Window plate assembly for vehicle, in particular for motor vehicle, and vehicle

Abstract

The invention relates to a window assembly (4) for a vehicle (1), comprising two translucent side windows (7, 8) arranged one behind the other in the longitudinal direction (9) of the vehicle, namely a fixed first side window (7) and a second side window (8) displaceable in the direction of movement (10) relative to the first side window (7) between a closed position (S) and at least one open position, the window assembly comprises a guide groove (18) which is fixed at least indirectly to the first side window (7) and in which an edge region (R) of the second side window (8) is accommodated at least in the closed position (S), the edge region (R) of the second side window being arranged at least in the closed position (S) in a sealing element (19) arranged in the guide groove (18), by means of the sealing element, the second side window sheet (8) is guided at least in a partial displacement of the second side window sheet (88) and is sealed at least in the closed position (S) relative to the guide groove (18) and the first side window sheet (7).

Description

Technical Field

[0001] This invention relates to a window assembly for a vehicle, particularly a motor vehicle, as described in the preamble of claim 1. Furthermore, this invention relates to a vehicle, particularly a motor vehicle, having at least one such window assembly. Background Technology

[0002] EP3666569B1 discloses a door for a vehicle having a movable window. Furthermore, JP2006-256430A discloses a fixed structure. Additionally, a window assembly structure is known from FR3069194A1. Summary of the Invention

[0003] The objective of this invention is to provide a window assembly for a vehicle and a vehicle having at least one such window assembly, thereby enabling a particularly advantageous structural configuration of the window assembly.

[0004] According to the invention, this task is accomplished by a window assembly having the features of claim 1 and by a vehicle having the features of claim 15. Advantageous embodiments of the invention are those described in the dependent claims.

[0005] The first aspect of the invention relates to a window assembly for a vehicle. This means that vehicles preferably constructed as motor vehicles, especially automobiles and particularly passenger cars, have the window assembly in their fully manufactured state. In the fully manufactured state of the window assembly, the window assembly is disposed on one side of the vehicle, and here for example, on the left or right side of the vehicle, and is therefore a side window assembly, i.e., a side window assembly. Here, the sides of the vehicle are opposite each other along the vehicle's lateral direction. In particular, it is conceivable that the vehicle, in its fully manufactured state, has a side door, which preferably has the aforementioned window assembly.

[0006] The window assembly has two light-transmitting side windows arranged sequentially and therefore sequentially along the longitudinal direction of the vehicle in the mounting position of the window assembly, namely a fixed first side window and a second side window. The first side window is also simply referred to as the first window, and the second side window is also referred to as the second window. The window assembly occupies the mounting position of the window assembly in the fully manufactured state of the vehicle having the window assembly, and especially when the side door is in its closed position. For example, the side door is movably held on the vehicle body, for example, constructed as a self-supporting vehicle body, and the interior space of the vehicle, also called the passenger compartment or passenger car body, is formed by the vehicle body. Here, the side door is movably, especially pivotally, held on the vehicle body relative to the vehicle body between the closed position and at least one open position of the side door, so that the window assembly can move with the side door, especially pivotally, relative to the vehicle body between the closed position and the open position. Therefore, the side windows of the window assembly are adjacent to each other along the longitudinal direction of the vehicle with respect to the mounting position and especially with respect to the closed position of the side door.

[0007] The second side window pane is displaceable relative to the first side window pane between a closed position and at least one open position of the second side window pane, particularly capable of translational movement and thus movable. In particular, the second side window pane, in its mounting position relative to the first side window pane along the vehicle height direction, is displaceable between the closed position and the at least one open position, i.e., movable and particularly particularly capable of translational movement. Here, the second side window pane is displaceable relative to the first side window pane along a direction of movement between the closed position and the at least one open position, i.e., particularly capable of translational movement. In particular, this direction of movement is linear. In other words, preferably, this direction of movement extends in a straight line, i.e., along an imaginary straight line. The feature "the first side window pane is fixed, i.e., stationary and the second side window pane is movable relative to the first side window pane between the closed position and the at least one open position" should be understood as: when the first side window pane remains stationary and its position is fixed, the second side window pane can move relative to the first side window pane along a direction of movement between the closed position and the at least one open position. However, when the second side window remains stationary and therefore fixed in position, the first side window cannot move relative to the second side window. In particular, the feature "the first side window is a fixed window" should be understood as follows: the first side window is at least indirectly fixed to a structure of the vehicle, particularly a window assembly, for example, constructed as a load-bearing structure, and therefore cannot move relative to that structure, while the second side window can move relative to the first side window and relative to that structure in the direction of movement between a closed position and said at least one open position. The structure can be a vehicle body or a component of a vehicle body. For example, if the side door has a window assembly, then the structure is, for example, a structure of the side door or a component of the structure of the side door (also simply referred to as a door). The structure of the side door can, for example, be the door body-in-white of the side door (also simply referred to as a body-in-white). Therefore, while the side door structure and window assembly and thus the side window can move, in particular pivot, relative to the vehicle body between the closed and open positions of the side door when necessary, the second side window can additionally shift relative to the side door structure and relative to the vehicle body and relative to the first side window in the direction of movement between the closed position and the at least one open position. However, the first side window cannot move relative to the side door structure, i.e., it is at least indirectly fixed to the side door structure and therefore cannot move relative to the side door structure.

[0008] For example, a first side window is disposed in a first window area, which is also referred to as a first window area and is, for example, or includes a first window opening configured as a first through opening, also called a first window orifice. Here, the first window area is completely covered and thus closed by the first side window, wherein the first side window cannot move between an open position that releases at least a portion of the first window area and a closed position that closes that portion of the first window area, because the first side window is fixed, i.e., a fixed window. If "open position" or "at least one open position" is mentioned below, unless otherwise stated, it should be understood as the at least one open position of the second side window. If "closed position" is mentioned below, unless otherwise stated, it should be understood as the closed position of the second side window. In the closed position of the second side window, the second side window is disposed in a second window area, which is also referred to as a second window area. The second window area is or includes a second window opening configured as a second through opening, also called a second window orifice. In the closed position of the second side window, the area of ​​the second window is completely covered and thus closed by the second side window. In the open position of the second side window, at least a portion of the second window area is released, wherein said portion of the second window area is covered and thus closed by the second side window in the closed position. The corresponding window area is defined, for example, at least partially by the vehicle body, especially at least in the closed position of the side door. It is also conceivable that the corresponding window area is defined, at least partially by the frame of the side door (also called the window frame or window slat frame). Here, for example, the frame of the side door is at least indirectly fixed to the structure of the side door and therefore cannot move relative to the structure of the side door. Thus, for example, the second side window can move relative to the frame in the direction of movement between the at least one open position and the closed position.

