has an inclined shape that protrudes. The outer peripheral side base wall 33i is separated from the step portion 30c in a state where the inner peripheral side base wall 33h is in contact with the positioning portion 31c1 (the outer peripheral side base wall 33i, the outer peripheral extending portion 30g and the vehicle outer extending portion 30h The shape and size of the hollow portion 33a in the initial state are set so that a triangular space is formed therebetween (see FIG. 10). That is, the position of the elastic cover 33 in the inner and outer peripheral directions is determined by the contact of the inner peripheral side base wall 33 h with the positioning portion 31 c 1.

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

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

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

The portion of the lip portion 33b which protrudes to the inner peripheral side from the gap U2 is elastically deformable. The protruding portion of the lip portion 33 b is curved so as to project inward toward the inner circumferential side, and the tip end of the lip portion 33 b is positioned near the tip end of the holding wall 31 g of the guide rail 31. doing.

As shown in FIG. 10, the elastic cover 33 in the initial state (free state) has a part of the inner peripheral side wall 33d (area near the lip part 33b) of the hollow part 33a and the outer side surface 33k of the lip part 33b. The convex portion and the window glass W overlap with each other. In the hollow portion 33a, a part of the outer peripheral side wall 33e (a region near the outer side wall 33c) overlaps the garnish 32. The overlapping portion of the elastic cover 33 is pressed by the window glass W and the garnish 32 to be elastically deformed to be in the shape of the holding state shown in FIG.

In the holding state of FIG. 11, the inner peripheral side wall 33 d of the hollow portion 33 a of the elastic cover 33 is pressed from the window glass W while being shaped along the edge surface W3. The pressing force from the window glass W acts toward the outer peripheral side so as to press the hollow portion 33 a against the garnish 32, and the outer peripheral side wall 33 e increases the degree of adhesion with the inner peripheral side surface 32 e of the garnish 32. Further, a pressing force also acts on the hollow portion 33 a from the garnish 32 toward the inner circumferential direction, and the inner circumferential side wall 33 d is in close contact with the edge surface W 3 of the window glass W. Therefore, the hollow portion 33a of the elastic cover 33 is in close contact with both the window glass W and the garnish 32 while being elastically deformed in the inner and outer peripheral directions, and the space between the window glass W and the garnish 32 is closed watertight. The outer side wall 33c of the hollow portion 33a is substantially flush with the outer side W1 of the window glass W and the outer side 32a of the garnish 32.

When the inner peripheral side wall 33d of the hollow portion 33a is pressed in contact with the edge surface W3 of the window glass W by the inclined shape in the initial state (see FIG. 10), a pressing force to the vehicle inner side in addition to the outer peripheral side I also receive. That is, the hollow portion 33a is pressed by the component force from the window glass W to the outer peripheral side and the component force to the vehicle interior. As a result, the inner side wall 33g is pressed against the outer peripheral extension portion 30g. By this pressing, a force acts to push and spread the inner wall 33g in the inner and outer peripheral directions. Since the inner peripheral side base wall 33h is in contact with the positioning portion 32c1 in the initial state (FIG. 10), the inner peripheral side base wall 33h maintains close contact with the positioning portion 32c1 and the hollow portion 33a in the inner and outer peripheral direction Determine the position. On the other hand, there is a space in the initial state (FIG. 10) between the outer peripheral side base wall 33i and the stepped portion 30c, and the hollow portion 33a reduces the space between the stepped portion 30c and the outer peripheral side base wall 33i. However, the portion from the outer peripheral side base wall 33i to the outer peripheral protruding wall 33f is pressed against the vehicle outer extending portion 30h.

Further, in the holding state of the elastic cover 33 shown in FIG. 11, the convex portion of the outer side surface 33k of the lip portion 33b is pressed by the inner side surface W2 of the window glass W, and the lip portion 33b is compressed and deformed in the outer side Water tight the inside of U2. In addition to the sealing by the hollow portion 33a at the edge surface W3 of the window glass W, the sealing by the lip portion 33b at the inner side surface W2 of the window glass W makes the water tightness between the window glass W and the upright column sash 12 Further improve.

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

In the elastic cover 33, the portion held by the holding concave portion U1 and held between the window glass W and the garnish 32 is made into the hollow portion 33a, compared with the partially opened open cross section or cantilevered form. It is a seal member excellent in the stability of the cross-sectional structure. As a result, the window glass can be reliably window glass with an appropriate contact pressure while absorbing variations in component accuracy and assembly accuracy of the elastic cover 33 and its peripheral members (innersash 30, guide rails 31, garnish 32, etc.) By bringing W into close contact with each part of the vertical column sash 12 (the step portion 30c, the positioning portion 31c1, and the inner peripheral portion 32c of the garnish 32), a high water-tightness can be obtained.

In addition, even when the gap between the window glass W and the garnish 32 in the inner and outer peripheral directions varies, the hollow portion 33a can maintain the stable outer width in the inner and outer peripheral directions.

Also, in the hollow portion 33a in the initial state (FIG. 10), the outer peripheral side base wall 33i is provided with a predetermined space with the step 30c, and in the holding state (FIG. 11) In this structure, the elastic cover 33 is elastically deformed, thereby improving the accuracy variation absorption performance.

The hollow portion 33a in the holding state of FIG. 11 has higher stability when the substantially L-shaped outer peripheral side wall 33e and the outer peripheral protruding wall 33f are fitted to the inner peripheral edge 32c of the garnish 32. As described above, the hollow portion 33a receives the pressing force from the window glass W to the outer peripheral side and the inner side of the vehicle by the inclined shape of the inner peripheral side wall 33d in the initial state (FIG. 10). The outer circumferential extension portion 30g abuts on the inner circumferential extension portion 30g to restrict the inward movement of the vehicle. Furthermore, movement of the hollow portion 33a to the vehicle outer side (dropping off) is restricted by the outer peripheral protruding wall 33f facing the end face 32g of the inner peripheral edge 32c of the garnish 32. Therefore, the hollow portion 33a is stably held in the vehicle interior and exterior direction.

Although the details will be described later, the first section S1 of the guide rail 31 is a portion that slidably supports the

shoes

43 and 44 of the

sliders

45 and 46 that support the window glass W. That is, the position of the window glass W in the inner and outer peripheral directions is determined by the inner peripheral side wall 31b and the partition wall 31f which constitute the first section S1 of the guide rail 31, and the window in the vehicle outer peripheral direction is formed by the inner side wall 31a and the holding wall 31g. The position of the glass W is determined. The positioning portion 31 c 1 for positioning the elastic cover 33 in the inner and outer peripheral directions is a part of the guide rail 31. That is, both the window glass W and the elastic cover 33 are positioned with reference to the guide rail 31. Thereby, the positional relationship between the window glass W and the elastic cover 33 is stabilized (difficult to vary). The elastic cover 33 receives pressure from the window glass W in the holding state (FIG. 11) and functions as a seal member. Therefore, when the positional relationship between the window glass W and the elastic cover 33 is stable, the window glass W and the upright column sash 12 The degree of adhesion of the elastic cover 33 to each part of the above can be stabilized, and high watertightness by the elastic cover 33 can be secured. Further, as described later, since the elastic cover 33 brings the lip portion 33b into contact with the

sliders

45 and 46, when the positional relationship between the window glass W and the elastic cover 33 is stable, load change on the

sliders

45 and 46 is changed. Also, the sliding performance of the

sliders

45 and 46 with respect to the guide rail 31 is improved.

The garnish 32 and the elastic cover 33 constitute the appearance of the vertical post sash 12 when the door 10 is viewed from the outside of the vehicle. The upright pillar sash 12 has a so-called flash surface structure in which the garnish 32 is arranged in a positional relationship substantially close to the outer surface W1 of the window glass W. Since the elastic cover 33 is held in a highly accurate and stable state in which the hollow portion 33a does not easily expand to the vehicle outer side as described above, the elastic cover 33 together with the window glass W and the garnish 32 has excellent watertightness performance. The appearance of the aesthetically pleasing flash surface structure can be configured.

Further, the garnish 32 sets the position of the parting line L1 generated by molding on the inner side of the intersection point K1 on the inner peripheral side surface 32e of the inner peripheral edge 32c (a position where the inner side surface 32b is extended) ( See Figure 13). Thereby, even if there is a slight variation in accuracy, parting line L1 can be reliably covered by elastic cover 33. Since the parting line L1 does not appear in the appearance, the appearance of the garnish 32 is good, which contributes to the improvement of the appearance of the pillar Sash 12.

