JP6781037B2 - Vehicle door glass run - Google Patents

Description

The present invention relates to, for example, a glass run of a door provided in an automobile or the like, and particularly belongs to the technical field of a structure for absorbing noise that has passed through the door glass and entered the vehicle interior.

Generally, the door provided on the side of the automobile is between the door glass that can be raised and lowered, the door frame portion that is formed so as to extend along the edge of the door glass in the raised position, and the door frame portion and the door glass. It is provided with a glass run for sealing (see, for example, Patent Documents 1 and 2). The glass run has a seal lip portion on the vehicle interior side that is attached to the door frame and comes into contact with the vehicle interior surface of the door glass that is in the raised position when attached to the door frame. The base end side of the seal lip portion on the vehicle interior side is integrally molded with the main body portion of the glass run, and the other end side is a free end. Therefore, when the seal lip portion on the vehicle interior side comes into contact with the vehicle interior surface of the door glass, the door glass is elastically deformed and adheres along the vehicle interior surface of the door glass.

Japanese Unexamined Patent Publication No. 2012-76504 JP-A-2009-12601

By the way, the noise outside the passenger compartment passes through the door glass and enters the passenger compartment. In recent years, for example, due to noise reduction of engines and drive trains and improvement of sound insulation by interior materials, there are many cases where noise that passes through the door glass and enters the vehicle interior becomes a problem. And in most vehicles, the occupant's head is located near the interior surface of the door glass, and the ears are facing the interior surface of the door glass, so the noise that enters through the door glass Is in a situation where it is easy to reach the ears of the occupants, and the above-mentioned problems are prominent.

In addition, when the tip side of the seal lip portion on the vehicle interior side of the glass run is in contact with the vehicle interior surface of the door glass, the base end side of the seal lip portion on the vehicle interior side is in a state of being away from the vehicle interior surface of the door glass. , A narrow space is formed between the base end side of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass. Noise that has passed through the door glass will enter this space. At this time, since the incoming "noise" comes from various directions, the sound is incident on the door glass in various directions, and the noise transmitted through the door glass is on the vehicle interior side. It may be in the direction toward the surface on the base end side of the seal lip portion. The sound that travels toward the base end side surface of the vehicle interior side seal lip portion is reflected by the base end side surface and travels toward the vehicle interior surface of the door glass, and a part of the sound passes through the door glass. Then, it goes out of the vehicle interior again, and the others are reflected on the vehicle interior surface of the door glass, and then further reflected on the surface on the base end side of the vehicle interior side seal lip portion. It has been found by the research of the inventor of the present application that there is a concern that noise is amplified (reflection amplification) in the space due to such repetition of reflection and easily reaches the ears of the occupant.

In order to solve this noise problem, for example, there is a method of making the door glass a double structure or sandwiching a film having high sound insulation between the door glass to fundamentally reduce the transmission of noise. Such a method. This is not preferable because it results in an increase in weight and cost.

The present invention has been made in view of this point, and an object of the present invention is to make it difficult for noise transmitted through the door glass to reach the ears of an occupant while suppressing an increase in weight and cost.

In order to achieve the above object, the first invention
In a glass run of a vehicle door, which is attached to a door frame portion formed so as to extend along an edge portion of the door glass and is made of an elastic material that seals between the door glass portion and the door frame portion.
The glass run extends from the vehicle interior side of the glass run main body attached to the door frame portion and the vehicle interior side of the glass run main body toward the vehicle interior surface of the door glass, so that the tip side contacts the vehicle interior surface of the door glass. Equipped with a seal lip part on the vehicle interior side formed in
The base end side of the vehicle interior side seal lip portion is formed so as to be separated from the vehicle interior surface of the door glass toward the vehicle interior side, and the base end side of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass. A space is formed between them,
A feature of the seal lip portion on the vehicle interior side is that a sound absorbing portion is formed on the facing surface of the door glass facing the vehicle interior surface to absorb noise that has passed through the door glass and entered the vehicle interior. To do.

According to this configuration, the front end side of the vehicle interior side seal lip portion of the glass run comes into contact with the vehicle interior surface of the door glass to seal between the door glass and the door frame portion. In this sealed state, the base end side of the seal lip portion on the vehicle interior side is separated from the vehicle interior surface of the door glass toward the vehicle interior side, and between the base end side of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass. A space will be formed in. The noise that has passed through the door glass and entered the vehicle interior contains a component that reaches the surface of the door glass facing the vehicle interior surface in the vehicle interior side seal lip portion through the space. Since a sound absorbing portion is formed on the facing surface, the noise reaching the facing surface is absorbed by the sound absorbing portion. This makes it difficult for noise to be reflected and amplified in the space.

The second invention is the first invention.
The angle between the facing surface of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass is set to 35 degrees or more and 65 degrees or less.

According to this configuration, the angle between the facing surface of the door glass facing the vehicle interior surface on the base end side of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass is 35 degrees or more. The noise that has passed through the glass and entered the space is less likely to be amplified by reducing the number of times it is reflected in the space. Further, since the angle between the facing surface of the door glass facing the vehicle interior surface and the vehicle interior surface of the door glass is 65 degrees or less, it is reflected by the base end side of the vehicle interior side seal lip portion and is reflected on the door glass. It is possible to suppress a decrease in the sound of passing through the vehicle and going out of the vehicle interior again. That is, the sound pressure of the noise reaching the occupant's ears is further reduced by the synergistic noise reduction effect of the above-mentioned angle setting and the formation of the sound absorbing portion.

In addition, since the angle between the facing surface of the door glass facing the vehicle interior surface and the vehicle interior surface of the door glass is 35 degrees or more, the sound that penetrates the door glass diagonally and is incident on the facing surface. Since the component itself is reduced, the transmission loss of the door glass is increased due to the so-called coincidence effect, which also reduces the sound pressure of the noise reaching the occupant's ear.

The third invention is the first invention.
The facing surface of the seal lip portion on the vehicle interior side is composed of a curved surface that curves toward the vehicle interior surface of the door glass.
The tangent line of the curve is drawn at each point constituting the curve indicating the curved surface appearing on the cut surface obtained by cutting the vehicle interior side seal lip portion from the tip end side to the base end side, and these tangent lines and the above When the angle formed by the door glass with the vehicle interior surface is obtained and the angle range is obtained, the angle that is the median value of the angle range is set to 35 degrees or more and 65 degrees or less.

According to this configuration, when the facing surface of the door glass facing the vehicle interior surface on the base end side of the vehicle interior side seal lip portion is a curved surface, it is synergistic with the sound absorbing portion as in the second invention. Action effect can be obtained.

The fourth invention is the invention of any one of the first to the third.
The vehicle interior side seal lip portion has a glass contact surface that is in sliding contact with the door glass when ascending and descending.
The formation range of the sound absorbing portion is set so as not to include the glass contact surface.

According to this configuration, since the sound absorbing portion is not formed on the glass contact surface of the seal lip portion on the vehicle interior side, damage or wear of the sound absorbing portion due to the door glass sliding in contact with the sound absorbing portion can be avoided. Therefore, the sound absorbing effect of the sound absorbing portion is maintained high for a long period of time.

Further, it is conceivable that the sound absorbing portion is formed by the uneven surface or the flocked portion, but in the present invention, since the door glass does not slide into the uneven surface or the flocked portion, the generation of abnormal noise is suppressed.

A fifth invention is a glass run of a vehicle door, which is attached to a door frame portion formed so as to extend along an edge portion of the door glass and is made of an elastic material that seals between the door glass portion and the door frame portion. In
The glass run extends from the vehicle interior side of the glass run main body attached to the door frame portion and the vehicle interior side of the glass run main body toward the vehicle interior surface of the door glass so that the tip side contacts the vehicle interior surface of the door glass. Equipped with a seal lip part on the vehicle interior side formed in
A sound insulation wall is provided at least at or near the end of the side wall of the vehicle interior in the glass run.
A portion of the sound insulation wall facing the vehicle interior is provided with a sound absorbing portion that absorbs noise that has passed through the door glass and entered the vehicle interior.