[0009] The window slat assembly also has a guide groove that is at least indirectly, and especially directly, fixed to the first side window slat and therefore immovable relative to the first side window slat. This guide groove is also called a window slat guide groove, window guide groove, or window guide groove. At least in the closed position of the second side window slat, the edge region of the second side window slat is accommodated in the guide groove. Furthermore, a sealing element, for example, formed of rubber, is provided in the guide groove, which is preferably constructed separately from the side window slat. At least in the closed position of the second side window slat, the edge region of the second side window slat is provided, i.e. accommodated, in the sealing element, which is also called a seal. The second side window slat is guided or can be guided by the sealing element at least for a portion of the second side window slat's displacement relative to the first side window slat in the direction of movement, and the second side window slat is sealed by the sealing element at least in the closed position relative to the guide groove and relative to the first side window slat. The sealing element is therefore a so-called window guide seal or window guide seal, because the sealing element is used on the one hand to seal the second side window relative to the guide groove and relative to the first side window in at least the closed position of the second side window, and on the other hand to guide the second side window during the movement of the second side window relative to the first side window and also relative to the guide groove and the sealing element, i.e., during the movement, more precisely during at least a portion of the movement of the second side window.

[0010] The guide channel terminates at one end edge (also referred to as the first end edge) such that the guide channel terminates at this end edge, at least with respect to the closed position of the second side window, in the direction of the second side window, i.e., toward the second side window. Where an end edge is mentioned above and below, unless otherwise stated, it shall be understood as the first end edge of the guide channel. For example, if, in the window assembly mounting position and with respect to the closed position of the second side window, the second side window is forward abutting the first side window in the vehicle's longitudinal direction, then the guide channel terminates at this end edge when viewed forward in the vehicle's longitudinal direction.

[0011] To achieve a particularly advantageous structure for the window assembly, the invention specifies that the end edge of the guide channel and thus the guide channel have at least two length regions that are inclined to each other and, in particular, directly adjacent to each other in the vehicle height direction in the mounting position of the window assembly, namely a first length region and a second length region that extends downward in the vehicle height direction in the mounting position of the window assembly, particularly directly adjacent to the first length region, and extends inclined or perpendicular to the first length region. The feature "preferably the second length region directly adjacent to the first length region downward in the vehicle height direction in the mounting position of the window assembly" should be understood to mean that the end edge does not have a third length region disposed between the first and second length regions. Where length regions are mentioned below, unless otherwise stated, they should be understood as the first and second length regions. Furthermore, according to the invention, the second length region extends parallel to the direction of movement.

[0012] The aforementioned imaginary straight line (along which the direction of movement extends) is also called the first straight line. Therefore, according to the invention, a second length region extends along an imaginary second straight line, which coincides with or extends parallel to the first straight line. This allows for a particularly advantageous movable nature of the second window slat, enabling, for example, the second side window slat to release a particularly large area, i.e., a large area, especially in the form of the aforementioned second window slat region, in its maximum open position (preferably at least one of the aforementioned open positions). Furthermore, it allows for a particularly advantageous design, i.e., a particularly advantageous visual impression, of the window slat assembly, especially the side door, and thus the vehicle as a whole.

[0013] To achieve a particularly advantageous structural configuration for the window slat assembly, in one embodiment of the invention, the first end edge of the guide groove is formed by a baffle (also referred to as a guard plate or guard element), which forms part of the outer skin of the window slat assembly. The portion of the outer skin of the window slat assembly formed by the baffle is also referred to as the baffle portion. Especially in the fully manufactured state of a vehicle having the window slat assembly, the outer skin of the window slat assembly can be perceived visually and tactilely by persons located in the vehicle and therefore the environment of the window slat assembly; therefore, the baffle portion can be perceived visually and tactilely by persons. The first side window slat, for example, forms a second portion (also referred to as the first window slat portion) of the outer skin of the window slat assembly. It is also conceivable that the second side window slat, in its closed position, forms a third portion (also referred to as the second window slat portion) of the outer skin of the window slat assembly.

[0014] Another embodiment is characterized in that the guide groove, in the mounting position of the window assembly, is defined outward, particularly directly, by a baffle in the vehicle's lateral direction, and inward, particularly directly, by a carrier constructed separately from and connected to the baffle in the vehicle's lateral direction. This carrier is at least partially covered and thus protected by the baffle in the outward direction of the window assembly in the vehicle's lateral direction. This results in a multi-shell structure of the window assembly, particularly a two-shell or at least two-shell structure, thereby enabling a particularly advantageous structural configuration of the window assembly.

[0015] In particular, this allows for the installation and manufacture of the window slat assembly with significant time and cost savings, especially within the scope of the methods used to manufacture the window slat assembly. Preferably, the sealing element (also referred to simply as the seal) is constructed separately from the carrier and from the baffle.

[0016] Preferably, the support element is formed of plastic. For example, the support element is constructed as an injection molded part, especially a plastic injection molded part, and is therefore manufactured by injection molding. It is also possible that the baffle is formed of plastic. For example, the baffle is manufactured by injection molding, especially by plastic injection molding, and is therefore constructed as an injection molded part, especially a plastic injection molded part. The baffle can, for example, be manufactured as a two-component injection molded part and therefore by two-component injection molding. This allows for a particularly advantageous structural configuration of the window assembly. Alternatively, the baffle can be constructed as a one-component injection molded part, i.e., manufactured by one-component injection molding.

[0017] Since the guide groove and sealing element guide the second side window slat when it shifts relative to the first side window slat, and since the guide groove is formed or defined by the carrier and the baffle, the carrier, the baffle, and the sealing element are components of the so-called window guide, by means of which the second side window slat is guided or can be guided at least during the partial shift of the second side window slat relative to the first side window slat in the direction of movement. Since the carrier and the baffle are constructed separately from each other, and since the guide groove is formed or defined inwardly by the carrier in the vehicle's transverse direction and outwardly by the baffle in the vehicle's transverse direction, a multi-shell structure, especially at least or exactly double-shell structure, is provided for the window guide, thereby allowing the window guide to be manufactured particularly time- and cost-effectively and therefore particularly advantageously, especially within the scope of the above-described method. In other words, for example, a shell-type structure of the window guide is realized, wherein, for example, the carrier and the baffle are the corresponding shells of the window guide. Preferably, the corresponding shells are formed of plastic.

[0018] The direction of motion, also known as the pulling direction, extends obliquely along the first length region in this invention.