Further, the elastic cover 33 is located inside the car of the window glass W in addition to the hollow portion 33a which appears directly on the external appearance of the upright pillar sash 12 between the window glass W and the garnish 32. A lip 33b is provided to cover the vehicle from the outside. As a result, the inner structure of the vertical column sash 12 is covered with almost no appearance on the inner circumferential side of the garnish 32 and an excellent appearance can be obtained even in a region where the window glass W and vertical column sash 12 overlap in the vehicle interior and exterior direction.

When attaching the elastic cover 33 to the upright column sash 12, as shown in FIG. 12, the window glass W is not present at the cross-sectional position of the upright column sash 12 to be attached. Specifically, the window glass W is lowered to the fully open position (see FIG. 20). In this state, as shown in FIG. 12, the elastic cover 33 is inclined to insert the hollow portion 33a in the direction of the arrow IN. The hollow portion 33 a passes between the positioning portion 31 c 1 of the guide rail 31 and the inner peripheral edge 32 c of the garnish 32 and enters the holding recess U 1. At this time, the outer peripheral side base wall 33i of the elastic cover 33 and the inner peripheral side surface 32e of the garnish 32 abut on each other. The outer peripheral side base wall 33i and the inner peripheral side surface 32e have an inclined shape that pushes the hollow portion 33a to the inner peripheral side as it proceeds in the insertion direction (arrow IN). Therefore, the hollow portion 33a is inserted into the holding recess U1 through the space between the positioning portion 31c1 and the hollow portion 33a while being compressed in the inner and outer circumferential directions. Since the outer peripheral side base wall 33i and the inner peripheral side surface 32e have a smooth inclined shape, the hollow portion 33a can be smoothly inserted into the holding recess U1.

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

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

The front end of the first frame portion 35 a in the connection member 35 is an abutting end surface 35 c that faces the rear end of the sash main body 20 of the upper sash 11. The abutting end surface 35c has a shape including the frame portion 20a and the plate portion 20b in the sash main body 20, and the region corresponding to the hollow portion of the frame portion 20a is closed by the abutting end surface 35c. Thereby, the rear end surface of the sash main body 20 can be reliably abutted against the abutting end surface 35c.

A plug-in projection 35d is provided which protrudes forward from the abutting end surface 35c (see FIGS. 6 and 7). The insertion protrusion 35d has a shape along the inner surface of the hollow frame portion 20a, and the insertion protrusion 35d is a frame portion 20a in a state where the rear end surface of the sash main body 20 is in contact with the abutting end surface 35c. It is inserted inside. In this state, the connection member 35 and the sash main body 20 are joined by means of welding or the like.

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

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

Of the second frame portion 35b, the inner circumferential side wall 35f is partially different in thickness in the inner and outer circumferential directions. In the vicinity of the lower end of the second frame portion 35b, the thickness of the inner circumferential side wall 35f is large, and a plug-in projection 35j projecting downward from the lower end surface of the inner circumferential side wall 35f is provided (see FIGS. 6 and 7). . The insertion protrusion 35j has a shape along the inner surface of the frame portion 30a of the inner sash 30, and in a state where the upper end surface of the inner sash 30 is in contact with the lower end surface of the second frame portion 35b, the insertion protrusion 35j Are inserted into the frame portion 30a. In this state, the connection member 35 and the inner sash 30 are joined by means such as welding.

The design portion 30 b and the step portion 30 c of the inner sash 30 (the whole of the vehicle outer extending portion 30 h and a part of the outer peripheral side of the outer peripheral extending portion 30 g) extend to the upper end of the vertical post sash 12. Above the junction of the lower end surface of the second frame portion 35b and the upper end surface of the inner sash 30, the side contact surface 30i formed in the step 30c extends in the vertical direction, The edge of the bent portion 35h abuts (see FIGS. 16 to 18).

As shown in FIGS. 16 and 17, the end on the outer side of the inner circumferential side wall 35f abuts on the bent portion 31d of the guide rail 31, and the position of the connecting member 35 relative to the inner sash 30 is determined. Then, inside the second frame portion 35b joined to the upright column sash 12, as in the case of the general cross section of the upright column sash 12 (FIG. 9), the inner side wall 35e, the inner circumferential side wall 35f, the outer circumferential side wall 35g, the guide rail 31 A third section S3 surrounded by the inner wall 31a of the vehicle is formed.

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

The inner side wall 35e of the connecting member 35 has an L-like shape extending forward and downward from the vicinity of the upper end of the vertical pillar sash 12 as viewed from the inner side of the vehicle as shown in FIG. The inner side wall 20c and the inner side wall 30d of the vertical column sash 12 are substantially flush with each other. The inner circumferential side wall 35f of the connecting member 35 extends forward and downward while curving, and is substantially flush with the inner circumferential side wall 20d of the upper sash 11 and the inner circumferential side wall 30e of the vertical column sash 12 Become. Similarly, the outer peripheral side wall 35 g of the connecting member 35 extends forward and downward while curving, and is substantially flush with the outer peripheral side wall 20 e of the upper sash 11 and the outer peripheral side wall 30 f of the upright column sash 12. Become. That is, the frame portion 20a of the upper sash 11 (except for the outer side wall 20f) and the frame portion 30a of the upright column sash 12 are smoothly connected by the first frame portion 35a and the second frame portion 35b of the connecting member 35. .

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

Further, the thickness of the second frame portion 35b in the inward and outward direction relative to the inboard side wall 35e is also partially different. In the vicinity of the lower end of the second frame portion 35 b, the thickness of the inner side wall 35 e is substantially the same as the thickness of the inner side wall 30 d of the inner seat 30. As shown in FIG. 6, FIG. 16 and FIG. 17, the inner wall 35e extends upward while maintaining this thickness substantially, and the third section S3 is in the vehicle inside-outward direction to a position close to the upper end of the upright pillar sash 12 A large width is secured.

As shown in FIG. 6 and FIG. 18, above the second frame portion 35b (position on the rear extension of the first frame portion 35a), the above-mentioned region continuous with the inner side wall 35e is partially a guide The thick portion 35m is formed by increasing the thickness of the rail 31 to a position close to the inner side wall 31a of the vehicle. The thick portion 35m forms a seat surface facing the vehicle outer side, and is in communication with the relief recess 35n which is a part of the third section S3 and the relief recess 35n by being recessed from the seat surface toward the vehicle interior Screw holes 35p are formed. The relief recess 35 n has a first area located on the inner side of the first section S 1 and the second section S 2 along the inner side wall 31 a and a portion of the first area corresponding to the first section S 1 It is a space having an L-shaped cross-sectional shape having an extended second region. The screw hole 35p is a cylindrical hole in which a portion corresponding to the second section S2 in the first region of the relief recess 35n is extended to the vehicle inner side, and a female screw is formed on the inner circumferential surface. The relief recess 35 n and the screw hole 35 p are both bottomed recesses and holes recessed from the vehicle outer side toward the vehicle inner side, and penetrate (open) in the inner surface of the second frame portion 35 b. Not.

As described above, the connecting member 35 having a complicated structure in which the cross-sectional shape and thickness differ depending on the difference in the longitudinal position of the door sash 10b can be manufactured with high accuracy by die casting. Further, since the connecting member 35 made of die-casting can form the bottomed screw hole 35p, the thick portion 35m and the like inside with high accuracy without forming a molding removal hole and the like on the outer surface. Can be compatible with the height of the internal functionality and the excellent appearance.

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

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

The door 10 includes a window regulator 40 (see FIGS. 8 and 22 to 24) for driving the window glass W up and down. The window regulator 40 is incorporated into the upright sash 12.

The window regulator 40 is attached to the upper and lower two

shoe bases

41 and 42 fixed to the window glass W, and to the shoe bases 41 and 42, and is slidably supported vertically with respect to the guide rail 31. It has upper and lower two

shoes

43 and 44. As shown in FIGS. 8 and 21, the shoe 43 is attached to the shoe base 41 to constitute the upper slider 45, and the shoe 44 is attached to the shoe base 42 to constitute the lower slider 46. The guide rails 31 constituting the vertical column sash 12 together with the inner sash 30 also function as guides for raising and lowering the

sliders

45 and 46 in the window regulator 40.