According to this configuration, the front end side of the vehicle interior side seal lip portion of the glass run comes into contact with the vehicle interior surface of the door glass to seal between the door glass and the door frame portion. In this sealed state, since a sound insulation wall is provided, it is transmitted through the door glass and reflected and amplified in the narrow space between the base end side of the seal lip on the vehicle interior side and the vehicle interior surface of the door glass to the inside of the vehicle. The emitted noise is blocked and it becomes difficult to reach the occupants.

In addition, the noise that has passed through the door glass and entered the vehicle interior contains a component that reaches the portion of the sound insulation wall facing the vehicle interior. Since a sound absorbing portion is formed on the portion of the sound insulating wall facing the vehicle interior, the noise reaching the sound insulating wall is absorbed by the sound absorbing portion.

The sixth invention is the fifth invention.
A gap is provided between the sound insulation wall and the vehicle interior surface of the door glass.

According to this configuration, since there is a gap between the sound insulation wall and the vehicle interior surface of the door glass, the sound absorbing portion of the sound insulation wall does not come into contact with the vehicle interior surface of the door glass. As a result, damage or wear of the sound absorbing portion due to the door glass sliding in contact with the sound absorbing portion is avoided. Therefore, the sound absorbing effect of the sound absorbing portion is maintained high for a long period of time. In addition, when the sound insulation wall is in contact with the door glass, the vibration state of the door glass changes depending on the contact portion of the sound insulation wall, which affects the sound pressure level of the transmitted sound, and the transmitted sound in a certain frequency band. It is conceivable that the sound pressure level will increase, but in the present invention, such a situation can be prevented.

Further, it is conceivable that the sound absorbing portion is formed by the uneven surface or the flocked portion, but in the present invention, since the door glass does not slide into the uneven surface or the flocked portion, the generation of abnormal noise is suppressed.

According to the first invention, since the sound absorbing portion is formed on the facing surface of the door glass facing the vehicle interior surface of the vehicle interior side seal lip portion, among the noise that has passed through the door glass and entered the vehicle interior, The noise that reaches the facing surface can be absorbed by the sound absorbing unit. This makes it difficult for noise to be reflected and amplified in the space. Therefore, with a simple configuration of forming a sound absorbing portion on the vehicle interior side seal lip portion of the glass run, it is possible to reduce the sound pressure of noise reaching the ears of the occupant while suppressing an increase in weight and cost.

According to the second invention, the sound absorbing portion is formed on the facing surface by setting the angle formed by the facing surface of the seal lip portion on the vehicle interior side and the vehicle interior surface of the door glass to 35 degrees or more and 65 degrees or less. Due to the synergistic noise reduction effect with, the sound pressure of the noise reaching the occupant's ears can be further reduced, and the quietness of the passenger compartment can be improved.

According to the third invention, when the facing surface of the seal lip portion on the vehicle interior side is composed of a curved surface that curves toward the vehicle interior surface of the door glass, the sound pressure of noise reaching the ears of the occupant is further increased. It can be made even smaller and the quietness of the passenger compartment can be improved.

According to the fourth invention, since the sound absorbing portion is not formed on the glass contact surface of the seal lip portion on the vehicle interior side, damage or wear of the sound absorbing portion can be avoided, and the sound absorbing effect of the sound absorbing portion can be maintained for a long period of time. Can be kept high. Further, when the sound absorbing portion is formed by the uneven surface or the flocked portion, the generation of abnormal noise can be suppressed.

According to the fifth invention, the sound insulation wall provided at least at the end or near the end of the side wall of the vehicle interior in the glass run narrows the space between the base end side of the seal lip portion on the vehicle interior side and the vehicle interior surface of the door glass. The noise that is reflected and amplified in the space and emitted to the inside of the vehicle is shielded, and a sound absorbing part is formed on the part of the sound insulation wall that faces the vehicle interior, so with a simple configuration, the occupants can suppress weight and cost increases. It is possible to reduce the sound pressure of noise that reaches the ears of a car.

According to the sixth invention, since the sound absorbing portion of the sound insulating wall does not slide in contact with the door glass, damage or wear of the sound absorbing portion can be avoided, and the sound absorbing effect of the sound absorbing portion can be maintained high for a long period of time. it can. Further, when the sound absorbing portion is formed by the uneven surface or the flocked portion, the generation of abnormal noise can be suppressed. Furthermore, when the sound insulation wall is in contact with the door glass, the vibration state of the door glass changes depending on the contact portion of the sound insulation wall, which affects the sound pressure level of the transmitted sound, and the transmitted sound in a certain frequency band. It is conceivable that the sound pressure level will increase, but in the present invention, such a situation can be prevented.

It is a left side view of the automobile provided with the glass run which concerns on embodiment of this invention. It is a left side view of the glass run for the left front door. It is a left side view of the glass run for the left rear door. FIG. 5 is a sectional view taken along line IV-IV in FIG. It is a figure corresponding to FIG. 4 which concerns on a modification. It is a graph which shows the test result when the sound absorbing part is not formed. It is a partial cross-sectional view which shows the part of the sound absorbing part enlarged. It is a graph which shows the test result when the sound absorbing part was formed. It is an enlarged sectional view of the sound absorbing part which concerns on the modification. It is a figure corresponding to FIG. 4 which concerns on Embodiment 2. FIG. It is a figure corresponding to FIG. 4 which concerns on modification 1 of Embodiment 2. It is a figure corresponding to FIG. 4 which concerns on the modification 2 of Embodiment 2. FIG. 4 is a view corresponding to FIG. 4 according to a modification 3 of the second embodiment. FIG. 4 is a view corresponding to FIG. 4 according to a modified example 4 of the second embodiment. FIG. 4 is a view corresponding to FIG. 4 according to the third embodiment. It is a figure corresponding to FIG. 4 which concerns on modification 1 of Embodiment 3. It is a figure corresponding to FIG. 4 which concerns on the modification 2 of Embodiment 3. FIG. 4 is a view corresponding to FIG. 4 according to a modification 3 of the third embodiment. FIG. 4 is a view corresponding to FIG. 4 according to the fourth embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is essentially merely an example and is not intended to limit the present invention, its application or its use.

(Embodiment 1)
FIG. 1 is a left side view of an automobile 1 provided with glass runs 23 and 33 according to an embodiment of the present invention. This automobile 1 is provided with a front door 2 and a rear door 3 on the side portion, but the present invention can also be applied to an automobile without a rear door 3. Further, the present invention can be applied to various vehicles other than automobiles in which noise outside the passenger compartment may enter the passenger compartment, but it is particularly preferable to apply the present invention to passenger automobiles. In the description of this embodiment, the front side of the vehicle is simply referred to as "front", and the rear side of the vehicle is simply referred to as "rear".

(Composition of front door and rear door)
The front door 2 includes a door main body portion 20 that constitutes a substantially lower half portion of the front door 2, a door frame portion 21 that constitutes a substantially upper half portion of the front door 2, a front door glass 22, and a front door. It is equipped with a glass run 23 (also shown in FIG. 2). The door body 20 is formed in a hollow shape by an outer panel 20a and an inner panel (not shown), and its front end is attached to the A pillar (front pillar) 5 of the automobile 1 via a hinge (not shown). There is.