[0019] The feature “the length regions of the end edges of the guide groove are inclined or perpendicular to each other” should be understood as: the length regions form an angle of 90 degrees, thus the length regions extend perpendicularly to each other, or the minimum angle formed by the length regions is different from 0 degrees, 180 degrees, and 90 degrees. Preferably, the minimum angle formed by the length regions is greater than 90 degrees and less than 180 degrees, wherein this angle is particularly preferably greater than 90 degrees, especially greater than 100 degrees, and less than 150 degrees, especially less than 140 degrees. In particular, this angle should be understood as the minimum angle formed by the length regions, which is, for example, provided on one side of the end edge, at least in the closed position of the second side window, facing the second side window.

[0020] To achieve a particularly advantageous structural configuration for the window assembly, and especially for its advantageous installation and disassembly, another embodiment of the invention specifies that the baffle and the carrier can be detachably connected to each other without damage, such that, for example, the baffle and the carrier can be alternately connected and detached at least ten times without causing damage to the baffle or the carrier. Preferably, the baffle and the carrier are detachably connected to each other without damage by means of at least one non-destructively detachable locking connection. This locking connection has a first locking element on the carrier (i.e., a first locking element disposed on the carrier) and a second locking element on the baffle that locks with the first locking element (i.e., a second locking element disposed on the baffle and locking with the first locking element). The baffle has a through opening that, for example, extends along the longitudinal direction of the vehicle in the installation position of the window assembly. The through-opening provides access to the first locking element of the carrier, allowing a slender tool (e.g., a screwdriver) to be inserted through the through-opening and abut against the first locking element, particularly the direct support, thereby removing the first locking element from the second locking element and releasing the locking element's latch without damage, thus disengaging the locking connection. Subsequently, for example, the baffle can be removed from the carrier, particularly pulled away, without causing damage to the baffle or the carrier.

[0021] Within the scope of this disclosure, the terms "vehicle longitudinal direction," "vehicle lateral direction," and "vehicle height direction" refer to the mounting position of the window assembly. Therefore, "along the vehicle longitudinal direction" means the vehicle's longitudinal direction in the mounting position of the window assembly, "along the vehicle lateral direction" means the vehicle's lateral direction in the mounting position of the window assembly, and "along the vehicle height direction" means the vehicle's height direction in the mounting position of the window assembly. The vehicle's longitudinal direction is also referred to as x or x-direction, the vehicle's lateral direction as y or y-direction, and the vehicle's height direction as z or z-direction.

[0022] In a particularly advantageous embodiment of the invention, the locking element and the through opening are disposed in the guide groove. This provides advantageous anti-theft protection for the window assembly and thus a particularly advantageous structural configuration. This is because, since the edge region of the second side window is disposed in the sealing element and the guide groove in the closed position, the sealing element cannot be disassembled in the closed position of the second side window, i.e., it cannot be removed from the guide groove, and the through opening is inaccessible, thus preventing the locking element from locking or locking the connection. Therefore, the baffle cannot, or at least cannot, be released from the support member without damage. The baffle can be released from the support member without damage by, and preferably only by, inserting a tool through the through opening and abutting against the first locking element, especially the direct support, and then continuing to press the tool against the first locking element, causing the first locking element to move away from the second locking element and thereby releasing the locking element and thus locking the connection without damage.

[0023] To achieve a particularly advantageous structural configuration for the window assembly, it has been shown that the through opening is completely covered by a sealing element. Thus, for example, in the open position of the second side window, the through opening is visually imperceptible, thereby achieving both advantageous anti-theft protection and a particularly advantageous visual impression of the window assembly.

[0024] Another embodiment is characterized in that the locking elements interlock with each other in the lateral direction of the vehicle, thereby achieving a so-called Y-lock or Y-clamp. As a result, the baffle can be particularly securely and therefore advantageously fixed to the carrier, and the window assembly can be manufactured and installed particularly simply and therefore in a time- and cost-effective manner.

[0025] To enable particularly simple and therefore time- and cost-effective installation of the window assembly, another design of the invention specifies that the lower part of the baffle along the vehicle height direction is inserted from top to bottom into the corresponding receiving portion of the carrier along the vehicle height direction and overlaps with the wall of the carrier that directly defines the receiving portion along the vehicle lateral direction. Thus, for example, the baffle can be installed on the carrier particularly simply as follows: first, the lower part of the baffle is inserted into the corresponding receiving portion along the vehicle height direction from top to bottom, especially in a direction where the baffle is still slightly inclined and extends outwards from the carrier along the vehicle lateral direction. After inserting the lower part of the baffle into the corresponding receiving portion of the carrier, the baffle is flipped inwards along the vehicle lateral direction and onto the carrier, thereby, for example, causing the aforementioned locking elements to interlock along the vehicle lateral direction and thus forming the locking connection.

[0026] It has been shown that it is particularly advantageous that the lower component of the baffle is directly supported outward along the vehicle's lateral direction on the wall. This allows for particularly advantageous positioning, stopping, and, if necessary, locking of the baffle, especially along the vehicle's lateral direction.

[0027] In order to achieve a particularly advantageous structural configuration of the window assembly and thus a particularly advantageous installation, it is preferably specified that the alignment of the baffle, also known as the z-alignment, which is provided for aligning the baffle relative to the carrier in the vehicle height direction, is designed at the upper third of the baffle in the vehicle height direction, such that the tolerance between the baffle and at least one adjacent structural element (e.g., frame) is as small as possible.

[0028] Therefore, the baffle can be screwed into or embedded in the carrier, which makes the installation of the baffle particularly simple and thus saves time and cost.

[0029] To achieve a particularly advantageous structural configuration for the window assembly, in another embodiment of the invention, the first end edge of the guide channel is the outermost end edge of the guide channel in the vehicle's transverse direction during the window assembly mounting position. The carrier forms the innermost second end edge of the guide channel in the vehicle's transverse direction, and the guide channel terminates at least with respect to the closed position of the second side window, i.e., at least in the direction of the second side window during the closed position. This means that the end edges of the guide channels are arranged successively and spaced apart from each other in the vehicle's transverse direction. For example, the guide channel extends away from its end edge, more precisely, in an extension direction away from the second side window during the closed position. In the window assembly mounting position, this extension direction extends rearward, for example, in the vehicle's longitudinal direction.

[0030] To achieve a particularly advantageous structural configuration, it has been shown that the second end edge of the guide channel has at least two length regions extending obliquely or perpendicularly to each other: a third length region extending parallel to the first length region of the first end edge and positioned at the same height as the first length region of the first end edge along the vehicle height direction; and a fourth length region extending downward along the vehicle height direction, particularly directly adjacent to the third length region, obliquely or perpendicularly to the third length region and parallel to the first end edge, and positioned at the same height as the second length region of the first end edge along the vehicle height direction. It is particularly preferred that the first and third length regions of the first end edge are positioned at the same height along the vehicle longitudinal direction, and it is also particularly preferred that the second and fourth length regions of the end edge are positioned at the same height along the vehicle longitudinal direction. This allows for a particularly advantageous orientation of the guide channel, thereby enabling a particularly advantageous structure for the window assembly, particularly allowing the second side window to move particularly advantageously relative to the guide channel and the first side window in the direction of movement without excessive operating force.