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

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

When the motor M of the motor unit 50 is driven to rotate the winding drum 51, the winding amount of the first wire 52 and the second wire 53 relative to the spiral groove formed on the circumferential surface of the winding drum 51 changes relatively Do. When the winding drum 51 is rotated in the first direction and the winding amount of the first wire 52 is increased, the slider 45 (shoe base 41) is pulled upward by the first wire 52, and the shoe 43 is moved to the guide rail 31. The slider 45 moves upward while sliding. When the winding drum 51 is rotated in the second direction and the winding amount of the second wire 53 is increased, the slider 45 (shoe base 41) is pulled downward by the second wire 53, and the shoe 43 is moved to the guide rail 31. The slider 45 moves downward while sliding. The

wires

52, 53 opposite to the side where the winding amount increases are fed out (relaxed) from the winding drum 51 to follow the movement of the slider 45. When the slider 45 moves up and down, the window glass W fixed to the shoe base 41 moves up and down. The slider 46 fixed to the window glass W via the shoe base 42 moves along with the window glass W while sliding the shoe 44 on the guide rail 31 to stabilize the posture of the window glass W. The detailed structure of the window regulator 40 which operates as described above will be described.

Among the elements constituting the slider 45 and the slider 46, the shoe base 41 and the shoe base 42 fixed to the window glass W are respectively rigid bodies made of metal or the like. The

shoes

43 and 44 slidingly moved relative to the guide rail 31 have hardness higher than that of the metal or the like constituting the guide rail 31 in order to realize smooth movement while preventing noise and vibration. It is formed of a low synthetic resin or the like.

As shown in FIGS. 8 and 21, the shoe base 41 has a vertically long shape, and has a glass supporting portion 41a located on the vehicle outer side, a connecting portion 41b projecting inward from the glass supporting portion 41a, and a connecting portion And a shoe support portion 41c provided at an inner end portion of the vehicle body 41b. As shown in FIG. 15 and FIG. 16, the glass support portion 41 a is a plate-like portion whose front and back surfaces (side surfaces) face in the vehicle interior and exterior direction, and the vehicle outer surface of the glass support portion 41 a is the in-vehicle side surface W2 of the window glass W. To face. The connection part 41b is a plate-like part which protrudes from the surface of the inner side of the glass support part 41a, and in which both side surfaces are directed in the inner and outer peripheral directions. That is, the glass support portion 41a and the connection portion 41b of the shoe base 41 have a substantially T-shaped cross section perpendicular to the longitudinal direction (see FIG. 25A).

The glass support portion 41a and the connection portion 41b respectively have a load reducing portion 41d and a load reducing portion 41e at both end portions in the longitudinal direction. The surface of the glass support portion 41a facing inward of the vehicle is a tapered surface that inclines toward the vehicle outside as it goes to the tip near the end in the longitudinal direction, and the tapered surface tapers (the cross-sectional area is gradually reduced The portion that is) is the load reducing unit 41d. As shown in FIG. 25B, in the vicinity of the end in the longitudinal direction of the connection portion 41b, a tapered surface 41e1 in which the distance between the side facing the inner circumferential side and the side facing the outer circumferential side decreases with each other toward the tip. The load reducing portion 41e is a portion tapered by these tapered surfaces 41e1 (a shape in which the cross-sectional area is gradually reduced).

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

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

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

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

The shoe 43 is inserted into the first section S1 of the guide rail 31 (see FIGS. 15 and 16). The connection portion 41 b connecting the glass support portion 41 a and the shoe support portion 41 c in the shoe base 41 passes between the inner circumferential side wall 31 b and the holding wall 31 g and does not interfere with the guide rail 31. The four outer surfaces of the sliding base 43a of the rectangular cross section are slidable so as to respectively face the inner wall 31a, the inner peripheral wall 31b, the partition 31f, and the holding wall 31g of the guide rail 31 surrounding the first section S1. Abut. Thus, the shoes 43 are supported slidably in the first section S1 in the vertical direction while the movement of the guide rail 31 in the in and out direction and the inner and outer peripheral directions is restricted.

The first resilient contact portion 43b of the shoe 43 faces the in-vehicle side wall 31a and the holding wall 31g facing each other in the in-vehicle direction in the first section S1 (see FIG. 18). The first resilient contact portion 43b is urged in any direction of the vehicle inner side and the vehicle inner side, and tries to maintain a state of being in contact with either the holding wall 31g or the vehicle inner side wall 31a. Thereby, rattling of the shoe 43 in the vehicle inside-outside direction is suppressed. In the present embodiment, the first resilient contact portion 43b is biased in a direction (vehicle outer side) in contact with the holding wall 31g (see FIG. 18).

The second elastic contact portion 43c of the shoe 43 faces the inner circumferential side wall 31b and the partition wall 31f opposed in the inner and outer circumferential directions in the first section S1. The second elastic contact portion 43c is urged in any direction of the inner peripheral side and the outer peripheral side to maintain the state of contacting the inner peripheral side wall 31b and either of the partition wall 31f. Thereby, rattling of the shoes 43 in the inner and outer circumferential directions is suppressed.

Since the sliding base 43a has a solid structure with a large thickness and a high hardness compared with the first elastic contact portion 43b and the second elastic contact portion 43c which are thin and hollow and easily elastically deformed, the shoe 43 is a guide rail It is possible to slide relative to the position 31 with high precision in any of the inside and outside directions and the inner and outer circumference directions.

The lip 33b of the elastic cover 33 is in the free state (only the base is held between the inner side W2 of the window glass W and the cover wall 31e of the guide rail 31 as shown in FIG. 9). Is located on the movement trajectory of the shoe base 41. Therefore, when the slider 45 is moved up and down in a state of being supported with respect to the guide rail 31 via the shoes 43, the lip portion 33b abuts on the shoe base 41 and receives a pressing force to be elastically deformed.

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

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

Further, similarly to the load reducing portion 41e of the connection portion 41b, the load reducing portions 41d provided at both ends of the glass support portion 41a have an effect of reducing the load when contacting the lip portion 33b. In addition, as shown by an alternate long and short dash line in FIG. 25A, the lip portion 33b is designed so that there is no contact with the glass supporting portion 41a in a free state where the lip portion 33b is not pressed by the connecting portion 41b. There is. Therefore, the load reducing unit 41d functions as an auxiliary function that functions only when the lip 33b comes closer to and contacts the glass support 41a than the designed position due to a variation in accuracy or the like.

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

The connection portion 41b of the shoe base 41 is changed to a configuration having tapered surfaces 41e1 on both the inner and outer peripheral sides like the load reducing portion 41e, and the outer peripheral side where the tip portion of the lip 33b abuts It is also possible to adopt an asymmetric structure having a tapered surface 41e1 only on the surface.

Similar to the shoe base 41, the shoe base 42 has an elongated shape in the vertical direction, and a glass support portion 42a located on the vehicle outer side, a connection portion 42b projecting inward from the glass support portion 42a, and a car of the connection portion 42b And a shoe support portion c provided at the inner end portion (see FIGS. 8 and 21).

The shoe base 42 has substantially the same structure as that of the shoe base 41 described above (a structure in which the glass support portion 41a, the connection portion 41b, and the shoe support portion 41c are vertically inverted), and the guide rails 31 at the respective portions. The arrangement and the role with respect to are common to the shoe base 41, so detailed description will be omitted. The load reducing portions 41 d and the load reducing portions 42 e (the tapered surfaces 41 e 2) formed at the upper and lower ends of the glass support portion 42 a also function in the same manner as the

load reducing portions

41 d and 41 e of the shoe base 41. In FIG. 25A and FIG. 25B, the reference numerals of the portions corresponding to the shoe base 41 in the shoe base 42 are shown in parentheses.

The shoe 44 has a solid structure sliding base 44a, and a first resilient contact 44b and a second resilient contact 44c protruding from the lower end and the upper end of the sliding base 44a, respectively. The sliding base 44a, the first resilient contact 44b, and the second resilient contact 44c have substantially the same structure as the sliding base 43a, the first resilient contact 43b, and the second resilient contact 43c of the shoe 43 described above. (A structure in which the upper and lower portions of the first elastic contact portion 43b and the second elastic contact portion 43c are interchanged), and the arrangement and the role with respect to the guide rail 31 in each part are common to the shoe 43 side. The description is omitted.