A wind regulator (not shown) is provided on the door body 20, and the front door glass 22 can be raised and lowered by the wind regulator. The front door glass 22 in the lowered position is housed in the hollow portion of the door body 20, while the edge of the front door glass 22 in the raised position is supported by the door frame 21 via the front door glass run 23. Will be done. The door frame portion 21 is provided so as to project upward from the upper portion of the door main body portion 20, and is formed so as to extend along the edge portion of the front door glass 22, and the frame upper side portion 21a and the frame vertical side portion 21a. It has 21b and. The upper side portion 21a of the frame is formed to be curved as a whole so as to be located upward toward the rear side along the upper edge portion of the front door glass 22. The upper side portion 21a of the frame extends along the front half portion of the roof 4 of the automobile in a side view. Further, the vertical side portion 21b of the frame extends in the vertical direction along the trailing edge portion of the front door glass 22.

The rear door 3 has the same basic structure as the front door 2, and has a door body portion 30 composed of an outer panel 30a and an inner panel (not shown), a door frame portion 31, and a rear door glass 32 that can be raised and lowered. And a glass run 33 for the rear door (also shown in FIG. 3). The door body 30 is attached to the B pillar (central pillar) 6 of the automobile 1 via a hinge (not shown). The edge of the rear door glass 32 in the raised position is supported by the door frame portion 31 via the rear door glass run 33. The door frame portion 31 is formed so as to extend along the edge portion of the rear door glass 32, and has a front side frame vertical side portion 31a, a frame upper side portion 31b, and a rear side frame vertical side portion 31c. The vertical side portion 31a of the front frame extends along the front edge portion of the rear door glass 32. The upper side portion 31b of the frame extends along the upper edge portion of the rear door glass 32. The upper side portion 31b of the frame extends along the latter half portion of the roof 4 of the automobile in a side view. Further, the vertical side portion 31c of the rear frame extends along the rear edge portion of the rear door glass 32.

The front door 2 and the rear door 3 may be sliding doors that slide in the front-rear direction of the vehicle.

(Structure of door frame)
The door frame portion 21 of the front door 2 and the door frame portion 31 of the rear door 3 are different in appearance shape, but have the same basic structure. Therefore, the details of the door frame portion 21 of the front door 2 are described below. Explain to.

As shown in FIG. 4, the door frame portion 21 is formed by molding a metal plate material, for example, it can be obtained by roll-molding one plate material, or a plurality of press-molded plate materials can be combined. It can be obtained and may be configured by any method. The frame upper side portion 21a of the door frame portion 21 has a cross-sectional shape close to a substantially U shape that opens downward as a whole, and extends downward from the bottom plate portion 24 and the end portions of the bottom plate portion 24 on the vehicle interior side. It has a vehicle interior side plate portion 25 and a vehicle interior outer plate portion 26 extending downward from an end portion of the bottom plate portion 24 outside the vehicle interior. At the end of the vehicle interior side plate portion 25 on the bottom plate portion 24 side, a recessed portion 25a formed so as to be recessed toward the vehicle interior side is formed. Further, a bulging portion 25b that bulges toward the vehicle interior side is formed below the recessed portion 25a in the vehicle interior side plate portion 25. The bulging portion 25b is formed larger than the recessing portion 25a. Further, a convex portion 26a protruding toward the vehicle interior side is formed at the tip end portion of the vehicle interior outer plate portion 26.

Although not shown, the frame vertical side portion 21b of the door frame portion 21 has a cross-sectional shape close to a substantially U shape that opens forward, and like the frame upper side portion 21a, the bottom plate portion, the vehicle interior side plate portion, and the vehicle interior side plate portion It is equipped with an outer panel of the passenger compartment.

(Composition of grass run)
As shown in FIGS. 1 and 2, the front door glass run 23 extends in the front-rear direction along the frame upper side portion 21a of the door frame portion 21, that is, along the front half portion of the roof 4 of the automobile 1. 23A, a front vertical glass run 23B extending vertically along the A pillar 5 of the automobile, a rear vertical glass run 23C extending vertically along the B pillar 6 of the automobile, an upper glass run 23A and a front vertical glass run 23A. It has a front corner glass run 23D bent at the boundary with the 23B and a rear corner glass run 23E bent at the boundary between the upper glass run 23A and the rear longitudinal glass run 23C. That is, the portion below the boundary line L1 is the front vertical glass run 23B. The portion between the boundary line L1 and the boundary line L3 is the front corner portion glass run 23D. The portion between the boundary line L3 and the boundary line L4 is the upper glass run 23A. The portion between the boundary line L4 and the boundary line L6 is the rear corner portion glass run 23E. The portion below the boundary line L6 is the rear vertical glass run 23C.

The upper glass run 23A, the front vertical glass run 23B, the rear vertical glass run 23C, the front corner glass run 23D and the rear corner glass run 23E are, for example, styrene-based thermoplastic elastomer (TPS), olefin-based thermoplastic elastomer (TPO), etc. It is made of an elastic material that can seal between the door glass 22 and the door frame portion 21, such as the thermoplastic elastomer of the above and various rubbers, and is obtained by integrally molding the elastic material. The elastic material may be a foamed material, a non-foamed solid material, or a slightly foamed solid material, but as will be described later, only the portion where deformation is desired to be suppressed is a solid material or a slightly foamed solid material. Is preferable.

As shown in FIG. 4, the upper glass run 23A includes a glass run main body 40, a car interior side seal lip 41, and a car interior outer seal, which are installed while being inserted inside the frame upper side 21a of the door frame 21. It has a lip portion 45. The vehicle interior outer seal lip portion 45 comes into contact with the vehicle interior outer surface 22a of the front door glass 22.

The glass run main body 40 has a bottom wall portion 42, a vehicle interior side wall portion 43, and a vehicle interior outer wall portion 44, and has a cross-sectional shape close to a substantially U-shape that opens downward. On the upper surface of the bottom wall portion 42, convex portions 42a and 42a projecting upward are formed at intervals in the vehicle width direction. The convex portions 42a and 42a are in contact with the bottom plate portion 24 of the upper side portion 21a of the frame.

The vehicle interior outer wall portion 44 is provided with a vehicle interior outer seal lip portion 45. The vehicle interior outer seal lip portion 45 is formed so as to extend upward from the end portion of the vehicle interior outer wall portion 44. Further, the vehicle interior outer wall portion 44 is provided with a cover portion 47 formed so as to cover the vehicle interior outer plate portion 26 of the frame upper side portion 21a of the door frame portion 21 from below.

On the surface of the side wall portion 43 of the vehicle interior on the vehicle interior side, a small piece 43a projecting toward the vehicle interior is formed at the upper end thereof. The small piece 43a penetrates into the recessed portion 25a of the vehicle interior side plate portion 25, and is adapted to abut and engage with the inner surface of the recessed portion 25a.

On the surface of the side wall portion 43 of the vehicle interior on the vehicle interior side, a protruding portion 43b protruding toward the vehicle interior is formed below the portion where the small piece 43a is formed. The protruding portion 43b penetrates into the bulging portion 25b of the vehicle interior side plate portion 25, and abuts and engages with the inner surface of the bulging portion 25b.

A seal lip portion 41 on the vehicle interior side is integrally molded at the lower end portion of the vehicle interior side wall portion 43. The vehicle interior side seal lip portion 41 is formed so as to extend from the lower end portion of the vehicle interior side wall portion 43 toward the vehicle interior surface 22b of the front door glass 22 and to contact the front end side with the vehicle interior surface 22b of the front door glass 22. ing. That is, when the front door glass 22 is lowered, the vehicle interior side seal lip portion 41 is directed diagonally upward from the lower end portion of the vehicle interior side wall portion 43, as shown by a virtual line in FIG. It is designed to protrude. A concave portion 41a is formed in the middle portion of the vehicle interior side seal lip portion 41 in the protruding direction in order to facilitate bending and deformation of the vehicle interior side seal lip portion 41. The formed portion of the concave portion 41a is thinner than the other portions, and the formed portion of the concave portion 41a is a boundary, and the base end side of the seal lip portion 41 on the vehicle interior side is the base end side of the formed portion of the concave portion 41a. The portion 41b is used, and the tip side is referred to as the tip side portion 41c.

