Patent Publication Number: US-2021170835-A1

Title: Vehicle door window glass support structure

Description:
TECHNICAL FIELD 
     The present invention relates to a vehicle door window glass support structure. 
     BACKGROUND ART 
     In a vehicle door having window glass that is elevated or lowered with respect to a door panel, a glass elevating/lowering device (window regulator) performs elavating/lowering operation of the window glass while determining the position of the window glass. Specifically, in the case of a side door of a vehicle, the glass elevating/lowering device supports the window glass so as to regulate the position in the vehicle interior and exterior directions and the front-rear direction while movably operating the window glass in the elevating/lowering (vertical) directions. 
     For example, in the glass elevating/lowering device of Patent Literature 1, a guide rail extending in the elevating/lowering directions is attached to an inner panel of a door, and the glass elevating/lowering device performs elevating/lowering operation while sliding a slider that supports the window glass with respect to the guide rail. The slider movement is regulated in the vehicle interior and exterior directions and in the front-rear directions with respect to the guide rail, thereby stabling supporting the window glass. Various types of glass elevating/lowering devices have been proposed in addition to this, such as those that use a rotating arm to support the window glass, and it is necessary, in all of these, to stabilize the window glass in a direction other than the elevating/lowering directions. 
     CITATION LIST 
     Patent Literature 
     Patent Literature 1: Japanese Patent Application Laid-Open Publication No. 2015-21318 
     SUMMARY OF INVENTION 
     Technical Problem 
     Since the window glass in the fully closed state is held in a state in which its peripheral edge is sealed along a sash part of the door and the vehicle body, it is particularly necessary to ensure position accuracy for a portion (sash part or the like) located along the peripheral edge of the window glass in the fully closed state. In a glass elevating/lowering device as disclosed in Patent Literature 1, a guide rail serving as a position reference of the window glass is attached to an inner panel of the door. In other words, the location where the window glass position is regulated (the guide rail) is separated from the location where the position accuracy with respect to the window glass is required (the sash part). This leads to a problem that a highly strict accuracy control is required in consideration of an error in assembling the guide rail to the inner panel, an accuracy error between the inner panel and the sash part, or the like. 
     In recent years, there have been diversified door designs including a configuration with increasing popularity in which the outer surface of the sash part of the door is substantially flush with the window glass. This type of door is required to achieve higher position accuracy for the window glass with respect to the sash part, and thus needs to perform more facilitated and reliable position control between the window glass and the sash part. 
     The present invention has been made on the basis of the above awareness of the problems, and aims to provide a vehicle door window glass support structure capable of achieving excellent position accuracy in the window glass with respect to the sash part. 
     Solution to Problem 
     A vehicle door window glass support structure of the present invention includes: a sash part protruding upward with respect to the door panel; and window glass that is elevated or lowered along the sash part, in which the sash part includes a glass position regulating means that determines the position of the window glass in both vehicle interior and exterior directions and an intersecting direction that intersects the vehicle interior and exterior directions at least at a position where the window glass is elevated most. 
     As an example, the glass position regulating means includes a guide section that is provided in the sash part and is surrounded by a pair of walls arranged opposite the vehicle interior and exterior directions and a pair of walls arrange opposite the intersecting direction so as to be continuous to a longitudinal direction of the sash part. There is provided a slider that is secured to the window glass and slidably inserted into the guide section of the guide rail, and the position of the window glass is determined by the slider and walls of the guide section. 
     It is preferable to have a configuration in which the sash part includes a guide rail that is open toward the vehicle exterior side and extends in the longitudinal direction of the sash part and that internally includes a guide section, and the window glass is positioned on the vehicle exterior side of the guide rail. In this case, the slider includes: a glass securing part secured to a vehicle interior side surface of the window glass arranged opposite an open portion of the guide rail; and a sliding part located at vehicle interior side with respect to the glass securing part so as to be slidably disposed in the guide section. 
     It is preferable that the sliding part of the slider includes: a sliding base having a solid structure that brings an outer surface into contact with walls forming the guide section; a first elastic contact part provided at different position in the longitudinal direction of the sash part with respect to the sliding base and elastically deformably coming in contact with at least one of a pair of the walls arranged opposite the intersecting direction out of the guide section; and a second elastic contact part provided at different position in the longitudinal direction of the upright pillar sash with respect to the sliding base and elastically deformably coming in contact with at least one of a pair of the walls arranged opposite the vehicle interior and exterior directions out of the guide section. 
     It is possible to have a configuration in which a door sash surrounding a window opening opened and closed by the window glass is provided above the door panel, and the sash part to which the present invention is applied is an upright pillar sash extending downward from an end of an upper sash located at an upper edge of the door sash. In this case, the intersecting direction that intersects the vehicle interior and exterior directions are inner and outer peripheral directions of the door sash that defines the window opening as an inner peripheral side. 
     Advantageous Effects of Invention 
     According to the present invention, the glass position regulating means provided in the sash part determines the window glass position in the vehicle interior and exterior directions and in the intersecting direction intersecting the vehicle interior and exterior directions. This makes it possible to enhance the relative position accuracy between the window glass and the sash part with facilitated accuracy control. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a view of a vehicle door when viewed from a vehicle exterior side. 
         FIG. 2  is a cross-sectional view of an upper sash along line II-II in  FIG. 1 . 
         FIG. 3  is a view of a disassembled upright pillar sash when viewed from the vehicle exterior side. 
         FIG. 4  is a rear view of the disassembled upright pillar sash. 
         FIG. 5  is a view of a door corner part of a door sash viewed from the vehicle interior side. 
         FIG. 6  is a perspective view of a connecting member constituting the door corner part when viewed from the vehicle exterior side. 
         FIG. 7  is a top view of the connecting member. 
         FIG. 8  is an exploded perspective view of a window regulator. 
         FIG. 9  is a cross-sectional view of an upright pillar sash at a position along line IX-IX in  FIG. 23 . 
         FIG. 10  is an enlarged cross-sectional view of a part of  FIG. 9 . 
         FIG. 11  is a cross-sectional view similar to  FIG. 10 , illustrating a state in which an elastic cover is elastically deformed. 
         FIG. 12  is a cross-sectional view illustrating a state in which the elastic cover is being assembled to the upright pillar sash. 
         FIG. 13  is a cross-sectional view illustrating a state in which a garnish constituting the upright pillar sash is being molded. 
         FIG. 14  is a cross-sectional view of the upright pillar sash at a position along line XIV-XIV in  FIG. 22 . 
         FIG. 15  is a cross-sectional view of the upright pillar sash at a position along line XV-XV in  FIG. 24 . 
         FIG. 16  is a cross-sectional view of the upright pillar sash at a position along line XVI-XVI in  FIG. 23 . 
         FIG. 17  is a cross-sectional view of the upright pillar sash at a position along line XVII-XVII in  FIG. 23 . 
         FIG. 18  is a cross-sectional view of the upright pillar sash at a position along line XVIII-XVIII in  FIG. 23 . 
         FIG. 19  is a perspective view of a window regulator assembly. 
         FIG. 20  is a side view illustrating a positional relationship between window glass and a slider. 
         FIG. 21  is a perspective view of two sliders. 
         FIG. 22  is a partial see-through rear view of the window regulator. 
         FIG. 23  is a partially see-through rear view of the window regulator in a fully closed state of window glass. 
         FIG. 24  is a partially see-through rear view of the window regulator in a fully open state of window glass. 
         FIG. 25  is a cross-sectional view illustrating a contact relationship between a shoe base of the slider and a lip part of the elastic cover. 
         FIG. 26  is an exploded perspective view of a window regulator according to a second embodiment. 
         FIG. 27  is a cross-sectional view of the window regulator according to the second embodiment. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Hereinafter, embodiments of the present invention will be described with reference to the drawings. A door  10  illustrated in  FIG. 1  is a side door attached to a side of a right front seat of a vehicle body (not illustrated), and the vehicle body has a door opening (not illustrated) opened and closed by the door  10 . The door  10  includes a door panel  10   a  (virtually illustrated with a one-dot chain line) and a door sash  10   b . There is provided a window opening  10   c  surrounded by the upper edge of the door panel  10   a  and the door sash  10   b.    
     In the following description, the vehicle interior side and the vehicle exterior side correspond to the inside and outside of the vehicle body in a state where the door  10  is closed, and a direction connecting the vehicle interior side and the vehicle exterior side (a thickness direction of the door  10 ) will be referred to as vehicle interior and exterior directions. On the door sash  10   b , the side facing the window opening  10   c  is defined as an inner peripheral side, the opposite side of the window opening  10   c  (the side facing an inner edge of a body opening in a state where the door  10  is closed) is defined as an outer peripheral side, and a direction connecting the inner peripheral side and the outer peripheral side is referred to as inner and outer peripheral directions. 
     Although not illustrated, the door panel  10   a  is a combination of an inner panel located on the vehicle interior side and an outer panel located on the vehicle exterior side. A door panel inner space (not illustrated) 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  10   c.    
     The door sash  10   b  includes an upper sash  11  located at an upper edge of the door  10 , an upright pillar sash  12  and a front sash  13  extending substantially vertically from the upper sash  11  toward the door panel  10   a . The upright pillar sash  12  is located at the rearmost portion of the door sash  10   b , and the upper corner at the rear of the door  10  is a door corner part  10   d  where the rear end of the upper sash  11  and the upper end of the upright pillar sash  12  meet. The upright pillar sash  12  and the front sash  13  extend substantially in parallel. The upright pillar sash  12  forms a rear edge of the window opening  10   c  while the front sash  13  forms a front edge of the window opening  10   c . Further, the upper sash  11  forms the upper edge of the window opening  10   c.    
     The upright pillar sash  12  extends downward (diagonally downward) from the door corner part  10   d  and is inserted into the door panel inner space. The upper sash  11  extends forward from the door corner part  10   d  and curves downward in the middle of running forward. The front end of the upper sash  11  is inserted into the door panel inner space of the door panel  10   a . The front sash  13  extends downward (diagonally downward) from an intermediate position of the upper sash  11  so as to be inserted into the door panel inner space. The upper sash  11 , the upright pillar sash  12 , and the front sash  13  are each secured to the door panel  10   a  inside the door panel inner space. 
     In the door panel inner space, a mirror bracket  14  is provided at a front portion, and a lock bracket  15  is provided at a rear portion. The mirror bracket  14  and the lock bracket  15  are each secured to the door panel  10   a , the front sash  13  is secured to the mirror bracket  14 , and the upright pillar sash  12  is secured to the lock bracket  15 . A part of the mirror bracket  14  has a shape that protrudes upward from the door panel  10   a  and fits in a triangular space between the upper sash  11  and the front sash  13 . A door mirror (not illustrated) or the like is attached to the protruded portion on the mirror bracket  14 . A door lock mechanism (not illustrated) or the like is attached to the lock bracket  15 . 
     A belt line reinforcement  16  extending in front-rear directions is arranged near the upper edge of the door panel inner space. The belt line reinforcement  16  includes at least an outer reinforcement located on the vehicle exterior side. The front part of the outer reinforcement is secured to the mirror bracket  14  and the rear part thereof is secured to the lock bracket  15 . The belt line reinforcement  16  may include an inner reinforcement located on the vehicle interior side in addition to the outer reinforcement. 
     There is provided window glass W to be elevated and lowered along the upright pillar sash  12  and the front sash  13  to open and close the window opening  10   c . The window glass W is a plate-shaped glass member having a vehicle exterior side surface W 1  facing the vehicle exterior side, a vehicle interior side surface W 2  facing the vehicle interior side, and an edge surface W 3  facing the outer peripheral side (refer to  FIG. 19 ). The window glass W is elevated and lowered between a fully closed position (a position shown in  FIG. 1  and a position shown in  FIG. 20  by solid line) and a fully open position (a position shown in  FIG. 20  by two-dot chain line) by a window regulator  40  described below. The upper edge of the window glass W reaches the upper sash  11  at the fully closed position. The window glass W lowered from the fully closed position to the fully open position is housed in the door panel inner space. 
     As illustrated in  FIG. 2 , the upper sash  11  includes a combination of a sash body  20  located on the vehicle interior side and a sash molding  21  located on the vehicle exterior side. 
     The sash body  20  is a thick metal long member that makes the upper sash  11  a rigid body. The sash body  20  includes: a frame part  20   a  having a hollow cross-sectional shape located on the vehicle interior side; and a plate part  20   b  protruding from the frame part  20   a  toward the vehicle exterior side. The frame part  20   a  includes a vehicle interior side wall  20   c  located on the vehicle interior side; an inner peripheral side wall  20   d  extending from an inner peripheral side end of the vehicle interior side wall  20   c  toward the vehicle exterior side; an outer peripheral side wall  20   e  extending from an outer peripheral side end of the vehicle interior side wall  20   c  toward the vehicle exterior side; and a vehicle exterior side wall  20   f  that connects vehicle exterior side ends of the inner peripheral side wall  20   d  and the outer peripheral side wall  20   e . The plate part  20   b  protrudes from the vicinity of the boundary between the outer peripheral side wall  20   e  and the vehicle exterior side wall  20   f  toward the vehicle exterior side. 
     The sash molding  21  is a metal long member thinner than the sash body  20  and includes: a support  21   a  overlapping the outer peripheral side of the plate part  20   b ; and a design part  21   b  located on the vehicle exterior side of the support  21   a . The plate part  20   b  and the support  21   a  are secured by rivets or the like. That is, the upper sash  11  has a configuration in which the frame part  20   a  located on the vehicle interior side and the design part  21   b  located on the vehicle exterior side are connected with each other by a connecting part including the plate part  20   b  and the support  21   a.    
     The upper sash  11  includes a glass run storage  22  formed as a recess surrounded by the vehicle exterior side wall  20   f  of the frame part  20   a , the plate part  20   b , and the support  21   a . The glass run storage  22  is open toward the inner peripheral side and houses a glass run  23  formed of an elastic body. The glass run storage  22  is provided with an uneven shape for preventing the glass run  23  from falling off to the inner peripheral side. The glass run  23  has a recessed cross-sectional shape along the inner surface of the glass run storage  22  and includes on its inner side a plurality of elastically deformable lip parts. 
     As illustrated in  FIG. 2 , the upper edge of the window glass W enters the glass run storage  22  at the fully closed position of the window glass W. The window glass W that has entered the glass run storage  22  presses the lip part of the glass run  23  to be elastically deformed. This allows the lip part of the glass run  23  to come into close contact with each of a vehicle exterior side surface W 1 , a vehicle interior side surface W 2 , and an edge surface W 3  of the window glass W, forming a water-tight state that prevents entry of raindrops or the like to the vehicle interior side, as well as elastically holding the upper edge of the window glass W by the glass run  23 . 
     The upper sash  11  is further equipped with a weather-strip holder  24  on the outer peripheral side opposite to the glass run storage  22 . The weather-strip holder  24  is a recess including the support  21   a  and bent portions formed on the vehicle interior and vehicle exterior sides of the support  21   a  toward the outer peripheral side. The weather-strip holder  24  is open toward the outer peripheral side and fittingly holds a leg of a weather-strip (not illustrated) formed of an elastic body. The weather-strip includes an elastic contact part protruding from the weather-strip holder  24  to the outer peripheral side. When the door  10  is closed, the elastic contact part of the weather-strip comes into contact with an inner edge of the door opening of a vehicle body and is elastically deformed. As will be described below, the weather-strip is also continuous to the part along the upright pillar sash  12 . Accordingly, the space between the entire door sash  10   b  and the door opening comes into a water-tight sealed state by the weather-strip in a state where the door  10  is closed. 