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

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

As described above, since the window glass W is supported at a position where the slider 45 and the slider 46 constituting the window regulator 40 are largely separated in the vertical direction, the position accuracy and stability of the window glass W are extremely high in the portion along the vertical column sash 12 It's getting higher. In particular, as shown in FIG. 20, the window glass W is vertically longer at the rear edge along the vertical pillar sash 12 than at the front edge along the front sash 13. By arranging the slider 45 and the slider 46 so as to be separated near the upper end and the lower end of the rear edge of the window glass W, the effective support length in the vertical direction with respect to the window glass W becomes very large. Even in the structure in which the window glass W is supported only by the edge portion of the above, sufficient stability and support strength can be obtained.

Further, in the upper slider 45, the shoe 43 is provided closer to the upper end of the shoe base 41, and in the lower slider 46, the shoe 44 is provided closer to the lower end of the shoe base 42 (FIGS. 8 and 21). , FIG. 23, FIG. 24). As a result, the largest shoe pitch (the distance between the two

shoes

43 and 44 in the vertical direction) can be obtained within the vertical range in which the shoe bases 41 and 42 are provided. As the shoe pitch is larger, the inclination of the window glass W with respect to the guide rail 31 (in particular, the inclination in the inner and outer peripheral directions) can be more easily suppressed, and highly accurate support and high stability of the window glass W can be obtained.

In the vertical column sash 12 that supports the window glass W with such excellent accuracy and stability, an elastic member such as the glass run 23 of the upper sash 11 that holds the window glass W in the inside and outside of the vehicle holds it. Not provided. The elastic cover 33 with which the rear edge of the window glass W abuts provides waterproofness between the window glass W and the vertical column sash 12 (garnish 32) and functions as an appearance component of the vertical column sash 12 Compared to the run 23, the cross-sectional shape can be made compact and simple.

As shown in FIG. 8 and FIG. 21, the shoe base 41 constituting the upper slider 45 further includes a portion connecting the first wire 52 and the second wire 53. A pair of upper and lower arms projecting laterally from the connection 41b below the shoe support 41c (see FIG. 8) have a wire end support 41f and a wire end support 41g at the tip of each arm. Provided. The wire

end support portions

41 f and 41 g are each integrally formed with the main body portion of the shoe base 41.

With the shoe 43 inserted into the first section S1 of the guide rail 31, the wire end support 41f and the wire end support 41g enter the second section S2 (see FIG. 17). In each of the wire

end support portions

41f and 41g, a wire insertion hole 41h and a wire insertion hole 41i penetrating in the vertical direction are formed. The wire insertion hole 41 h and the wire insertion hole 41 i are both closed cross-sectional holes which are open only at both ends in the vertical direction and do not have openings in the lateral direction (inward / outward direction toward the inner / outer direction).

The first wire 52 is inserted into the wire insertion hole 41h of the wire end support portion 41f, and the wire end 55 to which the end portion of the first wire 52 is connected is located below the wire end support portion 41f. The first wire 52 leaves the wire insertion hole 41 h and extends upward through the second section S2. The upward movement of the wire end 55 relative to the shoe base 41 is restricted by the fact that the upper end surface (the end surface on the side to which the first wire 52 is connected) of the wire end 55 abuts on the lower end surface of the wire end support 41 f When the wire end 55 is pulled upward, the force is transmitted to the shoe base 41).

The wire end 55 has a large diameter flange near its lower end, and a compression spring 56 is inserted between the flange and the wire end support 41 f. The compression spring 56 biases the wire end 55 downward with respect to the shoe base 41, and the biasing force removes slack of the first wire 52.

The second wire 53 is inserted into the wire insertion hole 41i of the wire end support 41g, and the wire end 57 to which the end of the second wire 53 is connected is located above the wire end support 41g. The second wire 53 is extended downward from the wire insertion hole 41i through the second section S2. The downward movement of the wire end 57 relative to the shoe base 42 is restricted by the lower end surface of the wire end 57 (the end surface on the side to which the second wire 53 is connected) abutting on the upper end surface of the wire end support 41g When the wire end 57 is pulled downward, the force is transmitted to the shoe base 41).

The wire end 57 has a flange with a large diameter near the upper end, and a compression spring 58 is inserted between the flange and the wire end support 41g. The compression spring 58 biases the wire end 57 upward with respect to the shoe base 41, and the biasing force removes slack of the second wire 53.

The first section S1 in which the

shoes

43 and 44 are inserted and the second section S2 in which the wire

end support portions

41f and 41g of the shoe bases 41 and 42 are disposed are located outside the inboard side wall 31a of the guide rail 31 positioned. On the other hand, the motor unit 50 is attached to the inner surface of the inner side wall 31 a of the guide rail 31 in the inner space of the door panel below the beltline reinforcement 16.

As shown in FIG. 8, the motor unit 50 includes a drive unit 50 a having a motor M, a reduction gear mechanism, and the like, and a drum housing 50 b that rotatably accommodates the winding drum 51. The notch which lets the 1st wire 52 and the 2nd wire 53 which are extended from winding drum 51 pass is formed in the peripheral surface of drum housing 50b. When the drive unit 50 a and the drum housing 50 b are combined, the drive shaft 50 c on the drive unit 50 a side is connected to the shaft hole of the winding drum 51, and the driving force of the motor M is transmitted to the winding drum 51.

The motor unit 50 is fixed to the guide rail 31 by bringing the upper and

lower brackets

50d and 50e provided on the drum housing 50b into contact with the inner surface of the inner side wall 31a and bolting this contact portion. . When the motor unit 50 is fixed, the rotational center of the winding drum 51 (the axis of the drive shaft 50c) is directed in the inner and outer peripheral directions.

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

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

The wire guide member 60 is overlapped and fixed on the vehicle inner side of the bracket 50d, and the wire guide member 60 and the bracket 50d are formed with through holes for inserting the bolts 70 respectively. The wire guide member 61 is positioned in the second section S2 of the guide rail 31 and fixed in contact with the outer surface of the inner side wall 31a. The wire guide member 61 is formed with a screw hole facing inward the vehicle, and a through hole communicating with the screw hole is formed in the vehicle inner side wall 31 a. The bolt 70 inserts the screw portion from the vehicle inner side into the through holes of the wire guide member 60, the bracket 50d, and the inner wall 31a, and screw the screw portion into the screw hole of the wire guide member 61. The tip end of the screw portion of the bolt 70 in the fixed state is located in the screw hole of the wire guide member 61, and is not exposed in the second section S2 of the guide rail 31 (see FIG. 22). That is, the bolt 70 does not interfere with the wire

end support portions

41 f and 41 g of the shoe base 41 passing through the second section S 2 and the

wires

52 and 53.

The wire guide member 60 is provided with an arm portion 60 a which extends upward from the fastening position by the bolt 70. The upper end of the arm portion 60 a is fixed to the guide rail 31 by a bolt different from the bolt 70. The arm 60a is formed with a guide groove 60b extending in the vertical direction. The guide groove 60b is a bottomed groove opened toward the vehicle outer side, and is opposed to the surface on the inner side of the inner side wall 31a of the guide rail 31 at a predetermined distance (see FIG. 22).

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

The lower bracket 50 e of the drum housing 50 b is fixed to the guide rail 31 via the bolt 71 and the nut 72. The bolt 71 inserts a screw from the outside of the vehicle into a through hole formed in the bottom of the second section S2 of the inner side wall 31a and a through hole formed in the bracket 50d, and is screwed into the nut 72. The head of the bolt 71 is located in the second section S2. The fastening position by the bolt 71 is below the winding drum 51 in the drum housing 50b. Therefore, the wire

end support portions

41f and 41g of the shoe base 41 passing through the second section S2 and the

wires

52 and 53 do not reach the position of the head of the bolt 71, and interference with the bolt 71 is generated. There is no risk of occurrence (see FIG. 22).

In the vicinity of the upper end of the guide rail 31, the pulley bracket 62 is bolted and fixed to the inner surface of the inner wall 31a. The guide pulley 54 is rotatably supported by the pulley bracket 62 via the pulley pin 62a. The guide pulley 54 is a disk-shaped member in which a wire guide groove is annularly formed on the outer periphery, and in a state where the pulley bracket 62 is fixed to the guide rail 31, the rotation center of the guide pulley 54 (axis line of the pulley pin 62a) is It turns to the inner and outer circumference direction.

