WO2020158864A1

WO2020158864A1 - Vehicle door

Info

Publication number: WO2020158864A1
Application number: PCT/JP2020/003440
Authority: WO
Inventors: 公宏木下; 福井　勝久; 智章深民; 一仁中島; 正子関根; 夏樹伊藤; 三好　勝彦; 裕貴今泉
Original assignee: シロキ工業株式会社
Priority date: 2019-01-31
Filing date: 2020-01-30
Publication date: 2020-08-06
Also published as: JPWO2020158864A1

Abstract

Provided is a vehicle door that allows a mechanism to lift and lower window glass to be housed in a small space, few restrictions to be placed on the door design, and door related parts to be suitably placed. A pillar sash constitutes a door sash, extends in the direction of lifting and lowering the window glass along one of the front and rear edges of the window glass, and has a facing portion that is positioned to face the vehicle interior side of the window glass. A lifting and lowering mechanism lifts and lowers the window glass by way of the driving force of a driving source and has a slider, a guide rail, and a transmission member. Viewed from the lifting and lowering direction of the window glass, the slider, the guide rail, and the transmission member are located between the pillar sash facing portion and the window glass in the interior-exterior direction of the vehicle. The guide rail regulates the movement of the slider in the interior-exterior direction of the vehicle on the vehicle interior surface side of the window glass. The door related parts can be placed, for example, inside the vehicle door or on the vehicle interior side.

Description

Vehicle door

The present invention relates to a vehicle door.

A glass lifting device (window regulator) is installed on the vehicle door that opens and closes the window opening surrounded by the door sash and the door panel (window frame) with window glass. Although various types of glass lifting devices are known, they are often mounted on an inner panel forming a door panel of a vehicle door and housed in the door panel.

In Patent Document 1, a rack-shaped gear is provided at a rear end portion of a resin window (resin window), and a rear end portion of the resin window including the gear is provided inside a gear side guide frame protruding upward from a door panel. The housed configuration is described. The gear-side guide frame guides the rear end of the resin window so that it can be moved up and down, and the rear end of the resin window is guided inward and outward by a pair of walls located inside and outside the vehicle across the resin window. The movement is regulated.

JP, 2010-100250, A

The configuration of Patent Document 1 uses a gear-side guide frame having a large cross-sectional shape that extends inward and outward of the vehicle across the resin window in order to regulate the movement of the resin window in and out of the vehicle. Therefore, there is a problem that the door sash tends to increase in size inside and outside the vehicle. Also, since part of the gear side guide frame is located outside the resin window, it cannot be applied to vehicle doors of the type in which the outer surfaces of the window and door sash are substantially flush with each other. The exterior design is limited.

On the other hand, in vehicle doors, how and where to place various door-related parts including a mechanism for raising and lowering a window glass is an important technical issue from the viewpoint of function, structure, and appearance. There is.

The present invention has been made on the basis of the above-mentioned awareness of problems, and accommodates a mechanism for raising and lowering a window glass in a space-saving manner, has less restrictions on a door design, and can appropriately arrange door-related parts. The purpose is to obtain a perfect vehicle door.

The vehicle door of this embodiment forms a window opening, and a door sash that surrounds the front and rear edges and the upper edge of the window glass that moves up and down in the window opening, and constitutes the door sash, and one of the front and rear edges of the window glass. A vertical pillar sash that extends in the up-and-down direction of the windshield along with, and has a facing portion that faces the inside of the windshield, and a lift mechanism that raises and lowers the windshield by a driving force of a drive source; The ascending/descending mechanism includes a slider fixed to the window glass, a guide rail for movably guiding the slider in the ascending/descending direction, and a driving force from the driving source to the slider. And a transmission member, wherein the slider, the guide rail, and the transmission member are provided between the facing portion of the upright pillar sash and the windshield in the vehicle interior-exterior direction when viewed from the vertical direction of the windshield. It is characterized in that the guide rail restricts the movement of the slider in both the in-vehicle direction and the in-vehicle direction on the vehicle inner surface side of the windshield.

The upright pillar sash includes a design portion located outside the vehicle and a body portion located inside the vehicle with respect to the design portion. The body portion is configured to include the facing portion, and the slider and the guide rail. And a bag-shaped cross section that forms an internal space in which the transmission member is accommodated and is open to the vehicle exterior side, and the guide rail closes the open part on the vehicle exterior side of the bag-shaped cross section. Good.

The door-related parts may include at least one of an impact beam, an airbag, a speaker, a monitor, a table, a door pocket, and a sunshade arranged inside the windshield.

The door sash may be formed integrally with at least a part of the inner panel.

The first portion of the door sash may be formed integrally with at least a portion of the outer panel, and the second portion of the door sash may be formed integrally with at least a portion of the inner panel.

The door sash may be joined to at least a part of the door panel.

The slider may include a sliding portion that is slidable with respect to the guide rail, and the sliding portion and the transmission member may have different positions in the vehicle vertical direction.

　The frame member that constitutes the upright pillar sash and the guide rail may be separate members.

The guide rail is offset with respect to the first section in a first section in which a sliding portion provided on the slider is slidably inserted, and in an inner and outer circumferential direction with the window opening as an inner circumferential side, A second section for accommodating the transmitted portion of the slider to which the driving force is transmitted from the transmission member.

According to the present invention, it is possible to provide a vehicle door in which a mechanism for raising and lowering a windshield is housed in a small space, there are few restrictions on a door design, and door-related parts can be suitably arranged.

It is the figure which looked at the vehicle door from the vehicle outside. FIG. 2 is a sectional view of the upper sash taken along the line II-II in FIG. 1. It is the figure which looked at the disassembled vertical pillar sash from the vehicle outside. It is the figure which looked at the disassembled vertical pillar sash from the back. It is the figure which looked at the door corner part of a door sash from the vehicle inside. It is the perspective view which looked at the connecting member which constitutes a door corner part from the vehicle outside. It is the figure which looked at a connection member from the upper part. It is an exploded perspective view of a window regulator. It is sectional drawing of the vertical pillar sash in the position which follows the IX-IX line of FIG. It is sectional drawing to which a part of FIG. 9 was expanded. FIG. 11 is a sectional view similar to FIG. 10, showing a state in which the elastic cover is elastically deformed. It is sectional drawing which shows the state in the middle of attaching an elastic cover to a vertical pillar sash. It is sectional drawing which shows the state which is shape|molding the garnish which comprises an upright pillar sash. FIG. 23 is a cross-sectional view of the vertical pillar sash at a position along the line XIV-XIV in FIG. 22. FIG. 25 is a sectional view of the upright pillar sash at a position along the line XV-XV in FIG. 24. FIG. 24 is a cross-sectional view of the vertical column sash at a position along the line XVI-XVI in FIG. 23. FIG. 24 is a cross-sectional view of the vertical pillar sash at a position along the line XVII-XVII in FIG. 23. FIG. 24 is a cross-sectional view of the vertical pillar sash at a position along line XVIII-XVIII in FIG. 23. It is a perspective view of a window regulator assembly. It is a side view which shows the positional relationship of a window glass and a slider. It is a perspective view of two sliders. It is the figure which looked at some wind regulators from the back. It is the figure which looked at the window regulator in the fully closed state of the windshield as seen from behind. It is the figure which looked at a part of the window regulator in the fully opened state of the windshield from the rear. FIG. 5 is a cross-sectional view showing a contact relationship between a shoe base of a slider and a lip portion of an elastic cover. It is a disassembled perspective view of the window regulator of 2nd Embodiment. It is sectional drawing of the window regulator of 2nd Embodiment. It is sectional drawing which shows the 1st modification of a vertical pillar sash. It is sectional drawing which shows the 2nd modification of a vertical pillar sash. It is sectional drawing which shows the 3rd modification of a vertical pillar sash. It is a figure which shows an example at the time of arranging an impact beam as a door related component. It is a figure which shows an example at the time of arrange|positioning an airbag as a door related component. It is a figure which shows an example at the time of disposing a speaker as a door related component. It is a figure which shows an example when a monitor is arrange|positioned as a door related component. It is a figure which shows an example at the time of arranging a table as a door related part. It is a perspective view which shows an example of the vehicle door of the type which integrally formed the door panel and the door sash.

An embodiment to which the present invention is applied will be described below with reference to the drawings. The door 10 shown in FIG. 1 is a side door attached to the side of the right front seat of the vehicle body (vehicle), and a door opening that is opened and closed by the door 10 is formed in the vehicle body (the door 10 is a vehicle It forms part of the body (vehicle)). The door 10 includes a door panel 10a (virtually indicated by a chain line) and a door sash 10b. A window opening 10c surrounded by the upper edge of the door panel 10a and the door sash 10b is formed.

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

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 trim formed of resin or leather, for example, is attached to the inside (inside the vehicle) of the door panel 10a (inner panel). The inner panel, outer panel and door trim will be described later in detail with reference to FIG. A door panel inner space is formed between the inner panel and the outer panel, and an upper edge of the door panel inner space opens toward the window opening 10c.

The door sash 10b has an upper sash 11 located at the upper edge of the door 10, and a vertical pillar sash 12 and a front sash 13 extending substantially vertically from the upper sash 11 toward the door panel 10a. The upright pillar sash 12 and the front sash 13 constitute a “pair of upright pillar sashes”. The upright pillar sash 12 is located at the rearmost portion of the door sash 10b, and the corner corner above the rear of the door 10 is a door corner portion 10d where the rear end of the upper sash 11 and the upper end of the upright pillar sash 12 intersect. The upright pillar sash 12 and the front sash 13 extend substantially in parallel, and the upright pillar 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 vertical pillar sash 12 extends downward (obliquely downward) from the door corner portion 10d and is inserted into the interior space of the door panel. The upper sash 11 extends forward from the door corner portion 10d and bends downward as it goes from the middle to the front. The front end of the upper sash 11 is inserted into the door panel inner space of the door panel 10a. The front sash 13 extends downward (obliquely downward) from an intermediate position of the upper sash 11 and is inserted into the inner space of the door panel. The upper sash 11, the upright pillar sash 12, and the front sash 13 are fixed to the door panel 10a in the interior space of the door panel.

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

A belt line reinforcement 16 extending in the front-rear direction is arranged near the upper edge of the interior space of the door panel. The belt line reinforcement 16 includes at least an outer reinforcement located outside the vehicle, and a front portion thereof is fixed to the mirror bracket 14 and a rear portion thereof is fixed to the lock bracket 15. In addition to the outer reinforcement, the belt line reinforcement 16 may include an inner reinforcement located inside the vehicle.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Further, in the state where the inner sash 30 and the guide rail 31 are combined, the outer peripheral side wall 31c of the guide rail 31 protrudes outward from the outer peripheral extending portion 30g of the inner sash 30 and is located on the inner peripheral side of the step portion 30c. The positioning portion 31c1 is formed (see FIGS. 9 to 11). Further, the holding recess U1 that is open to the outside of the vehicle and that has the outer peripheral extended portion 30g as the bottom and the vehicle outer extended portion 30h and the positioning portion 32c1 of the stepped portion 30c as the side walls is located outside the frame portion 30a (outside the vehicle and the outer peripheral side). ) Is formed (see FIGS. 9 to 11).