     The upper sash  11  maintains the above-described general cross-sectional shape from the rear end position on the door corner part  10   d  side to a position connected to the upper end of the front sash  13  (referred to as a front corner part). Although not illustrated, the sash molding  21  is not provided in the portion of the upper sash  11  that is more frontward of the front corner part, with omission of the glass run storage  22 . The front sash  13  is provided with a glass run storage (not illustrated) having a recessed cross-sectional shape that is continuous with the glass run storage  22  of the upper sash  11 , and the glass run  23  is held inside the glass run storage of the front sash  13  so as to be disposed downward from the front corner part. 
     As illustrated in  FIGS. 3 and 4 , the upright pillar sash  12  has a configuration combining an inner sash  30  and a guide rail  31 , each of which is a metal long member. Note that the inner sash  30  and the guide rail  31  can also be formed of a nonmetallic material such as a synthetic resin. As illustrated in  FIG. 9 , a garnish  32  and an elastic cover  33  are attached to the vehicle exterior side of the inner sash  30  and the guide rail  31 . 
     The inner sash  30  includes: a frame part  30   a  located on the vehicle interior side; a design part  30   b  located on the vehicle exterior side; and a step part  30   c  connecting the frame part  30   a  and the design part  30   b . The frame part  30   a  is a part corresponding to the frame part  20   a  in the upper sash  11 . More specifically, as illustrated in  FIG. 9 , the frame part  30   a  includes: a vehicle interior side wall  30   d  located on the vehicle interior side; an inner peripheral side wall  30   e  extending from an inner peripheral side end of the vehicle interior side wall  30   d  toward the vehicle exterior side; and an outer peripheral side wall  30   f  extending from an outer peripheral side end of the vehicle interior side wall  30   d  to the vehicle exterior side. The outer peripheral side wall  30   f  extends substantially straight in the vehicle interior and exterior directions. The inner peripheral side wall  30   e  includes an inclined region increasing distance with respect to the outer peripheral side wall  30   f  (having a larger amount of protrusion toward the inner peripheral side) as being farther from the vehicle interior side wall  30   d , while the vehicle exterior side of the inclined region is defined as a parallel region being substantially parallel with the inner peripheral side wall  30   e.    
     Unlike the sash body  20  of the upper sash  11  in which the frame part  20   a  has a closed cross-sectional shape, the inner sash  30  of the upright pillar sash  12  has a bursiform cross-section that is open toward the vehicle exterior side without connecting the vehicle exterior side end of the inner peripheral side wall  30   e  and the vehicle exterior side end of the outer peripheral side wall  30   f  in the frame part  30   a.    
     The step part  30   c  of the inner sash  30  includes: an outer peripheral extension  30   g  extending from the vehicle exterior side end of the outer peripheral side wall  30   f  toward the outer peripheral side; and a vehicle exterior extension  30   h  extending from the outer peripheral side end of the outer peripheral extension  30   g  toward the vehicle exterior side. The design part  30   b  extends from the vehicle exterior side end of the vehicle exterior extension  30   h  toward the outer peripheral side. 
     The guide rail  31  has a recessed cross-sectional shape that opens toward the vehicle exterior side and is disposed so as to fit inside the open portion of the inner sash  30  on the vehicle exterior side of the frame part  30   a  having a bursiform cross-sectional shape. More specifically, the guide rail  31  includes a vehicle interior side wall  31   a  located on the vehicle interior side; an inner peripheral side wall  31   b  extending from an inner peripheral side end of the vehicle interior side wall  31   a  toward the vehicle exterior side; and an outer peripheral side wall  31   c  extending from an outer peripheral side end of the vehicle interior side wall  31   a  to the vehicle exterior side. A bent part  31   d  and a cover wall  31   e  protruding toward the inner peripheral side are provided at the vehicle exterior side end of the inner peripheral side wall  31   b  and the vehicle exterior side end of the outer peripheral side wall  31   c , respectively. The guide rail  31  further includes: a partition wall  31   f  protruding to the vehicle exterior side from an intermediate position of the vehicle interior side wall  31   a  in the inner and outer peripheral directions; and a holding wall  31   g  protruding to the inner peripheral side from the vehicle exterior side end of the partition wall  31   f.    
     The three walls (the inner peripheral side wall  31   b , the outer peripheral side wall  31   c , and the partition wall  31   f ) and the vehicle interior side wall  31   a  connecting these three walls form a first section S 1  and a second section S 2  mutually adjacent in the inner and outer peripheral directions within the guide rail  31 . The holding wall  31   g  partially closes the vehicle exterior side of the first section S 1  while forming a gap with the inner peripheral side wall  31   b . The cover wall  31   e  partially closes the vehicle exterior side of the second section S 2  while forming a gap with the partition wall  31   f.    
     The partition wall  31   f  is provided at a position closer to the inner peripheral side wall  31   b  than to the outer peripheral side wall  31   c , so that the second section S 2  is larger than the first section S 1  in the inner and outer peripheral directions. The amount of protrusion to the vehicle exterior side with respect to the vehicle interior side wall  31   a  is the largest on the outer peripheral side wall  31   c , the next largest on the inner peripheral side wall  31   b , and the smallest on the partition wall  31   f . Therefore, the second section S 2  is wider in both the inner and outer peripheral directions and the vehicle interior and exterior directions than the first section S 1 . Furthermore, the cover wall  31   e  forming the vehicle exterior side surface of the second section S 2  is longer in the inner and outer peripheral directions than the holding wall  31   g  forming the vehicle exterior side surface of the first section S 1 . 
     In a state where the guide rail  31  is combined with the inner sash  30 , the guide rail  31  closes the opening on the vehicle exterior side of the frame part  30   a . The end of the inner peripheral side wall  30   e  comes in contact with the bent part  31   d , determining the relative positions of the inner sash  30  and the guide rail  31  in the vehicle interior and exterior directions (refer to  FIG. 14 ). The inner peripheral side wall  31   b  and the outer peripheral side wall  31   c  are respectively in contact with the inner peripheral side wall  30   e  and the outer peripheral side wall  30   f  from the inside of the frame part  30   a , and this contact achieves integration of the inner sash  30  and the guide rail  31  in the inner and outer peripheral directions. The vehicle interior side wall  31   a  of the guide rail  31  connects the inner peripheral side wall  30   e  and the outer peripheral side wall  30   f  of the inner sash  30  in the inner and outer peripheral directions. This leads to formation of a third section S 3  surrounded by the vehicle interior side wall  30   d , the inner peripheral side wall  30   e , the outer peripheral side wall  30   f , and the vehicle interior side wall  31   a . The third section S 3  is located adjacent to the first section S 1  and the second section S 2  on the vehicle interior side, being separated from the first section S 1  and the second section S 2  by the vehicle interior side wall  31   a.    
     In a state where the inner sash  30  and the guide rail  31  are combined, the outer peripheral side wall  31   c  of the guide rail  31  protrudes toward the vehicle exterior side from the outer peripheral extension  30   g  of the inner sash  30  so as to form a positioning part  31   c   1  located on the inner peripheral side of the step part  30   c  (refer to  FIGS. 9 to 11 ). This leads to formation of a holding recess U 1  that is open to the vehicle exterior side and having the outer peripheral extension  30   g  as a bottom with the vehicle exterior extension  30   h  and the positioning part  32   c   1  of the step part  30   c  as both side walls, on the outside (vehicle exterior side and outer peripheral side) of the frame part  30   a  (refer to  FIGS. 9 to 11 ). 
     The cover wall  31   e  formed continuously with the outer peripheral side wall  31   c  on the guide rail  31  faces the window glass W so as to be separated on the vehicle interior side. The cover wall  31   e  is located on the vehicle exterior side with respect to the outer peripheral extension  30   g , forming a gap U 2  communicating with the holding recess U 1  between the vehicle interior side surface W 2  of the window glass W and the cover wall  31   e  ( FIGS. 9 to 11 ). 
     The garnish  32  is a long member that extends in the longitudinal direction of the upright pillar sash  12  so as to cover the vehicle exterior side of the design part  30   b . The garnish  32  includes: a vehicle exterior side surface  32   a  facing the vehicle exterior side; and a vehicle interior side surface  32   b  facing the vehicle interior side and that is arranged opposite the design part  30   b . In the inner and outer peripheral directions, the garnish  32  has a width that covers the entire design part  30   b . The inner peripheral side edge and the outer peripheral side edge of the garnish  32  are respectively provided with an inner peripheral edge  32   c  and an outer peripheral edge  32   d  curved (bent) toward the vehicle interior side and protruding toward the vehicle interior side with respect to the vehicle interior side surface  32   b.    
     More specifically, as illustrated in  FIGS. 10 and 11 , the inner peripheral edge  32   c  of the garnish  32  includes an inner peripheral side surface  32   e  facing the inner peripheral side, an outer peripheral side surface  32   f  facing the outer peripheral side, and an end surface  32   g  facing the vehicle interior side. The inner peripheral side surface  32   e  is a surface that is continuous with the vehicle exterior side surface  32   a , having an inclined shape protruding toward the inner peripheral side while proceeding toward the vehicle interior side, as well as having a curved shape protruding toward the inner peripheral side (especially, a predetermined region from a portion connected to the vehicle exterior side surface  32   a  is provided as a protruding curved surface). The outer peripheral side surface  32   f  is a surface that is continuous with the vehicle interior side surface  32   b , having an inclined shape protruding toward the inner peripheral side while proceeding toward the vehicle interior side, as well as having a curved shape recessed toward the inner peripheral side (especially, a predetermined region from a portion connected to the vehicle interior side surface  32   b  is provided as a recessed curved surface). The end surface  32   g  connects a vehicle interior side end of each of the inner peripheral side surface  32   e  and the outer peripheral side surface  32   f , having a planar shape facing the vehicle interior side. 
     The boundary portion on the inner sash  30  between the design part  30   b  and the vehicle exterior extension  30   h  has a curved shape, and the curved shape of the inner peripheral side surface  32   e  and the outer peripheral side surface  32   f  on the inner peripheral edge  32   c  follows the curved shape of the inner sash  30 . Additionally, a part of the tip side of the inner peripheral edge  32   c  including the end surface  32   g  is located on the inner peripheral side of the vehicle exterior extension  30   h  so as to enter the inside of the holding recess U 1 . The vehicle exterior side surface  32   a  of the garnish  32  is located at substantially the same position as the vehicle exterior side surface W 1  of the window glass Win the vehicle interior and exterior directions, while the end surface  32   g  is located at a position close to the vehicle interior side surface W 2  of the window glass W in the vehicle interior and exterior directions. 
     The garnish  32 , being a molded product formed of a material such as a synthetic resin, is molded using a molding die illustrated in  FIG. 13 . This molding die includes an upper die  80  and a lower die  81  relatively movable in the front and back directions of the garnish  32  (corresponding to the vehicle interior and exterior directions when the garnish  32  is assembled to the upright pillar sash  12 ) when the vehicle exterior side surface  32   a  and the vehicle interior side surface  32   b  are respectively defined as front and back. 
     The upper die  80  includes: a planar first formation region  80   a  to form the vehicle exterior side surface  32   a  of the garnish  32 ; and a second formation region  80   b  to form a part of the inner peripheral side surface  32   e  while extending in a curved recessed shape following the first formation region  80   a . The lower die  81  includes: a planar first formation region  81   a  to form the vehicle interior side surface  32   b  of the garnish  32 ; a second surface formation region  81   b  to form the outer peripheral side surface  32   f  while extending in a curved protruding shape following the first formation region  81   a ; a third formation region  81   c  that is continuous from the second surface formation region  81   b  to form the end surface  32   g ; and a fourth formation region  81   d  that is continuous from the third formation region  81   c  to form a part of the inner peripheral side surface  32   e . The upper die  80  includes a mating surface  80   c  following the second formation region  80   b  while the lower die  81  includes a mating surface  81   e  following the fourth formation region  81   d . The mating surface  80   c  and the mating surface  81   e  are planar surfaces that face each other in contact and approach directions of the upper die  80  and the lower die  81 . 
     As illustrated in  FIG. 13 , the second formation region  80   b  and the fourth formation region  81   d  are aligned so as to be continuous with each other, the upper die  80  and the lower die  81  are brought closer to each other until the mating surface  80   c  and the mating surface  81   e  come into contact with each other. Then the garnish  32  is formed by the inner surfaces of the upper die  80  and the lower die  81  (each of formation regions  80   a ,  80   b ,  81   a ,  81   b ,  81   c , and  81   d ). Although not illustrated, inner surfaces of the upper die  80  and the lower die  81  also include a region for forming the outer peripheral edge  32   d , meaning not only the inner peripheral edge  32   c  but also the outer peripheral edge  32   d  are formed by the upper die  80  and 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, a parting line L 1  (refer to  FIG. 13 ) will be formed in the inner peripheral edge  32   c  of the garnish  32  at a position corresponding to the boundary between the mating surface  80   c  and the mating surface  81   e . The parting line L 1  is located on the vehicle interior side of an intersection K 1  (refer to  FIG. 13 ) at which a virtual line (virtual plane) extending from the vehicle interior side surface  32   b  of the garnish  32  intersects the inner peripheral side surface  32   e.    
     The garnish  32  can be formed of metal (for example, a steel plate rolled product, an aluminum alloy die-cast product) other than the synthetic resin. 
     The elastic cover  33 , a long member formed of an elastic body, extends in the longitudinal direction of the upright pillar sash  12  so as to be adjacent to the inner peripheral side of the garnish  32 . The elastic cover  33  includes: a hollow part  33   a  having a hollow cross-sectional shape; and a cantilevered lip part  33   b  protruding toward the inner peripheral side from the hollow part  33   a.    
       FIG. 10  illustrates the shape of the elastic cover  33  in an initial state (free state) under no pressure of the window glass W or the garnish  32 . Each parts of the elastic cover  33  in the initial state have the following shapes and structures. 
     The hollow part  33   a  of the elastic cover  33  has an internal space having a closed cross-sectional structure surrounded by a vehicle exterior side wall  33   c , an inner peripheral side wall  33   d , an outer peripheral side wall  33   e , an outer peripheral protruding wall  33   f , a vehicle interior side wall  33   g , an inner peripheral side base wall  33   h , and an outer peripheral side base wall  33   i.    
     The vehicle exterior side wall  33   c , located on the vehicle exterior side, has a positional relationship to be located side by side with the vehicle exterior side surface W 1  of the window glass W and the vehicle exterior side surface  32   a  of the garnish  32  in the inner and outer peripheral directions. The inner peripheral side wall  33   d  extends from the inner peripheral side end of the vehicle exterior side wall  33   c  to the lip part  33   b , so as to be located at a position facing the edge surface W 3  of the window glass W in the inner and outer peripheral directions. The outer peripheral side wall  33   e  and the outer peripheral protruding wall  33   f  form an L shape along the inner peripheral edge  32   c  of the garnish  32 , in which the outer peripheral side wall  33   e  faces the inner peripheral side surface  32   e  while the outer peripheral protruding wall  33   f  faces the end surface  32   g.    
     The vehicle interior side wall  33   g  comes in contact with the outer peripheral extension  30   g  of the inner sash  30 . The position of the elastic cover  33  (the hollow part  33   a  in particular) in the vehicle interior and exterior directions is determined by the contact of the vehicle interior side wall  33   g  with the outer peripheral extension  30   g . The vehicle interior side wall  33   g  also comes in contact with the bent part  35   h  of the connecting member  35  (refer to  FIGS. 16 to 18 ) at the door corner part  10   d  where the connecting member  35  is provided. 