[0031] In another particularly advantageous embodiment of the invention, it is specified that at least a portion of the end edge of the second side window, which is located in a first length region of the guide groove in the closed position of the second side window and is disposed in the sealing element, extends obliquely, i.e., not parallel to the first length region of the end edge of the guide groove, at least in the closed position of the second side window. The second side window terminates at the end edge of the window in the direction of the first side window, at least in the closed position of the second side window, such that, for example, the edge region of the second side window terminates at the end edge of the window in the direction of the first side window, at least in the closed position of the second side window. This avoids the situation where, when the second side window is closed, i.e., when the second side window is moved to the closed position, the entire portion of the end edge of the second side window that is disposed in the sealing element in the closed position of the second side window suddenly moves into the sealing element over its entire extension, which could, for example, cause undesirable deformation of the sealing element. By extending at least a first length region where the portion of the end edge of the window slat is not parallel to the end edge of the guide groove, when the second side window slat is closed, the portion of the end edge of the second side window slat does not move all at once, but gradually, i.e., sequentially, along its extension range into, and in particular into, the sealing element. This avoids overloading and undesirable deformation of the sealing element, thereby allowing the second side window slat to be advantageously sealed in the closed position by means of the sealing element.

[0032] Another embodiment is characterized in that the second side window slat is forward adjacent to the first side window slat in the longitudinal direction of the vehicle in the closed position of the second side window slat, thereby achieving a particularly advantageous structure for the window slat assembly.

[0033] Finally, it has been shown that it is particularly advantageous for the second length region to be inclined forward or to extend vertically away from the first length region along the longitudinal direction of the vehicle, thereby enabling a particularly advantageous structural configuration of the window assembly.

[0034] The second aspect of the invention relates to a vehicle preferably configured as a motor vehicle, particularly an automobile and especially a sedan, having at least one window assembly according to the first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention can be considered as advantages and advantageous designs of the second aspect of the invention, and vice versa. Attached Figure Description

[0035] Further details of the invention are given below in conjunction with the description of preferred embodiments.

[0036] The attached image is as follows:

[0037] Figure 1 A partial schematic side view of a vehicle constructed as a sedan is shown, the vehicle having at least one window assembly;

[0038] Figure 2 A partial schematic side view of the window assembly is shown;

[0039] Figure 3 A schematic cross-sectional view of the window assembly along section AA is shown;

[0040] Figure 4 A schematic cross-sectional view of the window assembly along section BB is shown;

[0041] Figure 5 A schematic cross-sectional view of the window assembly along section CC is shown.

[0042] Figure 6 A schematic cross-sectional view of the window assembly along section DD is shown;

[0043] Figure 7 A partial schematic cross-sectional view of the window assembly is shown;

[0044] Figure 8 Another partial schematic cross-sectional view of the window assembly is shown;

[0045] Figure 9 A partial schematic perspective view of the window assembly is shown; and

[0046] Figure 10 Another partial schematic and perspective sectional view of the window assembly is shown. Detailed Implementation

[0047] In the accompanying drawings, elements that are identical or have the same function are given the same reference numerals.

[0048] Figure 1 A partial schematic side view shows a vehicle 1, currently constructed as a sedan, whose interior space (also referred to as the passenger compartment or passenger cabin) is formed by the vehicle body 2, particularly constituting a self-supporting body. The vehicle 1 has a side door 3 (also simply referred to as a door), which is movably, particularly pivotally, held to the body 2, and especially when the side door 3 is connected to the body 2. Figure 1 The vehicle 1 is movable, in particular pivotable, relative to the vehicle body 2 between the closed position and at least one open position. The vehicle 1 has a side doorway assigned to a side door 3, which is defined by the vehicle body 2. In the closed position, at least a portion of the doorway is closed by the side door 3. In the open position, at least that portion of the doorway is released by the side door 3, thereby allowing, for example, occupants to enter or exit the interior space through the released portion of the doorway.

[0049] The side door 3 has a window assembly 4, which will be described in more detail below. The side door 3 has a structure (also referred to as the door structure) not visible in the accompanying drawings, which is, for example, the body-in-white of the side door 3 (also referred to as the door body-in-white). The side door 3 also has a body panel element 5, which is constructed separately from and fixed to the structure, thereby preventing relative movement between the structure and the body panel element 5. The body panel element 5 forms part of the outer skin A of the side door 3, which can be perceived visually and tactilely by occupants in the environment 6 of the vehicle 1. Figure 1 The side door 3 is shown in its closed state. Unless otherwise stated, the description above and below refers to the closed state of the side door 3.

[0050] Combination Figures 1 to 3 It can be clearly seen that the window slat assembly 4 has two light-transmitting and therefore transparent side window slats, namely, a fixed first side window slat 7 and a movable second side window slat 8. This is evident in the installation position of the window slat assembly 4, and regarding the closed position of the side door 3, as well as regarding the side window slat 8. Figure 1 As shown in the closed position, side windows 7 and 8 are arranged sequentially, i.e., in the longitudinal direction of vehicle 1. The longitudinal direction of vehicle 1 is indicated by a double-headed arrow 9. The window assembly 4 is present in the fully manufactured state of vehicle 1 having the window assembly 4, and especially when the side door 3 is closed, i.e., when the side door 3 is in its closed position, and when the side window 8 is closed, i.e., when the side window 8 is in its closed position... Figure 1 When the closed position is represented by S, it occupies its position. Figure 1 and 2The installation position is shown. Since the side window slat 7 is a fixed slat, it is at least indirectly fixed to the structure of the side door 3 and therefore immovable relative to that structure. In contrast, the second side window slat 8 can be displaced relative to the structure of the side door 3 and relative to the fixed side window slat 7 in the direction of movement indicated by the double-headed arrow 10, between the closed position S and at least one open position, i.e., in particular, it can be translated. The direction of movement 10 is a straight line. This means that the direction of movement 10 extends linearly and therefore along an imaginary first straight line 11. In other words, the side window slat 7 is immovable relative to the body panel element 5 and is therefore fixed, while the side window slat 8 can be displaced relative to the body panel element 5 in the direction of movement 10, between the closed position S and said at least one open position, i.e., in particular, it can be translated.