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

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

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

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

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

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

As shown in FIG. 13, after aligning so that the second forming region 80b and the fourth forming region 81d are continuous, the upper mold 80 and the lower mold 81 are moved until the mating face 80c and the mating face 81e come into contact with each other. Bring them closer. Then, the garnish 32 is molded by the inner surfaces of the upper mold 80 and the lower mold 81 (

formation regions

80a, 80b, 81a, 81b, 81c, 81d). Although illustration is omitted, the inner surfaces of the upper mold 80 and the lower mold 81 are also provided with regions for forming the outer peripheral edge portion 32d, and not only the inner peripheral edge portion 32c but also the outer peripheral edge portion 32d are formed as the upper mold 80. It is formed by the lower die 81.

When the upper die 80 and the lower die 81 are separated from each other in the front and back directions of the garnish 32 after molding, the parting line L1 is formed on the inner peripheral edge portion 32c of the garnish 32 at a portion corresponding to the boundary between the mating surface 80c and the mating surface 81e. 13) is formed. The parting line L1 is located inside the vehicle from an intersection point K1 (see FIG. 13) where an imaginary line (virtual plane) extending from the vehicle interior 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 steel plate roll-formed product, an aluminum alloy die-cast product, etc.) in addition to the synthetic resin.

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

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

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

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

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

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

In the hollow portion 33a, the wall thickness of the vehicle inner side wall 33g and the inner peripheral side base wall 33h is large, and the wall thickness of the vehicle outer side wall 33c, the inner peripheral side wall 33d, the outer peripheral side wall 33e, and the outer peripheral protruding wall 33f are small. In other words, the hollow portion 33a is large in thickness and excellent in stability in a portion which is held (positioned) in contact with the inner sash 30 and the guide rail 31 in the holding recess U1, and the hollow glass 33a 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 extends from the space between the inner peripheral side wall 33d and the inner peripheral side base wall 33h of the hollow portion 33a toward the inner peripheral side. A predetermined range of the lip portion 33b on the base end side connected to the hollow portion 33a is inserted into the gap U2 between the window glass W and the cover wall 31e, and the tip end portion of the lip portion 33b is located on the inner peripheral side from the gap U2. It is protruding.

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

The part of the lip portion 33b that protrudes from the gap U2 to the inner peripheral side is elastically deformable. The projecting portion of the lip portion 33b has a curved shape so as to project toward the inner side of the vehicle toward the inner peripheral side, and the tip of the lip portion 33b is located near the tip of the retaining wall 31g of the guide rail 31. doing.

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

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

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

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

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

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

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

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

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

As will be described later in detail, the first section S1 of the guide rail 31 is a portion that slidably supports the

shoes

43 and 44 of the

sliders

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

sliders

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

sliders

45 and 46 is changed. The sliding performance of the

sliders

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

The garnish 32 and the elastic cover 33 are parts that form the exterior of the upright 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 flush with the vehicle outer surface W1 of the windshield W. Since the elastic cover 33 is held in a highly accurate and stable state in which the bulging of the hollow portion 33a to the outside of the vehicle is unlikely to occur as described above, the elastic cover 33 has excellent water-tightness, and together with the windshield W and the garnish 32. The appearance of the flash surface structure can be configured to be aesthetically pleasing.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The window regulator 40 is attached to each of the upper and

lower shoe bases

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

shoes

43, 44. As shown in FIG. 8 and FIG. 21, the shoe 43 is attached to the shoe base 41 to configure the upper slider 45, and the shoe 44 is attached to the shoe base 42 to configure the lower slider 46. The guide rail 31 that constitutes the upright pillar sash 12 together with the inner sash 30 also functions as a guide portion for ascending and descending guides of the

sliders

45 and 46 in the window regulator 40.

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

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

When the winding drum 51 is rotated by driving the motor M of the motor unit 50, the winding amount of the first wire 52 and the second wire 53 relative to the spiral groove formed on the peripheral surface of the winding drum 51 changes. To do. When the winding amount of the first wire 52 is increased by rotating the winding drum 51 in the first direction, the slider 45 (the shoe base 41) is pulled upward by the first wire 52, and the shoe 43 is guided to the guide rail 31. The slider 45 moves upward while sliding. When the winding drum 51 is rotated in the second direction to increase the winding amount of the second wire 53, the slider 45 (shoe base 41) is pulled downward by the second wire 53, and the shoe 43 is guided to the guide rail 31. The slider 45 moves downward while sliding. The

wires

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

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

As shown in FIGS. 8 and 21, the shoe base 41 has a vertically long shape, and has a glass support portion 41a located outside the vehicle, a connection portion 41b protruding from the glass support portion 41a toward the vehicle interior, and a connection portion. 41b, and a shoe support portion 41c provided at an end on the vehicle inner side. As shown in FIG. 15 and FIG. 16, the glass support portion 41a is a plate-shaped portion whose front and back surfaces (side surfaces) face the inside and outside directions of the vehicle, and the outside surface of the glass support portion 41a is the inside surface W2 of the windshield W. To face. The connection portion 41b is a plate-like portion that protrudes from the surface of the glass support portion 41a on the inner side of the vehicle and has both side surfaces facing in the inner and outer peripheral directions. That is, the glass support portion 41a and the connection portion 41b in the shoe base 41 have a substantially T-shaped cross section perpendicular to the longitudinal direction (see FIG. 25(A)).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regarding the connecting portion 41b of the shoe base 41, instead of the load reducing portion 41e having the tapered surface 41e1 on both the inner peripheral side and the outer peripheral side, the outer peripheral side on which the tip portion of the lip portion 33b abuts. It is also possible to adopt an asymmetric structure having the tapered surface 41e1 only on the surface.

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

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

The shoe 44 includes a sliding base portion 44a having a solid structure, a first elastic contact portion 44b and a second elastic contact portion 44c protruding from the lower end and the upper end of the sliding base portion 44a, respectively. The sliding base portion 44a, the first elastic contact portion 44b, and the second elastic contact portion 44c have substantially the same structure as the sliding base portion 43a, the first elastic contact portion 43b, and the second elastic contact portion 43c of the shoe 43 described above, respectively. (The first elastic contact portion 43b and the second elastic contact portion 43c have a structure in which the upper and lower sides are interchanged), and the arrangement and role of the individual parts with respect to the guide rail 31 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 indicate that the slider 46 is also guided by the guide rail 31 in the same manner, the 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 windshield W along the vertical column sash 12. The glass support portion 41a of the shoe base 41 located above is fixed to the windshield W over a range E1 (FIG. 20) in the up-down direction from the vicinity of the upper end of the rear edge of the windshield W downward. .. The glass support portion 42a of the shoe base 42 located below is fixed to the windshield W over a range E2 (FIG. 20) in the vertical direction from the vicinity of the lower end of the rear edge of the windshield W toward the upper side. ..

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

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

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

As shown in FIGS. 8 and 21, the shoe base 41 that constitutes the upper slider 45 further includes a portion that connects the first wire 52 and the second wire 53. Below the shoe support portion 41c (see FIG. 8), there is a pair of upper and lower arm portions that project laterally from the connection portion 41b, and the wire end support portion 41f and the wire end support portion 41g are provided at the tip of each arm portion. It is provided. The wire

end supporting portions

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

With the shoe 43 inserted in the first section S1 of the guide rail 31, the wire end support portion 41f and the wire end support portion 41g enter the second section S2 (see FIG. 17). A wire insertion hole 41h and a wire insertion hole 41i penetrating in the vertical direction are formed in each of the wire

end support portions

41f and 41g. Each of the wire insertion hole 41h and the wire insertion hole 41i is a hole having a closed cross-sectional shape that is open only at both ends in the vertical direction and does not have an opening laterally (inward/outward inward and outward).

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

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

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

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

The first section S1 in which the

shoes

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

end support portions

41f, 41g of the shoe bases 41, 42 are arranged are located outside the vehicle with respect to the vehicle interior side wall 31a of the guide rail 31. positioned. On the other hand, the motor unit 50 is attached to the vehicle inner side surface of the vehicle interior side wall 31 a of the guide rail 31 in the door panel inner space below the belt line reinforcement 16.

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

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

lower brackets

50d and 50e provided on the drum housing 50b against the inner surface of the vehicle interior side wall 31a and bolting the abutting portions. .. When the motor unit 50 is fixed, the center of rotation of the winding drum 51 (the axis of the drive shaft 50c) faces the inner and outer peripheral directions.

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

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

The wire guide member 60 is overlapped and fixed to the inside of the bracket 50d, and the wire guide member 60 and the bracket 50d have through holes through which the bolts 70 are inserted. The wire guide member 61 is located in the second section S2 of the guide rail 31, and is fixed by abutting on the vehicle outer side surface of the vehicle interior side wall 31a. The wire guide member 61 is formed with a screw hole facing the inside of the vehicle, and a through hole communicating with this screw hole is formed in the vehicle interior side wall 31a. The bolt 70 inserts a threaded portion from the inside of the vehicle into each of the through holes of the wire guide member 60, the bracket 50d, and the vehicle interior side wall 31a to screw the threaded portion into the threaded hole of the wire guide member 61. The tip of the threaded portion of the bolt 70 in the fixed state is located in the threaded hole of the wire guide member 61 and is not exposed in the second section S2 of the guide rail 31 (see FIG. 22 ). That is, the bolt 70 does not interfere with the wire

end support portions

41f and 41g of the shoe base 41 and the

wires

52 and 53 that pass through the second section S2.

The wire guide member 60 is provided with an arm portion 60a that extends upward from the fastening position of the bolt 70. The upper end of the arm portion 60 a is fixed to the guide rail 31 by a bolt different from the bolt 70. A guide groove 60b extending in the vertical direction is formed in the arm portion 60a. The guide groove 60b is a bottomed groove that is open toward the outside of the vehicle, and faces the inside surface of the 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 61a extending in the vertical direction. The guide groove 61a is a bottomed groove that is open toward the outside of the vehicle. A stopper surface 61b is formed on the upper end of the wire guide member 61. When the shoe base 41 moves downward within the second section S2 of the guide rail 31, the lower end surface of the lower wire end support portion 41g comes into contact with the stopper surface 61b, and the shoe base 41 cannot move further downward. It is regulated (see FIG. 24). This contact determines the downward movement end (bottom dead center) of the window glass W supported by the shoe base 41.

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

end support portions

41f and 41g of the shoe base 41 and the

wires

52 and 53 that pass through the second section S2 do not reach the position of the head of the bolt 71, and the interference with the bolt 71 occurs. There is no possibility of occurrence (see FIG. 22).