     The inner peripheral side base wall  33   h  is formed at a corner between the inner peripheral side end of the vehicle interior side wall  33   g  and the lip part  33   b , and comes into contact with the positioning part  31   c   1  of the guide rail  31 . The outer peripheral side base wall  33   i  connects the outer peripheral side end of each of the outer peripheral protruding wall  33   f  and the vehicle interior side wall  33   g  and has an inclined shape protruding toward the outer peripheral side while proceeding from the vehicle interior side (the vehicle interior side wall  33   g ) to the vehicle exterior side (the outer peripheral protruding wall  33   f ). The shape and size of the hollow part  33   a  in the initial state are set such that the outer peripheral side base wall  33   i  is separated from the step part  30   c  (a triangular space is formed between the outer peripheral side base wall  33   i , the outer peripheral extension  30   g , and the vehicle exterior extension  30   h ) in a state where the inner peripheral side base wall  33   h  is in contact with the positioning part  31   c   1  (refer to  FIG. 10 ). That is, the position of the elastic cover  33  in the inner and outer peripheral directions is determined by the contact of the inner peripheral side base wall  33   h  with the positioning part  31   c   1 . 
     In the hollow part  33   a , the vehicle interior side wall  33   g  and the inner peripheral side base wall  33   h  are thick, while the vehicle exterior side wall  33   c , the inner peripheral side wall  33   d , the outer peripheral side wall  33   e , and the outer peripheral protruding wall  33   f  are thin. In other words, the hollow part  33   a  is thick and is excellent in stability in a portion that is held (positioned) in contact with the inner sash  30  and the guide rail  31  in the holding recess U 1 , while the portion sandwiched between the window glass W and the garnish  32  is thin and is highly elastically deformable. 
     The lip part  33   b  of the elastic cover  33  extends from the hollow part  33   a  between the inner peripheral side wall  33   d  and the inner peripheral side base wall  33   h  toward the inner peripheral side. A predetermined range on the base end side of the lip part  33   b  connected to the hollow part  33   a  is inserted into the gap U 2  between the window glass W and the cover wall  31   e , while the tip end of the lip part  33   b  protrudes toward the inner peripheral side from the gap U 2 . 
     As illustrated in  FIG. 10 , the lip part  33   b  in the initial state (free state) has a planar shape in which a vehicle interior side surface  33   j  facing the cover wall  31   e  runs along the cover wall  31   e , and the vehicle exterior side surface  33   k  facing the vehicle interior side surface W 2  of the window glass W has an uneven shape. More specifically, the base end portion of the vehicle exterior side surface  33   k  close to the hollow part  33   a  (the inner peripheral side wall  33   d ) is a recessed shape that is recessed toward the vehicle interior side, and the inner peripheral side of the recessed portion has a protruding shape bulging toward the vehicle exterior side. The thickness of the protruding portion of the lip part  33   b  in the vehicle interior and exterior directions is greater than the width of the gap U 2 . 
     A portion of the lip part  33   b  protruding from the gap U 2  toward the inner peripheral side is elastically deformable. The protruding portion of the lip part  33   b  has a curved shape so as to protrude toward the vehicle interior side while proceeding to the inner peripheral side, and the tip of the lip part  33   b  is located in the vicinity of the tip of the holding wall  31   g  of the guide rail  31 . 
     As illustrated in  FIG. 10 , the elastic cover  33  in the initial state (free state) has a relationship in which a part of the inner peripheral side wall  33   d  (a region close to the lip part  33   b ) of the hollow part  33   a  and a protruding shape of the vehicle exterior side surface  33   k  of the lip part  33   b  overlap the window glass W. There is also a relationship in which a part of the outer peripheral side wall  33   e  (a region close to the vehicle exterior side wall  33   c ) of the hollow part  33   a  overlaps the garnish  32 . These overlapping portions are pressed by the window glass W and the garnish  32  so as to elastically deform the elastic cover  33 , leading to the holding state illustrated in  FIG. 11 . 
     In the holding state of  FIG. 11 , the inner peripheral side wall  33   d  of the hollow part  33   a  of the elastic cover  33  is pressed by the window glass W while being shaped to run along the edge surface W 3 . The pressing force from the window glass W acts toward the outer peripheral side so as to press the hollow part  33   a  against the garnish  32 , and the outer peripheral side wall  33   e  increases the degree of adhesion with the inner peripheral side surface  32   e  of the garnish  32 . Furthermore, a pressing force acts on the hollow part  33   a  in the inner peripheral direction also from the garnish  32 , and the inner peripheral side wall  33   d  comes into close contact with the edge surface W 3  of the window glass W. Therefore, the hollow part  33   a  of the elastic cover  33  adheres to both the window glass W and the garnish  32  while elastically deforming in the inner and outer peripheral directions, so as to close the gap between the window glass W and the garnish  32  with high water-tightness. The vehicle exterior side wall  33   c  of the hollow part  33   a  is substantially flush with the vehicle exterior side surface W 1  of the window glass W and the vehicle exterior side surface  32   a  of the garnish  32 . 
     When the inner peripheral side wall  33   d  of the hollow part  33   a  is pressed against the edge surface W 3  of the window glass W due to the inclined shape in the initial state (refer to  FIG. 10 ), the wall  33   d  also receives the pressing force toward the vehicle interior side in addition to the pressing force toward the outer peripheral side. That is, the hollow part  33   a  is pressed by the component force from the window glass W toward the outer peripheral side and the component force toward the vehicle interior side. This makes the vehicle interior side wall  33   g  to be pressed against the outer peripheral extension  30   g . This pressing causes a force to push and spread the vehicle interior side wall  33   g  in the inner and outer peripheral directions. Since the inner peripheral side base wall  33   h  is in a shape that comes into contact with the positioning part  32   c   1  in the initial state ( FIG. 10 ), the inner peripheral side base wall  33   h  maintains the close contact with the positioning part  32   c   1  and determines the position of the hollow part  33   a  in the inner and outer peripheral directions. Meanwhile, there is room in the initial state ( FIG. 10 ) between the outer peripheral side base wall  33   i  and the step part  30   c , and thus, the hollow part  33   a  presses the portion from the outer peripheral side base wall  33   i  to the outer peripheral protruding wall  33   f  against the vehicle exterior extension  30   h  while reducing the space between the step part  30   c  and the outer peripheral side base wall  33   i.    
     In the holding state of the elastic cover  33  illustrated in  FIG. 11 , the protruding portion of the vehicle exterior side surface  33   k  in the lip part  33   b  is pressed by the vehicle interior side surface W 2  of the window glass W, and the lip part  33   b  is compressed and deformed in the vehicle interior and exterior directions to achieve water-tight sealing of the inside of the gap U 2 . Performing the sealing by the lip part  33   b  at the vehicle interior side surface W 2  of the window glass W in addition to the sealing by the hollow part  33   a  at the edge surface W 3  of the window glass W will further enhance the water-tightness between the window glass W and the upright pillar sash  12 . 
     In the door  10  of the present embodiment in particular, the components of the window regulator  40  are incorporated in the upright pillar sash  12  as described below. Therefore, using the elastic cover  33  to seal the portion between the window glass W and the upright pillar sash  12  with high water-tightness will be highly effective. 
     With the configuration of the elastic cover  33  in which the portion held by the holding recess U 1  and sandwiched between the window glass W and the garnish  32  is formed as the hollow part  33   a , it is possible to achieve a seal member having excellent stability in cross-sectional structure compared to the case of a partially open cross section or a cantilevered form. As a result, the hollow part  33   a  can be reliably brought into contact with the window glass W and each of portions of the upright pillar sash  12  (the step part  30   c , the positioning part  31   c   1 , and the inner peripheral edge  32   c  of the garnish  32 ) with an appropriate contact pressure while absorbing variations in component accuracy and assembly accuracy of the elastic cover  33  and its peripheral members (the inner sash  30 , the guide rail  31 , the garnish  32 ), leading to achievement of high water-tightness. 
     Furthermore, even when the gap between the window glass W and the garnish  32  has variations in the inner and outer peripheral directions, the hollow part  33   a  can maintain a stable external width in the inner and outer peripheral directions. 
     Furthermore, with the configuration in which the outer peripheral side base wall  33   i  has a predetermined space between the step part  30   c  in the hollow part  33   a  in the initial state ( FIG. 10 ), and the elastic cover  33  is elastically deformed in a direction to reduce the space when forming the holding state ( FIG. 11 ), it is possible to enhance the performance of absorbing variations in accuracy. 
     In the hollow part  33   a  in the holding state of  FIG. 11 , using a configuration in which the substantially L-shaped outer peripheral side wall  33   e  and the outer peripheral protruding wall  33   f  are fitted to the inner peripheral edge  32   c  of the garnish  32  would achieve higher stability. As described above, the hollow part  33   a  receives the pressing force from the window glass W to the outer peripheral side and the vehicle interior side due to the inclined shape of the inner peripheral side wall  33   d  in the initial state ( FIG. 10 ), and the vehicle interior side wall  33   g  comes in contact with the outer peripheral extension  30   g  of the inner sash  30 , thereby regulating the movement toward the vehicle interior side. Furthermore, the outer peripheral protruding wall  33   f  faces the end surface  32   g  of the inner peripheral edge  32   c  of the garnish  32 , thereby regulating the movement (falling off) of the hollow part  33   a  to the vehicle exterior side. This makes it possible to stably hold the hollow part  33   a  in the vehicle interior and exterior directions. 
     Although details will be described below, the first section S 1  of the guide rail  31  is a portion that slidably supports shoes  43  and  44  of the sliders  45  and  46  that support the window glass W. That is, the position of the window glass W in the inner and outer peripheral directions is determined by the inner peripheral side wall  31   b  and the partition wall  31   f  constituting the first section S 1  of the guide rail  31 , and the position of the window glass W in the vehicle interior and exterior directions is determined by the vehicle interior side wall  31   a  and the holding wall  31   g . The positioning part  31   c   1  for positioning the elastic cover  33  in the inner and outer peripheral directions is a part of the guide rail  31 . That is, both the window glass W and the elastic cover  33  are positioned with reference to the guide rail  31 . This makes it possible to achieve a stable positional relationship (suppressing positional variation) between the window glass W and the elastic cover  33 . Since the elastic cover  33  functions as a sealing member by being pressed by the window glass W in the holding state ( FIG. 11 ). Therefore, when the positional relationship between the window glass W and the elastic cover  33  is stable, the degree of adhesion of the elastic cover  33  to the window glass W and each of components of the upright pillar sash  12  will be stabilized, leading to achievement of high water-tightness by the elastic cover  33 . Furthermore, as described below, since the elastic cover  33  allows the lip part  33   b  to come in contact with the sliders  45  and  46 . Therefore, when the positional relationship between the window glass W and the elastic cover  33  is stable, it is possible to suppress a change in the load on the sliders  45  and  46 , leading to achievement of enhanced sliding performance of the sliders  45  and  46  with respect to the guide rail  31 . 
     The garnish  32  and the elastic cover  33  are parts that form the appearance of the upright pillar sash  12  when the door  10  is viewed from the vehicle exterior side. The upright pillar sash  12  has a flash surface structure in which the garnish  32  is arranged in a positional relationship substantially flush with the vehicle exterior side surface W 1  of the window glass W. The elastic cover  33  is held in a highly accurate and stable state in which the hollow part  33   a  is unlikely to bulge toward the vehicle exterior side as described above. Accordingly, it is possible to have an appearance having aesthetic excellence in the flash surface structure as well as in the window glass W and the garnish  32  while achieving excellent water-tightness. 
     In addition, the garnish  32  sets the position of the parting line L 1  generated by the molding to the vehicle interior side of the intersection K 1  (the position where the vehicle interior side surface  32   b  is extended) on the inner peripheral side surface  32   e  of the inner peripheral edge  32   c  (refer to  FIG. 13 ). This configuration makes it possible to reliably cover the parting line L 1  with the elastic cover  33  even when there is some variation in accuracy. Since the parting line L 1  is not visible in the appearance, the garnish  32  has good appearance, contributing to the aesthetic improvement in the upright pillar sash  12 . 
     The elastic cover  33  includes the lip part  33   b  located on the vehicle interior side of the window glass W and covers most of the guide rail  31  from the vehicle exterior side, in addition to the hollow part  33   a  which is visible directly in the appearance of the upright pillar sash  12  between the window glass W and the garnish  32 . With this configuration, the internal structure of the upright pillar sash  12  is covered on the inner peripheral side of the garnish  32  with substantially no visibility in the appearance, leading to achievement of an excellent aesthetic appearance even in a region where the window glass W and the upright pillar sash  12  overlap in the vehicle interior and exterior directions. 
     As illustrated in  FIG. 12 , the state in which the window glass W does not exist at the cross-sectional position of the upright pillar sash  12  to be attached is produced when the elastic cover  33  is to be attached to the upright pillar sash  12 . Specifically, the window glass W is lowered to the fully open position (refer to  FIG. 20 ). In this state, the elastic cover  33  is inclined as illustrated in  FIG. 12 , and the hollow part  33   a  is inserted in the direction of an arrow IN. The hollow part  33   a  enters the holding recess U 1  after passing between the positioning part  31   c   1  of the guide rail  31  and the inner peripheral edge  32   c  of the garnish  32 . At this time, the outer peripheral side base wall  33   i  of the elastic cover  33  and the inner peripheral side surface  32   e  of the garnish  32  come in contact with each other. The outer peripheral side base wall  33   i  and the inner peripheral side surface  32   e  form an inclined shape so as to push the hollow part  33   a  toward the inner peripheral side as proceeding in an insertion direction (arrow IN). Therefore, the hollow part  33   a  is inserted into the holding recess U 1  through the space with the positioning part  31   c   1  while being compressed and contracted in the inner and outer peripheral directions. Since the outer peripheral side base wall  33   i  and the inner peripheral side surface  32   e  have mutually smooth inclined shapes, the hollow part  33   a  can be smoothly inserted into the holding recess U 1 . 
     After the hollow part  33   a  is inserted into the holding recess U 1  along the arrow IN in  FIG. 12 , the elastic cover  33  is rotated clockwise in  FIG. 12 . This movement allows the outer peripheral side wall  33   e  and the outer peripheral protruding wall  33   f  of the elastic cover  33  to be fitted to the inner peripheral edge  32   c  of the garnish  32 , leading to the stable holding state of the elastic cover  33  illustrated in  FIG. 10 . At this time, falling off of the hollow part  33   a  of the elastic cover  33  from the holding recess U 1  to the inner peripheral side or the vehicle exterior side is restricted by the positioning part  31   c   1  and the inner peripheral edge  32   c . That is, the position of the hollow part  33   a  of the elastic cover  33  is determined in both the vehicle interior and exterior directions and the inner and outer peripheral directions with respect to the holding recess U 1 . Accordingly, even in a state where the window glass W is opened (the state where the window glass W is omitted from  FIG. 10 ), the elastic cover  33  after attachment is stably held by the upright pillar sash  12 . 
     As described above, the upper sash  11  and the upright pillar sash  12  have partially different cross-sectional structures. The upper sash  11  and the upright pillar sash  12  having different cross-sectional structures are connected with each other via the connecting member  35  at the door corner part  10   d . The connecting member  35  is manufactured by die-casting a metal such as aluminum. The connecting member  35  includes: a first frame part  35   a  located on an extension of the upper sash  11 ; and a second frame part  35   b  located on an extension of the upright pillar sash  12 . 
     The front end of the first frame part  35   a  of the connecting member  35  is a contact end surface  35   c  facing the rear end of the sash body  20  of the upper sash  11 . The contact end surface  35   c  has a shape including the frame part  20   a  and the plate part  20   b  in the sash body  20 , and a region corresponding to a hollow part of the frame part  20   a  is closed in the contact end surface  35   c . This makes it possible to reliably bring the rear end surface of the sash body  20  into contact with the contact end surface  35   c.    
     An insertion projection  35   d  is provided to project forward from the contact end surface  35   c  (refer to  FIGS. 6 and 7 ). The insertion projection  35   d  has a shape to run along the inner surface of the hollow frame part  20   a . The insertion projection  35   d  is inserted into the frame part  20   a  in a state where the rear end surface of the sash body  20  is in contact with the contact end surface  35   c . In this state, the connecting member  35  and the sash body  20  are joined by means such as welding. 