[0051] The side door 3 has a door sill 12, also referred to as a window sill or sill, which defines a first window area 13 and a second window area 14 downward along the vehicle height direction of the vehicle 1 in the installation position of the window assembly 4 and at least in the closed position of the side door 3. The vehicle height direction of the vehicle 1, extending perpendicular to the longitudinal direction of the vehicle, is indicated by a double-headed arrow 15. The first window area 13 is or includes a first through opening, in which the side window 7 is fixedly disposed and thus disposed in the first through opening. Thus, the first window area 13 and therefore the first through opening are completely covered and thus closed, especially by the side window 7. The second window area 14 is or includes a second through opening. In the closed position S, the second window area 14 and therefore the second through opening are completely closed, especially by the side window 8. In said at least one open position, the side window 8 at least partially, especially at least most and therefore at least more than half or completely releases the window area 14 and therefore the second through opening. Specifically, it is stipulated that in the open position of the side window slat 8, the side window slat 8 is completely below or at most flush with the door sill 12 when viewed along the vehicle height direction. It is also conceivable that in the open position, at least a portion of the side window slat 8 is below the door sill 12 along the vehicle height direction and thus outside and below the window slat area 14, wherein at least this portion of the side window slat 8 is above the door sill 12 along the vehicle height direction and thus within the window slat area 14 in the closed position. For example, in the open position, this portion of the side window slat 8 is below the door sill, and in the open position, a second portion of the side window slat 8, particularly adjacent to this portion of the side window slat 8 upwards along the vehicle height direction, is above the door sill 12, thus the side window slat 8 is also partially within the window slat area 14 in the open position, i.e., above the door sill 12. It can be inferred that the second part of the side window 8 is also located in the window slat area 14 in the closed position and is therefore located above the door sill 12 along the vehicle height direction.

[0052] For example, side door 3 has a window guide groove, which, at least in the closed position, is at least partially overlapped by body panel element 5 along the vehicle's lateral direction of vehicle 1. Here, for example, in the open position of side window 8, at least a portion of side window 8 is located outside window slab area 14 and within the window guide groove, and is positioned below door sill 12 along the vehicle's height direction of vehicle 1. The vehicle's lateral direction is perpendicular to the vehicle's height direction, perpendicular to the vehicle's longitudinal direction, and perpendicular to... Figure 1 The planar extension is indicated by double-headed arrows 16. In the closed position S of the side window slat 8, at least a portion of the side window slat 8 is positioned outside the guide groove and within the window slat area 14, and thus above the door sill 12 along the vehicle height direction of the vehicle 1, specifically such that in the closed position S of the side window slat 8, the door sill 12 directly abuts this portion of the side window slat 8 downwards along the vehicle height direction. Window slat areas 13 and 14 are defined along the vehicle longitudinal direction, for example, by the frame 17 (also called the window frame) of the side door 3.

[0053] from Figure 3 As can be clearly seen, the window assembly 4 has a guide groove 18 that is at least indirectly, and especially directly, fixed to the first side window 7 and therefore immovable relative to the side window 7, the side door 3, and the body panel element 5. At least in the closed position S of the side window 8, the edge region R of the side window 8 is accommodated in this guide groove. A sealing element 19, preferably made of rubber and also simply referred to as a seal, is accommodated in the guide groove 18, wherein, at least in the closed position S, the edge region R is disposed in the sealing element 19. The sealing element 19 is constructed separately from and at least indirectly fixed to the side window 7, such that the side window 8 is movable relative to the sealing element 19 and relative to the guide groove 18 along the direction of movement 10 between the closed position S and the at least one open position. The side window 8 is guided by the sealing element 19 at least during a portion of the displacement of the second side window 8 along the direction of movement 10 and relative to the side window 7. Furthermore, in the closed position S of the side window 8, the side window 8 is sealed relative to the guide groove 18 and relative to the side window 7 by means of the sealing element 19. The sealing element 19 is therefore a window guide seal that serves both for sealing and for guiding the side window 8. Figure 3It can also be seen that, at least in the closed position S of the second side window slat 8, i.e., at least with respect to the closed position S of the second side window slat 8, the guide groove 18 terminates at the first end edge K1 in the direction of the second side window slat 8 and thus toward the second side window slat 8. Since, in the embodiment shown in the figures, in the mounting position of the window slat assembly 4 and at least in the closed position S, the side window slat 8 is forwardly adjacent to the side window slat 7 along the vehicle longitudinal direction of the vehicle 1, the guide groove 18 terminates forward at the first end edge K1 along the vehicle longitudinal direction of the vehicle 1.

[0054] In order to achieve a particularly advantageous structural configuration for the window assembly 4, it is specified that the end edge K1 and the guide groove 18 therefrom have at least, or currently exactly, two length regions that extend obliquely to each other: a first length region L1 and a second length region L2 that extends obliquely to the first length region L1 directly adjacent to it in the vehicle height direction of the vehicle 1 in the installation position of the window assembly 4 and in the closed state of the side door 3. This second length region is parallel to the direction of movement 10 and therefore extends along an imaginary first straight line 11. The first length region L1 extends along an imaginary second straight line 20, wherein lines 11 and 20 extend obliquely to each other.

[0055] from Figures 1 to 9 It can be seen that the first end edge K1 is formed by a baffle 21, which forms the first portion T1 of the outer skin A2 of the window assembly 4. The outer skin A2 of the window assembly 4 and thus the first portion T1 can be perceived visually and tactilely by a person in the environment 6, wherein the outer skin A2 of the window assembly 4 is part of the overall outer skin A of the side door 3. The guide channel 18 is defined outwardly along the vehicle lateral direction of the vehicle 1, especially directly by the baffle 21. The guide channel 18 is defined inwardly along the vehicle lateral direction, especially directly by a carrier 22 constructed separately from and directly connected to the baffle 21, which at least partially covers and thus protects the baffle 21 outwardly along the vehicle lateral direction. It can also be seen that the sealing element 19 is constructed separately from the carrier 22 and separately from the baffle 21. The baffle 21, the carrier 22, and the sealing element 19 form a so-called window guide 23, by which the side window 8 is guided at least during the portion during which the side window 8 is displaced relative to the side window 7 along the direction of movement 10. Since the carrier 22 and the baffle 21 are constructed separately from each other, the window guide 23 is configured as a shell structure, wherein, for example, the baffle 21 is or forms a first shell of the shell structure and the carrier 22 is or forms a second shell of the shell structure. Preferably, the respective shells are formed of plastic.