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

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

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

More specifically, the pulley bracket 62 is long in the up-down direction (see FIGS. 6, 8, and 22 to 24 ), and has a plate shape that extends inward and outward in the vehicle when viewed from above (or in a cross section perpendicular to the longitudinal direction). It has an L-shaped shape having a pulley support portion 62b and a pair of upper and

lower support seats

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

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

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

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

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

Further, the fastening position of the pulley bracket 62 by each bolt 73 is above the guide pulley 54. Therefore, the wire

end support portions

41f and 41g of the shoe base 41 and the

wires

52 and 53 passing through the second section S2 do not reach the position of the head of each bolt 73, and interfere with the bolt 73. There is no possibility of occurrence.

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

At the fastening position of the pulley bracket 62 by the bolt 74, the pulley support portion 62b, the support seat 62d, and the nut 75 are housed in the third section S3, and the pulley bracket 62 and the nut 75 are not exposed in the appearance. Further, since the bolt 74 is a flat head screw whose head hardly protrudes from the vehicle interior side wall 31a toward the vehicle exterior side, the wire

end support portions

41f and 41g of the shoe base 41 and the wires that pass through the second section S2 are provided. 52 and 53 do not interfere with the head of the bolt 74.

The guide pulley 54 assembled to the guide rail 31 (and the connecting member 35) via the pulley bracket 62 as described above penetrates by setting the axis of the pulley pin 62a, which is the center of rotation, in 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). As a result, 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 and the second frame portion 35b of the connecting member 35 in the upright pillar sash 12 have a greater depth in the vehicle interior/outer direction than in the width in the inner/outer peripheral direction (see FIGS. 9 and 14). 17). The guide pulley 54 has a flat shape having a diameter larger than the thickness in the axial direction, and is arranged with the diametrical direction facing the inside and outside of the vehicle over the second section S2 and the third section S3 in the second frame portion 35b. By doing so, the space can be efficiently accommodated inside the connection member 35.

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

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

The wire pressing member 63 is fixed by bolting by bringing it into contact with the inside surface of the vehicle interior side wall 31a of the guide rail 31. A screw hole is formed in the wire pressing member 63 toward the outside of the vehicle, and a penetrating hole that communicates with the screw hole of the wire pressing member 63 is formed in a region of the inner wall 31 a of the guide rail 31 where the second section S<b>2 is formed. A hole is formed. The wire pressing member 63 is fixed to the guide rail 31 by inserting the screw portion of the bolt 76 into the through hole from the vehicle exterior side and screwing the screw portion into the screw hole of the wire pressing member 63 (see FIG. 23 ). The four bolts 76 are used by changing their positions in the vertical direction. Since each bolt 76 is a flat head screw whose head hardly protrudes from the vehicle interior side wall 31a to the vehicle exterior side, the wire

end support portions

41f and 41g of the shoe base 41 and the

wires

52 and 53 that pass through the second section S2. Does not interfere with the head of each bolt 76 (see FIG. 14).

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

In the window regulator 40, the

wires

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

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

The bottom surface of the guide groove 61a of the wire guide member 61 is a curved surface that is convex toward the vehicle outer side and has a larger curvature than the vehicle interior side wall 31a. If the second wire 53 that has passed through the through hole 31h of the guide rail 31 is guided along the vehicle inner side wall 31a without using the wire guide member 61, the edge portion (especially the upper edge portion) of the through hole 31h is The second wire 53 may be rubbed and damaged. By supporting the second wire 53 on the bottom surface of the guide groove 61a and passing the second wire 53 at a position away from the vehicle interior side wall 31a to the vehicle exterior side, the second wire 53 is rubbed against the edge portion of the through hole 31h. It is preventing.

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

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

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

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

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

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

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

The first wire 52 whose trajectory is changed from the wire short-circuit trajectory 52x by the wire guide member 60 and the wire pressing member 63 has an appropriate distance from the vehicle-interior side surface of the vehicle interior side wall 31a of the guide rail 31 which is curved in a concave shape. The cables are arranged in the vertical direction while maintaining (the position within the third section S3).

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

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

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

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

When the first wire 52 and the second wire 53 are routed as described above, the compression spring 56 and the compression spring 58 press the wire end 55 and the wire end 57 toward each other, so that the

wires

52 and 53 are Predetermined tension is applied. As a result, the slider 45 to which the

wires

52 and 53 are connected is stabilized, and the window glass W whose position is controlled via the slider 45 is held and lifted with high precision.

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

end support portions

41f and 41g (the faces where the end faces of the wire end 55 and the wire end 57 contact each other). There is no side wall surrounding the side surface. Therefore, the wire connection structure is realized with a very compact and simple structure.

As shown in FIG. 21, the wire

end support portions

41f and 41g have a vertical length that is larger than the width of the end face against which the wire ends 55 and 57 abut. That is, the supporting length of each

wire

52, 53 by the

wire insertion holes

41h, 41h is increased. When the linearity of the

wires

52, 53 is maintained by the

wire insertion holes

41h, 41h having a long support length, the effect of suppressing the lateral swing of the wire ends 55, 57 located in the vicinity thereof can be obtained.

Further, when the wire

end support portions

41f and 41g are inserted into the second section S2 of the guide rail 31, the inner surface (the vehicle interior side wall 31a, the outer peripheral side wall 31c, the cover wall 31e, and the partition wall 31f) of the second section S2 has the wire end 55. , 57 is laterally surrounded 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), and the positions of the wire ends 55 and 57 are not strictly defined. Absent. However, an excessive displacement of the wire ends 55, 57 that deviates from the extended position of the wire

end support portions

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

From the above, as the wire connection structure in the shoe base 41, there is a minimum configuration (driving force transmitting portion) in which the end surfaces of the wire ends 55 and 57 are brought into contact with each other in the extending direction of the

wires

52 and 53 to receive the pulling force. It's enough. Particularly, in the window regulator 40 of the present embodiment, most of the lifting mechanism except the motor unit 50 is housed in the internal space of the upright pillar sash 12 that is vertically elongated. Therefore, it is extremely effective in terms of space efficiency that the wire connection structure is completed in an elongated space between the facing surfaces of the wire

end support portions

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

end support portions

41f and 41g are housed can be small. Therefore, the first section S1 into which the

shoes

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

wires

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

wires

52 and 53 are inserted, are separated from the windshield W to the vehicle interior side wall 30d of the frame portion 30a ( The second frame portion 35b can be arranged in parallel within the dimension of which the depth to the vehicle interior side wall 35e) is restricted.

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

wires

52 and 53 loosened and that the final tension is applied to the

wires

52 and 53 as late as possible. .. In the manufacture of the window regulator 40 of the present embodiment, the

wires

52, 53 are tensioned by attaching the wire pressing member 63 after performing a general assembly of parts and wire arrangement. As described above, the wire pressing member 63 is located outside the wire short-circuit locus 52x that connects the winding drum 51 and the guide pulley 54 at the shortest distance on the concave side (inside the vehicle) of the curved guide rail 31. It is located inside the recess) and supports the first wire 52. That is, the tension of the first wire 52 is increased by changing the routing path of the first wire 52 toward the outside of the vehicle and making the actual path of the first wire 52 longer than the wire short circuit path 52x. ..

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

wires

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

wires

52 and 53 are loosened too much, the wires may easily come off from the guide pulley 54 and the assemblability deteriorates. However, by attaching the wire guide member 60, the

wires

52 and 53 are in an appropriately stable state. You can proceed with the work. When assembling the wire pressing member 63 at the final stage, it is only necessary to press a small amount of the first wire 52 supported by the wire guide member 60 in advance, so that the wire pressing member 63 can be easily assembled.

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

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

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

At the fully closed position of the window glass W, as shown in FIG. 23, the shoe 43 of the upper slider 45 reaches 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 arranged are arranged in parallel in the inner and outer peripheral directions. Therefore, the shoe 43 and the guide pulley 54 do not interfere with each other.

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

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

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

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

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

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

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

lower brackets

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

A through hole 31j is formed in the vehicle interior side wall 31a of the guide rail 31 between the upper and

lower brackets

150d and 150e of the pinion support member 150b to which the

brackets

150d and 150e are fixed. The through hole 31j is formed at a position where the second section S2 and the third section S3 (see FIG. 27) in the upright pillar sash 12 communicate with each other. A part of the pinion 90 enters the second section S2 through the through hole 31j. FIG. 27 shows the general cross-sectional position of the upright pillar sash 12 above the position of the pinion 90, and the pinion 90 is virtually represented by a one-dot chain line.

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

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

The rack 91 arranged in the second section S2 extends to the position where the through hole 31j is formed, and the pinion 90 entering the second section S2 through the through hole 31j meshes with the tooth portion 91a of the rack 91. When the pinion 90 rotates 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 a length that meshes with the pinion 90 in the entire movable range from the fully closed position of the window glass W to the fully opened position (see FIG. 20). Further, for example, when paying attention to FIG. 26, the shoe 43 of the slider 45 as the sliding portion and the rack 91 as the transmitting portion are different in the position in the vehicle vertical direction (the shoe 43 is above the rack 91). Are located in). Further, the shoe 44 of the slider 46 as the sliding portion and the rack 91 as the transmission portion may be different in position in the vehicle vertical direction (the shoe 44 may be arranged below the rack 91). ).

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

FIG. 28 shows a first modification of the vertical pillar sash 12. In the upright pillar sash 12 of the first modified example, the frame portion 30j of the inner sash 30 includes an open portion on the vehicle outer side that is closed by the guide rail 31 and an open portion that faces the vehicle inner side. The frame portion 30j is at least a part of the vertical pillar sash 12 in the longitudinal direction, does not have the vehicle interior side wall 30d (see FIG. 9), and has a vehicle interior opening 30k that penetrates in the vehicle interior outward direction.

Note that the inner peripheral side wall 30e and the outer peripheral side wall 30f are connected by a structure not shown in FIG. 28, and the integrity as the frame portion 30j is maintained. For example, the vehicle interior side wall 30d (see FIG. 9) can be partially present in a portion other than the cross section shown in FIG. 28 in the longitudinal direction of the upright sash 12. In other words, the vehicle-inside opening 30k partially exists in the longitudinal direction of the upright pillar sash 12.

Alternatively, a connection wall that connects the inner peripheral side wall 30e and the outer peripheral side wall 30f at an intermediate position in the vehicle interior/exterior direction after forming the vehicle interior side opening 30k in the entire longitudinal direction (that is, without providing the vehicle interior side wall 30d). It is also possible to provide the frame portion 30j with an H-shaped cross-sectional structure. In the case of the H-shaped cross-sectional structure, if the connection wall is provided on the vehicle inner side (the vehicle inner side than the vehicle inner side wall 31a of FIG. 28) with respect to the region where the guide rail 31 is inserted, interference with the guide rail 31 does not occur. ..