As shown in FIG. 8, in the guide rail 31, a through hole 31 i is formed in the vicinity of the mounting position of the pulley bracket 62 so as to penetrate the in-vehicle side wall 31 a. The through hole 31i is provided in a region forming the second section S2 (a region near the outer peripheral side in the inner and outer peripheral direction) of the inner wall 31a, and the second section S2 and the third section S3 are formed by the through hole 31i. Are in communication. As shown in FIG. 16, the pulley pin 62a is located in the third section S3, and the guide pulley 54 has a radial direction orthogonal to the axis of the pulley pin 62a directed inward and outward of the vehicle, and the second section S2 and the It is disposed across the three sections S3.

In the door corner portion 10d to which the guide pulley 54 is attached, the guide rail 31 and the connection member 35 are combined. The guide pulley 54 and the pulley bracket 62 are disposed within the space surrounded by the inner side wall 35 e, the inner peripheral side wall 35 f, and the outer peripheral side wall 35 g in the second frame portion 35 b of the connecting member 35. Not exposed to

More specifically, the pulley bracket 62 is long in the vertical direction (see FIG. 6, FIG. 8, FIG. 22 to FIG. 24), and has a plate shape extending in the vehicle inside and outside when viewed from above (or in cross section perpendicular to the longitudinal direction). And a pair of upper and

lower support seats

62c and 62d extending outward from the end on the vehicle outer side of the pulley support 62b (see FIGS. 17 and 18). ). The support seat 62 c and the support seat 62 d abut on the inner surface of the inner side wall 31 a of the guide rail 31. The support seat 62c and the support seat 62d are vertically separated from each other, and a through hole 31i is formed in the inner side wall 31a between positions where the support seat 62c and the support seat 62d abut. The pulley pin 62a is supported by the pulley support 62b at a vertical position between the support seat 62c and the support seat 62d (see FIG. 6).

In the cross-sectional position of FIG. 18 where the upper support seat 62c of the pulley bracket 62 is attached to the guide rail 31, the thick portion 35m of the connection member 35 is disposed on the inner side of the inner side wall 31a, and the relief recess 35n on the thick portion 35m. And screw holes 35p are formed. The support seat 62c is interposed between the vehicle inner side wall 31a and the thick portion 35m and located in the relief recess 35n, and the surface facing the inner side is in contact with the thick portion 35m. Through holes communicating with the screw holes 35p are formed in the support seat 62c and the inner side wall 31a, respectively. The threaded portion of the bolt 73 is inserted from the vehicle exterior toward the vehicle interior with respect to these through holes and screwed into the screw holes 35p. The bolt 73 is tightened until its head is located in the second section S2 of the guide rail 31 and the head abuts on the outer surface of the inner side wall 31a with a predetermined pressure. Thus, the support seat 62c is sandwiched and fixed between the inner side wall 31a and the thick portion 35m.

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

As shown in FIG. 6 and FIG. 23, the support seat 62 c is fixed using two bolts 73. The upper bolt 73 is screwed into the screw hole 35p of the connecting member 35 as described above. The screw portion of the lower bolt 73 is inserted into the space under the thick portion 35m (the internal space of the second frame portion 35b of the connecting member 35) through the through holes of the support seat 62c and the inner wall 31a. Screw on the nut 77.

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

Further, the fastening position of the pulley bracket 62 by the bolts 73 is above the guide pulley 54. Therefore, the wire end supports 41f and 41g of the shoe base 41 passing through the second section S2 and the

wires

52 and 53 do not reach the position of the head of each bolt 73, and interfere with the bolts 73. There is no risk of

In the cross-sectional position of FIG. 17 where the lower support seat 62d of the pulley bracket 62 is attached to the guide rail 31, the connection member 35 does not have the thick portion 35m, and the third section S3 becomes wider in the vehicle interior and exterior direction There is. A nut 75 separate from the connecting member 35 is disposed in the third section S3, and the support seat 62d and the guide rail 31 are fastened using a bolt 74 screwed to the nut 75. A through hole communicating with the screw hole of the nut 75 is formed in each of the support seat 62d and the inner side wall 31a, and these through holes are directed from the vehicle outer side (the second section S2 side) toward the vehicle inner side The threaded portion of the bolt 74 is inserted and screwed into the threaded hole of the nut 75. The bolt 74 is tightened until its head abuts on the outer surface of the inner side wall 31a with a predetermined pressure.

At the fastening position of the pulley bracket 62 by the bolt 74, the pulley supporting portion 62b, the support seat 62d and the nut 75 are accommodated in the third section S3, and the pulley bracket 62 and the nut 75 are not exposed to the outside. Further, since the bolt 74 is a countersunk screw whose head hardly protrudes from the vehicle inner side wall 31a toward the vehicle outer side, each wire

end support portion

41f, 41g of the shoe base 41 passing through the second section S2 and each

wire

52, 53 do not interfere with the head of the bolt 74.

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

The frame portion 30a of the inner sash 30 in the upright pillar sash 12 and the second frame portion 35b of the connecting member 35 have a depth in the vehicle interior and exterior direction greater than the width in the inner and outer peripheral directions (FIGS. 9 and 14 to 17). The guide pulley 54 has a flat shape in which the diameter is larger than the thickness in the axial direction, and the guide pulley 54 is disposed so that the diameter direction is directed inward and outward across the second section S2 and the third section S3 in the second frame portion 35b. By doing this, the space can be contained in the inside of the connection member 35 efficiently.

As shown in FIG. 16 and FIG. 17, in the portion where the connecting member 35 is provided, the region near the inner periphery of the third section S3 (the car in the first section S1) The inner area is somewhat narrow. However, the area near the outer periphery of the third section S3 (the area on the vehicle inner side of the second section S2) is as wide as the area where the inner seat 30 is provided (see FIGS. 9, 14 and 15). It is maintained. Therefore, by arranging the guide pulley 54 at the position of the area near the outer periphery in the third section S3, the guide pulley 54 can be moved to the third position while using the large diameter guide pulley 54 whose outer peripheral portion is located close to the inner wall 35e. It can be contained in the 2 frame part 35b. In other words, while the guide of the first wire 52 across the second section S2 and the third section S3 straddling the inner wall 31a of the guide rail 31 is realized, the maximum that can be accommodated in the second frame portion 35b of the connection member 35 A class sized guide pulley 54 is available. As the diameter (curvature radius) of the guide pulley 54 is larger, the curvature of the first wire 52 to be guided becomes gentle, which is advantageous in reducing the resistance at the time of driving the window regulator 40 and in the smoothness of the operation.

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

The wire pressing member 63 is abutted against the inner surface of the inner wall 31 a of the guide rail 31 and fixed by bolting. A screw hole is formed in the wire pressing member 63 toward the vehicle outer side, and in a region forming the second section S2 in the vehicle inner side wall 31a of the guide rail 31, a through hole communicating with the screw hole of the wire pressing member 63 A hole is formed. The threaded portion of the bolt 76 is inserted into the through hole from the outside of the vehicle and screwed into the threaded hole of the wire pressing member 63, whereby the wire pressing member 63 is fixed to the guide rail 31 (see FIG. 23). Four bolts 76 are used at different positions in the vertical direction. Since each bolt 76 is a flathead screw whose head does not protrude most from the inner side wall 31a to the outer side of the vehicle, the wire

end support portions

41f and 41g of the shoe base 41 passing through the second section S2 and the

wires

52 and 53 Does not interfere with the head of each bolt 76 (see FIG. 14).

The wire holding member 63 is longitudinally directed in the vertical direction, and a guide groove 63a extending in the vertical direction is formed. As shown in FIG. 23, the guide groove 63a is a bottomed groove opened toward the vehicle outer side, and there is a predetermined gap between the bottom surface of the guide groove 63a and the inner side wall 31a of the guide rail 31.

In the window regulator 40, each

wire

52, 53 is routed as follows. As a premise, the door 10 has a curved outer surface shape that is convex toward the vehicle outer side, and the inner sash 30 and the guide rail 31 of the vertical column sash 12 are correspondingly intermediate in the longitudinal direction (vertical direction) The portion has a curved shape that protrudes toward the vehicle outer side with respect to the upper and lower end portions (see FIG. 4).