When the front door glass 22 is in the raised position (fully closed state), the vehicle interior outer surface of the tip side 41c of the vehicle interior side seal lip 41 comes into contact with the vehicle interior surface 22b of the front door glass 22. That is, the vehicle interior outer surface of the tip side portion 41c of the vehicle interior side seal lip portion 41 is a glass contact surface 41e that is in sliding contact with the front door glass 22 during ascending / descending. The glass contact surface 41e is a surface that has been subjected to a relatively hard surface treatment in order to reduce frictional resistance with the front door glass 22 during ascending / descending, and is composed of a smooth surface without unevenness. Is easy to reflect.

Further, when the front door glass 22 is in the raised position, the vehicle interior outer surface of the base end side portion 41b of the vehicle interior side seal lip portion 41 faces the vehicle interior surface 22b of the front door glass 22. The surface is 41d. The facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 is a surface on which noise (transmitted sound) that has passed through the front door glass 22 and entered the vehicle interior is incident, and is the front door glass 22. It is separated from the vehicle interior surface 22b by a predetermined dimension. As a result, a space R is formed between the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22. The facing surface 41d is inclined as a whole so that the distance between the front door glass 22 and the vehicle interior surface 22b becomes longer toward the lower side. Therefore, the dimension of the space R in the vehicle interior / outer direction is downward. The longer you go, the longer it gets.

In this embodiment, the angle α formed by the facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22 is set to 35 degrees or more and 65 degrees or less. There is. The angle α can be easily changed by setting the shape of the base end side portion 41b of the vehicle interior side seal lip portion 41 or the mold to be molded, and the cost required for setting the angle α. Is slight and there is almost no increase in weight.

The facing surface 41d does not have to be strictly flat, and may have a shape that can be approximated to be flat even if it is curved with an extremely gentle curvature, for example.

A sound absorbing portion 41h is formed on the facing surface 41d to absorb noise that has passed through the front door glass 22 and entered the vehicle interior. In FIG. 4, fine wavy lines indicate the formation range of the sound absorbing portion 41h. The sound absorbing portion 41h is a portion having a lower degree of noise reflection than the glass contact surface 41e and a higher degree of noise absorption than the glass contact surface 41e, and is a portion capable of attenuating noise.

Specifically, the sound absorbing portion 41h can be composed of a plurality of convex portions 41h, 41h, ... Protruding from the facing surface 41d, for example, as shown in an enlarged manner in FIG. The convex portion 41h has a shape that is sharp toward the tip end side in the protruding direction. Further, it is preferable to form a gap between the adjacent convex portions 41h and 41h, and in the form shown in FIG. 7, a gap is formed between the base end portions of the adjacent convex portions 41h and 41h in the depth direction. However, no gap is formed between the base ends of the convex portions 41h and 41h adjacent to each other in the left-right direction. The left-right direction and the depth direction in FIG. 7 are added for convenience of explanation, and are not related to each direction of the vehicle.

The shape of the convex portion 41h is not limited to the shape shown in FIG. 7, and may be, for example, a columnar shape, a pyramid shape, a conical shape, a plate shape, a pin shape, or the like. The number (density) of the convex portions 41h per unit area can be arbitrarily set. That is, the shape and density of the convex portion 41h may be set so that the sound absorbing effect of the noise entering the vehicle interior is enhanced. Further, by changing the shape and density of the convex portion 41h, it is possible to positively absorb the noise in the frequency band that is easily perceived by the occupant. Further, the shape of the convex portion 41h can be changed depending on the portion of the facing surface 41d. Further, the density of the convex portion 41h can also be changed depending on the portion of the facing surface 41d. For example, the density of the convex portion 41h formed on the lower side of the facing surface 41d can be made higher than that on the upper side, or the height of the convex portion 41h formed on the lower side of the facing surface 41d can be made higher than that on the upper side.

Further, although not shown, the sound absorbing portion 41h may be formed of, for example, a recess. The recess can be dimple-shaped or groove-shaped, for example. Further, the sound absorbing portion 41h may be formed of a grain. In the case of graining, the depth may be uniform or non-uniform.

A convex portion 41h or a concave portion may be formed by cutting the facing surface 41d, or a convex portion 41h or a concave portion may be formed by irradiating the facing surface 41d with a laser beam and burning a part thereof. You may. When irradiating the facing surface 41d with laser light, the height of the convex portion 41h and the depth of the concave portion can be freely changed by adjusting the scanning speed and output of the laser light, and the convex portion 41h and the concave portion can be freely changed. The formation pattern of can also be changed.

Further, the sound absorbing portion 41h may have an uneven surface as shown in FIG. 9, for example. In this example, the base end side portion 41b of the vehicle interior side seal lip portion 41 is made of a foaming material, and the shape of the bubbles contained in the foaming material is made to appear on the surface (opposing surface) so that the uneven surface is formed. A sound absorbing portion 41h composed of the above is obtained. The size of the bubbles and the density of the bubbles can be adjusted by a well-known method such as selecting a foaming agent or changing the foaming conditions. By adjusting the size of the bubbles and the density of the bubbles, the depth of the recess can be adjusted. And the height of the convex part can be set freely.

Further, although not shown, in a vehicle in which the base end side portion 41b of the vehicle interior side seal lip portion 41 is made of a foam material, air bubbles contained in the foam material may be opened on the facing surface 41d, and the air bubbles may be used as the sound absorbing portion 41h. Good.

Further, the sound absorbing portion 41h may be a flocked portion formed by implanting a large number of hairs. The flocked portion may be a flocked tape in which a large number of hairs are transplanted. Further, the sound absorbing portion 41h may be made of fibers such as cloth.

Further, the sound absorbing portion 41h may be formed by combining any two or more of the above-mentioned convex portions, concave portions, uneven surfaces, flocked portions, fibers, and air bubbles. There is almost no increase in weight in forming such a sound absorbing portion 41h.

In this embodiment, as shown by the wavy line in FIG. 4, the sound absorbing portion 41h is formed only on the facing surface 41d so as not to include the glass contact surface 41e of the tip side portion 41c of the vehicle interior side seal lip portion 41. It is set. As a result, the sound absorbing portion 41h is not formed on the glass contact surface 41e, so that the sound absorbing portion 41h does not come into contact with the vehicle interior surface 22b of the front door glass 22. The formation range of the sound absorbing portion 41h may be set to include the glass contact surface 41e, but the glass contact surface 41e is preferably a smooth surface in order to reduce the frictional resistance with the front door glass 22.

Further, a contact portion 43c that abuts on the vehicle interior side plate portion 25 of the frame upper side portion 21a of the door frame portion 21 is formed below the vehicle interior side seal lip portion 41 of the vehicle interior side wall portion 43. Therefore, the vehicle interior side wall portion 43 is supported in contact with the vehicle interior side plate portion 25 at least at two positions, the protruding portion 43b and the contact portion 43c, and is stable in the mounted state on the frame upper side portion 21a. .. In particular, the portion between the protruding portion 43b and the contact portion 43c can be stabilized, and since the proximal end side portion 41b of the vehicle interior side seal lip portion 41 is provided in this stable portion, the proximal end side is provided. The portion 41b can also be stabilized, and by extension, the fluctuation range of the angle α can be reduced when an external force is applied.

Further, a thick portion 41f is provided on the base end side portion 41b of the vehicle interior side seal lip portion 41, and the thick portion 41f is integrated with the vehicle interior side wall portion 43. As a result, it is possible to suppress the deformation of the base end side portion 41b while ensuring a large amount of deformation of the tip side portion 41c of the vehicle interior side seal lip portion 41, so that the angle α fluctuates when an external force is applied. The width can be reduced.