FIG. 28 shows the frame portion 30j of the inner sash 30, but also in the second frame portion 35b of the connecting member 35 continuous above the frame portion 30j, an opening portion to the vehicle interior similar to the vehicle interior opening portion 30k. Can be formed. Specifically, a vehicle-inside opening (not shown) that penetrates the vehicle interior side wall 35e (see FIGS. 16 and 17) of the connection member 35 is formed.

As shown in FIG. 28, an inner cover 37 is provided inside the vertical pillar sash 12 inside the vehicle. The inner cover 37 is a member corresponding to the inner cover 36 (see FIG. 4) in the above-described embodiment, and covers the inner sash 30 and the connecting member 35 from the inside of the vehicle to configure the exterior portion of the upright sash 12 on the inside of the vehicle. To do.

More specifically, the inner cover 37 includes an inner peripheral side wall 30e of the inner sash 30, an inner peripheral side wall 37a along the inner peripheral side wall 35f of the connecting member 35, an outer peripheral side wall 30f of the inner sash 30, and an outer peripheral side wall 35g of the connecting member 35. It has an outer peripheral side wall 37b. The inner cover 37 further includes a vehicle interior side wall 37c that connects the vehicle interior side ends of the inner peripheral side wall 37a and the outer peripheral side wall 37b. When the inner cover 37 is assembled, the vehicle interior side wall 37c closes the vehicle interior side opening 30k (and the vehicle interior side opening formed in the connection member 35) from the vehicle interior side, and the inner space of the frame portion 30j and the second frame portion 35b is closed. It is no longer visible from inside the car. The inner cover 37 may cover not only the frame portion 30j and the second frame portion 35b but also the design portion 30b of the inner sash 30 from the inside of the vehicle.

In the state before the inner cover 37 is attached, the vehicle interior opening 30k (and the vehicle interior opening formed on the connection member 35) is open. Therefore, it is possible to access the third section S3 in the upright sash 12 from the inside of the vehicle, and the degree of freedom in assembling and maintaining the components of the

window regulators

40, 140 in the upright sash 12 is improved.

For example, in the above embodiment, after all the components are assembled to the guide rail 31 to form the regulator assembly 40A, the guide rail 31 is attached to the main body portion of the upright pillar sash 12 (the frame portion 30a of the inner sash 30 and the connecting member 35). Of the second frame portion 35b). On the other hand, when the main body portion of the upright pillar sash 12 is provided with an opening portion to the inside of the vehicle as in the modified example of FIG. 28, some of the components of the

window regulators

40 and 140 are removed from the main body of the upright pillar sash 12. After assembling the guide rail 31 to the portion, it is possible to mount or adjust the guide rail 31 from the inside of the vehicle. Specifically, those that are wholly contained within the third section S3 or those that are partially located within the third section S3 are subject to mounting and adjustment from the inside of the vehicle.

Among the components of the window regulator 40, the wire pressing member 63 is the one that is wholly contained in the third section S3 (see FIG. 14). For example, the regulator assembly 40A is configured without attaching the wire pressing member 63, and after the regulator assembly 40A is installed in the upright pillar sash 12, the wire pressing member 63 is assembled from the inside of the vehicle to make the final tension of the wire. It can be carried out. Specifically, since the wire pressing member 63 is located in the arrangement region of the inner sash 30 in the longitudinal direction of the upright pillar sash 12, it is attached through the vehicle-inside opening 30k (FIG. 28) of the inner sash 30.

Further, among the constituent elements of the window regulator 40, the guide pulley 54 (see FIGS. 16 and 28) is arranged across the second section S2 and the third section S3. Therefore, after the guide rail 31 is installed in the upright pillar sash 12, the guide pulley 54 can be assembled to the guide rail 31 from the inside of the vehicle. Since the guide pulley 54 is located in the region where the connecting member 35 is arranged in the longitudinal direction of the upright pillar sash 12, the guide pulley 54 is assembled through the vehicle-inside opening (not shown) of the connecting member 35. In this case, the guide pulley 54 is supported by using a pulley bracket (not shown) of a type that can be fixed to the inside wall 31a of the guide rail 31 from the inside of the vehicle.

Even when the entire regulator assembly 40A is previously configured as in the embodiment and then incorporated in the upright pillar sash 12, the maintenance and adjustment can be performed from the inside of the vehicle by removing the inner cover 37. As an example, the grease is applied to the guide pulley 54 and the

wires

52 and 53, the wiring state of the

wires

52 and 53 in the third section S3 is confirmed, and the bolted portion of the guide rail 31 to the vehicle interior side wall 31a (FIG. 17). It is possible to check the bolt 74, the nut 75, etc. shown in FIG.

Further, as shown in FIG. 28, in the portion where the vehicle interior side opening 30k is formed, the amount of protrusion of the inner sash 30 toward the vehicle interior is small because the vehicle interior side wall 30d has no wall thickness. As a result, the vehicle interior side wall 37c of the inner cover 37 can be arranged closer to the vehicle exterior side, and the effect of widening the vehicle interior space can be obtained. Alternatively, the maintainability from the inside of the vehicle can be improved.

FIG. 29 shows a second modification of the vertical pillar sash 12. The upright pillar sash 12 shown in FIG. 29 is configured by combining an inner sash 130 and a garnish 132. The second modification is different in that a guide rail portion 132d corresponding to the guide rail 31 of the above embodiment is integrally formed with the garnish 132. The inner sash 130 is made of metal, and the garnish 132 is made of non-metal such as synthetic resin.

The overall structure of the inner sash 130 is similar to that of the inner sash 30 of the above embodiment. The inner sash 130 includes a frame portion 130a having a bag-shaped cross section located inside the vehicle, a design portion 130b located outside the vehicle, and a step portion 130c connecting the frame portion 130a and the design portion 130b.

The frame portion 130a extends inside the vehicle from the vehicle interior side wall 130d, the vehicle interior side wall 130d extends from the vehicle interior side end to the vehicle exterior side, and the vehicle interior side wall 130d extends to the vehicle exterior from the vehicle exterior side wall. The outer peripheral side wall 130f. The step portion 130c has an outer peripheral extension portion 130g extending from the vehicle outer side end portion of the outer peripheral side wall 130f to the outer peripheral side and a vehicle outer extension portion 130h extending from the outer peripheral side end portion of the outer peripheral side extension portion 130g to the vehicle outer side. .. The design portion 130b extends from the end portion on the vehicle outer side of the vehicle exterior extending portion 130h toward the outer peripheral side. Further, the frame portion 130a has an inner peripheral extension portion 130i extending from the end portion (end portion on the vehicle outer side) of the inner peripheral side wall 130e to the inner peripheral side.

The garnish 132 is an outer peripheral edge portion having a shape that is provided on the exterior portion 132a that covers the exterior of the design portion 130b of the inner sash 130 and the outer peripheral edge of the exterior portion 132a and that covers the outer peripheral end of the design portion 130b. 132b. The outer appearance portion 132a and the outer peripheral edge portion 132b together with the design portion 130b form a vehicle outer side portion (design portion) of the upright sash 12.

The garnish 132 also has a bent-shaped extension holding portion 132c that protrudes inward from the inner peripheral end of the outer appearance portion 132a and then extends forward. A portion of the extension holding portion 132c that extends from the outer appearance portion 132a to the inside of the vehicle is located along the vehicle exterior extension portion 130h of the inner sash 130.

The elastic cover 133 has a hollow portion 133a sandwiched between the edge surface W3 of the windshield W and the end surface of the garnish 132 on the inner peripheral side of the outer appearance portion 132a, and the inner surface W2 of the windshield W protruding from the hollow portion 133a. It has a cantilevered lip portion 133b that abuts. The hollow holding portion 133a of the elastic cover 133 is held by the extension holding portion 132c of the garnish 132.

The garnish 132 further includes a guide rail portion 132d corresponding to the guide rail 31 in the above embodiment. The guide rail portion 132d has a concave cross-sectional shape that is open toward the vehicle outer side, and has a vehicle interior side wall 132e located on the vehicle interior side and an inner periphery extending from the inner peripheral side end of the vehicle interior side wall 132e to the vehicle exterior. It has a side wall 132f and an outer peripheral side wall 132g extending outward from the outer peripheral side end of the vehicle inner side wall 132e. A partition wall 132h is provided between the inner peripheral side wall 132f and the outer peripheral side wall 132g. The partition wall 132h extends from the vehicle interior side wall 132e to the vehicle exterior side, and a retaining wall 132i protruding toward the inner peripheral side is provided at the vehicle exterior side end of the partition wall 132h. The vehicle outer side end of the outer peripheral side wall 132g is continuous with the inner peripheral side end of the extension holding portion 132c, and the garnish 132 has an integral structure including an outer appearance portion 132a and a guide rail portion 132d.

The guide rail portion 132d is arranged so as to fit inside the open portion on the vehicle outer side of the frame portion 130a of the inner sash 130, and the inner peripheral side wall 132f and the outer peripheral side wall 132g correspond to the inner peripheral side wall 130e of the frame portion 130a. It is sandwiched in the vehicle front-rear direction by the outer peripheral side wall 130f.

The space inside the guide rail portion 132d is divided into a first section S11 and a second section S12 in the inner and outer peripheral directions by the partition wall 132h. The first section S11 and the second section S12 correspond to the first section S1 and the second section S2 of the guide rail 31 of the above embodiment. That is, the

shoes

43 and 44 of the

sliders

45 and 46 are housed in the first section S11 so as to be slidable in the vertical direction (the direction orthogonal to the paper surface of FIG. 29). The vehicle interior side wall 132e and the holding wall 132i surrounding the first section S11 regulate the movement of the

sliders

45 and 46 in the vehicle interior and exterior directions. Further, the inner peripheral side wall 132f and the partition wall 132h regulate the movement of the

sliders

45 and 46 in the inner and outer peripheral directions. The wire

end support portions

41f and 41g provided on the shoe base 41 of the slider 45 are housed in the second section S12.

Further, in the frame portion 130a of the inner sash 130, a third section S13 surrounded by the vehicle inner side wall 130d, the inner peripheral side wall 130e, the outer peripheral side wall 130f, and the vehicle interior side wall 132e of the guide rail portion 132d is formed. The third section S13 corresponds to the third section S3 in the above embodiment and is located inside the first section S11 and the second section S12. The first wire 52 and the second wire 53 are arranged in the third section S13.

Although not shown in FIG. 29, a guide pulley 54 (see FIG. 6, FIG. 8, FIG. 19, etc.) is arranged near the upper end of the upright pillar sash 12 in a space extending from the second section S12 to the third section S13. ing.

The guide rail portion 132d of the garnish 132 is extended downward from the upright sash 12 and inserted into the interior of the door panel 10a similarly to the guide rail 31 of the above-described embodiment, and is fully opened from the fully closed position of the window glass W. The

sliders

45 and 46 can be supported and guided in the entire movable range up to the position. The portion of the garnish 132 other than the guide rail portion 132d may be provided at least in the region above the door panel 10a (the region where the upright sash 12 projects from the door panel 10a).