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

The bottom surface of the guide groove 61a of the wire guide member 61 is a curved surface which is convex toward the vehicle outer side, and has a curvature larger than that of the inner side wall 31a. If the second wire 53 passing through the through hole 31h of the guide rail 31 is made to follow the inner wall 31a without using the wire guide member 61, the edge portion (especially the upper edge) of the through hole 31h is The second wire 53 may be rubbed and damaged. The second wire 53 is supported by the bottom surface of the guide groove 61a, and the second wire 53 is rubbed at the edge portion of the through hole 31h by passing the second wire 53 at a position away from the inner wall 31a to the outer side of the vehicle. I'm preventing.

When the position of the bottom of the guide groove 61a relative to the inner wall 31a is lowered (toward the vehicle), the approach angle of the second wire 53 from the winding drum 51 side with respect to the through hole 31h becomes smaller, and the second path is smooth. It can lead to section S2. On the other hand, the second wire 53 is easily rubbed at the edge portion of the through hole 31 h. Since the approach angle of the second wire 53 from the winding drum 51 side with respect to the through hole 31h becomes large when the bottom surface of the guide groove 61a with respect to the vehicle inner side wall 31a is high (outward of the vehicle), the edge portion of the through hole 31h The contact of the second wire 53 is less likely to occur. On the other hand, the degree of bending of the second wire 53 in the second section S2 is increased, which may cause an increase in resistance during driving. Taking these conditions into consideration, the second wire 53 is smoothly guided from the winding start point P1 of the winding drum 51 to the second section S2, and rubbing of the second wire 53 with respect to the edge portion of the through hole 31h occurs. The bottom surface position of the guide groove 61a is set so as not to be an optimum height.

Above the wire guide member 61, the second wire 53 is extended along the outer surface (bottom surface of the second section S2) of the inner wall 31a of the guide rail 31 (see FIGS. 9 and 22). The outer side surface of the inner side wall 31a is a smooth surface which is convexly curved toward the outer side, so the second wire 53 is smoothly guided without being caught and the like.

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

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

The bottom surface of the guide groove 60b of the wire guide member 60 is a curved surface that is convex toward the vehicle outer side, and has a curvature larger than that of the inner side wall 31a. When not held by the wire guide member 60, the locus of the first wire 52 is such that the winding drum 51 and the guide pulley 54 are connected at the shortest distance on the concave side (inside) of the guide rail 31 having a shape convex toward the vehicle outer side. It becomes. This hypothetical wire locus is shown as a wire short circuit locus 52x in FIG. The bottom surface of the guide groove 60b supports the first wire 52 in a state where the first wire 52 is pushed outward with respect to the wire short circuit trajectory 52x.

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

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

The first wire 52 whose trajectory is changed from the wire short circuit trajectory 52x by the wire guide member 60 and the wire pressing member 63 is an appropriate distance with respect to the inward surface of the in-vehicle side wall 31a of the concavely curved guide rail 31 It arranges in the up-and-down direction, maintaining (the position which fits in the 3rd division S3).

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

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

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

The first wire 52 extending downward from the winding start point Q 2 of the guide pulley 54 is inserted into the wire insertion hole 41 h of the wire end support 41 f in the second section S 2, and is inserted into the shoe base 41 via the wire end 55. It is connected (see FIG. 21). The wire insertion hole 41 h of the wire end support portion 41 f is a hole with a closed cross-sectional shape that does not have a slit that is opened to the side. Therefore, at the time of assembly, insertion of the first wire 52 into the wire insertion hole 41h (insertion of the end opposite to the wire end 55) is first performed, and then the first to the guide pulley 54 and the winding drum 51 is performed. It is preferable to wind and connect the wire 52.

As described above, when the first wire 52 and the second wire 53 are wired, the compression spring 56 and the compression spring 58 press the wire end 55 and the wire end 57 in the approaching direction to each other, so that A prescribed tension is applied. As a result, the slider 45 to which the

wires

52 and 53 are connected is stabilized, and the window glass W position-controlled via the slider 45 is held and raised and lowered with high accuracy.

As shown in FIG. 21, the shoe base 41 accommodates 56 and 57 and compression springs 56 and 58 between the wire end support 41 f and the wire end support 41 g. This housing portion is configured only with the opposing end face portions of the two wire

end support portions

41 f and 41 g (surfaces where the end faces of the wire end 55 and the wire end 57 abut), and the wire end 55 or the wire end 57 There is no side wall or the like surrounding the side. Therefore, the wire connection structure is established with a very compact and simple configuration.

As shown in FIG. 21, the wire

end support portions

41 f and 41 g have a length in the vertical direction larger than the width of the end face with which the wire ends 55 and 57 abut. That is, the support lengths of the

wires

52 and 53 by the wire insertion holes 41 h and 41 h are increased. When the wire insertion holes 41 h and 41 h having long support lengths maintain the linearity of the

wires

52 and 53, the effect of suppressing the lateral deflection of the wire ends 55 and 57 located immediately thereabout can be obtained.

When the wire

end support portions

41f and 41g are inserted into the second section S2 of the guide rail 31, the inner surface of the second section S2 (vehicle inner side wall 31a, outer peripheral side wall 31c, cover wall 31e, partition 31f) , 57 around the side to suppress the shake. As shown in FIG. 17, there is a clearance of a predetermined size between the inner surface of the second section S2 and the wire end 55 (or the wire end 57), so that the position of the wire ends 55, 57 can be precisely determined. Absent. However, excessive positional deviation of the wire ends 55, 57 that deviates from the extended positions of the wire

end support portions

41f, 41g can be prevented by the inner surface of the second section S2.

From the above, as a wire connection structure in the shoe base 41, there is a minimum configuration (a transmission portion of driving force) that receives the pulling force by bringing the end faces of the wire ends 55, 57 into contact in the extending direction of the

wires

52, 53. It is enough. In particular, in the window regulator 40 of the present embodiment, most of the elevating mechanism excluding the motor unit 50 is accommodated in the internal space of the vertical pillar sash 12 elongated in the vertical direction. Therefore, it is extremely effective in terms of space efficiency to complete the wire connection structure in the elongated space between the facing surfaces of the wire

end support portions

41 f and 41 g which are vertically separated. Specifically, the cross-sectional area of the second section S2 in which the wire

end support portions

41f and 41g are accommodated may be small. Therefore, the first section S1 in which the

shoes

43 and 44 are inserted and the second section S2 in which the

wires

52 and 53 are inserted are arranged in parallel without increasing the width of the frame portion 30a in the inner and outer peripheral directions. Is possible. Further, since the second section S2 is compact also in the vehicle interior and exterior direction, the second section S2 and the third section S3 in which the

wires

52 and 53 are inserted are inserted from the window glass W to the vehicle inner side wall 30d of the frame portion 30a ( The second frame portion 35b can be arranged in parallel within a restricted dimension of the depth to the vehicle inner side wall 35e).

When assembling the window regulator 40, it is preferable from the viewpoint of workability that the work is performed with the

wires

52, 53 loosened, and the final tensioning of the

wires

52, 53 be performed as late as possible. . In the manufacture of the window regulator 40 according to the present embodiment, tensioning of the

wires

52 and 53 is performed by attaching the wire pressing member 63 after performing component assembly and wire wiring in one pass. As described above, the wire pressing member 63 is located on the outer side of the wire short path 52x connecting the winding drum 51 and the guide pulley 54 at the shortest distance on the concave side (the inner side) of the curved guide rail 31 The first wire 52 is supported on the inner side of the recess). That is, the tension of the first wire 52 is increased by changing the routing of the first wire 52 toward the outside of the vehicle and making the actual trajectory of the first wire 52 longer than the wire shorting trajectory 52x. .

In addition to the wire pressing member 63, the wire guide member 60 also supports the first wire 52 on the recessed portion side (inside) of the guide rail 31. Therefore, even if the wire pressing member 63 is not attached, a certain amount of tension is applied to the

wires

52 and 53 at the stage when the wire guide member 60 is attached. If the

wires

52 and 53 are too loose, the wires may be easily detached from the guide pulley 54 and the assemblability may deteriorate. However, by attaching the wire guide members 60, the

wires

52 and 53 may be appropriately stabilized. Work can proceed. Then, when assembling the wire holding member 63 at the final stage, only the small amount of the first wire 52 supported by the wire guide member 60 in advance may be pressed, and therefore, the assembling property of the wire holding member 63 is also excellent.