     At an upper end of the connecting member  35 , there is provided a plate part  35   i  which is continuous with the plate part  20   b  of the upper sash  11  in a state where the upper sash  11  and the first frame part  35   a  are joined with each other. A weather-strip (not illustrated) held by the weather-strip holder  24  of the upper sash  11  extends to above the connecting member  35  and is continuously held by the plate part  35   i.    
     The lower end of the second frame part  35   b  of the connecting member  35  has a shape corresponding to a portion of the inner sash  30  of the upright pillar sash  12  excluding the design part  30   b . More specifically, the connecting member  35  includes: a vehicle interior side wall  35   e  continuous with the vehicle interior side wall  30   d ; an inner peripheral side wall  35   f  continuous with the inner peripheral side wall  30   e ; and an outer peripheral side wall  35   g  continuous with the outer peripheral side wall  30   f  Furthermore, a bent part  35   h  continuous with a part of the outer peripheral extension  30   g  on the inner peripheral side is provided at the vehicle exterior side end of the outer peripheral side wall  35   g.    
     The inner peripheral side wall  35   f  of the second frame part  35   b  have partially different thicknesses in the inner and outer peripheral directions. The inner peripheral side wall  35   f  is thick near the lower end of the second frame part  35   b , and an insertion projection  35   j  is provided to project downward from the lower end surface of the inner peripheral side wall  35   f  (refer to  FIGS. 6 and 7 ). The insertion projection  35   j  has a shape to run along the inner surface of the frame part  30   a  of the inner sash  30 , and the insertion projection  35   j  is inserted into the frame part  30   a  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 part  35   b . In this state, the connecting member  35  and the inner sash  30  are joined by means such as welding. 
     The design part  30   b  and the step part  30   c  of the inner sash  30  (the whole of the vehicle exterior extension  30   h  and a part of the outer peripheral side of the outer peripheral extension  30   g ) extend to the upper end of the upright pillar sash  12 . At a position above the joint between the lower end surface of the second frame part  35   b  and the upper end surface of the inner sash  30 , the edge of the bent part  35   h  on the connecting member  35  comes in contact with a vertically extending side contact surface  30   i  formed on the step part  30   c  (refer to  FIGS. 16 to 18 ). 
     As illustrated in  FIGS. 16 and 17 , the vehicle exterior side end of the inner peripheral side wall  35   f  comes in contact with the bent part  31   d  of the guide rail  31 , thereby determining the position of the connecting member  35  with respect to the inner sash  30  in the vehicle interior and exterior directions. In addition, similar to the general cross-section ( FIG. 9 ) of the upright pillar sash  12 , a third section S 3  is formed, inside the second frame part  35   b  joined to the upright pillar sash  12 , so as to be surrounded by the vehicle interior side wall  35   e , the inner peripheral side wall  35   f , the outer peripheral side wall  35   g , and the vehicle interior side wall  31   a  of the guide rail  31 . 
     By joining the first frame part  35   a  and the second frame part  35   b  respectively to the sash body  20  and the inner sash  30  as described above, the upper sash  11  and the upright pillar sash  12  are connected via the connecting member  35 , thereby forming the door corner part  10   d.    
     The vehicle interior side wall  35   e  of the connecting member  35  has an L-shape extending forward and downward from the position near the upper end of the upright pillar sash  12  when viewed from the vehicle interior side as illustrated in  FIG. 5 . The vehicle interior side wall  35   e  is substantially flush with each of the vehicle interior side wall  20   c  of the upper sash  11  and the vehicle interior side wall  30   d  of the upright pillar sash  12 . The inner peripheral side wall  35   f  of the connecting member  35  extends forward and downward while bending, and is substantially flush with each of the inner peripheral side wall  20   d  of the upper sash  11  and the inner peripheral side wall  30   e  of the upright pillar sash  12 . Similarly, the outer peripheral side wall  35   g  of the connecting member  35  extends forward and downward while bending, and is substantially flush with each of the outer peripheral side wall  20   e  of the upper sash  11  and the outer peripheral side wall  30   f  of the upright pillar sash  12 . That is, the frame part  20   a  of the upper sash  11  (excluding the vehicle exterior side wall  20   f ) and the frame part  30   a  of the upright pillar sash  12  are smoothly connected with each other by the first frame part  35   a  and the second frame part  35   b  of the connecting member  35 . 
     The connecting member  35  changes the internal shape of the second frame part  35   b  in accordance with the difference in the position in the vertical direction. As illustrated in  FIG. 16  and  FIG. 17 , unlike the inner peripheral side wall  30   e  of the inner sash  30  in the general cross section (refer to  FIG. 9 ), the inner peripheral side wall  35   f  in the second frame part  35   b  gradually increases its thickness from the portion connected to the vehicle interior side wall  35   e  toward the vehicle exterior side. Consequently, the inner peripheral side wall  35   f  overlaps a part of the guide rail  31  in the inner and outer peripheral directions, thereby forming a step part  35   k  shaped to fit into a corner at the boundary between the vehicle interior side wall  31   a  and the inner peripheral side wall  31   b , on the inner peripheral side wall  35   f  (refer to  FIGS. 16 and 17 ). Further above the second frame part  35   b , the inner peripheral side wall  35   f  extends forward to be continuous to the first frame part  35   a  as illustrated in  FIG. 18 . 
     Furthermore, the second frame part  35   b  also has partially different thicknesses in the vehicle interior and exterior directions with respect to the vehicle interior side wall  35   e . The thickness of the vehicle interior side wall  35   e  is substantially the same as the thickness of the vehicle interior side wall  30   d  of the inner sash  30  near the lower end of the second frame part  35   b . As illustrated in  FIGS. 6, 16, and 17 , the vehicle interior side wall  35   e  extends upward while substantially maintaining this thickness, and the third section S 3  ensures a sufficient width in the vehicle interior and exterior directions up to a position near the upper end of the upright pillar sash  12 . 
     As illustrated in  FIG. 6  and  FIG. 18 , at a position above the second frame part  35   b  (at a position on the rear extension of the first frame part  35   a ), the region continuing upward to the above-described vehicle interior side wall  35   e  is defined as a thick part  35   m  whose thickness is partially increased up to a position in the proximity of the vehicle interior side wall  31   a  of the guide rail  31 . The thick part  35   m  forms a seat surface facing the vehicle exterior side. There are provided an escape recess  35   n  as a part of the third section S 3  and a screw hole  35   p  communicating with the escape recess  35   n , formed to be recessed from the seat surface to the vehicle interior side. The escape recess  35   n  is a space having an L-shaped cross-sectional shape including: a first region located on the vehicle interior side of the first section S 1  and the second section S 2  along the vehicle interior side wall  31   a ; and a second region obtained by extending a portion of the first region corresponding to the first section S 1  toward the vehicle interior side. The screw hole  35   p  is a cylindrical hole that extends a portion of the first region of the escape recess  35   n  corresponding to the second section S 2  toward the vehicle interior side, having a female screw formed on its inner peripheral surface. Each of the escape recess  35   n  and the screw hole  35   p  is a bottomed recess or hole recessed from the vehicle exterior side toward the vehicle interior side and do not penetrate (open) onto the vehicle interior side surface of the second frame part  35   b.    
     As described above, the connecting member  35  having a complicated structure having a different cross-sectional shape and thickness depending on the difference in the position of the door sash  10   b  in the longitudinal direction can be manufactured with high precision by die casting. Moreover, since the connecting member  35  as a die-cast product can internally form the bottomed screw hole  35   p  or the thick part  35   m  or the like with high precision without forming a mold release hole or the like on the outer surface, it is possible to achieve both high internal functionality and excellent appearance. 
     As illustrated 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 vehicle interior side. Note that the cross-sectional views of the upright pillar sash  12  ( FIGS. 9 to 11  and  FIGS. 14 to 18 ) omit illustration of the inner cover  36 . The inner cover  36  includes: a frame part  36   a  having a cross-sectional shape substantially corresponding to the cross-sectional shape of the frame part  30   a  of the inner sash  30  and the second frame part  35   b  of the connecting member  35 ; and a plate part  36   b  protruding from the frame part  36   a  toward the vehicle exterior side. 
     The plate part  36   b  of the inner cover  36  has a shape that is continuous with the plate part  35   i  of the connecting member  35 . A weather-strip holder (not illustrated) formed of another component is attached from the plate part  35   i  to the plate part  36   b . The weather-strip is continuously held by the portions from the weather-strip holder  24  (refer to  FIG. 2 ) of the upper sash  11  to the weather-strip holder on the plate part  35   i  and the plate part  36   b , and is arranged over the entire outer peripheral portions of the door sash  10   b  including the door corner part  10   d.    
     The door  10  includes a window regulator  40  (refer to  FIGS. 8, 22 to 24 ) for performing elevating and lowering drive of the window glass W. The window regulator  40  is incorporated in the upright pillar sash  12 . 
     The window regulator  40  includes: two shoe bases, namely, upper and lower shoe bases  41  and  42  secured to the window glass W; and two shoes, namely, upper and lower shoes  43  and  44 , which is mounted on each of the shoe bases  41  and  42  and supported to be vertically slidable with respect to the guide rail  31 . As illustrated in  FIGS. 8 and 21 , the shoe  43  is attached to the shoe base  41  to form the upper slider  45  while the shoe  44  is attached to the shoe base  42  to form the lower slider  46 . The guide rail  31  that forms the upright pillar sash  12  in cooperation with the inner sash  30  also functions as a vertical movement guide part for the sliders  45  and  46  in the window regulator  40 . 
     The guide rail  31  extends downward below the inner sash  30  and the inner cover  36  (refer to  FIGS. 3 and 4 ). The guide rail  31  is exposed, not surrounded by the inner sash  30  or the inner cover  36  in the internal space of the door panel  10   a . A motor unit  50  including a motor M as 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  10   a  (refer to  FIGS. 1, 8, and 19 ). 
     One end of each of a first wire  52  and a second wire  53  is connected to a winding drum  51  (refer to  FIGS. 8, 22 to 24 ) built in the motor unit  50 . The first wire  52  extends upward from the winding drum  51  so as to be wound around a guide pulley  54  rotatably supported near the upper end of the guide rail  31  (door corner part  10   d ), and then turns downward, with the other end connected to the shoe base  41  of the slider  45  from above. The second wire  53  extends upward from the winding drum  51 , having the other end connected to the shoe base  41  of the slider  45  from below. 
     Rotating the winding drum  51  by driving the motor M of the motor unit  50  relatively changes the winding amount of the first wire  52  and the second wire  53  with respect to a spiral groove formed on a peripheral surface of the winding drum  51 . Rotating the winding drum  51  in the first direction to increase the winding amount of the first wire  52  will pull the slider  45  (shoe base  41 ) upward by the first wire  52 , so as to move the slider  45  upward while allowing the sliding movement of the shoe  43  along the guide rail  31 . Rotating the winding drum  51  in the second direction to increase the winding amount of the second wire  53  will pull the slider  45  (shoe base  41 ) downward by the second wire  53 , so as to move the slider  45  downward while allowing the sliding movement of the shoe  43  along the guide rail  31 . The wires  52  and  53 , opposite to the side on which the winding amount increases, are unwound (loosened) from the winding drum  51  so as to follow the movement of the slider  45 . Vertical movement of the slider  45  causes the window glass W secured to the shoe base  41  to perform vertical operation. The slider  46  secured to the window glass W via the shoe base  42  moves together with the window glass W while allowing sliding movement of the shoe  44  along the guide rail  31  so as to stabilize the posture of the window glass W. The detailed structure of the window regulator  40  that operates as described above will be described. 
     Out of the elements included in the slider  45  and the slider  46 , the shoe base  41  and the shoe base  42  secured to the window glass W are rigid bodies formed of metal or the like. Each of the shoe  43  and the shoe  44  moving along the guide rail  31  is formed of a material such as synthetic resin having a lower hardness than the metal or the like forming the guide rail  31  in order to achieve smooth movement while preventing abnormal noise and vibration. 
     As illustrated in  FIGS. 8 and 21 , the shoe base  41  has a vertically long shape, and includes: a glass support  41   a  located on the vehicle exterior side; a connection part  41   b  protruding toward the vehicle interior side from the glass support  41   a ; and a shoe support  41   c  provided at the vehicle interior side end of the connection part  41   b . As illustrated in  FIGS. 15 and 16 , the glass support  41   a  is a plate part whose front and back surfaces (side surfaces) facing the vehicle interior and exterior directions, with the vehicle exterior side surface of the glass support  41   a  arranged opposite the vehicle interior side surface W 2  of the window glass W. The connection part  41   b  is a plate part that protrudes from the vehicle interior side surface of the glass support  41   a , having both side surfaces facing the inner and outer peripheral directions. That is, the glass support  41   a  and the connection part  41   b  of the shoe base  41  have a substantially T-shaped cross section perpendicular to the longitudinal direction (refer to  FIG. 25(A) ). 
     The glass support  41   a  and the connection part  41   b  each have a load reduction part  41   d  and a load reduction part  41   e  at both ends in the longitudinal direction. The surface of the glass support  41   a  facing the vehicle interior side is a tapered surface that is inclined toward the vehicle exterior side while approaching the tip near the end in the longitudinal direction. A tapered portion (having a shape that gradually reduces the cross-sectional area) formed by this tapered surface is the load reduction part  41   d . As illustrated in  FIG. 25(B) , a side surface facing the inner peripheral side and a side surface facing the outer peripheral side individually form tapered surfaces  41   e   1  that reduce the distance between each other while proceeding to the tip at a portion near the end of the connection part  41   b  in the longitudinal direction. A tapered portion (having a shape that gradually reduces the cross-sectional area) formed by these tapered surfaces  41   e   1  is the load reduction part  41   e.    
     The surface of the glass support  41   a  facing the vehicle exterior side is secured to the vehicle interior side surface W 2  of the window glass W by bonding or the like. A portion of the connection part  41   b  on the upper end side increases the amount of protrusion toward the vehicle interior side and passes through the space between the inner peripheral side wall  31   b  and the holding wall  31   g  of the guide rail  31 , and then enters the first section S 1  (refer to  FIGS. 15 and 16 ). The shoe support  41   c  is provided in the protruding portion of the connection part  41   b  inserted into the first section S 1 . The shoe support  41   c  has an L-shaped cross-sectional shape in which the vehicle interior side end of the connection part  41   b  is bent toward the outer peripheral side. The shoe  43  is to be attached to the shoe support  41   c  (refer to  FIGS. 15 and 16 ). 
     As illustrated in  FIG. 8  and  FIG. 21 , the shoe  43  has a vertically long shape and includes: a sliding base  43   a  located in the middle in the longitudinal direction; and a first elastic contact part  43   b  and a second elastic contact part  43   c  respectively protruding from the upper and lower ends of the sliding base  43   a . The sliding base  43   a  is a solid structure having a substantially rectangular cross section perpendicular to the longitudinal direction of the shoe  43 . The shoe support  41   c  is inserted into the sliding base  43   a . The sliding base  43   a  is secured to the shoe support  41   c  via a connection pin  47  (refer to  FIG. 15 ). 
     The first elastic contact part  43   b  is an elongated ring-shaped body protruding from the upper end surface of the sliding base  43   a , having a shape in which a pair of curved parts protruding toward vehicle interior and exterior directions is connected at upper and lower ends, with a hollow part between the pair of curved parts penetrating in the inner and outer peripheral directions. With this shape, the first elastic contact part  43   b  is easily elastically deformed in the vehicle interior and exterior directions. 
     The second elastic contact part  43   c  is an elongated ring-shaped part protruding from the lower end surface of the sliding base  43   a , having a shape in which a pair of curved parts protruding toward the inner and outer peripheral directions is connected at upper and lower ends, with a hollow part between the pair of curved parts penetrating in the vehicle interior and exterior directions. With this shape, the second elastic contact part  43   c  is easily elastically deformed in the inner and outer peripheral directions. 