Since the window regulator including the

sliders

45 and 46 and the

wires

52 and 53 has the same configuration as the window regulator 40 of the above-described embodiment, the description thereof will be omitted. The window regulator drives the motor M (see FIGS. 1 and 19) to wind or unwind the

wires

52 and 53, pull the

sliders

45 and 46 up and down, and drive the window glass W up and down.

The garnish 132 is positioned and fixed with respect to the inner sash 130 at a location other than the appearance portion 132a. For example, the position of the garnish 132 in the inner/outer peripheral direction is determined by the contact of the inner peripheral side wall 132f and the outer peripheral side wall 132g of the guide rail part 132d with the inner peripheral side wall 130e and the outer peripheral side wall 130f of the frame part 130a of the inner sash 130. You can Alternatively, the position of the garnish 132 in the inner and outer peripheral directions can be determined by the contact of the extension holding portion 132c (the portion extending from the outer appearance portion 132a to the vehicle interior side) with the vehicle exterior extension portion 130h forming the step portion 130c.

The garnish 132 includes a support portion 132j and a support portion 132k on both sides of the guide rail portion 132d in the inner and outer peripheral directions. The support portions 132j and the support portions 132k are respectively provided at a plurality of positions in the longitudinal direction of the garnish 132 at predetermined intervals. The support portion 132j and the support portion 132k are positioned with respect to the inner sash 130 in the vehicle interior and exterior directions, and the support portion 132j and the support portion 132k are fixed to the inner sash 130 using the

fastening members

160 and 161.

The support portion 132j on the outer peripheral side of the garnish 132 projects inward from the extension holding portion 132c. A recess is formed at the vehicle-side end of the support portion 132j. A fastening hole 162 is formed from the bottom surface of this recess toward the vehicle exterior. A female screw is formed inside the fastening hole 162. The spacer 163 is fitted in the recess of the support portion 132j. A through hole that communicates with the fastening hole 162 is formed in the spacer 163.

The support portion 132j is thicker in the inside and outside of the vehicle than the exterior portion 132a and the guide rail portion 132d. Specifically, the wall thickness of the support portion 132j including the depth of the recessed portion corresponds to the distance from the extension holding portion 132c to the outer peripheral extension portion 130g of the inner sash 130 in the in-vehicle outside direction.

The support portion 132j is supported by abutting on the surface of the outer peripheral extension portion 130g of the inner sash 130 facing the vehicle outer side with the spacer 163 interposed therebetween. A through hole that communicates with the through holes of the fastening hole 162 and the spacer 163 is formed in the outer peripheral extension portion 130g. In other words, the position of the support portion 132j with respect to the inner sash 130 is determined so that the position of the fastening hole 162 coincides with the position of the through hole of the outer peripheral extension portion 130g.

The fastening member 160 has a head portion 160a and a shaft portion 160b, and a male screw is formed on the shaft portion 160b. The shaft portion 160b is inserted from the vehicle inside into the through hole of the outer peripheral extension portion 130g, and the shaft portion 160b is inserted into the fastening hole 162 through the through hole of the spacer 163. When the male screw of the shaft portion 160b is screwed into the female screw of the fastening hole 162 and tightened until the head portion 160a abuts against the inner surface of the outer peripheral extension portion 130g, the support portion 132j becomes the outer peripheral extension portion. Fixed to 130g.

The support portion 132k on the inner peripheral side of the garnish 132 is formed following the bent portion 132m projecting to the inner peripheral side with respect to the vehicle outer end of the inner peripheral side wall 132f forming the guide rail portion 132d. This is a portion of 132 that is located on the innermost side.

A recess is formed at the end of the support portion 132k on the inner side of the vehicle. A fastening hole 164 is formed from the bottom surface of the recess toward the vehicle exterior. A female screw is formed inside the fastening hole 164. The spacer 165 is fitted in the recess of the support portion 132k. A through hole that communicates with the fastening hole 164 is formed in the spacer 165.

Similar to the support portion 132j described above, the support portion 132k has a larger wall thickness in the inside/outside direction than the exterior portion 132a and the guide rail portion 132d. Specifically, the wall thickness of the support portion 132k including the depth of the recess is slightly smaller than the distance from the vehicle interior side surface W2 of the windshield W to the inner peripheral extension 130i of the inner sash 130 in the vehicle interior and exterior directions.

The support portion 132k is abutted and supported on the surface of the inner circumferential extension portion 130i of the inner sash 30 facing the vehicle outer side with the spacer 165 interposed therebetween. A through hole communicating with the through holes of the fastening hole 164 and the spacer 165 is formed in the inner peripheral extension 130i. In other words, the position of the support portion 132k with respect to the inner sash 130 is determined so that the position of the fastening hole 164 coincides with the position of the through hole of the inner peripheral extension 130i.

The fastening member 161 has a head portion 161a and a shaft portion 161b, and a male screw is formed on the shaft portion 161b. The shaft portion 161b is inserted into the through hole of the inner peripheral extension 130i from the inside of the vehicle, and the shaft portion 161b is inserted into the fastening hole 164 through the through hole of the spacer 165. When the male screw of the shaft portion 161b is screwed into the female screw of the fastening hole 164 and tightened until the head portion 161a abuts against the inside surface of the inner peripheral extension portion 130i, the support portion 132k becomes the inner peripheral extension portion. It is fixed to 130i.

The means for fixing the garnish 132 to the inner sash 130 is not limited to fixing with screws such as the

fastening members

160 and 161. In the configuration shown in FIG. 29, since the extension holding portion 132c located on the vehicle outer side of the support portion 132j holds the elastic cover 133, a fastening means cannot be provided on the vehicle outer side of the support portion 132j. Further, since the surface of the support portion 132k on the vehicle exterior side is visible from the vehicle exterior side through the windshield W, it is aesthetically difficult to provide a fastening means on the vehicle exterior side of the support portion 132k. Because of such conditions, the

fastening members

160 and 161 of the type that are screwed into the

support portions

132j and 132k from the inside of the vehicle are used. However, when the fastening means can be arranged on the vehicle outer side of the

support portions

132j and 132k, a fastening member of a type screwed from the vehicle outer side or the support portion 132j (support portion 132k) and the outer peripheral extension portion 130g (inner side). It is also possible to use a fastening member of a type in which the circumferentially extending portion 130i) is penetrated in the vehicle interior/exterior direction to crimp both ends.

As described above, the garnish 132 includes not only the exterior portion 132a that is exposed to the outside of the vehicle and forms the design portion of the standing pillar sash 12 together with the design portion 130b, but also each portion that is located inside the exterior portion 132a. , Has a complex role that goes beyond simple exterior members. Specifically, the extension holding portion 132c that holds the elastic cover 133, the guide rail portion 132d that configures a window regulator to guide the sliding of the

sliders

45 and 46, and the garnish 132 is supported and fixed to the inner sash 130. The

support parts

132j and 132k are provided.

By previously assembling the components of the window regulator such as the

sliders

45 and 46 to the guide rail portion 132d of the garnish 132, the garnish 132 and the window regulator can be assembled together in the upright sash 12. As a result, the workability of assembling the upright pillar sash 12 is improved.

The second modified example shown in FIG. 29 described above is different from the above-described embodiment in that the guide rail portion 132d is integrally formed with the garnish 132, but is more inside the vehicle than the design portion 130b and the outer appearance portion 132a. The embodiment described above in that the components of the window regulator such as the guide rail portion 132d, the

sliders

45 and 46, and the

wires

52 and 53 are housed inside the main body portion (frame portion 130a) that is located in the inside and is inside. It has the same shape. Therefore, the same effect as that of the above embodiment can be obtained.

The upright pillar sash 12 of the third modification shown in FIG. 30 is a modification of the second modification shown in FIG. Of the inner sash 230 and the garnish 232 in FIG. 30, portions substantially common to the inner sash 130 and the garnish 132 in FIG. 29 are denoted by the same reference numerals as those in FIG. 29, and description thereof will be omitted.

Inner Sash 230 is made of metal. The inner sash 230 shares a portion corresponding to the design portion 130b shown in FIG. 29 with the exterior portion 132a of the garnish 232, and the end portion of the vehicle exterior extending portion 130h serves as one end of the inner sash 230. That is, the design portion of the upright sash 12 located outside the vehicle is configured only by the outer appearance portion 132a and the outer peripheral edge portion 132b of the garnish 232.

The garnish 232 is made of metal, and an inner peripheral extending portion 132n extends toward the inner peripheral side from the vehicle outer end of the inner peripheral side wall 132f of the guide rail portion 132d. The inner peripheral extension portion 132n is arranged so as to overlap the vehicle outer side of the inner peripheral extension portion 130i of the inner sash 230.

The partition 170 is fixed to the vehicle interior side wall 132e of the guide rail portion 132d of the garnish 232. The partition wall 170 extends from the vehicle interior side wall 132e to the vehicle exterior side, and a retaining wall 170a protruding toward the inner peripheral side is provided at the vehicle exterior side end of the partition wall 170. The partition 170 and the holding wall 170a have the same functions as the partition 132h and the holding wall 132i in FIG. 29, separate the first section S11 and the second section S12, and guide the

sliders

45, 45 to the

shoes

43, 44. And position regulation.

The fastening receiving portion 166 is fixed inside the extension holding portion 132c of the garnish 232. The fastening receiving portion 166 has a shape projecting from the extension holding portion 132c to the inside of the vehicle, and has a thickness that can be accommodated between the extension holding portion 132c and the outer peripheral extension portion 130g of the inner sash 230 in the inside/outside direction of the vehicle. A recess is formed at the end of the fastening receiving portion 166 on the vehicle inner side, and a fastening hole 167 having a female screw inside is formed from the bottom surface of the recess toward the vehicle outer side. The spacer 163 is fitted in the recess of the fastening receiving portion 166. A through hole that communicates with the fastening hole 167 is formed in the spacer 163.

The fastening receiving portion 168 is fixed to the vehicle outer side of the inner peripheral extension 132n of the garnish 232. The fastening receiving portion 168 has a shape projecting from the inner peripheral extending portion 132n to the outside of the vehicle, and has a thickness slightly smaller than the distance between the inner peripheral extending portion 132n and the inner side surface W2 of the windshield W in the inner and outer directions of the vehicle. ing. A fastening hole 169 having a female screw inside is formed from the vehicle-inside end of the fastening receiving portion 168 toward the vehicle outside. An opening that penetrates inward and outward of the vehicle is formed in the inner peripheral extension 132n at a position facing the vehicle inner end of the fastening receiving portion 168, and a spacer 165 is fitted in the opening. A through hole communicating with the fastening hole 169 is formed in the spacer 165.

The partition 170 and the

fastening receiving portions

166, 168 can be fixed to the garnish 232 by any means. For example, when the garnish 232 is made of metal and the partition wall 170 and the

fastening receiving portions

166, 168 are also made of metal, they can be fixed by welding. When the garnish 232 is an extruded product of metal (aluminum or the like), the portions corresponding to the partition wall 170 and the holding wall 170a can be integrally formed without using separate members.