The wire pressing member 63 is accommodated in the third section S3 in the completed state of the vertical post sash 12 (see FIG. 14). Therefore, before the guide rail 31 is combined with the inner sash 30 and the connection member 35, the assembly of the components of the window regulator 40 including the wire pressing member 63 is completed. FIG. 19 shows the regulator assembly 40A in this state. The regulator assembly 40A has already been completed as a functional unit for moving (raising and lowering) the window glass W along the guide rails 31. Therefore, it is possible to perform operation check, inspection, shipping (sale), maintenance and the like in the state of the regulator assembly 40A.

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

The state in which the window glass W was raised and lowered by the window regulator 40 having the above configuration is shown in FIG. 20, FIG. 23 and FIG. The solid line in FIG. 20 indicates the fully closed position (top dead center) at which the window glass W is most raised, and the two-dot chain line in FIG. 20 indicates the fully open position where the window glass W is most lowered. It is a position (bottom dead center). FIG. 23 shows the state of the window regulator 40 in the fully open position of the window glass W, and FIG. 24 shows the state of the window regulator 40 in the fully open position of the window glass W.

In the fully closed position of the window glass W, as shown in FIG. 23, the shoes 43 of the upper slider 45 reach near the upper end of the guide rail 31. A guide pulley 54 is provided near the upper end of the guide rail 31, but the first section S1 in which the shoe 43 is inserted and the second section S2 in which the guide pulley 54 is disposed are arranged in parallel in the inner and outer circumferential directions. Since the shoes 43 and the guide pulleys 54 do not interfere with each other, they are separated from each other.

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

Furthermore, the upper portion of the upper slider 45 is located near the upper end (door corner 10d) of the vertical column sash 12 and the lower portion of the lower slider 46 is located near the beltline reinforcement 16 (see FIG. 1) The window glass W is supported over substantially the entire area of the upright pillar sash 12 in the vertical direction. As a result, the window glass W can be stably supported with extremely high accuracy, and the resistance to falling of the window glass W in the longitudinal direction of the vehicle or in the lateral direction of the vehicle can be improved.

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

Even in the fully open position, the window glass W is supported in a wide range in the vertical direction in the door panel 10a with respect to the guide rail 31. Therefore, similar to the above fully closed position, high support accuracy and stability of the window glass W are obtained. Be

As described above, in the door 10 of the present embodiment, the components of the lifting and lowering mechanism for transmitting the driving force of the motor M as the driving source to the window glass W in the window regulator 40 are incorporated in the vertical column sash 12. As a result, space efficiency and layout around the door panel 10a can be improved as compared to the existing configuration in which the window regulator is disposed in the internal space of the door panel 10a below the window opening 10c. For example, the degree of freedom in setting the shape of the door trim on the inner side of the door is increased. In addition, the inner surface of the door can be brought closer to the vehicle exterior to improve the foot-keeping ability at the time of getting on and off. Alternatively, it is possible to widen the internal space of the door panel 10a, to secure an arrangement space for functional components other than the window regulator, or to improve the assemblability of the components into the door panel 10a.

FIGS. 26 and 27 show a window regulator 140 of the second embodiment. While the window regulator 40 of the previous embodiment is provided with a wire type transmission mechanism, the window regulator 140 is provided with a rack and pinion type transmission mechanism. The other configuration is the same as that of the previous embodiment, and the same parts as those of the first embodiment are denoted by the same reference numerals as the previous embodiment and the description thereof is omitted.

As shown in FIG. 26, the motor unit 150 constituting the window regulator 140 is attached to the guide rail 31 at substantially the same position as the motor unit 50 of the previous embodiment (that is, inside the door panel 10a). The motor unit 150 includes a drive unit 150 a including a motor M, and a pinion support member 150 b rotatably supporting the pinion 90. The pinion 90 is connected to the drive shaft 150c, and the rotational drive force is transmitted from the drive unit 150a via the drive shaft 150c. The pinion support member 150 b is fastened and fixed by bringing the upper and

lower brackets

150 d and 150 e into contact with the inner side wall 31 a of the guide rail 31 from the inner side of the vehicle. The pinion 90 supported in this manner is rotationally driven about a drive shaft 150c that faces in the inner and outer circumferential directions.

A through hole 31j is formed in the vehicle inner side wall 31a of the guide rail 31 between positions to which the upper and

lower brackets

150d and 150e of the pinion support member 150b are fixed. The through hole 31 j is formed at a position where the second section S 2 and the third section S 3 (see FIG. 27) in the vertical column sash 12 communicate with each other. A portion of the pinion 90 enters the second section S2 through the through hole 31j. FIG. 27 shows a general cross-sectional position of the upright column sash 12 above the position of the pinion 90, and the pinion 90 is virtually represented by an alternate long and short dash line.

A rack 91 is disposed in the second section S2 in the upright column sash 12 (guide rail 31). The rack 91 is an elongated member extending along the longitudinal direction of the guide rail 31, and a tooth portion 91a facing inward the vehicle is continuously formed in the longitudinal direction. In the second section S2, a rack guide 92 for stably moving the rack 91 in the vertical direction is provided (see FIG. 27).

On the shoe base 41 of the slider 45, a rack connecting portion 41j is provided in the vicinity of the center in the longitudinal direction (lower than the shoe supporting portion 41c) and projecting outward from the connecting portion 41b. The rack connection portion 41j extends into the second section S2 and is fixed to the surface on the vehicle outer side of the rack 91 (the surface on which the tooth portion 91a is not formed). What is fixed to the rack connection portion 41 j is a part near the upper end of the rack 91.

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

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

As described above, in the door 10 according to the above-described embodiment, the load reducing portion 41 d is provided at the end in the vertical direction (longitudinal direction) of the

sliders

45 and 46 that slide the window glass W by sliding with respect to the guide rail 31. 41e and load reducing

units

42d and 42e. Thereby, when each

slider

45, 46 moves along the guide rail 31, the load by the lip portion 33b of the elastic cover 33 can be reduced and a smooth operation can be realized, and a difference such as chattering noise of the lip portion 33b Sound can be suppressed.

The present invention is particularly useful when the elastic body in contact with the

sliders

45 and 46 has a cantilever shape such as the lip 33b, but the shape of the elastic body is not limited thereto. For example, even when a portion such as the hollow portion 33a in the elastic cover 33 contacts the

sliders

45 and 46, the effect can be obtained.

In the above embodiment, the

load reducing portions

41d and 42d are provided at the end portions of the

glass support portions

41a and 42a of the shoe bases 41 and 42, and the

load reducing portions

41e and 42e are provided at the end portions of the connection portion 41b. The load reducing effect is obtained at all points where the lip portion 33b may come into contact. Unlike this, it is also possible to sort out the location where the load reducing portion is provided. For example, in the case where emphasis is placed on load reduction at a portion of the lip 33b where the tip contacts, the

load reducing parts

41d and 42d of the

glass support parts

41a and 42a are omitted to reduce load on the connecting

parts

41b and 42b. Only the

units

41 e and 42 e may be provided.

Further, as described above, since the lip portion 33b is located on the outer peripheral side of the connecting

portions

41b and 42b, the lip portion 33b is disposed among the pair of side surfaces in the inner and outer peripheral direction of the connecting

portions

41b and 42b. It is also possible to form the load reducing portion by providing a shape corresponding to the tapered surfaces 41e1 and 41e2 (without tapering the end portion of the side surface on the inner peripheral side) only at the end portion of the side surface on the outer peripheral side.

In the door 10 of the above-described embodiment, the guide rail 31 is incorporated into the upright pillar sash 12, and the components of the

window regulators

40 and 140 are attached to the guide rail 31. Unlike the above, the present invention is also applicable to a door of a type in which a component of a window regulator including a guide rail is attached to an inner panel constituting a door panel.

The present invention is also applicable to sliders of types other than the T-shaped cross-sectional shape such as the shoe bases 41 and 42 of the above embodiment. As an example, a slider in which the portion fixed to the window glass (corresponding to the

glass support portions

41a and 42a) and the portion connected to the shoes (corresponding to the connecting

portions

41b and 42b) have an L-shaped cross section Or the like.