     The shoe  43  is inserted into the first section S 1  of the guide rail  31  (refer to  FIGS. 15 and 16 ). In the shoe base  41 , the connection part  41   b  connecting the glass support  41   a  and the shoe support  41   c  passes between the inner peripheral side wall  31   b  and the holding wall  31   g  without interfering with the guide rail  31 . Four outer surfaces of the sliding base  43   a  having a rectangular cross section slidably and opposedly come in contact with the vehicle interior side wall  31   a , the inner peripheral side wall  31   b , the partition wall  31   f , and the holding wall  31   g  of the guide rail  31  surrounding the first section S 1 . With this configuration, the shoe  43  is supported so as to be slidable in the vertical direction within the first section S 1  while being regulated in the movement with respect to the guide rail  31  in the vehicle interior and exterior directions and the inner and outer peripheral directions. 
     The first elastic contact part  43   b  of the shoe  43  faces the vehicle interior side wall  31   a  and the holding wall  31   g  arranged opposite each other in the vehicle interior and exterior directions within the first section S 1  (refer to  FIG. 18 ). The first elastic contact part  43   b  is biased in either vehicle interior side or the vehicle interior side so as to maintain a state of contact with either the holding wall  31   g  or the vehicle interior side wall  31   a . This suppresses backlash of the shoe  43  in the vehicle interior and exterior directions. In the present embodiment, the first elastic contact part  43   b  is biased in a direction (vehicle exterior side) to come in contact with the holding wall  31   g  (refer to  FIG. 18 ). 
     The second elastic contact part  43   c  of the shoe  43  faces the inner peripheral side wall  31   b  and the partition wall  31   f  arranged opposite the inner and outer peripheral directions within the first section S 1 . The second elastic contact part  43   c  is biased in a direction that is either the inner peripheral side and the outer peripheral side so as to maintain a state of contact with either the inner peripheral side wall  31   b  or the partition wall  31   f . This suppresses backlash of the shoe  43  in the inner and outer peripheral directions. 
     Compared with the first elastic contact part  43   b  and the second elastic contact part  43   c , which are thin and hollow and thus easily elastically deformed, the sliding base  43   a  has a thicker solid structure and a higher hardness. This configuration enables the shoe  43  to slide with high positioning accuracy with respect to the guide rail  31  in both the vehicle interior and exterior directions and the inner and outer peripheral directions. 
     The lip part  33   b  of the elastic cover  33  is in a free state (state where the base portion of the lip part  33   b  is merely held between the vehicle interior side surface W 2  of the window glass W and the cover wall  31   e  of the guide rail  31  as illustrated in  FIG. 9 ), with the portion near the tip located on the movement trajectory of the shoe base  41 . Therefore, the vertical movement of the slider  45  in a state of being supported on the guide rail  31  via the shoe  43  will allow the lip part  33   b  to come in contact with the shoe base  41  and receive a pressing force so as to be elastically deformed. 
     More specifically,  FIGS. 9 to 11  and  FIGS. 14 to 18  illustrate the shape of the lip part  33   b  in the free state.  FIGS. 25(A) and 25(B)  illustrate the shape of the lip part  33   b  in contact with the shoe base  41 .  FIG. 25(A)  illustrates a cross section perpendicular to the longitudinal direction of the shoe base  41 .  FIG. 25(B)  illustrates a cross section in the longitudinal direction of the shoe base  41 . As illustrated in  FIG. 25(A) , the lip part  33   b  allows its intermediate portion to pass through a position near the corner of the glass support  41   a  on the outer peripheral side and on the vehicle interior side and allows its tip portion to come in contact with the outer peripheral side surface of the connection part  41   b . The tip portion of the lip part  33   b  is pressed by the shoe base  41 , whereby the lip part  33   b  is elastically deformed toward the vehicle interior side and the outer peripheral side with the part sandwiched between the vehicle interior side surface W 2  of the window glass W and the cover wall  31   e  as a fulcrum. The shape of the lip part  33   b  before elastic deformation is illustrated by a one-dot chain line in  FIG. 25(A) . Since the lip part  33   b  originally has a curved shape that is easily elastically deformed in the direction and thus can be smoothly deformed without applying an excessive load to the shoe base  41 . 
     Furthermore, the load reduction part  41   e  is formed at both ends of the connection part  41   b  where the tip portion of the lip part  33   b  is first pressed by the vertically moving shoe base  41 . As illustrated in  FIG. 25(B) , the load reduction part  41   e  has a tapered shape whereby the tapered surface  41   e   1  provided on both sides in the inner and outer peripheral directions reduces the cross-sectional area toward the end (traveling direction) of the shoe base  41  and reduces the contact pressure onto the lip part  33   b . Therefore, the moving shoe base  41  always starts to press the lip part  33   b  smoothly with a small load by the load reduction part  41   e.    
     Similar to the load reduction part  41   e  of the connection part  41   b , the load reduction parts  41   d  provided at both ends of the glass support  41   a  have an effect of reducing the load when the glass support  41   a  comes into contact with the lip part  33   b . As illustrated by a one-dot chain line in  FIG. 25(A) , the lip part  33   b  is designed so as to be in proximity to the glass support  41   a  without coming into contact with the glass support  41   a  in a free state not to be pressed by the connection part  41   b . This allows the load reduction part  41   d  to have an auxiliary role that functions only when the lip part  33   b  approaches exceeding the designed position to come into contact with the glass support  41   a  due to variations in accuracy or the like. 
     As described above, with the presence of the load reduction part  41   e  and the load reduction part  41   d  provided on the shoe base  41 , the smooth elastic deformation of the lip part  33   b  and the smooth movement of the shoe base  41  can be achieved without causing an obstruction between the shoe base  41  and the lip part  33   b . Furthermore, it is possible to obtain an effect of suppressing an abnormal sound (such as chattering sound of the lip part  33   b ) generated between the shoe base  41  and the lip part  33   b . The load reduction part  41   e  and the load reduction part  41   d  on the upper end side contribute to improving the smoothness of operation when the shoe base  41  moves upward, while the load reduction part  41   e  and the load reduction part  41   d  on the lower end side contribute to improving the smoothness of operation when the shoe base  41  moves downward. 
     Note that the connection part  41   b  of the shoe base  41  may also employ an asymmetric structure having the tapered surface  41   e   1  only on the outer peripheral side with which the tip portion of the lip part  33   b  comes in contact instead of a configuration having a tapered surface  41   e   1  on both the inner peripheral side and the outer peripheral side like the above-described load reduction part  41   e.    
     Similar to the shoe base  41 , the shoe base  42  has a vertically long shape, and includes: a glass support  42   a  located on the vehicle exterior side; a connection part  42   b  protruding toward the vehicle interior side from the glass support  42   a ; and a shoe support  42   c  provided at the vehicle interior side end of the connection part  42   b . (refer to  FIGS. 8 and 21 ). 
     The shoe base  42  has substantially the same structure as the shoe base  41  described above (structure in which the glass support  41   a , the connection part  41   b , and the shoe support  41   c  are turned upside down) and arrangements and the roles with respect to the guide rail  31  in individual portions are similar to those of the shoe base  41 , and thus, detailed description is omitted. The load reduction part  41   d  and the load reduction part  42   e  (tapered surfaces  41   e   2 ) formed at the upper and lower ends of the glass support  42   a  also function similar to the load reduction part  41   d  and the load reduction part  41   e  of the shoe base  41 . In  FIGS. 25(A) and 25(B) , reference numerals in parentheses indicate portions of the shoe base  42  corresponding to the shoe base  41 . 
     The shoe  44  includes a sliding base  44   a  having a solid structure, and a first elastic contact part  44   b  and a second elastic contact part  44   c  respectively protruding from the lower end and the upper end of the slide base  44   a . The sliding base  44   a , the first elastic contact part  44   b , and the second elastic contact part  44   c  have substantially the same structure as the sliding base  43   a , the first elastic contact part  43   b , and the second elastic contact part  43   c  of the shoe  43  described above, respectively (structure in which the first elastic contact part  43   b  and the second elastic contact part  43   c  are exchanged upside down) in which arrangements and roles of individual portions with respect to the guide rail  31  are similar to the shoe  43  side, and thus, detailed description is omitted. 
     As described above, the lower slider  46  has the basic structure similar to the upper slider  45 .  FIG. 15  illustrates a cross-sectional position passing through the slider  45  and also illustrates signs indicating the components of the slider  46  in parentheses in order to indicate that the slider  46  is also guided by the guide rail  31  in a similar manner. 
     As illustrated in  FIG. 20 , the shoe base  41  of the slider  45  and the shoe base  42  of the slider  46  individually support the rear edge side along the upright pillar sash  12  in the window glass W. The glass support  41   a  of the shoe base  41  located above is secured to the window glass W over a range E 1  ( FIG. 20 ) in the vertical direction from the vicinity of the upper end of the rear edge of the window glass W downward. The glass support  42   a  of the shoe base  42  located below is secured to the window glass W over a range E 2  ( FIG. 20 ) in the vertical direction from the vicinity of the lower end of the rear edge of the window glass W upward. 
     In this manner, since the slider  45  and the slider  46  constituting the window regulator  40  support the window glass W at positions largely separated in the vertical direction, the position accuracy and stability of the window glass W are extremely high in the portion along the upright pillar sash  12 . In particular, as illustrated in  FIG. 20 , the window glass W has a configuration in which the rear edge along the upright pillar sash  12  is vertically longer than the front edge along the front sash  13 . By arranging the slider  45  and the slider  46  at positions spaced from each other near the upper end and the lower end of the rear edge of the window glass W, it is possible to dramatically increase the effective support length with respect to the window glass W in the vertical direction, enabling acquisition of sufficient stability and support strength even in a structure in which a single-side edge in the front-rear directions supports the window glass W. 
     In the upper slider  45 , a shoe  43  is provided near the upper end of the shoe base  41 , while in the lower slider  46 , a shoe  44  is provided near the lower end of the shoe base  42  (refer to  FIGS. 8, 21, 23, and 24 ). This arrangement makes it possible to obtain the largest shoe pitch (the interval in the vertical direction between the two shoes  43  and  44 ) within a range in the vertical direction where the shoe bases  41  and  42  are provided. The greater the shoe pitch, the higher the easiness in suppressing the inclination of the window glass W with respect to the guide rail  31  (inclination in the inner and outer peripheral directions in particular), leading to highly accurate support and higher stability of the window glass W. 
     The upright pillar sash  12  supporting the window glass W with such excellent accuracy and stability includes no elastic member such as the glass run  23  of the upper sash  11  for holding the window glass W in the vehicle interior and exterior directions. The elastic cover  33  coming in contact with the rear edge of the window glass W ensures waterproofness between the window glass W and the upright pillar sash  12  (garnish  32 ) and functions as an external component of the upright pillar sash  12 , making it possible to have a cross-sectional shape more compact and simple compared to the glass run  23 . 
     As illustrated in  FIGS. 8 and 21 , the shoe base  41  constituting the upper slider  45  further includes a portion for connecting the first wire  52  and the second wire  53 . A pair of upper and lower arms protruding sideways from the connection part  41   b  is provided below the shoe support  41   c  (refer to  FIG. 8 ), and a wire end support  41   f  and a wire end support  41   g  are provided at the tip of individual arms. The wire end supports  41   f  and  41   g  are individually formed integrally with the main body of the shoe base  41 . 
     With the shoe  43  inserted into the first section S 1  of the guide rail  31 , the wire end support  41   f  and the wire end support  41   g  individually enter the second section S 2  (refer to  FIG. 17 ). Each of the wire end supports  41   f  and  41   g  has a wire insertion hole  41   h  and a wire insertion hole  41   i  respectively penetrating in the vertical direction. Each of the wire insertion hole  41   h  and the wire insertion hole  41   i  is a hole having a closed cross-sectional shape that is open only at both ends in the vertical direction and not having an opening on the sides (vehicle interior and exterior directions or inner and outer peripheral directions). 
     The first wire  52  is inserted into the wire insertion hole  41   h  of the wire end support  41   f , and a wire end  55  to which the end of the first wire  52  is connected is located below the wire end support  41   f . The first wire  52  extends upward from the wire insertion hole  41   h  through the inside of the second section S 2 . The upper end surface of the wire end  55  (an end surface on the side to which the first wire  52  is connected) comes in contact with the lower end surface of the wire end support  41   f , thereby regulating the upward movement of the wire end  55  with respect to the shoe base  41  (force generated by pulling the wire end  55  upward will be transmitted to the shoe base  41 ). 
     The wire end  55  has a large diameter flange near the lower end, and a compression spring  56  is inserted between the flange and the wire end support  41   f . The wire end  55  is biased downward with respect to the shoe base  41  by the compression spring  56 , and the slack of the first wire  52  is removed by the biasing force. 
     The second wire  53  is inserted into the wire insertion hole  41   i  of the wire end support  41   g , and a wire end  57  to which the end of the second wire  53  is connected is located above the wire end support  41   g . The second wire  53  extends downward from the wire insertion hole  41   i  through the second section S 2 . The lower end surface of the wire end  57  (an end surface on the side to which the second wire  53  is connected) comes in contact with the upper end surface of the wire end support  41   g , thereby regulating the downward movement of the wire end  57  with respect to the shoe base  42  (force generated by pulling the wire end  57  downward will be 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  41   g . The wire end  57  is biased upward with respect to the shoe base  41  by the compression spring  58 , and the slack of the second wire  53  is removed by the biasing force. 
     The first section S 1  in which the shoes  43  and  44  are inserted, and the second section S 2  in which the wire end supports  41   f  and  41   g  of the shoe bases  41  and  42  are disposed, are located on the vehicle exterior side with respect to the vehicle interior side wall  31   a  of the guide rail  31 . Meanwhile, the motor unit  50  is attached to the vehicle interior 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 illustrated in  FIG. 8 , the motor unit  50  includes: a drive unit  50   a  equipped with a motor M, a reduction gear mechanism, or the like; and a drum housing  50   b  that rotatably houses the winding drum  51 . The peripheral surface of the drum housing  50   b  has a notch to allow passage of the first wire  52  and the second wire  53  extending from the winding drum  51 . When the drive unit  50   a  and the drum housing  50   b  are combined, a drive shaft  50   c  provided on the drive unit  50   a  is linked to a shaft hole of the winding drum  51 , allowing the driving force of the motor M to be transmitted to the winding drum  51 . 
     The motor unit  50  is secured to the guide rail  31  by bringing upper and lower brackets  50   d  and  50   e  provided on the drum housing  50   b  into contact with the vehicle interior side surface of the vehicle interior side wall  31   a  and then bolting the contact portion. When the motor unit  50  is secured, the center of rotation of the winding drum  51  (axis of the drive shaft  50   c ) faces the inner and outer peripheral directions. 
     The vehicle interior side wall  31   a  of the guide rail  31  is provided with a through hole  31   h  formed between the fastening positions of the bracket  50   d  and the bracket  50   e  in the vertical direction (refer to  FIGS. 8 and 22 ). The through hole  31   h  is provided in a region of the vehicle interior side wall  31   a  that forms the second section S 2  (a region closer to the outer peripheral side in the inner and outer peripheral directions). 
     At a position slightly above the through hole  31   h , a wire guide member  60  and a wire guide member  61  are attached to the vehicle interior side wall  31   a  of the guide rail  31 . The wire guide member  60  and the wire guide member  61  are secured to the vehicle interior side wall  31   a  together with the bracket  50   d  of the drum housing  50   b  using bolts  70 . 