[0056] In the embodiment shown in the accompanying drawings, the baffle 21 and the carrier 22 can be detachably connected to each other without damage. For this purpose, the baffle 21 and the carrier 22 can be detachably connected to each other without damage by means of a plurality of non-destructively detachable locking connections, namely (a plurality of) first locking connections and (a plurality of) second locking connections. The first locking connection of these locking connections... Figure 3 The first locking connection R1 is shown and designated R1. The corresponding first locking element 24 of the carrier 22 and the corresponding second locking element 25 of the baffle 21 are shown. For example, the locking elements 24 and 25 are constructed as hooks that hook into each other, thereby locking the locking elements 24 and 25 together. The locking element 25 is inserted into a corresponding locking receptacle 26, which is defined, on the one hand, particularly directly by the locking element 24, and on the other hand, particularly directly by a wall 27 of the carrier 22 spaced apart from the locking element 24 along the vehicle's longitudinal direction. Here, the locking element 25 is directly supported on the wall 27 along the vehicle's longitudinal direction and here toward the guide groove 18, thereby advantageously maintaining the locking of the locking elements 24 and 25. The corresponding locking connection R1 can be easily and non-destructively released, in particular, by simply pulling or pulling the baffle 21 outward from the carrier 22 in the vehicle's transverse direction. No further measures are required to release the corresponding locking connection R1. However, to prevent the baffle 21 from undesirably detaching from the carrier 22, and especially to prevent the baffle 21 from being stolen, and to simultaneously ensure that the baffle 21 and the carrier 22 can be detachably connected to each other without damage, a second locking connection is provided, wherein in Figure 4One of the second locking connections is shown and is designated R2. The corresponding second locking connection R2 has a corresponding third locking element 28 for the carrier 22 and a corresponding fourth locking element 29 for the baffle 21. The locking element 29 has a locking opening 30, which is a through opening in the current configuration, into which the locking element 28 engages. The locking element 28 here has a ramp 31, also called a sliding ramp, extending particularly in the lateral direction of the vehicle. If the baffle 21 is mounted on the carrier 22 by moving the baffle 21 inward relative to the carrier 22 in the lateral direction of the vehicle and towards the carrier 22, the locking element 29 first slides on the ramp 31. Thus, locking elements 28 and 29 move relative to each other, particularly when at least a portion of the carrier 22 and / or at least a portion of the baffle 21 undergoes elastic deformation, more specifically until locking element 28 overlaps with locking opening 30 such that locking elements 28 and / or 29 can elastically rebound and thus locking element 29 snaps into the corresponding locking opening 30. Thus, locking elements 28 and 29 are mutually locked. The corresponding second locking connection R2 cannot be easily released without damage by pulling the baffle 21 away from the carrier 22. In order to release without damage, i.e., to release locking connection R2 and therefore to release the baffle 21 without damage from the carrier 22, it is specified that locking element 29 has a locking opening 30 configured as a through opening. The locking element 28 is accessible via the locking opening 30, allowing, for example, a long, thin tool (such as a screwdriver) to move, particularly in the longitudinal direction of the vehicle, through the locking opening 30, also known as the locking receptacle, which is configured as a through opening, more specifically, through the side of the locking element 29 away from the locking element 28. The locking opening 30 is through in the longitudinal direction of the vehicle. By moving the tool through the locking opening 30, the tool can move to a point of direct support against the locking element 28. If the tool is then pressed further against the locking element 28, the locking element 28 is thus removed from the locking element 29, causing the locking element 28 to move out of the locking opening 30. Subsequently, the baffle 21 can be moved outward in the lateral direction of the vehicle away from the carrier 22, particularly while the tool is still inserted through the locking opening 30, until the locking element 28 can no longer engage in the locking opening 30, but is, for example, supported or can be supported on the wall region 32 of the locking element 29, particularly the region directly defining the locking opening 30. The tool can then be pulled out of the locking opening 30. Since the locking connection R2 has been released without damage, the baffle 21 can be pulled outward from the carrier 22 in the lateral direction of the vehicle, i.e., removed. Thus, the first locking connection R1 is also easily and without damage released. In this manner, all second locking connections R2 can be released without damage, thereby allowing the baffle 21 to be released from the carrier 22 without damage.

[0057] from Figure 4As can be seen, locking elements 28 and 29 and a locking opening 30 configured as a through opening are disposed within the guide groove 18. Furthermore, the locking opening 30 faces the window area 14 and is therefore completely covered by the sealing element 19, at least with respect to the closed position S, facing the side window 8. Therefore, in order to insert a tool through the locking opening 30 (locking receptacle), the sealing element 19 must be removed from the guide groove 18 beforehand. Since the edge area R of the side window 8 is accommodated in the guide groove 18 and the sealing element 19 in the closed position S, the side window 18 prevents the sealing element 19 from being removed from the guide groove 18 in its closed position S, thereby achieving particularly advantageous anti-theft protection and simultaneously enabling the non-destructive removal of the baffle 21 from the support member 22.

[0058] In the embodiment shown in the accompanying drawings, the baffle 21 has a first width in its upper region B1 (where the length region L1 extends) and a second width in its lower region B2 (where the length region L2 extends), the second width being greater than the first width. Therefore, the baffle 21 is wider in its lower region B2 along the vehicle height direction than in its upper region B1 along the vehicle height direction, the upper region being adjacent to region B2 upwards along the vehicle height direction.

[0059] Combination Figures 2 to 6 It can be seen that, for example, at least one or exactly one locking connection R1 is provided in the narrower upper region B1. From Figure 5 It can be seen that, for example, at least one or more first locking connections R1 are also provided in the wider lower region B2, particularly such that multiple first locking connections R1 are connected sequentially along the longitudinal direction of the vehicle in the wider lower region B2. Therefore, the baffle 21 can also be firmly and reliably fixed in the lateral direction of the vehicle in its wider lower region B2, i.e., locked to the carrier 22. Figure 4 and 2 It can be seen that, for example, the locking connection R2 is located in the narrower upper region B1 or in the wider lower region B2. Furthermore, it is conceivable that a second locking connection R2 is provided, by which the baffle 21 can be loosely and securely fixed to the carrier 22 without damage.