Regarding the base end side portion 41b and the thick-walled portion 41f of the vehicle interior side seal lip portion 41, when the sound absorbing portion 41h is composed of bubbles, the other parts are made of a solid material without bubbles or a slightly foamed solid material. It is preferable to configure with. Further, on the lower side of the side wall portion 43 of the vehicle interior than the thick portion 41f, when the sound absorbing portion 41h is composed of bubbles, it is preferable that the other portions are made of a solid material or a slightly foamed solid material. As a result, the fluctuation range of the angle α can be reduced when an external force is applied. The other part is preferably made of a foaming material, which can reduce the weight.

Only the upper glass run 23A sets the angle α formed by the facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22 as described above. For the front vertical glass run 23B, the rear vertical glass run 23C, the front corner glass run 23D, and the rear corner glass run 23E, the angle α may be an angle outside the above range. Further, as shown in FIG. 2, on the upper side of the front corner portion glass run 23D and the rear side corner portion glass run 23E, a portion where bending of the vehicle interior side seal lip portion 41 starts from the boundary portion with the upper glass run 23A, that is, the boundary. When the portion between the line L2 and the boundary line L3 and the portion between the boundary line L4 and the boundary line L5 are indicated by reference numerals 23F and 23G, respectively, the base end side portion 41b of the vehicle interior side seal lip portion 41 The angle α formed by the facing surface 41d and the vehicle interior surface 22b of the front door glass 22 is set as described above by the upper glass run 23A, the front corner glass run upper 23F, and the rear corner glass run upper 23G. However, the angle α is out of the above range for the parts other than the parts indicated by the above reference numerals 23F and 23G of the front side vertical glass run 23B and the rear side vertical glass run 23C, and further the front side corner part glass run 23D and the rear side corner part glass run 23E. It may be the angle of.

Further, as in the modified example shown in FIG. 5, the facing surface of the front door glass 22 facing the vehicle interior surface 22a of the base end side portion 41b of the vehicle interior side seal lip portion 41 is curved toward the vehicle interior surface 22a. It may be composed of 41 g of curved surfaces. The curvature of the curved surface 41g is set large, and the curved surface 41g has a shape close to a flat surface. The sound absorbing portion 41h is formed on the curved surface 41g.

In the modified example, when the cut surface (cut surface of FIG. 5) cut from the front end side to the base end side of the vehicle interior side seal lip portion 41 is viewed, it is enlarged and shown in the lower part of FIG. A curve showing the curved surface 41 g will appear. The tangents (a, b, c, ...) Of the curve at each point (A, B, C, ...) Constituting the curve are drawn as shown in the figure. For convenience, only three are drawn in the figure, but many can be drawn by narrowing the distance between the points. The angle between the tangent line c and the vehicle interior surface 22a of the front door glass 22 is β1, the angle between the tangent line b and the vehicle interior surface 22a of the front door glass 22 is β2, and the angle between the tangent line a and the vehicle interior of the front door glass 22 is β2. Let β3 be the angle formed by the surface 22a, and obtain a range (angle range) including β1, β2, and β3. The angle that is the median of this angle range is set to 35 degrees or more and 65 degrees or less. The formation range of the sound absorbing portion 41h is a range indicated by a fine wavy line portion, but it may be set so as to include the glass contact surface 41e.

As shown in FIG. 3, the rear door glass run 33 is also configured in the same manner as the front door glass run 23. The portion below the boundary line L1 is the front vertical glass run 33B. The portion between the boundary line L1 and the boundary line L3 is the front corner portion glass run 33D. The portion between the boundary line L3 and the boundary line L4 is the upper glass run 33A. The portion between the boundary line L4 and the boundary line L6 is the rear corner portion glass run 33E. The portion below the boundary line L6 is the rear vertical glass run 33C. The upper part of the front corner glass run is indicated by reference numeral 33F, and the upper part of the rear corner glass run is indicated by reference numeral 33G.

(Action and effect of the embodiment)
Next, the action and effect of the first embodiment will be described. A test was conducted to demonstrate the action and effect, and the test results are shown in FIGS. 6 and 8. In the test, although not shown, an omnidirectional speaker was installed outside the passenger compartment of the automobile 1, and with the front door glass 22 and the rear door glass 32 fully closed, sound was generated from the speaker and the microphone installed in the passenger compartment was used. Sound pressure was measured using. The microphone was installed at a location corresponding to the occupant's head.

The measurement results are shown graphically in FIG. The horizontal axis of FIG. 6 is the measurement frequency, the vertical axis is the sound pressure level, and the higher the vertical axis is, the higher the sound pressure is. In the structural example 1, in the upper glass run 23A, the rear corner glass run 23E, and the rear vertical glass run 23C, the facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior of the front door glass 22 This is a case where the angle α formed by the surface 22b is set to 45 degrees. Structure example 2 is a case where the angle α is set to 25 degrees. In Structural Example 1 and Structural Example 2, the sound absorbing portion 41h is not formed on the facing surface 41d, and the facing surface 41d is formed of a smooth surface similar to the glass contact surface 41e.

As is clear from the measurement results shown in FIG. 6, in the structure example 1 in which the angle α is set to 45 degrees, a wide range of around 2000 Hz and exceeding 3000 Hz to 5000 Hz as compared with the structure example 2 in which the angle α is set to 25 degrees. The sound pressure of the above is reduced by about 2 dB to 3 dB, and a remarkable sound pressure reducing effect is obtained.

When the inventor of the present application conducted the above test while finely changing the angle α from 15 degrees to 90 degrees, the angle α was 35 when the angle α was less than 35 degrees and when the angle α was larger than 65 degrees. It was remarkably shown that the sound pressure was higher than in the case of the degree or more and 65 degrees or less. Therefore, it is preferable that the angle α is 35 degrees or more and 65 degrees or less. Particularly preferable is that the angle α is 40 degrees or more and 50 degrees or less.

That is, when the angle α is 35 degrees or more, the front door glass 22 is transmitted through, and the facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface of the front door glass 22. The noise entering the space R between the 22b and the space R is less likely to be amplified by reducing the number of times it is reflected in the space R. Further, since the angle α formed by the door glass 22 with the vehicle interior surface is 65 degrees or less, it is reflected by the base end side of the vehicle interior side seal lip portion 41, passes through the door glass 22, and goes out of the vehicle interior again. It is possible to suppress the decrease of the sound going on. It is clear from the test results that this reduces the sound pressure of the noise that reaches the ears of the occupants.

Further, by setting the angle α to 35 degrees or more, the incident angle θ (shown in FIG. 4) of the sound transmitted from the outside of the vehicle interior through the front door glass 22 and incident toward the facing surface 41d changes the angle α. For example, it is smaller than when it is set to 25 degrees. As a result, the sound component itself obliquely incident on the facing surface 41d is reduced, so that the transmission loss of the front door glass 22 is increased due to the so-called coincidence effect, and this also reduces the sound pressure of the noise reaching the ears of the occupants. Become. The sound incident angle θ is the angle formed by the sound entering direction of the front door glass 22 toward the vehicle interior outer surface 22a and the vehicle interior outer surface 22a.

From the viewpoint of the vehicle structure, when the door glass 22 is raised, the tip of the door glass 22 may collide with the facing surface 41d of the base end side portion 41b depending on the installation variation of the door 2. At this time, when the angle α is within 45 degrees, energy at the time of collision can be released, so that damage to the door 2 can be avoided, which is preferable.