     The wire guide member  60  is secured so as to overlap the vehicle interior side of the bracket  50   d , having a through hole for insertion of the bolt  70  formed on each of the wire guide member  60  and the bracket  50   d . The wire guide member  61  is located in the second section S 2  of the guide rail  31 , being in contact with and secured to the vehicle exterior side surface of the vehicle interior side wall  31   a . The wire guide member  61  has a screw hole facing the vehicle interior side, and a through hole communicating with the screw hole is formed in the vehicle interior side wall  31   a . The bolt  70  allows its threaded part to be inserted into the through hole on each of the wire guide member  60 , the bracket  50   d , and the vehicle interior side wall  31   a  from the vehicle interior side so as to screw the threaded part to the screw hole of the wire guide member  61 . The tip of the threaded part of the bolt  70  in the fixed state is located in the screw hole of the wire guide member  61 , not being exposed in the second section S 2  of the guide rail  31  (refer to  FIG. 22 ). That is, the bolt  70  would not interfere with the wire end supports  41   f  or  41   g  of the shoe base  41 , or the wires  52  and  53  passing through the second section S 2 . 
     The wire guide member  60  is provided with an arm part  60   a  extending upward from a position where the wire guide member is fastened by the bolt  70 . The upper end of the arm part  60   a  is secured to the guide rail  31  by a bolt different from the bolt  70 . The arm part  60   a  is provided with a guide groove  60   b  extending in the vertical direction. The guide groove  60   b  is a bottomed groove that opens toward the vehicle exterior side, arranged to be opposite the vehicle interior side surface of the vehicle interior side wall  31   a  of the guide rail  31  at a predetermined interval (refer to  FIG. 22 ). 
     As illustrated in  FIG. 22 , a guide groove  61   a  extending in the vertical direction is formed in the wire guide member  61 . The guide groove  61   a  is a bottomed groove that opens toward the vehicle exterior side. A stopper surface  61   b  is formed on the upper end of the wire guide member  61 . When the shoe base  41  moves downward in the second section S 2  of the guide rail  31 , the lower end surface of the lower wire end support  41   g  comes in contact with the stopper surface  61   b  so as to regulate further downward movement of the shoe base  41  (refer to  FIG. 24 ). This contact will determine the downward moving end (bottom dead center) of the window glass W supported by the shoe base  41 . 
     The lower bracket  50   e  of the drum housing  50   b  is secured to the guide rail  31  via a bolt  71  and a nut  72 . The bolt  71  allows its threaded part to be inserted from the vehicle exterior side into a through hole formed in the bottom of the second section S 2  of the vehicle interior side wall  31   a  and a through hole formed in the bracket  50   d  so as to be screwed to the nut  72 . The head of the bolt  71  is located in the second section S 2 . The fastening position by the bolt  71  is below the winding drum  51  in the drum housing  50   b . Therefore, the wire end supports  41   f  and  41   g  of the shoe base  41  and the wires  52  and  53  of the shoe base  41  passing through the second section S 2  will not reach the position of the head of the bolt  71 , with no concern of interference with the bolt  71  (refer to  FIG. 22 ). 
     In the vicinity of the upper end of the guide rail  31 , a pulley bracket  62  is secured to the vehicle interior side surface of the vehicle interior side wall  31   a  by bolting. The guide pulley  54  is rotatably supported by the pulley bracket  62  via a pulley pin  62   a . The guide pulley  54  is a disc-shaped member including an annular wire guide groove formed on the outer periphery. The rotation center (axis of the pulley pin  62   a ) of the guide pulley  54  faces the inner and outer peripheral directions in a state where the pulley bracket  62  is secured to the guide rail  31 . 
     As illustrated in  FIG. 8 , the guide rail  31  is provided with a through hole  31   i  penetrating through the vehicle interior side wall  31   a , in the vicinity of the mounting position of the pulley bracket  62 . The through hole  31   i  is provided in a region of the vehicle interior side wall  31   a  that forms the second section S 2  (a region closer to the outer peripheral side in the inner and outer peripheral directions). The second section S 2  and the third section S 3  communicates with each other via the through hole  31   i . As illustrated in  FIG. 16 , the pulley pin  62   a  is located in the third section S 3 , and the guide pulley  54  directs its radial direction orthogonal to the axis of the pulley pin  62   a  to the vehicle interior and exterior directions, so as to be arranged over the second section S 2  and the third section S 3  through the through hole  31   i.    
     The guide rail  31  and the connecting member  35  are combined at the door corner part  10   d  to which the guide pulley  54  is attached. The guide pulley  54  and the pulley bracket  62  are disposed so as to fit in a space surrounded by the vehicle interior side wall  35   e , the inner peripheral side wall  35   f , and the outer peripheral side wall  35   g  in the second frame part  35   b  of the connecting member  35 , not being exposed to the outside of the upright pillar sash  12 . 
     More specifically, the pulley bracket  62  is long in the vertical direction (refer to  FIGS. 6, 8, and 22 to 24 ), and has an L-shape including: a plate-shaped pulley support  62   b  extending in the vehicle interior and exterior directions; and a pair of upper and lower support seats  62   c  and  62   d  extending from the vehicle exterior side end of the pulley support  62   b  (refer to  FIGS. 17 and 18 ) to the outer peripheral side in a top view (or in a cross-sectional view perpendicular to the longitudinal direction). The support seat  62   c  and the support seat  62   d  come in contact with the vehicle interior side surface of the vehicle interior side wall  31   a  of the guide rail  31 . The support seat  62   c  and the support seat  62   d  are vertically separated from each other. The through hole  31   i  is formed in the vehicle interior side wall  31   a  between positions where the support seats  62   c  and the support seat  62   d  come in contact with each other. The pulley pin  62   a  is supported by the pulley support  62   b  at a vertical position between the support seat  62   c  and the support seat  62   d  (refer to  FIG. 6 ). 
     At the cross-sectional position in  FIG. 18  where the upper support seat  62   c  of the pulley bracket  62  is attached to the guide rail  31 , the thick part  35   m  of the connecting member  35  is arranged on the vehicle interior side of the vehicle interior side wall  31   a , and the escape recess  35   n  and the screw hole  35   p  are formed in the thick part  35   m . The support seat  62   c  is located in the escape recess  35   n , sandwiched between the vehicle interior side wall  31   a  and the thick part  35   m , while a surface facing the vehicle interior side is brought in contact with the thick part  35   m . Each of the support seat  62   c  and the vehicle interior side wall  31   a  is provided with a through hole communicating with the screw hole  35   p . The threaded parts of the bolts  73  are inserted into these through holes from the vehicle exterior side to the vehicle interior side, so as to be screwed into the screw holes  35   p . The bolt  73  having its head located in the second section S 2  of the guide rail  31  is tightened until the head comes in contact with the vehicle exterior side surface of the vehicle interior side wall  31   a  with a predetermined pressure. With this configuration, the support seat  62   c  is secured being sandwiched between the vehicle interior side wall  31   a  and the thick part  35   m.    
     That is, the thick part  35   m  provided inside the second frame part  35   b  (the third section S 3 ) of the connecting member  35  is defined as a support seat surface, and the screw hole  35   p  is recessed on the support seat surface, thereby providing a mounting part for the support seat  62   c  of the pulley bracket  62 . The mounting part has a structure in which the support seat  62   c  is supported by the thick part  35   m  having high rigidity, and the bolt  73  is screwed into the screw hole  35   p  formed in the thick part  35   m , leading to excellent binding strength. In addition, since the bolt  73  is directly screwed into the connecting member  35 , leading to excellent workability in assembling parts inside the door corner part  10   d  having a complicated shape. 
     As illustrated in  FIGS. 6 and 23 , the support seat  62   c  is secured by using two bolts  73 . The upper bolt  73  is screwed into the screw hole  35   p  of the connecting member  35  as described above. The threaded part of the lower bolt  73  is inserted into the space below the thick part  35   m  (internal space of the second frame part  35   b  of the connecting member  35 ) through each of the through holes of the support seat  62   c  and the vehicle interior side wall  31   a  so as to be screwed into the nut  77 . 
     At the fastening position of the pulley bracket  62  by the upper bolt  73  ( FIG. 18 ), the pulley support  62   b  and the support seat  62   c  are located in the escape recess  35   n . Accordingly, the pulley bracket  62  will not interfere with the thick part  35   m , and will not be exposed to affect the appearance of the upright pillar sash  12 . 
     Moreover, the fastening position of the pulley bracket  62  by the bolts  73  is above the guide pulley  54 . Therefore, the wire end supports  41   f  and  41   g  of the shoe base  41  and the wires  52  and  53  of the shoe base  41  passing through the second section S 2  will not reach the position of the head of the bolts  73 , with no concern of interference with the bolts  73 . 
     At the cross-sectional position in  FIG. 17  at which the lower support seat  62   d  of the pulley bracket  62  is attached to the guide rail  31 , the connecting member  35  does not include the thick part  35   m , allowing the third section S 3  to have a wider area in the vehicle interior and exterior directions. A nut  75  separate from the connecting member  35  is arranged in the third section S 3 , and the support seat  62   d  and the guide rail  31  are fastened using a bolt  74  screwed to the nut  75 . Through holes communicating with the screw holes of the nut  75  are individually formed in the support seat  62   d  and the vehicle interior side wall  31   a . The threaded part of the bolt  74  is inserted into each of these through holes from the vehicle exterior side (the second section S 2  side) toward the vehicle interior side so as to be screwed into the screw hole of the nut  75 . The bolt  74  is tightened until the head comes in contact with the vehicle exterior side surface of the vehicle interior side wall  31   a  with a predetermined pressure. 
     At the fastening position of the pulley bracket  62  with the bolt  74 , the pulley support  62   b , the support seat  62   d , and the nut  75  are housed in the third section S 3 , and thus, the pulley bracket  62  and the nut  75  are not exposed to the outside. Furthermore, since the bolt  74  is a flat head screw having substantially no head protrusion from the vehicle interior side wall  31   a  toward the vehicle exterior side, each of wire end supports  41   f  and  41   g  of the shoe base  41  and each of wires  52  and  53  passing through the second section S 2  will not interfere with the head of the bolt  74 . 
     As described above, by setting the direction of the axis of the pulley pin  62   a  serving as the rotation center in the inner and outer peripheral directions, the guide pulley  54  assembled to the guide rail  31  (and the connecting member  35 ) via the pulley bracket  62  is arranged over the second section S 2  and the third section S 3  via the through hole  31   i  (refer to  FIG. 16 ). This makes it possible to guide the first wire  52  to the wire end support  41   f  of the shoe base  41  located in the second section S 2  and to the winding drum  51  located below the third section S 3  via the guide pulley  54 . 
     The frame part  30   a  of the inner sash  30  and the second frame part  35   b  of the connecting member  35  in the upright pillar sash  12  have a depth in the vehicle interior and exterior directions greater than the width in the inner and outer peripheral directions (refer to  FIGS. 9 and 14 to 17 ). The guide pulley  54  has a flat shape whose diameter is larger than the thickness in the axial direction. Accordingly, by arranging the guide pulley  54  with a diametric direction oriented in the vehicle interior and exterior directions across the second section S 2  and the third section S 3  in the second frame part  35   b , it is possible to accommodate the guide pulley  54  inside the connecting member  35  with high space efficiency. 
     As illustrated in  FIGS. 16 and 17 , in the portion where the connecting member  35  is provided, the presence of the thick inner peripheral side wall  35   f  slightly decreases the region closer to the inner periphery of the third section S 3  (the vehicle interior side region in the first section S 1 ). However, the region of the third section S 3  closer to the outer periphery (the region on the vehicle interior side of the second section S 2 ) maintains an area substantially as large as the portion where the inner sash  30  is provided (refer to  FIGS. 9, 14, and 15 ). Therefore, by arranging the guide pulley  54  at a position of a region close to the outer periphery in the third section S 3 , it is possible to accommodate the guide pulley  54  within the second frame part  35   b  while using the large-diameter guide pulley  54  having its outer periphery positioned in the vicinity of the vehicle interior side wall  35   e . In other words, it is possible to use the guide pulley  54  maximum fittable in the second frame part  35   b  of the connecting member  35  while achieving the guide of the first wire  52  over the second section S 2  and the third section S 3  across the vehicle interior side wall  31   a  of the guide rail  31 . The larger the diameter (radius of curvature) of the guide pulley  54 , the gentler the curvature of the guided first wire  52  to be guided. Accordingly, this configuration is advantageous in reducing the resistance and achieving smoother operation at the time of driving the window regulator  40 . 
     As illustrated in  FIG. 8  and  FIG. 22 , the guide rail  31  is further equipped with a wire holding member  63  between a position where the motor unit  50  is mounted and a position where the guide pulley  54  (pulley bracket  62 ) is mounted in the vertical direction (at a substantially equal distance from the guide pulley  54  and the winding drum  51 ). The wire holding member  63  is provided at a general cross section in which the upright pillar sash  12  is formed by the inner sash  30  and the guide rail  31 . The wire holding member  63  is housed inside the third section S 3  (the vehicle interior side with respect to the second section S 2 ) (refer to  FIG. 14 ). 
     The wire holding member  63  is brought into contact with the vehicle interior side surface of the vehicle interior side wall  31   a  of the guide rail  31  and then bolted. A screw hole is formed in the wire holding member  63  toward the vehicle exterior side. A through hole communicating with the screw hole of the wire holding member  63  is formed in a region of the vehicle interior side wall  31   a  of the guide rail  31  where the second section S 2  is formed. The threaded part of a bolt  76  is inserted into the through hole from the vehicle exterior side and screwed into the screw hole of the wire holding member  63 , whereby the wire holding member  63  is secured to the guide rail  31  (refer to  FIG. 23 ). Four bolts  76  are used at different positions in the vertical direction. Since the bolt  76  is a flat head screw having substantially no head protrusion from the vehicle interior side wall  31   a  toward the vehicle exterior side, each of wire end supports  41   f  and  41   g  of the shoe base  41  and each of wires  52  and  53  passing through the second section S 2  will not interfere with the head of the bolt  76  (refer to  FIG. 14 ). 
     The wire holding member  63  directs its longitudinal direction in the vertical direction and has a guide groove  63   a  extending in the vertical direction. As illustrated in  FIG. 23 , the guide groove  63   a  is a bottomed groove opening toward the vehicle exterior side, allowing a predetermined gap between the bottom surface of the guide groove  63   a  and the vehicle interior side wall  31   a  of the guide rail  31 . 
     In the window regulator  40 , the wires  52  and  53  are routed as follows. On the presumption that the door  10  has a curved outer surface shape protruding toward the vehicle exterior side, and correspondingly, the inner sash  30  and the guide rail  31  of the upright pillar sash  12  have curved shapes in which intermediate portions in the longitudinal direction (vertical direction) protrude toward the vehicle exterior side with respect to the upper and lower ends (refer to  FIG. 4 ). 
     In the winding drum  51 , the starting position of winding (pulling) of the second wire  53  into the spiral groove (illustrated as a winding start point P 1  in  FIG. 22 ) is set to the vehicle exterior side with respect to the drive shaft  50   c  that is the center of rotation. As illustrated in  FIG. 22 , the second wire  53  extends diagonally upward from the winding start point P 1 , so as to be guided into the second section S 2  via the through hole  31   h  of the guide rail  31 . The second wire  53  introduced to the second section S 2  is inserted into the guide groove  61   a  of the wire guide member  61  located slightly above the through hole  31   h . The deflection of the second wire  53  in the inner and outer peripheral directions is regulated by both side surfaces of the guide groove  61   a.    
     The bottom surface of the guide groove  61   a  of the wire guide member  61  is a curved surface protruding toward the vehicle exterior side, having a curvature greater than in the vehicle interior side wall  31   a . Guiding the second wire  53  passing through the through hole  31   h  of the guide rail  31  directly along the vehicle interior side wall  31   a  without using the wire guide member  61  would cause rubbing and damage in the second wire  53  with the edge portion (particularly the upper edge) of the through hole  31   h . By guiding the second wire  53  at a position away from the vehicle interior side wall  31   a  to the position spaced away on the vehicle exterior side while supporting the second wire  53  on the bottom surface of the guide groove  61   a , it is possible to prevent rubbing of the second wire  53  with the edge portion of the through hole  31   h.    