[0060] from Figure 6As can be seen, the support member 22 has a receiving portion 33, which is disposed below the door sill 12 along the vehicle height direction and is therefore a lower receiving portion along the vehicle height direction. Thus, for example, the receiving portion 33 is covered outwards by the body panel element 5 along the vehicle lateral direction of the vehicle 1, i.e., overlapping. Furthermore, the baffle 21 has a lower component TE along the vehicle height direction, which is currently configured to be at least generally L-shaped. The baffle 21 currently has at least two lower components TE, which are arranged successively, i.e., consecutively, along the vehicle longitudinal direction. The corresponding lower components TE are configured to be at least generally L-shaped. Furthermore, the components TE are spaced apart from each other along the vehicle longitudinal direction of the vehicle 1. Thus, for example, the components TE form the forked teeth of the baffle 21, including the region BE of the component TE. It can also be seen that the receiving portion 33 is defined outwards along the vehicle lateral direction, particularly directly by the wall 34 of the support member 22. To enable a particularly simple and therefore time- and cost-effective method of mounting and securing the baffle 21, especially to the carrier 22, the component TE, i.e., the pointed tooth, is first inserted into the corresponding receiving portion 33, more specifically, from top to bottom along the vehicle height direction and in the orientation of the baffle 21 inclined towards the extension of the carrier 22. After inserting the component TE, especially the pointed tooth, into the corresponding receiving portion 33, the baffle 21 is flipped inward along the vehicle lateral direction and thus onto the carrier 22, thereby causing the locking elements 24 and 25 of the locking connection R1 and the locking elements 28 and 29 of the locking connection R2 to engage in a locking action and thus interlock. This allows for a screw-in or insert-type installation of the baffle 21 onto the carrier 22. Figures 3 to 5 In particular, it can be seen that the locking elements 24 and 25 or 28 and 29 interlock with each other in the lateral direction of the vehicle, thereby securing the baffle 21 to the carrier 22 in a particularly advantageous, reliable and secure manner.

[0061] from Figures 7 to 9 Specifically, one can see the locking element 29 of the baffle 21, the locking opening 30 with a through opening, and the locking element 28 of the carrier 22, wherein, from Figures 7 to 9 It can be clearly seen that the accessibility of the locking element 28 can be achieved by the locking opening 30, which is constructed as a through opening and is also called the locking receiving part.

[0062] Figure 9 A partial view of the window assembly 4 with the sealing element 19 removed.

[0063] It can also be seen that the baffle 21 has at least one or exactly one positioning receiving portion 35, which extends in a funnel shape in the installation position of the window assembly 4 and at least with respect to the closed position of the side door 3, such that the positioning receiving portion 35 widens inward and gradually tapers outward in the lateral direction of the vehicle in the installation position of the window assembly 4 and at least with respect to the closed position of the side door 3. The carrier 22 has a positioning rib 36 corresponding to the positioning receiving portion 35. If the baffle 21 is provided on the carrier 22, the positioning rib 36 (also referred to as the rib) is inserted into the corresponding positioning receiving portion 35. Since the positioning receiving portion 35 extends in a funnel shape as described above, when the rib is inserted into the positioning receiving portion 35, the rib directly supports and abuts against the wall area of ​​the baffle 21 that directly defines the positioning receiving portion 35, wherein, when the baffle 21 is installed on the carrier 22, the positioning rib 36 slides directly on the wall area of ​​the baffle 21 that directly defines the positioning receiving portion 35. This aligns, or positions, the baffle 21 relative to the carrier 22, particularly along the vehicle height direction. This is especially true during the aforementioned process of mounting the baffle 21 onto the carrier 22 in a snap-fit ​​or screw-in manner, allowing the baffle 21 to be installed and thus secured to the carrier 22 with particular simplicity, time-saving, and cost-effectiveness. The positioning rib 36 is also called a rib. It can be seen that the positioning rib 36 and the positioning receiving portion 35 are positioning elements, which act directly and interlockingly, particularly directly, during the mounting of the baffle 21 onto the carrier 22, thereby aligning, or positioning, the baffle 21 relative to the carrier 22, particularly along the vehicle height direction.

[0064] The positioning receiving part 35 and the corresponding positioning rib 36 thus form an alignment system in which the positioning elements engage, i.e., fit together, so as to align, i.e. position, the baffle 21 and the carrier 22 relative to each other in the vehicle height direction.

[0065] from Figure 3 , 4As can be seen from Figure 5, the end edge K1 is the first end edge of the guide groove 18 on the outer side along the vehicle lateral direction of the vehicle 1. Here, the carrier 22 forms the second end edge K2 of the guide groove 18 on the inner side along the vehicle lateral direction of the vehicle 1. The guide groove terminates at least with respect to the closed position S of the second side window 8 in the direction of the second side window 8, i.e. towards the window area 14, at the second end edge K2. Here, for example, the second end edge K2 has at least two length regions that extend perpendicularly to each other or at an angle to each other, namely, a third length region that extends parallel to the first length region L1 of the first end edge K1 and is at the same height as the first length region L1 of the first end edge K1 along the vehicle height direction, and a fourth length region that extends perpendicularly to or at an angle to the third length region and parallel to the second length region L2 of the first end edge K1 along the vehicle height direction and is at the same height as the second length region L2 of the first end edge K1 along the vehicle height direction.

[0066] Especially from Figure 10 It can be clearly seen that the corresponding lower component TE is inserted into the corresponding receiving part 33.

[0067] from Figures 3 to 5 The end edge K3 of the side window slat 8 can also be seen, wherein, at least in the closed position S of the side window slat 8, the end edge K3 points toward the side window 7, i.e. toward the side window 7 and therefore rearward in the longitudinal direction of the vehicle. The edge region R and therefore the side window slat 8 terminate at the end edge K3, particularly at least with respect to the closed position S, rearward in the longitudinal direction of the vehicle and therefore terminating toward the side window slat 7. At least a portion of this end edge K3 is disposed in the first length region L1 of the guide groove 18 and in the sealing element 19 in the closed position S of the second side window slat 8. Preferably, at least the portion of the end edge K3 disposed in the first length region of the guide groove 18 and in the sealing element 19 in the closed position S is inclined at least in the closed position S and therefore does not extend parallel to the first length region L1 of the end edge K1 of the guide groove 18. This ensures that when the side window slat 8 moves to the closed position S, the portion of the end edge K3 of the window slat does not move into the sealing element 19 as a whole, i.e., not all at once, but gradually, thereby reliably avoiding excessive load and excessive deformation of the sealing element 19.

[0068] from Figure 1 and 2As can be seen, the end edge K4 of the baffle 21, which is opposite to the end edge K1 in the longitudinal direction of the vehicle and points rearward in the longitudinal direction of the vehicle, extends parallel to the first length region L1 and therefore parallel to the second straight line 20, particularly along its entire extension range in the vehicle height direction. The baffle terminates at the end edge K4 in the longitudinal direction of the vehicle and therefore toward the side window 7. In the embodiment shown in the figures, the second length region L2 of the end edge K1 of the guide groove 18 extends forward vertically or currently obliquely away from the first length region L1 in the longitudinal direction of the vehicle.