Further, also in the case of the modified example shown in FIG. 5, since the shape of the space R is substantially the same as that of the above-described embodiment, the same effect as that of the structural example 1 can be obtained. Further, the action and effect of the rear door glass run 33 is the same as the action and effect of the front door glass run 23.

The graph of FIG. 8 shows the difference in sound pressure between the embodiment of the present invention and the structural example 1, where the horizontal axis is the measurement frequency and the vertical axis is the sound pressure level. In the embodiment, the sound absorbing portion 41h is formed on the facing surface 41d of the structure example 1 in which the angle α is set to 45 degrees (see FIG. 4). As is clear from the measurement results shown in FIG. 8, in the example, the sound pressure in a wide range from around 2000 Hz to around 3500 Hz is reduced by about 1 dB as compared with the structure example 1 in which the sound absorbing portion 41h is not formed. The sound pressure in the region of 5000 Hz or higher is also reduced by about 1 dB. This improves the audible quietness. When the angle α is in the range of 35 degrees or more and 65 degrees or less, it is preferable to form the sound absorbing portion 41h on the facing surface 41d. More preferably, when the angle α is in the range of 40 degrees or more and 50 degrees or less, the sound absorbing portion 41h is formed on the facing surface 41d.

As described above, according to the first embodiment, the front door glass is caused by the front end side portion 41c of the vehicle interior side seal lip portion 41 of the front door glass run 23 coming into contact with the vehicle interior surface 22b of the front door glass 22. The space between 22 and the door frame portion 21 is sealed. In this sealed state, a space R is formed between the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22. Then, the noise that has passed through the front door glass 22 and entered the vehicle interior reaches the facing surface 41d facing the vehicle interior surface 22b of the front door glass 22 in the vehicle interior side seal lip portion 41 through the space R. Includes. Since the sound absorbing portion 41h is formed on the facing surface 41d, the noise reaching the facing surface 41d is absorbed by the sound absorbing portion 41h. As a result, noise is less likely to be reflected and amplified in the space R.

Further, since the angle formed by the facing surface 41d of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22 is 35 degrees or more, the front door glass 22 is transmitted as shown in FIG. The noise that has entered the space R is less likely to be amplified by reducing the number of times it is reflected in the space R. Further, since the angle formed by the facing surface 41d and the vehicle interior surface 22b of the front door glass 22 is 65 degrees or less, the front door glass 22 is reflected by the base end side portion 41b of the vehicle interior side seal lip portion 41. It is possible to suppress a decrease in the sound of passing through and going out of the passenger compartment again. That is, the sound pressure of the noise reaching the ears of the occupant is further reduced by the synergistic noise reduction effect of the setting of the angle α described above and the formation of the sound absorbing portion 41h.

In addition, since the angle formed by the facing surface 41d and the vehicle interior surface 22b of the front door glass 22 is 35 degrees or more, the sound component itself that penetrates the front door glass 22 diagonally and is incident on the facing surface 41d. The so-called coincidence effect increases the transmission loss of the front door glass 22, which also reduces the sound pressure of noise reaching the ears of the occupants. Therefore, with a simple configuration, it is possible to reduce the sound pressure of noise reaching the ears of the occupant while suppressing an increase in weight and cost.

Further, when the curved surface 41g is formed on the vehicle interior side seal lip portion 41 shown in FIG. 5, a synergistic effect with the sound absorbing portion 41h can be similarly obtained.

Further, since the sound absorbing portion 41h of the vehicle interior side seal lip portion 41 is not formed on the glass contact surface 41e of the vehicle interior side seal lip portion 41, the sound absorbing portion 41h due to the front door glass 22 sliding in contact with the sound absorbing portion 41h. Damage and wear are avoided. Therefore, the sound absorbing effect of the sound absorbing portion 41h is maintained high for a long period of time. Further, when the sound absorbing portion 41h is formed by the uneven surface or the flocked portion, the front door glass 22 does not slide into the uneven surface or the flocked portion, so that the generation of abnormal noise is suppressed.

In addition, the upper glass run 23A and some of the corner glass runs 23F and 23G are located near the ears of the occupants, and the contribution rate of noise reduction in the upper glass run 23A and the corner glass runs 23D and 23E is large. Become. Therefore, the angle α formed by the facing surface 41d of the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22 in the upper glass run 23A and a part 23F and 23G of the corner glass run is set. By setting as described above, the effect of noise reduction becomes more remarkable.

Since the rear door 3 can have the same effect as that of the front door 2, the quietness of the rear seats can be improved.

(Embodiment 2)
FIG. 10 shows the structure of the door frame portion 21 and the front door glass run 23 according to the second embodiment of the present invention. In the second embodiment, the cross-sectional shape of the door frame portion 21 and the structure of the front door glass run 23 are different from those of the first embodiment, but other parts are the same as those of the first embodiment. The same parts are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted, and the parts different from the first embodiment will be described in detail.

The frame upper side portion 21a of the door frame portion 21 has a bottom plate portion 24, a vehicle interior side plate portion 25, and a vehicle interior outer plate portion 26. Further, the upper glass run 23A has a glass run main body portion 40, a vehicle interior side seal lip portion 41, a vehicle interior outer seal lip portion 45, a design lip 46, and a sound insulation wall 48. The glass run main body 40 has a bottom wall portion 42, a vehicle interior side wall portion 43, and a vehicle interior outer wall portion 44.

A vehicle interior outer seal lip portion 45 is provided at the end of the vehicle interior outer wall portion 44. The vehicle interior outer seal lip portion 45 is formed so as to branch upward and downward from the end portion of the passenger compartment outer wall portion 44, respectively, but may have a shape extending only upward.

A seal lip portion 41 on the vehicle interior side is integrally molded in the middle portion of the vehicle interior side wall portion 43. The vehicle interior side seal lip portion 41 extends toward the vehicle interior surface 22b of the front door glass 22, and the tip side portion 41c is formed so as to come into contact with the vehicle interior surface 22b of the front door glass 22. A space R is formed between the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22.

The design lip 46 is integrally molded with the end portion of the vehicle interior side wall portion 43. The design lip 46 is for covering the vehicle interior side of the vehicle interior side plate portion 25 of the frame upper side portion 21a.

The sound insulation wall 48 is provided at the end of the vehicle interior side wall 43 on the vehicle interior side of the glass run main body 40, and projects from the vehicle interior side wall 43 toward the vehicle interior surface 22b of the front door glass 22. .. The space R is covered by the sound insulation wall 48. The sound insulation wall 48 and the base end side portion 41b of the vehicle interior side seal lip portion 41 are arranged so as to face each other. A predetermined gap is provided between the end surface 48a on the outside of the vehicle interior of the sound insulation wall 48 and the vehicle interior surface 22b of the front door glass 22, and the sound insulation wall 48 moves to the front door glass 22 when the front door glass 22 moves up and down. It is designed so as not to come into contact with the vehicle interior surface 22b. The gap can be set to 1 mm or less.

The sound insulation wall 48 has an outer surface portion 48b which is a portion facing the vehicle interior and an inner surface portion 48d which is a portion facing the space R. A sound absorbing portion 48c (indicated by a fine wavy line portion) similar to the sound absorbing portion 41h of the first embodiment is formed on the outer surface portion 48b of the sound insulating wall 48. Further, although the same sound absorbing portion 48c is formed on the inner surface portion 48d, the sound absorbing portion 48c of the inner surface portion 48d may be omitted. In this embodiment, the formation range of the sound absorbing portion 48c is the outer surface portion 48b and the inner surface portion 48d of the sound insulating wall 48, but the present invention is not limited to this, and although not shown, the sound absorbing portion 48c may be formed on the end surface 48a of the sound insulating wall 48. Further, although not shown, the sound absorbing portion may be formed on the base end side portion 41b of the vehicle interior side seal lip portion 41. Further, although not shown, the sound absorbing portion may be formed between the inner surface portion 48d of the sound insulating wall 48 and the base end side portion 41b of the vehicle interior side seal lip portion 41 (indicated by reference numeral 43c in FIG. 10).