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

The door 10 according to the above embodiment is a door (sash door) of a type in which a frame-shaped door sash 10 b configured by a member different from the door panel 10 a is provided above the door panel 10 a. Is also applicable. For example, a door of a type in which a door panel and a door sash are integrally formed (an inner full door in which the inner panel and the door sash are integrally formed, an inner panel and an outer panel, respectively, and the inner and outer sides of the door sash are integrally formed and then combined) The slider structure of the present invention may be applied to a panel door) or a door (a type of hard top) having a portion corresponding to the upright sash 12 without having a portion corresponding to the upper sash 11 or the like. These various doors are also subject to application of the present invention as long as they have a slider structure for guiding the slider by the guide rail and performing opening and closing movement of the window glass.

Further, in the above embodiment, the vertical post sash 12 is longer than the front sash 13 in the raising and lowering direction, and the guide rail 31 for guiding the

sliders

45 and 46 is provided on the vertical post sash 12. However, in the case of a vehicle door having a sufficient length in the front sash, it is also possible to provide a guide rail on the front sash side. Alternatively, in the case of a vehicle door provided with a division bar separating a window opening opened and closed by a movable window glass and a fixed window frame closed by the fixed window, the division bar may be provided with a guide rail.

Although the said embodiment is applied to the door 10 of the type which the window glass W raises / lowers up and down, the direction to which a window glass moves at the time of opening and closing is not limited to this. For example, the present invention can be applied to a door of a type in which a window glass slides in a lateral direction (horizontal direction). More specifically, if it is read that the extending direction of the guide rail 31 in the above embodiment is horizontal, not vertical, it is established as a slider structure supporting the window glass sliding in the lateral direction.

Although the said embodiment is applied to the side door attached to the side of the right front seat of a vehicle, application to other doors is also possible.

Moreover, although each embodiment of this invention was described, you may combine the said embodiment and modification with the whole or partial as another embodiment of this invention.

Furthermore, the embodiments of the present invention are not limited to the above-described embodiments and modifications, and various changes, substitutions, and modifications may be made without departing from the scope of the technical idea of the present invention. Furthermore, if technical progress of the technology or another technology derived therefrom can realize the technical concept of the present invention in another way, it may be implemented using that method. Therefore, the claims cover all the embodiments that can be included within the scope of the technical idea of the present invention.

According to the slider structure of the vehicle door of the present invention, the sliding load by the elastic body can be reduced to smoothly operate the slider for moving the window glass, and in particular, the slider can be moved in a long range along the guide rail. Useful for vehicle doors.

10: door 10a: door panel 10b: door sash 10c: window opening 10d: door corner portion 11: upper sash 12: vertical post sash (sash portion)
13: front sash 20: sash body 20a: frame portion 21: sash molding 22: glass run storage portion 23: glass run 24: weather strip holding portion 30: inner sash 30a: frame portion 30b: design portion 30c: step portion 30d: Car inner side wall 30e: Inner peripheral side wall 30f: Outer peripheral side wall 30g: Outer peripheral extension portion 30h: Outer side extension portion 30i: Side contact surface 31: Guide rail 31a: Car inner side wall 31b: Inner peripheral side wall 31c: Outer peripheral side wall 31c1: Positioning Portion 31d: bent portion 31e: cover wall 31f: partition wall 31g: holding wall 31h: through hole 31i: through hole 31j: through hole 32: garnish 32a: vehicle outer side surface 32b: vehicle inner side surface 32c: inner peripheral edge portion 32 1: positioning section 32d: outer peripheral edge portion 32e: inner circumferential side 32f: an outer peripheral side surface 32 g: end face 33: elastic cover (elastic member)
33a: Hollow part (sealing part)
33b: lip 33c: outer side wall 33d: inner peripheral side wall 33e: outer peripheral side wall 33f: outer peripheral projecting wall 33g: inner inner side wall 33h: inner peripheral side base wall 33i: outer peripheral side base wall 33j: inner side 33k: outer side 35: Connecting member 35a: first frame portion 35b: second frame portion 35c: abutting end surface 35d: insertion projection 35e: inner wall 35f: inner peripheral wall 35g: outer peripheral wall 35h: bent portion 35i: plate-like portion 35j: insertion Protrusions 35k: Step 35m: Thick portion 35n: Relief recess 35p: Screw hole 36: Inner cover 40: Window regulator 40A: Regulator assembly 41: Shoe base 41a: Glass support 41b: Connection 41c: Shoe support 41d: Load reduction unit 4 1e: Load reducing portion 41e1: Tapered surface 41e2: Tapered surface 41f: Wire end support portion 41g: Wire end support portion 41h: Wire insertion hole 41i: Wire insertion hole 41j: Rack connection portion 42: Shoe base 42a: Glass support portion 42b : Connection part 42c: Shoe support part 42d, 42e: Load reduction part 43: Shoe 43a: Sliding base 43b: First elastic contact part 43c: Second elastic contact part 44: Shoe 44a: Sliding base 44b: First bullet Contact portion 44c: Second elastic contact portion 45: Slider 46: Slider 50: Motor unit 50a: Drive portion 50b: Drum housing 50c: Drive shaft 51: Winding drum 52: First wire 52x: Wire short circuit locus 53: Second Wire 54: Guide 55: Wire end 56: Compression spring 57: Wire end 58: Compression spring 60: Wire guide member 60a: Arm portion 60b: Guide groove 61: Wire guide member 61a: Guide groove 61b: Stopper surface 62: Pulley bracket 62a: Pulley pin 62b: pulley support portion 62c: support seat 62d: support seat 63: wire pressing member 63a: guide groove 73: bolt 80: upper mold 81: lower mold 90: pinion 91: rack 92: rack guide 140: window regulator 150: motor Unit 150a: Drive portion 150b: Pinion support member 150c: Drive shaft L1: Parting line M: Motor S1: First section S2: Second section S3: Third section U1 : Retaining recess U2: Clearance W: Window glass W1: Vehicle outer surface W2: Vehicle inner surface W3: Edge surface

Claims

A guide rail provided on the vehicle door,
A slider slidably supported in the longitudinal direction with respect to the guide rail and moving the window glass by the sliding;
An elastic body provided along the longitudinal direction of the guide rail, positioned on a movement trajectory of the slider in a free state, and elastically deformed by being pressed by the slider.
A slider structure for a vehicle door, comprising a load reducing portion for reducing a load when pressing the elastic body at an end of the slider in the longitudinal direction.
The slider has a pair of side surfaces, and the elastic body abuts on one side surface,
The slider structure for a vehicle door according to claim 1, wherein the load reducing portion reduces a width connecting the pair of side surfaces as approaching the end in the longitudinal direction of the slider.
The load reducing portion has a tapered shape in which at least the one side of the pair of sides to which the elastic body abuts is inclined so as to approach the other side as approaching the end in the longitudinal direction. The slider structure of the vehicle door according to claim 2.
The guide rail has a concave cross-sectional shape opened toward the vehicle outer side, and the open portion of the guide rail faces the inner surface of the window glass,
The slider is provided with a glass fixing portion fixed to a surface on the inner side of the window glass, a sliding portion positioned on the vehicle inner side than the glass fixing portion and slidably contacting the guide rail, A glass fixing portion and a connecting portion connecting the sliding portion in the vehicle inside-outside direction, and the connecting portion has a plate shape having the pair of side surfaces,
The elastic body has a cantilevered lip portion which is elastically deformed with its tip abutting on one side surface of the connecting portion,
The slider structure for a vehicle door according to claim 2 or 3, wherein the load reducing portion reduces a width connecting the pair of side surfaces of the connecting portion as approaching the end in the longitudinal direction.
5. The slider structure for a vehicle door according to claim 4, wherein the load reducing portion further reduces the thickness of the glass fixing portion in the vehicle interior and the exterior direction as approaching the end in the longitudinal direction.
The guide rail is provided in a sash portion extending in the moving direction of the window glass along the edge of the window glass,
The elastic body has a sealing portion which is held by the sash portion and seals the space between the edge portion of the window glass and the sash portion in a watertight manner, and the lip portion is a car of the window glass from the sealing portion 5. The slider structure of a vehicle door according to claim 4, extending along the inner surface.
The door sash surrounding the window opening opened and closed by the window glass is provided, The sash part is a standing pillar sash extending downward from the end of the upper sash located at the upper edge of the door sash. Slider structure of the vehicle door.
The vehicle door slider structure according to any one of claims 1 to 3, wherein the slider comprises the load reducing portion at both ends in the longitudinal direction.