     Lowering the position of the bottom surface of the guide groove  61   a  with respect to the vehicle interior side wall  31   a  (toward the vehicle interior) makes it possible to decrease the entry angle of the second wire  53  from the winding drum  51  side with respect to the through hole  31   h , enabling the second wire  53  to be guided to the second section S 2  with a smooth trajectory. On the other hand, the second wire  53  is easily rubbed against the edge portion of the through hole  31   h . Setting the position of the bottom surface of the guide groove  61   a  with respect to the vehicle interior side wall  31   a  higher (toward the vehicle exterior side) would increase the entry angle of the second wire  53  from the winding drum  51  side to the through hole  31   h , suppressing occurrence of contact of the second wire  53  against the edge portion of the through hole  31   h . This causes, on the other hand, an increase in the degree of bending in the second wire  53  in the second section S 2 , which might lead to an increase in resistance during driving or the like. In consideration of these conditions, the bottom surface position of the guide groove  61   a  is set so that the second wire  53  will be smoothly guided from the winding start point P 1  of the winding drum  51  to the second section S 2 , and that the height can be an optimal height that can suppress rubbing of the second wire  53  against the edge portion of the through hole  31   h.    
     Above the wire guide member  61 , the second wire  53  extends along the vehicle exterior side surface of the vehicle interior side wall  31   a  of the guide rail  31  (the bottom surface of the second section S 2 ) (refer to  FIGS. 9 and 22 ). Since the vehicle exterior side surface of the vehicle interior side wall  31   a  is a smooth surface protrudingly curved toward the vehicle exterior side, the second wire  53  is smoothly guided without being caught or the like. 
     Subsequently, the second wire  53  is inserted into the wire insertion hole  41   i  of the wire end support  41   g , so as to be connected to the shoe base  41  via the wire end  57  (refer to  FIG. 21 ). The wire insertion hole  41   i  of the wire end support  41   g  is a hole having a closed cross-sectional shape without a slit that opens to the side. Therefore, it is preferable, at the time of assembly, to first perform insertion of the second wire  53  into the wire insertion hole  41   i  (insertion of the end opposite to the wire end  57 ) and then perform winding of the second wire  53  onto the winding drum  51  and connection. 
     In the winding drum  51 , the starting position of winding (pulling) of the first wire  52  into the spiral groove (illustrated as a winding start point P 2  in  FIG. 22 ) is set to the vehicle interior side with respect to the drive shaft  50   c  that is the center of rotation. As illustrated in  FIG. 22 , the first wire  52  extends upward from the winding start point P 2 . The first wire  52  arranged 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 regulated by both side surfaces of the guide groove  60   b.    
     The bottom surface of the guide groove  60   b  of the wire guide member  60  is a curved surface protruding toward the vehicle exterior side, having a curvature greater than in the vehicle interior side wall  31   a . When not held by the wire guide member  60 , the trajectory of the first wire  52  connects the winding drum  51  with the guide pulley  54  at the shortest distance on the recess side (on the vehicle interior side) of the guide rail  31  having a shape protruding toward the vehicle exterior side. This virtual wire trajectory is illustrated as a wire short-circuit trajectory  52   x  in  FIG. 22 . The bottom surface of the guide groove  60   b  supports the first wire  52  in a state where the first wire  52  is pushed to the vehicle exterior side with respect to the wire short-circuit trajectory  52   x.    
     As illustrated in  FIG. 22 , the first wire  52  is further supported by the wire holding 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 regulated by both side surfaces of the guide groove  63   a  of the wire holding member  63 . 
     The bottom surface of the guide groove  63   a  of the wire holding member  63  is a curved surface protruding toward the vehicle exterior side, having a curvature greater than in the vehicle interior side wall  31   a . The bottom surface of the guide groove  63   a  is less distant from the vehicle interior side wall  31   a  of the guide rail  31  than the bottom surface of the guide groove  60   b  of the wire guide member  60  (refer to  FIG. 22 ), so as to push the first wire  52  held by the bottom surface of the guide groove  60   b  further toward the vehicle exterior side. 
     The first wire  52  whose trajectory has been changed from the wire short-circuit trajectory  52   x  by the wire guide member  60  and the wire holding member  63  is routed in the vertical direction while maintaining an appropriate distance from the vehicle interior side surface of the vehicle interior side wall  31   a  of the guide rail  31  curved in a recess (maintaining the position that fits in the third section S 3 ). 
     Inside the door panel  10   a  in which the guide rail  31  is exposed without being covered with the inner sash  30 , the first wire  52  extends in an exposed state in a vertical direction while maintaining a predetermined distance with the vehicle interior side wall  31   a  of the guide rail  31 . 
     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 S 3  surrounded by the frame part  30   a  of the inner sash  30  and by the vehicle interior side wall  31   a  of the guide rail  31  (refer to  FIG. 9 ). The wire holding member  63 , housed in the third section S 3  at the general cross section, reliably guides the first wire  52  (refer to  FIG. 14 ). In the door corner part  10   d  where the connecting member  35  is provided instead of the frame part  30   a  of the inner sash  30 , the first wire  52  continues to pass through the third section S 3  surrounded by the second frame part  35   b  and by the vehicle interior side wall  31   a  (refer to  FIG. 17 ). 
     Then, the first wire  52  that has reached near the upper end of the guide rail  31  is looped around a wire guide groove on the outer periphery of the guide pulley  54 . As described above, the guide pulley  54  is provided at a position straddling the second section S 2  and the third section S 3  via the through hole  31   i  of the guide rail  31 . Therefore, the first wire  52  that extends upward on the third section S 3  side and that has been guided to the guide pulley  54  reverses the extending direction along the wire guide groove of the guide pulley  54  so as to go downward in the second section S 2 . In other words, one end and the other end of the winding region of the first wire  52  with respect to the wire guide groove of the guide pulley  54  (a winding start point Q 1  and a winding start point Q 2  illustrated in  FIGS. 16 and 23 ) are arranged in the second section S 2  and the third section S 3  respectively in a substantially symmetrical positional relationship with respect to the pulley pin  62   a.    
     The first wire  52  extending downward from the winding start point Q 2  of the guide pulley  54  is inserted into the wire insertion hole  41   h  of the wire end support  41   f  in the second section S 2 , so as to be connected to the shoe base  41  via the wire end  55  (refer to  FIG. 21 ). The wire insertion hole  41   h  of the wire end support  41   f  is a hole having a closed cross-sectional shape without a slit that opens to the side. Therefore, it is preferable, at the time of assembly, to first perform insertion of the first wire  52  into the wire insertion hole  41   h  (insertion of the end opposite to the wire end  55 ) and then perform winding of the first wire  52  onto the guide pulley  54  and the winding drum  51  and connection. 
     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  in mutual approaching directions, producing a predetermined tension applied to the wire  52  and  53 , respectively. Thereby, the slider  45  connected to the wires  52  and  53  is stabilized, leading to high accuracy holding and elevating/lowering of the window glass W whose position is controlled via the slider  45 . 
     As illustrated in  FIG. 21 , the shoe base  41  houses  56  and  57  and compression springs  56  and  58  between the wire end support  41   f  and the wire end support  41   g . Only the opposite end portions of the two wire end supports  41   f  and  41   g  (the surfaces with which the end surfaces of the wire end  55  and the wire end  57  come in contact) constitute the housing portion, with no side walls surrounding the side surfaces of the wire end  55  or wire end  57 . This makes it possible to establish a wire connection structure with a very compact and simple configuration. 
     As illustrated in  FIG. 21 , each of the wire end supports  41   f  and  41   g  has a length in the vertical direction greater than the width of the end surface with which the wire ends  55  and  57  come in contact. That is, the support length for each of the wires  52  and  53  by the wire insertion holes  41   h  and  41   h  has been increased. By maintaining the linearity of each of the wires  52  and  53  by the wire insertion holes  41   h  and  41   h  having a long support length, it is possible to obtain an effect of suppressing the lateral deflection of the wire ends  55  and  57  located immediately adjacent to the wires. 
     In a state where the wire end supports  41   f  and  41   g  are inserted into the second section S 2  of the guide rail  31 , the inner surfaces (the vehicle interior side wall  31   a , the outer peripheral side wall  31   c , the cover wall  31   e , and the partition wall  31   f ) of the second section S 2  surrounds the sides of the wire ends  55  and  57  to suppress deflection. As illustrated in  FIG. 17 , there is a clearance of a predetermined size between the inner surface of the second section S 2  and the wire end  55  (or the wire end  57 ), and thus the positions of the wire ends  55  and  57  are not strictly determined. Still, it is possible to prevent excessive displacement of the wire ends  55  and  57  such as deviation from the extended upper positions of the wire end supports  41   f  and  41   g  by the presence of the inner surface of the second section S 2 . 
     As described above, the wire connection structure in the shoe base  41  can be realized with a minimum configuration (driving force transmitting portion) that receives the traction force by the contact of the end surfaces of the wire ends  55  and  57  in the extending direction of the wires  52  and  53 . In particular, the window regulator  40  of the present embodiment houses most of the elevating/lowering mechanism excluding the motor unit  50  in the internal space of the vertically elongated upright pillar sash  12 . For this reason, it is extremely effective in terms of space efficiency to complete the wire connection structure in the elongated space between the opposing surfaces of the wire end supports  41   f  and  41   g  that are vertically separated from each other. Specifically, the cross-sectional area of the second section S 2  that houses the wire end supports  41   f  and  41   g  can be downsized. This makes it possible to perform parallel arrangement of the first section S 1  into which the shoes  43  and  44  are inserted and the second section S 2  through which the wires  52  and  53  are inserted without increasing the width of the frame part  30   a  in the inner and outer peripheral directions. In addition, since the second section S 2  is also compact in the vehicle interior and exterior directions, it is also possible to perform parallel arrangement of the second section S 2  and the third section S 3  through which the wires  52  and  53  are inserted within a dimension with a limited depth ranging from the window glass W to the vehicle interior side wall  30   d  of the frame part  30   a  (vehicle interior side wall  35   e  of the second frame part  35   b ). 
     When assembling the window regulator  40 , it is preferable from the viewpoint of workability that the work is performed in a state where the wires  52  and  53  are loosened and 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  and  53  are tensioned by attaching the wire holding member  63  after general parts assembling and wire arrangement are performed. As described above, the wire holding member  63  supports the first wire  52  at a position on the vehicle exterior side (inside the recess) of the wire short-circuit trajectory  52   x  connecting the winding drum  51  and the guide pulley  54  at the shortest distance, on the recessed side (vehicle interior side) of the curved guide rail  31 . That is, the tension of the first wire  52  is increased by changing the wiring trajectory of the first wire  52  toward the vehicle exterior side and increasing the actual trajectory of the first wire  52  to be longer than the wire short-circuit trajectory  52   x.    
     On the recessed side (on the vehicle interior side) of the guide rail  31 , the wire guide member  60  also supports the first wire  52  in addition to the wire holding member  63 . For this reason, even when the wire holding member  63  is not attached, a certain level of tension is applied to each of the wires  52  and  53  at a stage where the wire guide member  60  has been attached. Excessively loose states of the wires  52  and  53  would lead to dislocation of the wires from the guide pulley  54  or the like, causing deterioration in the assemblability. However, with the presence of the wire guide member  60 , it is possible to proceed with the work in a state where the wires  52  and  53  are appropriately stabilized. In addition, it is only necessary to press a small amount of the first wire  52  preliminarily supported by the wire guide member  60  in assembling the wire holding member  63  in the final stage, leading to excellent assembling property of the wire holding member  63 . 
     The wire holding member  63  is housed in the third section S 3  in a state where the upright pillar sash  12  is completed (refer to  FIG. 14 ). Therefore, the assembly of the components of the window regulator  40  including the wire holding member  63  is to be completed before assembling the guide rail  31  with the inner sash  30  and the connecting member  35 .  FIG. 19  illustrates a regulator assembly  40 A in this state. The regulator assembly  40 A has already been completed as a functional part for moving (elevating/lowering) the window glass W along the guide rail  31 . Therefore, it is possible to perform operation check, inspection, shipment (sales), maintenance, or the like in the state of the regulator assembly  40 A. 
     Note that the connecting member  35  is not attached in the regulator assembly  40 A illustrated in  FIG. 19 . Therefore, the upper bolt  73  (refer to  FIGS. 18 and 23 ) of the pair of bolts  73  for fastening the support seat  62   c  of the pulley bracket  62  is not secured to the screw hole  35   p  of the connecting member  35 . However, the lower bolt  73  is screwed into the nut  77  and thus, the support seat  62   c  is stably secured to the guide rail  31 . 
       FIGS. 20, 23, and 24  illustrate a state where the window glass W is elevated and lowered by the window regulator  40  having the above configuration. The solid line in  FIG. 20  illustrates the fully closed position (top dead center) where the window glass W rises most, while the two-dot chain line in  FIG. 20  illustrates the fully open position (bottom dead center) where the window glass W descends most.  FIG. 23  illustrates a state of the window regulator  40  when the window glass W is fully open, while  FIG. 24  illustrates a state of the window regulator  40  when the window glass W is fully open. 
     As illustrated in  FIG. 23 , the shoe  43  of the upper slider  45  reaches near the upper end of the guide rail  31  when the window glass W is in the fully closed position. Although the guide pulley  54  is provided near the upper end of the guide rail  31 , the first section S 1  in which the shoe  43  is inserted and the second section S 2  in which the guide pulley  54  is disposed are separately arranged in parallel in the inner and outer peripheral directions, and thus, the shoe  43  and the guide pulley  54  will not interfere with each other. 
     At the fully closed position of the window glass W, as illustrated in  FIG. 23 , the upper wire end support  41   f  provided on the slider  45  is located immediately below the guide pulley  54  (winding start point Q 1 ). In the slider  45 , the wire end support  41   f  is provided so as to be shifted downward with respect to the shoe  43  (shoe support  41   c ) (refer to  FIG. 21 ). Therefore, it is possible to position the wire end support  41   f  directly below the guide pulley  54  in a state where the shoe  43  has reached a position in parallel with the guide pulley  54  as described above. That is, individual elements of the drive system can be housed with high space efficiency in the vicinity of the upper end of the guide rail  31  without impairing the smooth routing of the first wire  52  around the guide pulley  54 . 
     Furthermore, the upper part of the upper slider  45  is located near the upper end of the upright pillar sash  12  (door corner part  10   d ), while the lower part of the lower slider  46  is located near the belt line reinforcement  16  (refer to  FIG. 1 ), so as to support the window glass W over substantially the entire area of the upright pillar sash  12  in the vertical direction. This makes it possible to stably support the window glass W with extremely high accuracy, leading to improvement of the fall resistance of the window glass W in the vehicle front-rear directions and the vehicle interior and exterior directions. 
     As illustrated in  FIG. 24 , at the fully open position of the window glass W, the lower end surface of the lower wire end support  41   g  of the shoe base  41  constituting the slider  45  comes in contact with the stopper surface  61   b  of the wire guide member  61  so as to regulate further lowering of the window glass W. That is, the wire guide member  61  also functions as a mechanical stopper that determines the downward moving end of the window regulator  40 . 
     Even in the fully open position, the window glass W is supported in a wide range in the vertical direction within the door panel  10   a  with respect to the guide rail  31 , leading to achievement of high support accuracy and stability of the window glass W similar to the case of the fully closed position described above. 