The fastening receiving portion 166 is fixed to the outer peripheral extension portion 130g of the inner sash 230 by using the fastening member 160, similarly to the support portion 132j in FIG. That is, the shaft portion 160b of the fastening member 160 is inserted from the vehicle inside into the through hole of the outer peripheral extension portion 130g, and the shaft portion 160b is inserted and screwed into the fastening hole 167 through the through hole of the spacer 163. When the head 160a is tightened until it contacts the inner surface of the outer peripheral extension 130g, the fastening receiving portion 166 is fixed to the outer peripheral extension 130g.

The fastening receiving portion 168 is located outside the inner peripheral extended portion 130i of the inner sash 230 with the inner peripheral extended portion 132n and the spacer 165 interposed therebetween. Then, the fastening receiving portion 168 is fixed to the inner circumferential extension portion 130i of the inner sash 230 by using the fastening member 161, similarly to the support portion 132k of FIG. That is, the shaft portion 161b of the fastening member 161 is inserted from the vehicle inside into the through hole of the inner peripheral extension 130i, and the shaft portion 161b is inserted and screwed into the fastening hole 169 through the through hole of the spacer 165. When the head 161a is tightened until it contacts the inner surface of the inner circumferential extension 130i, the fastening receiving portion 168 and the inner circumferential extension 132n are fixed to the inner circumferential extension 130i.

The means for fixing the garnish 232 to the inner sash 230 may be different from the

fastening members

160 and 161. As described in the second modified example (FIG. 29), a fastening member of a type that is screwed from the outside of the vehicle rather than from the inside of the vehicle, or the inner sash 230 and the inner sash 230 are penetrated in the inside and outside directions of the vehicle to connect both ends. It is also possible to use a fastening type fastening member.

Also, for the inner sash 230 and the garnish 232, which are each made of metal, it is possible to fix them to each other by welding. Specifically, the portion where the inner peripheral extension 130i and the inner peripheral extension 132n overlap can be welded. In this case, the fastening member 161 and the fastening receiving portion 168 as fastening means are unnecessary, but it is preferable to dispose a cover (not shown) that covers welding marks from the vehicle exterior side on the vehicle exterior side of the inner peripheral extension 132n. In addition, the position of the outer peripheral extension 130g of the inner sash 230 is changed so as to overlap the extension holding portion 132c of the garnish 232 in the vehicle interior/outside direction, and then the overlapping portion of the outer peripheral extension 130g and the extension holding portion 132c is welded. can do. The welded portion can be covered from the outside of the vehicle by the elastic cover 133.

29 and 30, the

inner sashes

130, 230 and the garnish 232 are made of metal, and the garnish 132 is made of non-metal (synthetic resin). However, the

inner sashes

130, 230 and the garnish 232 are made of non-metal. Alternatively, the garnish 132 may be formed of metal.

Each member such as the

inner sash

30, 130, 230, the guide rail 31, the

garnish

32, 132, 232, etc. constituting the upright pillar sash 12 in the above-described embodiment and each modified example is, as described above, a metal or a non-metal ( It can be made of any material such as synthetic resin). Then, the fixing and the assembling can be performed by any means such as bolt (screw) fastening, caulking, bonding, and welding depending on the material of each member.

28 to 30, the window regulator housed in the upright pillar sash 12 is not limited to the wire drive type window regulator 40, and the rack and pinion type window regulator shown in FIGS. 26 and 28. Different drive methods may be used, such as the window regulator 140 of the transmission mechanism. In the rack and pinion type window regulator 140, the rack 91 (see FIGS. 26 and 27) is arranged in the second section S12 of the guide rail portion 132d.

As described above, in the above-described embodiment and each modification, the constituent elements of the

window regulators

40 and 140 are collectively arranged in the vertical column sash 12 that extends along the rear edge of the window glass W of the door sash 10b. .. The entire lifting mechanism except the

motor units

50 and 150 is housed in the

frame portions

30a, 30j, and 130a (including the second frame portion 35b of the connection member 35) of the upright sash 12. As a result, a large space is secured in the door panel 10a and the layout is improved.

The lifting mechanism is housed only in the vertical pillar sash 12 of the door sash 10b, and the upper sash 11 and the front sash 13 are not provided with the components of the lifting mechanism. Therefore, the

window regulators

40 and 140 can be completed in a state in which the vertical pillar sash 12 is used alone instead of in a state in which the entire door sash 10b is assembled, and manufacturing is easy.

In particular, in the state of the regulator assembly 40A of the upright sash 12 to which the inner sash 30 and the connecting member 35 are not attached (FIG. 18), the windshield W can be moved up and down to an operating state. That is, the elevating mechanism can be completed by assembling each part to the exposed guide rail 31. After assembling each component, the inner pillar sash 12 is completed by covering the guide rail 31 with the inner sash 30 and the connecting member 35. When performing maintenance after completion, the guide mechanism 31 can be removed from the inner sash 30 and the connecting member 35 to easily access the lifting mechanism. Therefore, while the elevating mechanism is housed in the

frame portions

30a and 30j of the upright pole sash 12 and the second frame portion 35b, the configuration is extremely excellent in productivity and maintainability.

In the second and third modifications (FIGS. 29 and 30), the guide rail portion 132d integrally formed with the

garnishes

132 and 232 instead of the single guide rail 31 is an assembly target of each component of the lifting mechanism. .. In this case as well, the lifting mechanism can be completed by assembling each part with respect to the guide rail portions 132d of the

garnishes

132, 232 before being attached to the

inner sashes

130, 230, thereby achieving excellent productivity and maintainability. To be

In addition, the

sliders

45 and 46 that form the lifting mechanism are located inside the window glass W by the guide rail 31 and the guide rail portion 132d (more specifically, the vehicle interior side wall 31a and the retaining wall 31g, or the vehicle interior side wall 132e. The

shoes

43 and 44 are held by the

walls

132i and 170a to restrict movement in both the inside and outside directions of the vehicle. Without interposing the windshield W, the movement of the

sliders

45 and 46 in the inside/outside direction of the vehicle is restricted only inside the windshield W. Therefore, the upright mechanism can be accommodated in the upright pillar sash 12 while avoiding the upsizing of the upright pillar sash 12 (in particular, the ups and downs of the vehicle).

In particular, since the movement of the

sliders

45, 46 by the guide rail 31 and the guide rail portion 132d is performed on the inside of the windshield W, it is not necessary to provide a means for regulating movement on the outside of the windshield W. As a result, the elevating mechanism arranged in the upright pillar sash 12 does not restrict the structure of the windshield W on the outside of the vehicle, and the degree of freedom in designing the outer surface of the door 10 is increased. For example, as in the above-described embodiment and each modified example, the vehicle outer surface W1 of the windshield W and the vehicle outer surface of the upright pillar sash 12 (the vehicle outer surface 32a of the garnish 32, the vehicle outer surface of the exterior portion 132a of the garnish 132, 232) are It is possible to adopt a configuration that is substantially flush.

The guide rail 31 (the guide rail portion 132d) with respect to the

sliders

45 and 46 is not limited to the movement restriction in the vehicle interior/exterior direction due to the vehicle interior side wall 31a and the retaining wall 31g (vehicle interior side wall 132e and the

retaining walls

132i, 170a). The movement of the inner peripheral side wall 31b and the partition wall 31f (inner peripheral side wall 132f and partition wall 132h, 170) in the inner and outer peripheral directions is also performed inside the windshield W. Therefore, while restraining the movement of the

sliders

45, 46 in all directions other than the ascending/descending direction within the upright pillar sash 12, it is possible to prevent the upright pillar sash 12 from increasing in size inside and outside the vehicle and to improve the freedom of setting the outer surface design of the door 10. The above effects can be obtained.

Further, in the guide rail 31 and the guide rail portion 132d that close the openings of the

frame portions

30a, 30j, and 130a on the vehicle exterior side, the first divisions S1 and S11 and the first divisions S1 and S11 are arranged in parallel in the inner and outer peripheral directions. 2nd section S2, S12 offset to the outer peripheral side is provided, and the

shoes

43, 44 of the

sliders

45, 46 are housed in the first section S1, S11, and the

wires

52, 53 for transmitting the driving force to the slider 45, The rack 91 is housed in the second sections S2 and S12. That is, the guide rail 31 includes the first sections S1 and S11 into which the sliding portions (shoes 43 and 44) provided on the

sliders

45 and 46 are slidably inserted, and the inner and outer circumferences with the window opening on the inner circumference side. A second section that is offset from the first sections S1 and S11 in the direction and accommodates the transmitted portions of the

sliders

45 and 46 to which the driving force is transmitted from the transmission members (the

wires

52 and 53 and the rack 91). ing. As a result, the elevating mechanism is housed in the upright pillar sash 12 with space efficiency.

In the mode in which the wire drive type window regulator 40 is provided on the upright pillar sash 12, the vehicle exterior space (second compartment S2) located outside the vehicle is further defined with reference to the vehicle interior side wall 31a of the guide rail 31 and the vehicle interior side wall 132e of the guide rail portion 132d. , S12) and a vehicle interior space (third section S3, S13) located inside the vehicle are set inside the upright sash 12. The first wire 52 and the second wire 53, which are transmission members for transmitting the driving force to the

sliders

45 and 46, are arranged in the vehicle outer space and the vehicle inner space.

More specifically, the second wire 53 is arranged only in the third compartment S3, S13 which is the vehicle interior space, whereas the first wire 52 is arranged in the second compartment S2, S12 which is the vehicle exterior space and the vehicle interior space. It is arranged over both of certain third sections S3 and S13. The direction of the first wire 52 is reversed near the upper ends of the guide rail 31 and the guide rail portion 132d in order to complete the lifting mechanism within the upright pillar sash 12. A third wire S3 is formed between the

frame portions

30a, 30j, and 130a (second frame portion 35b) and the guide rail 31 or the guide rail portion 132d. , S13. As a result, the first wires 52 are arranged so as to be distributed in the inside/outside direction of the vehicle, and in the

frame portions

30a, 30j, 130a (second frame portion 35b), the space in both the inside/outside direction and the inside/outside direction of the vehicle is maximized can do. In other words, the elevating mechanism can be housed without increasing the cross-sectional size of the

frame parts

30a, 30j, and 130a (second frame part 35b).

The guide pulley 54 is supported so as to rotate around a shaft (pulley pin 62a) that faces the inner and outer peripheral directions in order to guide the first wires 52 that are arranged so as to be distributed in the vehicle interior and exterior directions. Similarly, the winding drum 51 is also supported so as to rotate around a shaft (driving shaft 50c) that faces the inner and outer peripheral directions. The guide pulley 54 is arranged so as to straddle the second sections S2, S12 and the third sections S3, S13 and is accommodated in the second frame portion 35b. The motor unit 50 having the winding drum 51 is provided at a portion of the guide rail 31 or the guide rail portion 132d that is inserted into the door panel 10a. Therefore, neither the guide pulley 54 nor the winding drum 51 appears in the appearance of the upright sash 12.