According to the second embodiment, the space R between the base end side portion 41b of the vehicle interior side seal lip portion 41 and the vehicle interior surface 22b of the front door glass 22 can be covered with the sound insulating wall 48, so that the front door glass can be covered. The noise that has passed through 22 and entered the space R becomes difficult to reach the occupants. Further, the noise entering the space R is absorbed by the sound absorbing portion 48c formed on the inner surface portion 48d of the sound insulating wall 48.

Further, the noise that has passed through the front door glass 22 and entered the vehicle interior contains a component that reaches the outer surface portion 48b of the sound insulation wall 48. Since the sound absorbing portion 48c is formed on the outer surface portion 48b, the noise reaching the sound insulating wall 48 is absorbed by the sound absorbing portion 48c. Therefore, with a simple configuration, it is possible to reduce the sound pressure of noise reaching the ears of the occupant while suppressing an increase in weight and cost.

Further, the thickness of the sound insulation wall 48 may be increased as in the first modification of the second embodiment shown in FIG. In this modification 1, the inner surface portion 48d of the sound insulation wall 48 is close to the proximal end side portion 41b of the proximal end side portion 41b of the vehicle interior side seal lip portion 41, whereby the space R can be narrowed. It is possible to further suppress the reflection amplification of the noise that has entered the space R. The sound absorbing portion 48c of the inner surface portion 48d may be omitted.

Further, as in the second modification of the second embodiment shown in FIG. 12, the protruding dimension of the sound insulation wall 48 from the side wall portion 43 of the vehicle interior may be shortened. In this modification 2, the sound absorbing portion 48c is also formed on the end surface 48a of the sound insulating wall 48, but this can be omitted. Further, between the base end side portion 41b of the vehicle interior side seal lip portion 41, the inner surface portion 48d of the sound insulation wall 48, and the base end side portion 41b of the vehicle interior side seal lip portion 41 (indicated by reference numeral 43c in FIG. 12). Also, the sound absorbing portion 41h of the first embodiment is formed. In this modification 2, the sound absorbing portion is also formed on the base end side portion 41b of the vehicle interior side seal lip portion 41, the portion 43c between the inner surface portion 48d of the sound insulation wall 48 and the base end side portion 41b of the vehicle interior side seal lip portion 41. Since 41h is formed, the sound pressure of noise reaching the ears of the occupant can be further reduced. The sound absorbing portion 41h can be omitted.

Further, as in the modified example 3 of the second embodiment shown in FIG. 13, the sound insulation wall 48 may be integrated with the base end side portion 41b of the vehicle interior side seal lip portion 41. In this modification 3, since the sound insulation wall 48 is thickened and integrated with the base end side portion 41b of the vehicle interior side seal lip portion 41, the base end side portion 41b of the vehicle interior side seal lip portion 41 and the front door glass 22 The space between the vehicle interior surface 22b and the vehicle interior surface 22b can be eliminated. In this modification 3, the sound absorbing portion 48c is formed on the end surface 48a of the sound insulating wall 48, but this can be omitted.

Further, by integrating the sound insulation wall 48 with the base end side portion 41b of the vehicle interior side seal lip portion 41, dust and the like can be collected between the sound insulation wall 48 and the base end side portion 41b of the vehicle interior side seal lip portion 41. This can be prevented, and the problem that the ridgeline of the sound insulation wall 48 is visible when the inside of the vehicle is viewed from the vehicle interior outer surface 22a of the front door glass 22 and the appearance is poor can be solved. Further, the sound insulation wall 48 may be formed in a hollow shape as in the modified example 4 of the second embodiment shown in FIG. A sound absorbing portion 48c is formed on the outer surface portion 48b of the sound insulating wall 48. Further, a sound absorbing portion may be formed on the end surface portion 48a or the inner surface portion 48d of the sound insulation wall 48. The weight can be reduced by making the sound insulation wall 48 hollow.

Further, in the state of FIG. 10 in which the sound insulation wall 48 is not thick, the sound insulation wall 48 may bend and invert when the door glass 22 is assembled or when the door glass 22 is closed. When the sound insulation wall 48 is inverted in this way, a new space may be generated between the tip of the sound insulation wall 48 and the door glass 22, and the sound pressure level may increase due to the reverberant sound. As shown in FIG. This can be prevented by making it hollow.

(Embodiment 3)
FIG. 15 shows the structure of the door frame portion 21 and the front door glass run 23 according to the third embodiment of the present invention. In the third embodiment, the cross-sectional shape of the door frame portion 21 and the structure of the front door glass run 23 are different from those of the first embodiment, but other parts are the same as those of the first embodiment. The same parts are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted, and the parts different from the first embodiment will be described in detail.

The upper glass run 23A has a glass run main body portion 40, a vehicle interior side seal lip portion 41, a vehicle interior outer seal lip portion 45, a design lip 46, and a sound insulation wall 48. The glass run main body 40 has a bottom wall portion 42, a vehicle interior side wall portion 43, and a vehicle interior outer wall portion 44.

A vehicle interior outer seal lip portion 45 is provided at the end of the vehicle interior outer wall portion 44. The vehicle interior outer seal lip portion 45 is formed so as to extend upward and downward from the end portion of the vehicle interior outer wall portion 44, respectively.

A seal lip portion 41 on the vehicle interior side is integrally molded in the middle portion of the vehicle interior side wall portion 43. The vehicle interior side seal lip portion 41 is formed so as to extend upward, then bend downward and extend, and come into contact with the vehicle interior surface 22b of the front door glass 22.

The design lip 46 is integrally molded with the end portion of the vehicle interior side wall portion 43. The design lip 46 is for covering the vehicle interior side of the vehicle interior side plate portion 25 of the frame upper side portion 21a.

The sound insulation wall 48 extends upward from the end of the vehicle interior side wall 43 on the vehicle interior side of the glass run main body 40 toward the vehicle interior surface 22b of the front door glass 22, and is formed on the sound insulation wall 48. The upper end portion is continuous with the end portion of the vehicle interior side seal lip portion 41. The sound insulation wall 48, the vehicle interior side seal lip portion 41, and the vehicle interior side wall portion 43 form a hollow portion K having a closed cross section.

A predetermined gap is provided between the end surface 48a on the outside of the vehicle interior of the sound insulation wall 48 and the vehicle interior surface 22b of the front door glass 22, and the sound insulation wall 48 moves to the front door glass 22 when the front door glass 22 moves up and down. It is designed so as not to come into contact with the vehicle interior surface 22b.

The sound insulation wall 48 has an outer surface portion 48b which is a portion facing the vehicle interior. A sound absorbing portion 48c similar to the sound absorbing portion 41h of the first embodiment is formed on the outer surface portion 48b of the sound insulating wall 48. In this embodiment, the formation range of the sound absorbing portion 48c is the outer surface portion 48b of the sound insulating wall 48, but the present invention is not limited to this, and although not shown, the sound absorbing portion 48c may be formed on the end surface 48a of the sound insulating wall 48. Further, although not shown, the sound absorbing portion may be formed on the vehicle interior side seal lip portion 41. In this embodiment, the sound insulation wall 48 is made of a foam material. The sound insulation wall 48 may be made of a solid material.

According to the third embodiment, the noise entering the vehicle interior can be absorbed by the sound absorbing portion 48c of the sound insulation wall 48, so that the noise reaches the ears of the occupant with a simple configuration while suppressing the weight increase and the cost increase. The sound pressure of noise can be reduced.