     As described above, in the door  10  of the present embodiment, of the window regulator  40 , the components of the elevating/lowering mechanism for transmitting the driving force of the motor M, which is the drive source, to the window glass W are incorporated in the upright pillar sash  12 . This configuration improves the space efficiency and layout flexibility around the door panel  10   a  as compared with the existing configuration in which the window regulator is arranged in the internal space of the door panel  10   a  below the window opening  10   c . For example, the degree of freedom in door trim shape setting on the door inner surface side will be enhanced. In addition, the shape of the door inner surface closer to the vehicle exterior side makes it possible to improve the ease of stride when getting on and off the vehicle. Furthermore, increasing the internal space of the door panel  10   a  leads to acquisition of a space for arranging functional components other than the window regulator or improvement of the assemblability of components into the door panel  10   a.    
       FIGS. 26 and 27  illustrate a window regulator  140  according to a second embodiment. While the window regulator  40  of the previous embodiment includes a wire type transmission mechanism, the window regulator  140  includes a rack and pinion type transmission mechanism. Other configurations are similar to the previous embodiment, and the common parts are denoted by the same reference numerals as in the previous embodiment, and description thereof is omitted. 
     As illustrated in  FIG. 26 , a 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  10   a ). The motor unit  150  includes a drive unit  150   a  having a motor M, and a pinion support member  150   b  that rotatably supports a pinion  90 . The pinion  90  is connected to a drive shaft  150   c , and rotational driving force is transmitted from the drive unit  150   a  via the drive shaft  150   c . The pinion support member  150   b  is fastened and secured by bringing upper and lower brackets  150   d  and  150   e  into contact with the vehicle interior side wall  31   a  of the guide rail  31  from the vehicle interior side. The pinion  90  supported in this manner is driven to rotate about the drive shaft  150   c  extending in the inner and outer peripheral directions. 
     The vehicle interior side wall  31   a  of the guide rail  31  is provided with a through hole  31   j  penetrating vehicle interior and exterior directions, formed between positions where the upper and lower brackets  150   d  and  150   e  of the pinion support member  150   b  are to be secured. The through hole  31   j  is formed at a position where the second section S 2  and the third section S 3  (refer to  FIG. 27 ) in the upright pillar sash  12  communicate with each other. The pinion  90  partially enters the second section S 2  through the through hole  31   j .  FIG. 27  illustrates the general cross-sectional position of the upright pillar sash  12  above the position of the pinion  90 , in which the pinion  90  is virtually represented by a one-dot chain line. 
     A rack  91  is arranged in the second section S 2  in the upright pillar sash  12  (guide rail  31 ). The rack  91  is a long member extending in the longitudinal direction of the guide rail  31 , including teeth  91   a  facing the vehicle interior side formed continuously in the longitudinal direction. The second section S 2  includes a rack guide  92  for enabling stable movement of the rack  91  in the vertical direction (refer to  FIG. 27 ). 
     The shoe base  41  of the slider  45  is provided with a rack connection part  41   j  protruding from the connection part  41   b  to the outer peripheral side, near the center in the longitudinal direction (below the shoe support  41   c ). The rack connection part  41   j  extends into the second section S 2  and is secured to a vehicle exterior side surface of the rack  91  (a surface on which the teeth  91   a  are not formed). The part secured to the rack connection part  41   j  is a part near the upper end of the rack  91 . 
     The rack  91  disposed in the second section S 2  extends to the position where the through hole  31   j  is formed, and the pinion  90  that enters the second section S 2  via the through hole  31   j  meshes with the teeth  91   a  of the rack  91 . When the pinion  90  rotates in the normal or reverse direction 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  so as to raise or lower the window glass W. The rack  91  has a length that meshes with the pinion  90  in the entire movable range from the fully closed position to the fully open position of the window glass W (refer to  FIG. 20 ). 
     Similar to the window regulator  40  of the previous embodiment, the window regulator  140  incorporates, into the upright pillar sash  12 , components of an elevating/lowering mechanism for transmitting the driving force of the motor M being a drive source to the window glass W. In particular, the transmitting portion for transmitting the driving force to the slider  45  includes merely the pinion  90  and the rack  91 , leading to the small number of components, which is advantageous in terms of simplicity of the configuration, facilitated production, or the like. 
     As described above, in the door  10  of the above embodiment, the guide rail  31  is first incorporated into the upright pillar sash  12 , and then the shoe  43  of the slider  45  is positioned within the first section S 1  of the guide rail  31 , so as to determine the vehicle interior and exterior directions and the inner and outer peripheral directions (intersecting direction that intersects the vehicle interior and exterior directions) of the window glass W at the fully closed position (uppermost position). Unlike elastic holding and deflection suppression using a glass run in the existing door sash, this position regulation is strict positioning in which the solid and rigid sliding base  43   a  constituting the shoe  43  is brought into contact with the wall of the metal guide rail  31  and thus enables acquisition of highly strict position accuracy and stability of the window glass W. Note that the guide rail  31  is not limited to a metal product and may be formed of another material such as a synthetic resin. Moreover, since the position of the window glass W is directly determined with reference to the wall in the upright pillar sash  12 , it is possible to obtain extremely high relative position accuracy between the window glass W and the door sash  10   b  and facilitates accuracy control as well. 
     The door  10  of the above-described embodiment is designed to set an outermost surface (the vehicle exterior side surface  32   a  of the garnish  32 ) of the vehicle interior side of the upright pillar sash  12  to be substantially flush with the vehicle exterior side surface W 1  of the window glass W after the window glass W has been positioned on the vehicle exterior side of the frame part  30   a  and the guide rail  31  of the upright pillar sash  12  (refer to  FIG. 9 ). Therefore, with the presence of displacement between the mutual positions of the upright pillar sash  12  and the window glass W (displacement in the vehicle interior and exterior directions in particular), this displacement would appear as a displacement on the outer surface of the door, resulting in a poor appearance or a wind noise. Such problems can be prevented by controlling the position of the window glass W by using the position regulating means provided in the upright pillar sash  12 . 
     Moreover, in the above embodiment, the position of the slider  45  with respect to the shoe  43  by the guide rail  31  is regulated at a position near the upper end of the upright pillar sash  12  that is, at the door corner part  10   d , in the fully closed position of the window glass W. In the fully closed position, the upper edge of the window glass W enters the glass run storage  22  of the upper sash  11 , with substantially the entire rear edge of the window glass W running along the upright pillar sash  12 . That is, the length of the peripheral edge of the window glass W along the door sash  10   b  is maximized at the fully closed position. Furthermore, reliable waterproofness between the window glass W and the door sash  10   b  and high stability of the window glass W are required particularly in the fully closed position. Therefore, it is particularly advantageous to provide a position regulating means for the window glass W at the door corner part  10   d  where the upper sash  11  and the upright pillar sash  12  meet in ensuring the accuracy and waterproof performance of the window glass W over the entire door sash  10   b.    
     In the door  10  of the above embodiment, the guide rail  31  extends not only at the door corner part  10   d  but also over the entire upright pillar sash  12  and inside the door panel  10   a . By performing high-accuracy positioning of the window glass W with reference to the wall of the guide rail  31  over the entire movable range from the fully closed position to the fully open position of the window glass W, it is possible to improve the sliding stability of the window glass W when it is in the elevating/lowering operation. That is, it is possible to suppress backlash or the like of the window glass W with respect to the upright pillar sash  12  over the entire movable range of the window glass W. 
     The door  10  of the above embodiment is a type of door (sash door) in which the frame-shaped door sash  10   b  formed of a member different from the door panel  10   a  is provided above the door panel  10   a . However, the present invention is applicable to other doors. For example, the present invention is also applicable to a type of door in which a door panel and a door sash are integrally formed (an inner full door in which an inner panel and a door sash are integrally formed, a panel door first integrally forming each of an inner panel and an outer panel with each of an inner side and an outer side of a door sash and then combining each of portions), or a type of door (kind of hard top door) having only a portion corresponding to the upright pillar sash  12  without having a portion corresponding to the upper sash  11 . By applying the present invention to these doors, it is possible to provide the sash part extending in the elevating/lowering directions of the window glass with a position regulating means that performs positioning in each of directions at the fully closed position of the window glass W. That is, regardless of whether it is integral with or separate from the door panel, or whether it is a form that surrounds the window glass all around, any vehicle door that includes a sash part protruding upward with respect to the door panel would be applicable. 
     Furthermore, in the above-described embodiment, since the upright pillar sash  12  is longer in the elevating/lowering directions than the front sash  13 , it is preferable that the glass position regulating means that performs positioning in each of directions at the fully closed position of the window glass W is provided on the upright pillar sash  12  side. However, in the case of a vehicle door having a sufficient length on the front sash, the glass position regulating means may be provided on the front sash side. Alternatively, in the case of a vehicle door having a division bar that separates a window opening that is opened and closed by the window glass elevated or lowered from a fixed window frame that is closed by a fixed window, it is possible to provide a glass position regulating means in the division bar. That is, in these cases, the front sash and the division bar correspond to the sash part of the present invention. 
     In the above embodiment, all the components of the window regulators  40  or  140  are assembled to the guide rail  31  incorporated in the upright pillar sash  12  and the connecting member  35  constituting the door corner part  10   d . In contrast, a part other than the parts (in the above embodiment, the guide rail  31  and the sliders  45  and  46 ) related to positioning of the window glass W can be arranged in another position of the door  10 . For example, a motor that is a drive source in the elevating/lowering directions, a wire mechanism or a rack and pinion mechanism that transmits a driving force to the window glass W can also be assembled to the door panel  10   a.    
     In the above-described embodiment, the first elastic contact parts  43   b  and  44   b  and the second elastic contact parts  43   c  and  44   c  provided on the shoes  43  and  44  that slide with respect to the guide rail  31  are both elongated ring-shaped bodies. Alternatively, the elastic contact parts provided on the shoes  43  and  44  may be changed to a cantilever shape or the like. The elastic contact part is biased so as to always come in contact with the inner wall surface of the guide rail  31  to suppress backlash of the shoes  43  and  44 . Therefore, the elastic contact part having a cantilever shape arranged only in the biasing direction would be able to obtain necessary functions. 
     In the door sash  10   b  of the above-described embodiment, the upper sash  11  and the upright pillar sash  12  are connected by the connecting member  35  at the door corner part  10   d . However, the present invention is also applicable to the door sash in which the upper sash and the upright pillar sash are directly joined at the door corner part. 
     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. 
     Furthermore, although individual embodiments of the present invention have been described, it is allowable, as another embodiment of the present invention, to combine the above-described embodiments and modifications in whole or in part. 
     The embodiments of the present invention are not limited to the above embodiments and modifications, and may be changed, replaced, or modified in various manners without departing from the spirit of the technical idea of the present invention. Furthermore, the technical idea of the present invention may be implemented in another practical possible way by another advanced or derived technology. Therefore, the claims cover all embodiments that can be included in the scope of the technical idea of the present invention. 
     INDUSTRIAL APPLICABILITY 
     According to the present invention, it is possible to obtain a vehicle door window glass support structure which is excellent in the position accuracy of a window glass with respect to a sash part, so as to be useful especially for the vehicle door aiming at the improvement of appearance quality. 
     REFERENCE SIGNS LIST 
     
         
           10  Door 
           10   a  Door panel 
           10   b  Door sash 
           10   c  Window opening 
           10   d  Door corner part 
           11  Upper sash 
           12  Upright pillar sash (sash part) 
           13  Front sash 
           20  Sash body 
           20   a  Frame part 
           21  Sash molding 
           22  Glass run storage 
           23  Glass run 
           24  weather-strip holder 
           30  Inner Sash 
           30   a  Frame part 
           30   b  Design part 
           30   c  Step part 
           30   d  Vehicle interior side wall 
           30   e  Inner peripheral side wall 
           30   f  Outer peripheral side wall 
           30   g  Outer peripheral extension 
           30   h  Vehicle exterior extension 
           30   i  Side contact surface 
           31  Guide rail (glass position regulating means) 
           31   a  Vehicle interior side wall (glass position regulating means) 
           31   b  Inner peripheral side wall (glass position regulating means) 
           31   c  Outer peripheral side wall 
           31   c   1  Positioning part 
           31   d  Bent part 
           31   e  Cover wall 
           31   f  Partition wall (glass position regulating means) 
           31   g  Holding wall (glass position regulating means) 
           31   h  Through hole 
           31   i  Through hole 
           31   j  Through hole 
           32  Garnish 
           32   a  Vehicle exterior side surface 
           32   b  Vehicle interior side surface 
           32   c  Inner peripheral edge 
           32   c   1  Positioning part 
           32   d  Outer peripheral edge 
           32   e  Inner peripheral side surface 
           32   f  Outer peripheral side surface 
           32   g  End surface 
           33  Elastic cover 
           33   a  Hollow part 
           33   b  Lip part 
           33   c  Vehicle exterior side wall 
           33   d  Inner peripheral side wall 
           33   e  Outer peripheral side wall 
           33   f  Outer peripheral protruding wall 
           33   g  Vehicle interior side wall 
           33   h  Inner peripheral side base wall 
           33   i  Outer peripheral side base wall 
           33   j  Vehicle interior side surface 
           33   k  Vehicle exterior side surface 
           35  Connecting member 
           35   a  First frame part 
           35   b  Second frame part 
           35   c  Contact end surface 
           35   d  Insertion projection 
           35   e  Vehicle interior side wall 
           35   f  Inner peripheral side wall 
           35   g  Outer peripheral side wall 
           35   h  Bent part 
           35   i  Plate part 
           35   j  Insertion projection 
           35   k  Step part 
           35   m  Thick part 
           35   n  Escape recess 
           35   p  Screw hole 
           36  Inner cover 
           40  Window regulator 
           40 A Regulator assembly 
           41  Shoe base 
           41   a  Glass support (glass securing part) 
           41   b  Connection part 
           41   c  Shoe support 
           41   d  Load reduction part 
           41   e  Load reduction part 
           41   e   1  Tapered surface 
           41   e   2  Tapered surface 
           41   f  Wire end support 
           41   g  Wire end support 
           41   h  Wire insertion hole 
           41   i  Wire insertion hole 
           41   j  Rack connection part 
           42  Shoe base 
           42   a  Glass support (glass securing part) 
           42   b  Connection part 
           42   c  Shoe support 
           42   e  Load reduction part 
           43  Shoe (sliding part) 
           43   a  Sliding base 
           43   b  First elastic contact part 
           43   c  Second elastic contact part 
           44  Shoe (sliding part) 
           44   a  Sliding base 
           44   b  First elastic contact part 
           44   c  Second elastic contact part 
           45  Slider 
           46  Slider 
           50  Motor unit 
           50   a  Drive unit 
           50   b  Drum housing 
           50   c  Drive shaft 
           51  Winding drum 
           52  First wire 
           52   x  Wire short-circuit trajectory 
           53  Second wire 
           54  Guide pulley 
           55  Wire end 
           56  Compression spring 
           57  Wire end 
           58  Compression spring 
           60  Wire guide member 
           60   a  Arm part 
           60   b  Guide groove 
           61  Wire guide member 
           61   a  Guide groove 
           61   b  Stopper surface 
           62  Pulley bracket 
           62   a  Pulley pin 
           62   b  Pulley support 
           62   c  Support seat 
           62   d  Support seat 
           63  Wire holding member 
           63   a  Guide groove 
           73  Bolt 
           80  Upper die 
           81  Lower die 
           90  Pinion 
           91  Rack 
           92  Rack guide 
           140  Window regulator 
           150  Motor unit 
           150   a  Drive unit 
           150   b  Pinion support member 
           150   c  Drive shaft 
         L 1  Parting line 
         M Motor 
         S 1  First section (guide section) 
         S 2  Second section 
         S 3  Third section 
         U 1  Holding recess 
         U 2  Gap 
         W Window glass 
         W 1  Vehicle exterior side surface 
         W 2  Vehicle interior side surface 
         W 3  Edge surface