The member for changing the direction of the wire in the upright pillar sash 12 may be a fixed member fixed to the guide rail 31 or the guide rail portion 132d instead of the rotating member such as the guide pulley 54. An arc-shaped wire guide surface (wire guide groove) is formed on the fixing member, and the central axis of the wire guide surface is set to be directed in the inner and outer peripheral directions. The wire guide surface (wire guide groove) formed on the outer periphery of the guide pulley 54 is a circumferential surface (circular groove) that is continuous over the entire circumference of the guide pulley 54, whereas in the case of a fixed member, It is sufficient if there is a semi-circular surface (semicircular groove) only in the upper half.

Although the wire type window regulator 40 and the rack and pinion type window regulator 140 are applied examples in the above-described embodiment and each modified example, other drive methods can be used as long as they can be accommodated in the frame portion of the upright sash. The elevating mechanism can also be applied.

The vertical pillar sash according to the present invention only needs to have a main body (frame portion) that houses the lifting mechanism, and can have a different configuration from the above embodiment. For example, in the vertical pillar sash 12 of the above-described embodiment, the inner sash 30 and the guide rail 31 are combined in the general cross section, and the connecting member 35 and the guide rail 31 different from the inner sash 30 are connected to the upper end door corner portion 10d. Are combined. Unlike this, adopt a configuration in which the

frame portions

30a, 30j (130a) of the inner sash 30 (130, 230) extend to the upper end of the upright sash 12 and are connected to the upper sash 11 (that is, the connecting member 35 is not used). Is also possible.

The door 10 of the above-described embodiment is a type of door (sash door) in which a frame-shaped door sash 10b made of a member different from the door panel 10a is provided above the door panel 10a. Can also be applied to. For example, a door of a type in which a door panel and a door sash are integrally formed (for example, an inner full door in which an inner panel and a door sash are integrally formed, an inner panel and an outer panel are respectively formed, and an inner side and an outer side of the door sash are integrally formed and then combined. It can also be applied to panel doors). That is, the present invention is applicable to any vehicle door that raises and lowers the windshield within the window opening regardless of whether the door sash forming the window opening is integral with the door panel or a separate body.

FIG. 36 is a perspective view showing an example of a vehicle door of a type in which a door panel and a door sash are integrally formed. FIG. 36 is drawn in a simplified manner, and there is a point that the configuration of the details is slightly inconsistent with FIGS. 1 to 35, but this is for the convenience of drawing. As shown in FIG. 36, the door sash 10b (upper sash 11, upright pillar sash 12, front sash 13) is formed integrally with the inner panel 10aI of the door panel 10a, and is located above the inner panel 10aI. That is, the door sash 10b and the inner panel 10aI of the door panel 10a are not connected by welding or fastening.

In FIG. 36, the case where the door sash 10b is formed integrally with the inner panel 10aI of the door panel 10a is illustrated, but a mode in which the door sash 10b is formed integrally with the outer panel 10aO of the door panel 10a is also possible. .. That is, the door sash 10b may be integrally formed with at least a part of the door panel 10a (the inner panel 10aI, the outer panel 10aO, or any other component of the door panel 10a). Further, there is a degree of freedom in a method for integrally forming the door sash 10b with at least a part of the door panel 10a (the inner panel 10aI, the outer panel 10aO, or any other component of the door panel 10a). Integral formation can be applied.

As described above, the door (vehicle door) 10 of the present embodiment can be applied to, for example, the following types of doors (vehicle doors). That is, the door (vehicle door) 10 of the present embodiment is a door (vehicle door) that raises and lowers the windshield within the window opening regardless of whether the door sash forming the window opening is integrated with the door panel or is a separate body. ) Is applicable.
Type 1: A door sash integrally formed with at least a part of the inner panel (inner full door).
Type 2: The first part (outer side part) of the door sash is integrally formed with at least a part of the outer panel, and the second part (inner side part) of the door sash is integrally formed with at least a part of the inner panel. What was done (panel door).
Type 3: A door sash joined to at least a part of a door panel (for example, by welding or fastening) (sash door).

As described above, in the door (vehicle door) 10 of the present embodiment, at least a part of the components of the window regulator (elevating mechanism) 40 is the frame portion (main body portion) 30a of the upright pillar sash 12 of the door sash 10b or its component. It is arranged between the inner space or a portion of the door sash 10b facing the upright pillar sash 12 and the windshield W. That is, at least a part of the components of the window regulator 40 is incorporated in the upright pole sash 12.

Here, "the facing portion of the upright pillar sash 12 of the door sash 10b" may be the facing portion over the entire area of the windshield W in the vertical direction, or the facing portion of the windshield W in a partial area in the vertical direction. It may be a part. Further, the ascending/descending direction of the window glass W may be read as the longitudinal direction (extension direction) of the guide rail 31.

Regarding the incorporation of at least a part of the components of the window regulator 40 into the upright pillar sash 12, the present claim states that "when viewed from the up-and-down direction of the windshield, the facing portion of the upright sash and the window in the outward and inward direction of the vehicle. The slider, the guide rail, and the transmission member are located between the glass" and "or the main body is configured to include the facing portion and has an internal space for accommodating the slider, the guide rail, and the transmission member. ing. However, this expression is only an example, and various expressions other than this are possible. Further, the expression "the slider, the guide rail, and the transmission member are located" or "the slider, the guide rail, and the transmission member are housed" does not necessarily mean that the slider, the guide rail, and the transmission member are all located or housed. It does not mean that it means that the slider, the guide rail, and a part of the transmission member are positioned or housed. For example, a mode in which all of the components of the slider, the guide rail, and the transmission member are located or accommodated, a mode in which only a part of each of the components of the slider, the guide rail, and the transmission member are positioned or accommodated, and the slider It is possible that all of one component (one or two) of the guide rail and the transmission member and a part of the other component (two or one) are located or accommodated.

Importantly, in the conventional product, the window regulator 40, which was a technical common sense to arrange in the inner space of the door panel 10a below the window opening 10c, is arranged in the vertical pillar sash 12 or in the vicinity thereof, and the inner space of the door panel 10a is arranged. To improve space efficiency and layout. As long as this configuration is satisfied, there is a degree of freedom in the wording of the claims regarding the incorporation of at least some of the components of the window regulator 40 into the upright sash 12. Even if it occurs, it should be added that the support requirements are satisfied within the scope of the initial description.

Further, in the present embodiment, the inside of the vehicle door 10 or the inside of the vehicle that has become a free space by disposing the window regulator 40 as described above (for example, the inside of the door panel 10a (more specifically, the vehicle of the vehicle door). Door-related parts (vehicle constituent parts) are arranged on the outer panel 10aO arranged on the outer side (inside the vehicle) The arrangement of the door-related parts will be described in detail below with reference to specific examples.

≪Impact beam≫
FIG. 31 is a diagram showing an example in which the impact beam 300 is arranged as a door-related component. FIG. 31A shows an arrangement structure of a conventional product, and FIGS. 31B and 31C show an arrangement structure of this embodiment. In FIGS. 31A and 31B, the window glass W in the raised position is drawn by a solid line, and the window glass W in the lowered position is drawn by a broken line. In FIG. 31B, the door trim 10T located on the vehicle interior side of the door panel 10a is omitted, and in FIG. 31C, by drawing the door trim 10T, the inner panel 10aI located on the vehicle exterior side of the door trim 10T becomes the door trim 10T. It is drawn so that it cannot be seen because it is hidden between the outer panels 10aO.

As shown in FIGS. 31A and 31B, the door panel 10a has an inner panel 10aI located inside the vehicle and an outer panel 10aO located outside the vehicle. As shown in FIG. 31C, a door trim 10T formed of resin or leather, for example, is attached to the inside (inside the vehicle) of the door panel 10a (inner panel 10aI). The door trim 10T is provided with a door pocket 10TP capable of accommodating various stored items, an arm stand 10TQ having a window opening/closing switch, and a door knob 10TR for opening/closing the door 10 in order from the bottom to the top. Has been done. The window glass W moves up and down between the inner panel 10aI and the outer panel 10aO. It is also possible to omit the inner panel 10aI and provide the door trim 10T inside the outer panel 10aO.

The impact beam 300 extends, for example, in the front-rear direction and directly or indirectly connects a lock and a hinge (not shown) of the door 10 and has a function of protecting a vehicle component (and thus an occupant) in the event of a vehicle side collision. have.

As shown in FIG. 31A, in the arrangement structure of the conventional product, the window regulator 40 (the guide rail and the slider are simply drawn) between the inner panel 10aI or the door trim 10T and the window glass W in the lowered position. Are arranged. For this reason, the impact beam 300 is arranged between the outer panel 10aO and the window glass W in the lowered position (it must be arranged). Therefore, in order to secure a space for arranging the impact beam 300, it is necessary to swell the outer panel 10aO to the outside of the vehicle, and the length D of the door panel 10a in the vehicle width direction tends to be relatively large.

On the other hand, as shown in FIG. 31B, in the arrangement structure of the present embodiment, by moving the window regulator 40 to the side of the vertical pillar sash 12 of the door sash 10b, the inner panel 10aI or the door trim 10T and the lower position are set. A free space is provided between the windshield W and a certain wind glass W, and the impact beam 300 is arranged in the free space. That is, in the conventional arrangement structure of FIG. 31A, the impact beam 300 is arranged outside the window glass W in the lowered position, whereas in the arrangement structure of the present embodiment of FIG. 31B, the impact beam 300 is in the lowered position. The impact beam 300 is arranged inside the windshield W in the vehicle. Therefore, by making the outer panel 10aO inflated to the outside of the vehicle and having a shape that matches the curved shape of the windshield W, it is possible to easily realize a flash surface structure in which the windshield W and the outer panel 10aO are substantially flush with each other. It will be possible. Further, the length d of the door panel 10a in the vehicle width direction can be set to be relatively small, and d<D is satisfied (see FIGS. 31A and 31B).

Further, as shown in FIG. 31C, the impact beam 300 (both ends thereof) is arranged (attached) to the door trim 10T arranged inside the vehicle door. As a result, the door trim 10T to which the impact beam 300 is attached is simply attached to the door panel 10a (a combination of the inner panel 10aI and the outer panel 10aO or a single outer panel 10aO), and the assembling is completed. it can.

≪Airbag≫
FIG. 32 is a diagram showing an example in which an airbag 400 is arranged as a door-related component. 32A shows the door trim 10T and hides the internal structure of the door panel 10a, and FIGS. 32B and 32C show the internal structure of the door panel 10a with the door trim 10T omitted.