[0069] List of reference numerals

[0070] 1 vehicle

[0071] 2 body

[0072] 3 side doors

[0073] 4-window assembly

[0074] 5 Body panel components

[0075] 6 Environment

[0076] 7 First side window

[0077] 8 Second side window

[0078] 9 double-headed arrows

[0079] 10 Directions of Motion

[0080] 11 First straight line

[0081] 12 gates

[0082] 13 First Window Area

[0083] 14 Second Window Area

[0084] 15 Double-headed arrows

[0085] 16 double-headed arrows

[0086] 17 frames

[0087] 18 guide slots

[0088] 19 Sealing Elements

[0089] 20 Second straight line

[0090] 21 baffles

[0091] 22 load-bearing components

[0092] 23 Window Guide Components

[0093] 24-card locking element

[0094] 25 locking components

[0095] 26-card lock housing

[0096] 27 walls

[0097] 28 locking components

[0098] 29 Locking Components

[0099] 30-card lock housing

[0100] 31 bevel

[0101] 32 wall area

[0102] 33 Reception Department

[0103] 34 walls

[0104] 35 Positioning and Receiving Section

[0105] 36 positioning ribs

[0106] A outer skin

[0107] A2 outer skin

[0108] Upper B1 area

[0109] B2 Lower Area

[0110] BE region

[0111] K1 end edge

[0112] K2 end edge

[0113] K3 window trim edge

[0114] K4 end edge

[0115] L1 First Length Region

[0116] L2 second length region

[0117] R edge area

[0118] R1 lock connection

[0119] R2 lock connection

[0120] S Closed Position

[0121] T1 component

[0122] TE components

Claims

1. A window assembly (4) for a vehicle (1), the window assembly comprising two translucent side windows (7, 8) arranged sequentially along the longitudinal direction (9) of the vehicle, namely a fixed first side window (7) and a second side window (8) movable relative to the first side window (7) in a direction of movement (10) between a closed position (S) and at least one open position, the window assembly comprising a guide groove (18) at least indirectly fixed to the first side window (7), the guide groove receiving an edge region (R) of the second side window (8) at least in the closed position (S), the edge region (R) of the second side window being disposed in a sealing element (19) disposed in the guide groove (18) at least in the closed position (S), the sealing element guiding the second side window (8) at least in a portion of displacement of the second side window (8) and sealing the second side window relative to the guide groove (18) and the first side window (7) at least in the closed position (S), wherein, The guide groove (18) terminates at one end edge (K1) of the guide groove (18) in the direction of the second side window (7) at least with respect to the closed position (S) of the second side window (8). The feature is that the end edge (K1) and therefore the guide groove (18) have at least two length regions (L1, L2) that extend at an angle or perpendicular to each other, namely a first length region (L1) and a second length region (L2) that extends at an angle or perpendicular to the first length region (L1) and is adjacent to the first length region (L1) downward along the vehicle height direction (15), the second length region extending parallel to the direction of movement (10).

2. The window assembly (4) according to claim 1, characterized in that, The end edge (K1) is formed by a baffle (21), which forms part (T1) of the outer skin (A2) of the window assembly (4).

3. The window assembly (4) according to claim 2, characterized in that, The guide groove (18) is defined outward along the vehicle lateral direction (16) by the baffle (21) and inward along the vehicle lateral direction (16) by a carrier (22) constructed separately from and connected to the baffle (21), the carrier being at least partially covered outward along the vehicle lateral direction (16) by the baffle (21).

4. The window assembly (4) according to claim 3, characterized in that, The baffle (21) and the carrier (22) are detachably connected to each other by means of at least one non-destructively detachable locking connection (R2), the locking connection having a first locking element (28) of the carrier (22) and a second locking element (29) of the baffle (21) that locks with the first locking element (28), the baffle having a through opening (30) through which the first locking element (28) can be accessed, allowing a tool to be inserted through the through opening (30) and supported against the first locking element (28), thereby removing the first locking element (28) from the second locking element (29) and non-destructively releasing the locking of the locking elements (28, 29) and the locking connection (R2).

5. The window assembly (4) according to claim 4, characterized in that, The locking elements (28, 29) and the through opening (30) are disposed in the guide groove (18).

6. The window assembly (4) according to claim 5, characterized in that, The through opening (30) is completely covered by the sealing element (19).

7. The window assembly (4) according to any one of claims 4 to 6, characterized in that, The locking elements (28, 29) interlock with each other along the lateral direction (16) of the vehicle.

8. The window assembly (4) according to any one of claims 3 to 7, characterized in that, The lower part (TE) of the baffle (21) along the vehicle height direction (15) is inserted from top to bottom into the corresponding receiving part (33) of the carrier (22) along the vehicle height direction (15) and overlaps with the wall (34) of the receiving part (33) that defines the receiving part (33) outward along the vehicle lateral direction (16).

9. The window assembly (4) according to claim 8, characterized in that, The lower component (TE) of the baffle (21) is directly supported outward along the vehicle lateral direction (16) on the wall (34).

10. The window assembly (4) according to any one of the preceding claims, characterized in that, The end edge (K1) is the first end edge (K1) of the guide groove (18) on the outer side in the vehicle lateral direction (16), wherein the carrier (22) forms the second end edge (K2) of the guide groove (18) on the inner side in the vehicle lateral direction (16), and the guide groove terminates at least with respect to the closed position (S) of the second side window (8) in the direction of the second side window (8) at the second end edge (K2).

11. The window assembly (4) according to claim 10, characterized in that, The second end edge (K2) has at least two length regions that extend at an angle or perpendicular to each other, namely a third length region that extends parallel to the first length region (L1) of the first end edge (K1) and a fourth length region that extends downward along the vehicle height direction (15) adjacent to the third length region, is angled or perpendicular to the third length region and extends parallel to the first end edge (K1).

12. The window assembly (4) according to any one of the preceding claims, characterized in that, At least a portion of the end edge (K3) of the second side window (8) is disposed in the first length region (L1) of the guide groove (18) and disposed in the sealing element (19) in the closed position (S) of the second side window (8) and extends at least in the closed position (S) at an angle to the first length region (L1) of the end edge (K1), and the second side window terminates at the end edge (K3) of the first side window (7) in the direction of the second side window (8) at least in the closed position (S).

13. The window assembly (4) according to any one of the preceding claims, characterized in that, In the closed position (S) of the second side window (8), the second side window (8) is forward adjacent to the first side window (7) along the longitudinal direction of the vehicle (9).

14. The window assembly (4) according to any one of the preceding claims, characterized in that, The second length region (L2) of the end edge (K1) extends forward or vertically away from the first length region (L1) along the longitudinal direction of the vehicle (9).

15. A vehicle (1) comprising at least one window assembly (4) according to any one of the preceding claims.

Images