Further, as in the first modification of the third embodiment shown in FIG. 16, the vehicle interior side seal lip portion 41 may extend from the bottom wall portion 42 of the glass run main body portion 40. In this modification 1, the vehicle interior side seal lip portion 41 extends downward from the bottom wall portion 42, and the end portion of the sound insulation wall 48 is continuous with the end portion of the vehicle interior side seal lip portion 41.

Further, as in the second modification of the third embodiment shown in FIG. 17, the vehicle interior side seal lip portion 41 may extend from the vehicle interior outer wall portion 44 of the glass run main body 40. In this modification 2, the vehicle interior side seal lip portion 41 extends downward from the upper portion of the vehicle interior outer wall portion 44 toward the vehicle interior side, and the sound insulation wall 48 is attached to the end portion of the vehicle interior side seal lip portion 41. The ends are continuous.

Further, as in the modified example 3 of the third embodiment shown in FIG. 18, the vehicle interior side seal lip portion 41 may extend from the vehicle interior outer seal lip portion 45 of the glass run main body portion 40. In this modification 3, the vehicle interior side seal lip portion 41 extends upward from the upper portion of the vehicle interior outer wall seal lip portion 45, extends toward the vehicle interior side, and then further extends downward, and the vehicle interior side seal lip portion 41 extends. The end of the sound insulation wall 48 is continuous with the end of the sound insulation wall 48.

(Embodiment 4)
FIG. 19 shows the structure of the door frame portion 21 and the front door glass run 23 according to the fourth embodiment of the present invention. In the fourth embodiment, the door frame portion 21 is provided with a flange 21c that protrudes toward the outside of the passenger compartment, and the front door glass run 23 is attached so as to cover the flange 21c from the outside of the passenger compartment. ing. Hereinafter, the same parts as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted, and the parts different from the first embodiment will be described in detail.

The glass run main body 40 of the front door glass run 23 has an upper side wall portion 40a located above the flange 21c of the door frame portion 21 and a lower side wall portion 40b located below the flange 21c of the door frame portion 21. It has an outer wall portion 40c extending from the outer end portion of the side wall portion 40a to the outer end portion of the lower side wall portion 40b, and is open to the vehicle interior side. The flange 21c of the door frame portion 21 is inserted into the opening portion of the glass run main body 40 toward the vehicle interior side so that the glass run main body 40 can be assembled to the door frame 21. A core material 49 made of a hard resin material or a metal material is embedded in the upper side wall portion 40a, the lower side wall portion 40b, and the outer wall portion 40c of the glass run main body portion 40.

The end portion of the lower side wall portion 40b of the glass run main body 40 on the vehicle interior side is continuous with the upper end portion of the vehicle interior side wall portion 43. The vehicle interior side wall portion 43 extends downward from the end portion of the lower side wall portion 40b on the vehicle interior side. A bent portion 43d that bends upward is formed at the lower end portion of the vehicle interior side wall portion 43. The bent portion 43d is formed so as to cover the lower end portion of the door frame portion 21.

At the lower end of the side wall portion 43 of the vehicle interior, a seal lip portion 41 on the vehicle interior side that contacts the vehicle interior surface 22b of the front door glass 22 is provided. A sound absorbing portion 41h is provided from the seal lip portion 41 on the vehicle interior side to the bent portion 43d. Further, an intermediate seal lip portion 50 that contacts the vehicle interior surface 22b of the front door glass 22 is provided in the vertical intermediate portion of the vehicle interior side wall portion 43. Although not shown, a sound absorbing portion may be provided in the intermediate seal lip portion 50.

The lower end of the outer wall portion 40c of the glass run main body portion 40 extends downward from the lower side wall portion 40b. At the lower end of the outer wall portion 40c, a vehicle interior outer seal lip portion 52 that contacts the vehicle interior outer surface 22a of the front door glass 22 is provided.

According to the fourth embodiment, as in the first embodiment, the noise that has passed through the front door glass 22 and entered the vehicle interior passes through the space R and passes through the space R to the front door glass 22 in the vehicle interior side seal lip portion 41. It reaches the range from the facing surface 41d facing the vehicle interior surface 22b to the bent portion 43d, and this noise is absorbed by the sound absorbing portion 41h. As a result, noise is less likely to be reflected and amplified in the space R. In addition, the sound pressure of noise reaching the ears of the occupant is further reduced.

The above embodiments are merely exemplary in all respects and should not be construed in a limited way. Furthermore, all modifications and modifications that fall within the equivalent scope of the claims are within the scope of the present invention.

The glass run of a vehicle door according to the present invention can be applied to, for example, a door provided on a side portion of an automobile.

1 Automobile 20 Front door 21 Door frame 22 Front door glass 23 Front door glass run 23A Upper glass run 23B Front vertical glass run 23C Rear vertical glass run 23D Front corner glass run 23E Rear corner glass run 40 Glass run body 41 Car room Inner seal lip 41e Glass contact surface 41h Sound absorbing part 43 Car interior side wall 48 Sound insulating wall 48c Sound absorbing part R Space

Claims (6)

In a glass run of a vehicle door, which is attached to a door frame portion formed so as to extend along an edge portion of the door glass and is made of an elastic material that seals between the door glass portion and the door frame portion.
The glass run extends from the vehicle interior side of the glass run main body attached to the door frame portion and the vehicle interior side of the glass run main body toward the vehicle interior surface of the door glass so that the tip side contacts the vehicle interior surface of the door glass. Equipped with a seal lip part on the vehicle interior side formed in
The base end side of the vehicle interior side seal lip portion is formed so as to be separated from the vehicle interior surface of the door glass toward the vehicle interior side, and the base end side of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass. A space is formed between them,
A feature of the seal lip portion on the vehicle interior side is that a sound absorbing portion is formed on the facing surface of the door glass facing the vehicle interior surface to absorb noise that has passed through the door glass and entered the vehicle interior. Glass run of vehicle doors. In the glass run of the vehicle door according to claim 1.
A glass run of a vehicle door, characterized in that the angle formed by the facing surface of the vehicle interior side seal lip portion and the vehicle interior surface of the door glass is set to 35 degrees or more and 65 degrees or less. In the glass run of the vehicle door according to claim 1.
The facing surface of the seal lip portion on the vehicle interior side is composed of a curved surface that curves toward the vehicle interior surface of the door glass.
The tangent line of the curve at each point constituting the curve indicating the curved surface appearing on the cut surface obtained by cutting the vehicle interior side seal lip portion from the tip end side to the base end side is drawn, and these tangent lines and the above are described. When the angle formed by the door glass with the vehicle interior surface is obtained and the angle range is obtained, the angle which is the median value of the angle range is set to 35 degrees or more and 65 degrees or less. Grass run. In the glass run of the vehicle door according to any one of claims 1 to 3.
The vehicle interior side seal lip portion has a glass contact surface that is in sliding contact with the door glass when ascending and descending.
A glass run of a vehicle door, wherein the formation range of the sound absorbing portion is set so as not to include the glass contact surface. In a glass run of a vehicle door, which is attached to a door frame portion formed so as to extend along an edge portion of the door glass and is made of an elastic material that seals between the door glass portion and the door frame portion.
The glass run extends from the vehicle interior side of the glass run main body attached to the door frame portion and the vehicle interior side of the glass run main body toward the vehicle interior surface of the door glass so that the tip side contacts the vehicle interior surface of the door glass. Equipped with a seal lip on the passenger compartment
A sound insulation wall is provided at least at or near the end of the side wall of the vehicle interior in the glass run.
A glass run of a vehicle door, characterized in that a portion of the sound insulation wall facing the vehicle interior is provided with a sound absorbing portion that penetrates the door glass and absorbs noise entering the vehicle interior. In the glass run of the vehicle door according to claim 5.
A glass run for a vehicle door, characterized in that a gap is provided between the sound insulation wall and the vehicle interior surface of the door glass.

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