As shown in FIGS. 32B and 32C, in the arrangement structure of the present embodiment, by moving the window regulator 40 to the side of the vertical pillar sash 12 of the door sash 10b, the inside or inside of the vehicle door 10 (for example, the outer panel 10aO). (Inside the vehicle) is a free space, and the airbag 400 is arranged in the free space. That is, the airbag 400 is arranged inside the door trim 10T or the inner panel 10aI arranged inside the vehicle door. Further, the airbag 400 is disposed inside the windshield W, for example, similarly to the impact beam 300 described above.

In FIG. 32B, the airbag 400 is arranged on the inner side of the outer panel 10aO in the vertical direction on the inner side of the vehicle to emphasize protection of the occupant's undercarriage in the event of a rear-end collision. In FIG. 32C, the airbag 400 is arranged above the outer panel 10aO in the vertical direction on the inner side of the vehicle, so that the protection around the waist of the occupant during a rear-end collision is emphasized. Of course, by arranging the airbag 400 over the entire inner side of the outer panel 10aO in the vertical direction, it is possible to protect the occupant's underbody and hips at the time of a rear-end collision. The airbag 400 arranged inside the outer panel 10aO has flexibility in the type and configuration, and various design changes are possible.

≪Speaker≫
FIG. 33 is a diagram showing an example in which a speaker 500 is arranged as a door-related part. In FIG. 33, since the window regulator 40 is moved to the side of the vertical pillar sash 12 of the door sash 10b, the inside of the vehicle door 10 or the inside of the vehicle (for example, the inside of the outer panel 10aO) becomes a free space. The speaker 500 is arranged in the space. More specifically, the speaker 500 is arranged between a pair of upright pillar sashes (upright pillar sash 12 and front sash 13) along the front and rear edges of the windshield W. Further, the speaker 500 is disposed inside the windshield W, for example, similarly to the impact beam 300 described above. By arranging the large-sized speaker 500 in this way, for example, it is possible to perform highly acoustic setting in which the sound from the speaker 500 is positively reflected by the windshield W.

≪Monitor≫
FIG. 34 is a diagram showing an example in which a monitor 600 is arranged as a door-related component. In FIG. 34, since the window regulator 40 is moved to the side of the vertical pillar sash 12 of the door sash 10b, the inside of the vehicle door 10 or the inside of the vehicle (for example, the inside of the outer panel 10aO) becomes a free space, and A monitor 600 is arranged in the space. Further, the monitor 600 is disposed inside the windshield W, for example, like the impact beam 300 described above.

As one mode of the monitor 600, it can be configured so that the outside of the vehicle can be viewed from the inside of the vehicle door. For example, the monitor 600 can be provided with a magic mirror function that allows the skeleton to visually recognize the inside of the vehicle from the inside of the vehicle while the inside of the vehicle cannot be viewed from the outside of the vehicle. In particular, in the case of a truck as shown in FIG. 34, the portion of the door 10 where the monitor 600 is arranged is a blind spot for the driver. Therefore, by visually recognizing the outside of the vehicle through the monitor 600, it is possible to prevent a car accident or an inner ring difference. It is possible to prevent accidents caused by this. Alternatively, similar effects can be obtained by displaying an image of a camera (not shown) installed to capture the blind spot area on the monitor 600.

As another mode of the monitor 600, specific information (for example, advertisement information) may be displayed for people or objects located outside the vehicle. Further, for example, an image of a television, a DVD, or the like may be displayed on the inside of the monitor 600 inside the vehicle so that the driver can visually recognize it while the driver is taking a break.

≪Table≫
FIG. 35 is a diagram showing an example in which a table 700 is arranged as a door-related part. FIG. 35A shows the pulled-out state of the table 700, and FIG. 35B shows the stored state of the table 700.

In FIGS. 35A and 35B, the window regulator 40 is moved to the side of the vertical pillar sash 12 of the door sash 10b, so that the inside of the vehicle door 10 or the inside of the vehicle (for example, the inside of the outer panel 10aO) is free space. The table 700 is arranged in the free space. The table 700 is arranged on the door trim 10T arranged inside the vehicle door. Further, the table 700 is arranged inside the windshield W, for example, similarly to the impact beam 300 described above. More specifically, as shown in FIG. 35B, a table storage hole 710 is formed at the front upper end of the door trim 10T. A table 700 rotatable about a hinge shaft 700X is attached to the table storage hole 710 so that the table 700 can be stored and pulled out.

For example, when the driver is driving the vehicle, the table 700 is stored inside the table storage hole 710 as shown in FIG. 35B. On the other hand, when the driver pauses driving and takes a rest, the upper end of the table 700 is pulled upward, and then the table 700 is rotated about the hinge shaft 700X so as to be tilted toward the inside of the vehicle. As a result, as shown in FIG. 35A, the table 700 is fixed at the position where it is pulled out from the table storage hole 710. The driver can rest food and drink (for example, bento and drinks) on the table 700 and have a break while eating and drinking. When the driver restarts the operation of the vehicle, the table 700 can be housed inside the table housing hole 710 after rotating the table 700 so as to rise around the hinge shaft 700X.

≪Door pocket≫
By expanding the door pocket 10TP shown in FIG. 31C, FIG. 32A, FIG. 35A, and FIG. 35B to the outside of the vehicle, it is possible to arrange it with a large capacity. In FIG. 31C, FIG. 32A, FIG. 35A, and FIG. 35B, by moving the window regulator 40 to the side of the vertical pillar sash 12 of the door sash 10b, the inside of the vehicle door 10 or the inside of the vehicle (for example, the inside of the outer panel 10aO) is removed. It is a free space, and by expanding the door pocket 10TP so as to bite into the free space, it is possible to arrange the door pocket 10TP with a large capacity. Further, the door pocket 10TP is arranged inside the windshield W, for example, similarly to the impact beam 300 described above. In this case, the expanded portion of the door pocket 10TP that digs into the free space inside the vehicle of the outer panel 10aO and the constituent elements of the window regulator 40 incorporated in the upright pillar sash 12 are displaced from each other in the vehicle front-rear direction. The positions in the width direction are arranged so as to overlap each other. In addition, the door pocket 10TP is arranged in the door trim 10T arranged inside the vehicle door, and extends into the inside of the vehicle to a depth vertically facing the windshield W (expands by biting). .. This makes it possible to secure a large vehicle interior space with respect to the vehicle width of the vehicle.

≪Sunshade≫
As described above, by moving the window regulator 40 to the side of the vertical pillar sash 12 of the door sash 10b, the inside of the vehicle door 10 or the inside of the vehicle (for example, the inside of the outer panel 10aO) becomes a free space. A sun shade (not shown) that prevents sunlight from entering the vehicle can be arranged in the free space. This sunshade can be arranged, for example, inside the door trim 10T or the inner panel 10aI arranged inside the vehicle door. Further, the sunshade, for example, is arranged inside the windshield W in the vehicle, similar to the impact beam 300 described above. In this case, the door trim 10T or the inner panel 10aI can be formed with a sunshade housing hole (not shown) capable of housing and drawing out the sunshade. While the driver is driving the vehicle, the sunshade is stored in the sunshade storage hole to ensure a visual field in order to check the condition outside the vehicle.On the other hand, when the vehicle is parked in a parking lot, etc., the sunshade storage hole is used. You can pull out the sunshade from the sun to prevent sunlight from entering the car.

≪Other≫
In the above embodiment, the impact beam 300, the airbag 400, the speaker 500, the monitor 600, the table 700, the door pocket 10TP, and the sunshade (not shown) are used as the "door-related parts (vehicle constituent parts)" arranged inside the door panel 10a. ) Has been described as an example. However, for example, the “door-related component” arranged inside the windshield W is not limited to these, and may include at least one of them.

Alternatively, the "door-related parts" may be door-related parts other than the above. For example, as the “door-related parts”, a glass cleaning wiper, a power assist, an automatic door system, a door check, and the like may be arranged inside or inside the vehicle door 10 (for example, inside the outer panel 10aO).

In the above-described embodiment, the case where the “door-related component” arranged inside or inside the vehicle door 10 (for example, inside the outer panel 10aO) is a door-related component different from the window regulator 40 is illustrated. explained. However, a mode in which a “door-related component” arranged inside or inside the vehicle door 10 (for example, inside the outer panel 10aO) is a component of the window regulator 40 is also possible.

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

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

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

According to the present invention, it is possible to obtain a vehicle door in which a mechanism for raising and lowering a windshield is housed in a small space, there are few restrictions on a door design, and door-related parts can be appropriately arranged.

This application is based on Japanese Patent Application No. 2019-015057 filed on January 31, 2019 and Japanese Patent Application No. 2019-091833 filed on May 15, 2019. All of this content is included here.

Claims

A door sash that forms a window opening and surrounds the front and rear edges and the upper edge of the window glass that moves up and down in the window opening,
A vertical pillar sash that constitutes the door sash, extends in the up-and-down direction of the windshield along one of the front and rear edges of the windshield, and has a facing portion that faces the inside of the windshield.
An elevating mechanism for moving up and down the window glass by the driving force of a driving source,
Door related parts,
Equipped with
The elevating mechanism includes a slider fixed to the window glass, a guide rail that guides the slider so as to be movable in the elevating direction, and a transmission member that transmits a driving force from the driving source to the slider. ,
When viewed from the vertical direction of the windshield, the slider, the guide rail, and the transmission member are located between the facing portion of the upright sash and the windshield in the vehicle interior/exterior direction,
The guide rail restricts movement of the slider in both the inside and outside of the vehicle on the vehicle inner surface side of the windshield.
A vehicle door characterized by the above.
The upright pillar sash includes a design portion located outside the vehicle and a main body portion located inside the vehicle rather than the design portion,
The body portion is configured to include the facing portion, forms an internal space in which the slider, the guide rail, and the transmission member are accommodated, and has a bag-shaped cross-section portion that is open to the outside of the vehicle. ,
The guide rail closes the open portion of the bag-shaped cross section outside the vehicle,
The vehicle door according to claim 1, wherein:
The door-related component includes at least one of an impact beam, an airbag, a speaker, a monitor, a table, a door pocket, and a sunshade arranged inside the windshield.
The vehicle door according to claim 1, wherein:
The door sash is formed integrally with at least a part of the inner panel,
The vehicle door according to claim 1, wherein:
The first portion of the door sash is integrally formed with at least a part of the outer panel,
A second portion of the door sash is integrally formed with at least a portion of the inner panel,
The vehicle door according to claim 1, wherein:
The door sash is joined to at least a part of a door panel,
The vehicle door according to claim 1, wherein:
The slider includes a sliding portion slidable with respect to the guide rail,
The sliding portion and the transmission member have different positions in the vehicle vertical direction,
The vehicle door according to claim 1, wherein:
The frame member and the guide rail forming the upright pillar sash are formed of separate members.
The vehicle door according to claim 1, wherein:
The guide rail is
A first section into which a sliding portion provided on the slider is slidably inserted;
A second section that is offset from the first section in the inner-outer peripheral direction with the window opening as the inner circumference side and accommodates the transmitted portion of the slider to which the driving force is transmitted from the transmission member;
The vehicle door according to claim 1, further comprising: