Window arrangement for a vehicle, in particular for a motor vehicle, and vehicle

Abstract

The invention relates to a window arrangement (4) for a vehicle (1), having: two light-permeable side windows (7, 8) arranged one after the other in the vehicle longitudinal direction (9), specifically a stationary first side window (7) and a second side window (8) which can be displaced along a movement direction (10) relative to the first side window (7) between a closed position (S) and at least one open position; and a shaft (18) which is fixed at least indirectly to the first side window (7) and in which, at least in the closed position (S), an edge region (R) of the second side window (8) is received, the edge region (R) of which, at least in the closed position (S), is located in a sealing element (19) arranged in the shaft (18), by means of which sealing element the second side window (8) is guided at least during part of the displacement of the second side window (8) and, at least in the closed position (S), is sealed with respect to the shaft (18) and the first side window (7).

Description

[0001] Window arrangement for a vehicle, in particular for a motor vehicle, and vehicle

[0002] The invention relates to a window arrangement for a vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1. Furthermore, the invention relates to a vehicle, in particular a motor vehicle, with at least one such window arrangement.

[0003] EP 3666 569 B1 discloses a door for a vehicle with a movable window. Furthermore, JP 2006-256430 A discloses a fastening structure. Furthermore, FR 3 069 194 A1 discloses a glazing.

[0004] The object of the present invention is to provide a window arrangement for a vehicle and a vehicle with at least one such window arrangement, so that a particularly advantageous design of the window arrangement can be realized.

[0005] This object is achieved according to the invention by a disc arrangement having the features of patent claim 1 and by a vehicle having the features of patent claim 15. Advantageous embodiments of the invention are gear stages of the dependent claims.

[0006] A first aspect of the invention relates to a window arrangement for a vehicle. This means that the vehicle, preferably designed as a motor vehicle, in particular as a car and most particularly as a passenger car, has the window arrangement in its fully manufactured state. In the fully manufactured state of the window arrangement, the window arrangement is arranged on or on one side, for example on the left or right side of the vehicle, and is thus a lateral window arrangement, and therefore a side window arrangement. The sides of the vehicle lie opposite one another in the transverse direction of the vehicle. In particular, it is conceivable for the vehicle, in its fully manufactured state, to have a side door which preferably has the window arrangement.The window arrangement has two translucent side windows which, in the installed position of the window arrangement, follow one another in the longitudinal direction of the vehicle and are thus arranged one after the other, 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 arrangement assumes its installed position when the vehicle having the window arrangement is fully manufactured and in particular when the side door is in its closed position. For example, the side door is movably held on a vehicle structure which is designed, for example, as a self-supporting body, the interior of which, also referred to as the passenger cell or passenger compartment, is formed by the structure.The side door is held on the body so that it can be moved, in particular pivoted, relative to the body between the closed position of the side door and at least one open position of the side door, so that the window assembly can be moved, in particular pivoted, along with the side door relative to the body between the closed position and the open position. Thus, the side windows of the window assembly adjoin one another in the longitudinal direction of the vehicle with respect to the installation position and in particular with respect to the closed position of the side door.

[0007] The second side window is displaceable, in particular translationally movable and thus displaceable, between a closed position of the second side window and at least one open position of the second side window relative to the first side window. Very particularly, in the installed position of the window arrangement in the vertical direction of the vehicle, the second side window is displaceable, i.e. movable and very particularly translationally movable, relative to the first side window between the closed position and the at least one open position. The second side window is displaceable, i.e., particularly translationally movable, along a direction of movement relative to the first side window between the closed position and the at least one open position. In particular, the direction of movement is linear. In other words, the direction of movement preferably runs straight, i.e., along an imaginary straight line.The feature that the first side pane is stationary, i.e., fixed, and the second side pane is movable relative to the first side pane between the closed position and the at least one open position, means that the second side pane can be moved along the direction of movement relative to the first side pane between the closed position and the at least one open position, while the first side pane remains stationary and fixed. However, the first side pane cannot be moved relative to the second side pane while the second side pane remains stationary and fixed.In particular, the feature that the first side window is a fixed pane is to be understood as meaning that the first side window is at least indirectly fixed to a structure of the vehicle, in particular the window arrangement, which is designed, for example, as a supporting structure, and is thus immovable relative to the structure, while the second side window is movable along the direction of movement relative to the first side window and relative to the structure between the closed position and the at least one open position. The structure can be the superstructure or part of the superstructure. If, for example, the mentioned side door has the window arrangement, the structure is, for example, a structure of the side door or part of a structure of the side door, which is also simply referred to as a door. The structure of the side door can, for example, be a door shell of the side door, which is also simply referred to as a shell.Thus, the structure of the side door and the pane arrangement and thus the side panes are optionally movable, in particular pivotable, relative to the structure between the closed position and the open position of the side door, but the second side pane can additionally be displaced relative to the structure of the side door and relative to the structure and relative to the first side pane along the direction of movement between the closed position and the at least one open position, wherein, however, the first side pane is not movable relative to the structure of the side door, and is therefore at least indirectly fixed to the structure of the side door and is thus immovable relative to the structure of the side door.

[0008] For example, the first side pane is arranged in a first pane region, wherein the first pane region is also referred to as the first window region and is or comprises, for example, a first pane opening, also referred to as the first window opening, designed as a first through-opening. The first pane region is covered, in particular completely, by the first side pane and is thus closed, wherein the first side pane cannot be moved between an open position exposing at least part of the first pane region and a closed position closing part of the first pane region, since the first side pane is stationary and is therefore a fixed pane. When reference is made below to the open position or the at least one open position, this means, unless otherwise stated, the at least one open position of the second side pane.When reference is made below to the closed position, this means the closed position of the second side window, unless stated otherwise. In the closed position of the second side window, the second side window is arranged in a second window area, which is also referred to as the second window area. The second window area is or comprises a second window opening designed as a second through-opening, also referred to as the second window opening. In the closed position of the second side window, the second window area is covered, in particular completely, by the second side window and is therefore closed. In the open position of the second side window, the second side window exposes at least part of the second window area, wherein the said part of the second window area is covered by the second side window and is therefore closed when the second side window is in the closed position.The respective pane area is, for example, at least partially delimited by the structure, in particular at least in the closed position of the side door. Furthermore, it is conceivable that the respective pane area is at least partially delimited by a frame of the side door, also referred to as a window frame or pane frame. In this case, for example, the frame of the side door is at least indirectly fixed to the structure of the side door and thus immovable relative to the structure of the side door. Thus, for example, the second side pane is movable along the direction of movement relative to the frame between the at least one open position and the closed position.

[0009] The pane arrangement also has a shaft which is fixed at least indirectly, in particular directly, to the first side pane and is thus immovable relative to the first side pane and is also referred to as a pane shaft, pane guide shaft, window shaft or window guide shaft. At least in the closed position of the second side pane, an edge region of the second side pane is received in the shaft. Furthermore, a sealing element made of rubber, for example, is arranged in the shaft and is preferably formed separately from the side panes. At least in the closed position of the second side pane, the edge region of the second side pane is arranged, and thus received, in the sealing element, whereby the sealing element is also referred to as a seal.By means of the sealing element, the second side pane is or will be guided at least during part of the displacement of the second side pane along the direction of movement and relative to the first pane, and by means of the sealing element, the second side pane is sealed against the shaft and against the first side pane at least in the closed position.The sealing element is thus a so-called pane or window guide seal, since the sealing element is used, on the one hand, to seal the second side pane against the shaft and against the first side pane, at least in the closed position of the second side pane, and, on the other hand, the sealing element is used to guide the second side pane when the second side pane is displaced, and thus moved, along the direction of movement relative to the first side pane and also relative to the shaft and relative to the sealing element, and indeed during at least part of this displacement of the second side pane.

[0010] The shaft ends at an end edge of the shaft, also referred to as the first end edge, such that the shaft ends at least in the direction of the second side window, i.e. towards the second side window, at the end edge, at least with respect to the closed position of the second side window. When reference is made previously and hereinafter to the end edge, this means the first end edge of the shaft, unless otherwise stated. If, for example, in the installed position of the window arrangement and with respect to the closed position of the second side window, the second side window adjoins the first side window towards the front in the longitudinal direction of the vehicle, the shaft ends at the end edge, viewed towards the front in the longitudinal direction of the vehicle.

[0011] In order to be able to realize a particularly advantageous structure, i.e. a particularly advantageous design of the pane arrangement, it is provided according to the invention that the end edge of the shaft and thus the shaft has at least or exactly two longitudinal regions which are oblique to one another and, in the installed position of the pane arrangement in the vehicle vertical direction, in particular directly, successive, namely a first longitudinal region and a second longitudinal region which, in the installed position of the pane arrangement in the vehicle vertical direction of the vehicle, adjoins the first longitudinal region downwards, in particular directly, and runs obliquely or perpendicularly to the first longitudinal region.The feature that the second longitudinal region preferably adjoins the first longitudinal region directly downwards in the vertical direction of the vehicle in the installed position of the window arrangement means that the end edge does not have a further, third longitudinal region arranged between the first longitudinal region and the second longitudinal region. When reference is made below to the longitudinal regions, this means the first longitudinal region and the second longitudinal region, unless otherwise stated. Furthermore, the invention provides that the second longitudinal region runs parallel to the direction of movement. The aforementioned imaginary straight line along which the direction of movement extends is also referred to as the first straight line.Thus, according to the invention, the second longitudinal region extends along a second imaginary straight line which coincides with the first straight line or runs parallel to the first straight line. This enables a particularly advantageous displaceability of the second pane, so that, for example, the second side window in its maximum open position, which is preferably the aforementioned at least one open position, can expose a particularly large, i.e. extensive, area, in particular in the form of the aforementioned second pane region. In addition, a particularly advantageous design, i.e. a particularly advantageous visual impression of the pane arrangement, in particular of the side door and thus of the vehicle as a whole, can be presented.

[0012] In order to be able to realize a particularly advantageous design of the pane arrangement, one embodiment of the invention provides that the first end edge of the shaft is formed by a panel, also referred to as a cladding part or cladding element, which forms part of an outer skin of the pane arrangement. The part of the outer skin of the pane arrangement formed by the panel is also referred to as the panel part. The outer skin of the pane arrangement is, in particular in the fully manufactured state of the vehicle having the pane arrangement, visually and haptically perceptible by a person located in the vicinity of the vehicle and thus of the pane arrangement, so that the panel part is visually and haptically perceptible by the person. The first side window, for example, forms a second part of the outer skin of the pane arrangement, also referred to as the first pane part.Furthermore, it is conceivable that the second side window in its closed position forms a third part of the outer skin of the window arrangement, also referred to as the second window part.

[0013] A further embodiment is characterized in that, in the installed position of the window arrangement, the shaft is delimited outwards in the transverse direction of the vehicle, in particular directly, by the panel and in the transverse direction of the vehicle, in particular directly, by a support which is formed separately from the panel and connected to the panel and which, in the installed position of the window arrangement, is at least partially covered outwards by the panel and thus covered. This results in a multi-shell, in particular precisely or at least two-shell, structure of the window arrangement, whereby a particularly advantageous design of the window arrangement can be represented. In particular, this allows the window arrangement to be assembled and thus manufactured in a particularly time- and cost-effective manner, in particular within the framework of a method for manufacturing the window arrangement.It is preferably provided that the sealing element, also simply referred to as a seal, is formed separately from the carrier and separately from the cover.

[0014] The carrier is preferably made of a plastic. For example, the carrier is designed as an injection-molded part, in particular as a plastic injection-molded part, and is thus produced by injection molding. It is also possible for the cover to be made of a plastic. For example, the cover is produced by injection molding, in particular by plastic injection molding, and is thus designed as an injection-molded component, in particular as a plastic injection-molded component. The cover can, for example, be a two-component injection-molded part and is thus produced by two-component injection molding. This allows a particularly advantageous design of the pane arrangement to be realized. Alternatively, the cover can be designed as a one-component injection-molded part, i.e., produced by one-component injection molding.

[0015] Since the shaft and the sealing element are used to guide the second side pane when the second side pane is displaced relative to the first pane, and since the shaft is formed or limited by the support and the cover, the support, the cover and the sealing element are components of a so-called window guide, by means of which the second side pane is to be guided or is guided at least during the part of the displacement of the second side pane along the direction of movement relative to the first side pane.Since the support and the panel are formed separately from one another, and since the shaft is formed or delimited inwards in the transverse direction of the vehicle by the support and outwards in the transverse direction of the vehicle by the panel, a multi-shell, in particular at least or exactly two-shell, structure of the window guide is provided, whereby the window guide can be manufactured particularly time-efficiently and cost-effectively and thus particularly advantageously, in particular within the scope of the aforementioned method. In other words, for example, a shell construction of the window guide is realized, wherein, for example, the support and the panel are respective shells of the window guide. Preferably, the respective shell is formed from a plastic. The direction of movement is also referred to as the withdrawal direction, which in the invention runs obliquely to the first longitudinal region.

[0016] The feature that the longitudinal regions of the end edge of the shaft run obliquely or perpendicular to one another is to be understood as meaning that the longitudinal regions enclose an angle of 90 degrees, so that the longitudinal regions run perpendicular to one another, or the smallest angle enclosed by the longitudinal regions is an angle different from 0 degrees, 180 degrees, and 90 degrees. Preferably, the angle enclosed by the longitudinal regions, in particular the smallest angle, is greater than 90 degrees and less than 180 degrees, with the angle very preferably being greater than 90 degrees, in particular greater than 100 degrees, and less than 150 degrees, in particular less than 140 degrees. In particular, the angle is to be understood as the smallest angle enclosed by the longitudinal regions, which angle is arranged, for example, on a side of the end edge whose side faces the second side pane, at least in the closed position of the second side pane.

[0017] In order to realize a particularly advantageous design, in particular a particularly advantageous assembly and disassembly, of the pane arrangement, a further embodiment of the invention provides for the panel and the carrier to be non-destructively releasably connected to one another, so that, for example, the panel and the carrier can be alternately connected and detached at least ten times in succession without causing damage or destruction to the panel or the carrier. For this purpose, it is preferably provided that the panel and the carrier are non-destructively releasably connected to one another by means of at least one non-destructively releasable snap-in connection.The locking connection has a first locking element of the carrier, thus a first locking element provided on the carrier, and a second locking element of the cover which is locked to the first locking element, thus a second locking element provided on the cover and locked to the first locking element. The cover has a through-opening which, for example, is continuous in the longitudinal direction of the vehicle when the window assembly is in the installed position. The first locking element of the carrier is accessible via the through-opening, so that an elongated tool such as a screwdriver can be inserted through the through-opening and brought into, in particular direct, support engagement with the first locking element, in order to thereby move the first locking element away from the second locking element and to non-destructively release the locking of the locking elements and thus the locking connection.As a result, for example, the panel can be moved away from the carrier, in particular removed, without causing damage or destruction to the panel or the carrier.

[0018] In the context of the present disclosure, the terms "vehicle longitudinal direction," "vehicle transverse direction," and "vehicle vertical direction" refer to the installation position of the window assembly, such that "in the vehicle longitudinal direction" means the vehicle longitudinal direction of the vehicle in the installation position of the window assembly, "in the vehicle transverse direction" means the vehicle transverse direction of the vehicle in the installation position of the window assembly, and "in the vehicle vertical direction" means the vehicle vertical direction of the vehicle in the installation position of the window assembly. The vehicle longitudinal direction of the vehicle is also referred to as x or the x-direction, the vehicle transverse direction of the vehicle is also referred to as y or the y-direction, and the vehicle vertical direction of the vehicle is referred to as z or the z-direction.

[0019] In a particularly advantageous embodiment of the invention, it is provided that the locking elements and the through opening are arranged in the shaft. This allows for advantageous anti-theft protection and thus a particularly advantageous design of the panel arrangement. This is because, in the closed position, the edge region of the second side panel is arranged in the sealing element and in the shaft. In the closed position of the second side panel, the sealing element cannot be dismantled, i.e., removed from the shaft, and the through opening is not accessible, so that the locking of the locking elements or the locking connection cannot be removed. This means that the panel cannot be detached from the carrier, or at least not without causing damage.A non-destructive detachment of the panel from the carrier is possible in this way and preferably only in this way in that the tool is inserted through the through-opening and brought into direct support with the first locking element and is then pressed further against the first locking element in such a way that the first locking element is moved away from the second locking element and in this way the locking of the locking elements and thus the locking connection is released in a non-destructive manner.

[0020] To achieve a particularly advantageous design of the pane assembly, it has proven particularly advantageous if the through-opening is completely covered by the sealing element. This makes the through-opening visually imperceptible, for example, when the second side window is open, thus providing both advantageous anti-theft protection and a particularly attractive visual impression of the pane assembly.

[0021] Another embodiment is characterized by the locking elements being locked together in the transverse direction of the vehicle, thus creating a so-called Y-locking or Y-locking. This allows the panel to be attached to the carrier particularly firmly and thus advantageously, and the pane assembly can be manufactured, i.e., assembled, particularly easily and thus in a time- and cost-effective manner.

[0022] In order to be able to implement a particularly simple and thus time- and cost-effective assembly of the window arrangement, a further embodiment of the invention provides that a lower part of the panel in the vehicle's vertical direction is inserted from top to bottom into a corresponding receptacle in the carrier in the vehicle's vertical direction and is overlapped outwards in the vehicle's transverse direction by a wall of the carrier that delimits the receptacle outwards in the vehicle's transverse direction, in particular directly. As a result, for example, the panel can be mounted on the carrier in a particularly simple manner by first inserting the lower part of the panel into the corresponding receptacle in the vehicle's vertical direction from top to bottom, in particular in an orientation in which the panel still runs slightly diagonally and outwards away from the carrier in the vehicle's transverse direction.After inserting the lower part of the panel into the corresponding receptacle of the carrier, the panel is cut inwards in the transverse direction of the vehicle and in the direction of the carrier and thus folded towards the carrier, whereby, for example, the previously mentioned locking elements are locked together in the transverse direction of the vehicle and thus the aforementioned locking connection is formed.

[0023] It has proven particularly advantageous if the lower part of the panel is supported directly against the wall, facing outwards in the transverse direction of the vehicle. This allows for particularly advantageous positioning, locking, and, if necessary, even locking of the panel, particularly in the transverse direction of the vehicle.

[0024] In order to be able to realize a particularly advantageous construction and thus, for example, a particularly advantageous assembly of the pane arrangement, it is preferably provided that an alignment of the panel, also referred to as z-alignment and intended for aligning the panel in the vehicle vertical direction relative to the carrier, is designed in an upper third of the panel in the vehicle vertical direction in such a way that the smallest possible tolerance of the panel to at least one component adjoining the panel, such as the frame, is provided.

[0025] This allows the panel to be screwed or peeled onto the support, making it particularly easy to install and therefore time- and cost-effective.

[0026] In order to be able to realize a particularly advantageous design of the window arrangement, a further embodiment of the invention provides that the first end edge of the shaft is an outer first end edge of the shaft in the installed position of the window arrangement in the transverse direction of the vehicle. The support forms an inner second end edge of the shaft in the transverse direction of the vehicle, which second end edge ends at the second end edge at least with respect to the closed position of the second side window, thus at least in the closed position of the second side window in the direction of the second side window. This means that the end edges of the shaft are arranged consecutively and spaced from one another in the transverse direction of the vehicle. For example, the shaft extends away from the end edges of the shaft, specifically in a direction of extension that points away from the second side window, at least in the closed position of the second side window.In the installed position of the window arrangement, for example, the direction of extension runs rearward in the longitudinal direction of the vehicle.

[0027] In order to achieve a particularly advantageous design, it has been shown to be particularly advantageous if the second end edge of the shaft has at least or exactly two longitudinal regions running obliquely or perpendicularly to one another, namely a third longitudinal region running parallel to the first longitudinal region of the first end edge and arranged at the same height as the first longitudinal region of the first end edge in the vertical direction of the vehicle, and a fourth longitudinal region adjoining the third longitudinal region downwards in the vertical direction of the vehicle, in particular directly, and running obliquely or perpendicularly to the third longitudinal region and parallel to the second longitudinal region of the first end edge and arranged at the same height as the second longitudinal region of the first end edge in the vertical direction of the vehicle.It is very preferably provided that the first longitudinal region of the first end edge and the third longitudinal region are arranged at the same height in the vehicle's longitudinal direction, and it is very preferably provided that the second longitudinal region of the end edge and the fourth longitudinal region are arranged at the same height in the vehicle's longitudinal direction. This allows a particularly advantageous profile of the shaft to be realized, so that a particularly advantageous design of the pane arrangement can be achieved, in particular in that the second side window can be moved particularly advantageously and in particular without excessively large actuating forces along the direction of movement relative to the shaft and the first side window.

[0028] In a further particularly advantageous embodiment of the invention, it is provided that at least one part of a pane end edge of the second side pane, which part is arranged in the closed position of the second side pane in the first longitudinal region of the shaft and in the sealing element and which ends at least in the closed position of the second side pane in the direction of the first side pane at the pane end edge, so that, for example, the edge region of the second side pane ends at least in the closed position of the second side pane in the direction of the first side pane at the pane end edge, runs obliquely, i.e. not parallel to the first longitudinal region of the end edge of the shaft, at least in the closed position of the second side pane.This makes it possible to avoid a situation where, when the second side pane is closed, i.e. when the second side pane is moved into the closed position, the entire part of the pane end edge of the second side pane arranged in the sealing element in the closed position of the second side pane is moved into the sealing element over its entire extent all at once, which could, for example, lead to undesired deformation of the sealing element. Because at least the said part of the pane end edge does not run parallel to the first longitudinal region of the end edge of the shaft, when the second side pane is closed, the said part of the pane end edge of the second side pane is not moved into the sealing element all at once, but rather successively, i.e. one after the other, over its extent.In this way, excessive loading of the sealing element and undesirable deformation of the sealing element can be avoided, so that the second side window can be advantageously sealed by means of the sealing element in the closed position of the second side window.

[0029] A further embodiment is characterized in that, in the closed position of the second side window, the second side window adjoins the first side window at the front in the longitudinal direction of the vehicle, thereby providing a particularly advantageous design of the window arrangement. Finally, it has proven particularly advantageous if the second longitudinal region extends obliquely or perpendicularly away from the first longitudinal region at the front in the longitudinal direction of the vehicle, thereby providing a particularly advantageous design of the window arrangement.

[0030] A second aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a car and most particularly as a passenger car, which has at least one window arrangement according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0031] Further details of the invention will become apparent from the following description of a preferred embodiment with the accompanying drawings. In the drawings:

[0032] Fig. 1 shows a schematic side view of a

[0033] A vehicle designed as a passenger car, having at least one window arrangement;

[0034] Fig. 2 shows a partial schematic side view of the

[0035] Disc arrangement;

[0036] Fig. 3 is a schematic sectional view of the disc arrangement in a

[0037] Section plane AA;

[0038] Fig. 4 is a schematic sectional view of the disc arrangement in a

[0039] Section plane BB;

[0040] Fig. 5 is a schematic sectional view of the disc arrangement in a

[0041] Section plane CC;

[0042] Fig. 6 is a schematic sectional view of the disc arrangement in a

[0043] Cutting plane DD;

[0044] Fig. 7 shows a partial schematic sectional view of the

[0045] Disc arrangement; Fig. 8 shows a further schematic sectional view of the

[0046] Disc arrangement;

[0047] Fig. 9 shows a partial schematic perspective view of the

[0048] Disc arrangement, and

[0049] Fig. 10 shows a further schematic and perspective section

[0050] Sectional view of the disc arrangement.

[0051] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0052] Fig. 1 shows a detail of a schematic side view of a vehicle 1, here designed as a passenger car, the interior of which, also referred to as the passenger compartment or passenger cell, is formed by a body 2 of the vehicle, which is designed in particular as a self-supporting body. The vehicle 1 has a side door 3, also simply referred to as a door, which is held movably, in particular pivotably, on the body 2 and is movable, in particular pivotable, between a closed position shown in Fig. 1 and at least one open position relative to the body 2, in particular while the side door 3 is connected to the body 2. The vehicle 1 has a lateral door opening assigned to the side door 3, which is delimited by the body 2. In the closed position, at least a portion of the door opening is closed by the side door 3.In the open position, the side door 3 releases at least part of the door opening, so that, for example, a person can enter or exit the interior via the released part of the door opening.

[0053] The side door 3 has a window arrangement 4, which is explained in more detail below. The side door 3 has a structure not visible in the figures, also referred to as a door structure, which is, for example, a shell of the side door 3, also referred to as a door shell. The side door 3 also has a body panel element 5, which is formed separately from the structure and fixed to the structure, so that relative movements between the structure and the body panel element 5 are prevented. The body panel element 5 forms part of an outer skin A of the side door 3, the outer skin of which can be perceived visually and haptically by a person located in an environment 6 of the vehicle 1. Fig. 1 shows the side door 3 in its closed position, wherein the previous and following statements refer to the closed position of the side door 3 unless otherwise stated.

[0054] It can be seen particularly well from a combination of Fig. 1 to 3 that the window arrangement 4 has two translucent and thus transparent side windows, namely a fixed first side window 7 and a movable second side window 8. In the installed position of the window arrangement 4 and relative to the closed position of the side door 3 and relative to a closed position of the side window 8 shown in Fig. 1, the side windows 7 and 8 are arranged consecutively in the longitudinal direction of the vehicle 1, i.e. one after the other. The longitudinal direction of the vehicle 1 is illustrated by a double arrow 9. The window arrangement 4 assumes its position shown in Fig.1 and 2 in the fully manufactured state of the vehicle 1 having the window arrangement 4, and in particular 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 designated S in Fig. 1. Since the side window 7 is a fixed pane, the side window 7 is at least indirectly fixed to the structure of the side door 3 and thus immovable relative to the structure. In contrast, the second side window 8 is displaceable, that is to say movable, in particular translationally, along a direction of movement illustrated by a double arrow 10 relative to the structure of the side door 3 and relative to the fixed side window 7 between the closed position S and at least one open position. The direction of movement 10 is a linear direction.This means that the direction of movement 10 is straight and thus runs along an imaginary first straight line 11. In other words, the side window 7 is immovable relative to the body paneling element 5 and thus stationary, wherein the side window 8 is displaceable, i.e., particularly translationally movable, along the direction of movement 10 relative to the body paneling element 5 between the closed position S and the at least one open position.

[0055] The side door 3 has a door sill 12, also referred to as a window sill or parapet, by which a first window area 13 and a second window area 14 are delimited downwards in the vertical direction of the vehicle 1 in the installed position of the window arrangement 4 and at least in the closed position of the side door 3. The vertical direction of the vehicle 1, which runs perpendicular to the vehicle longitudinal direction, is illustrated by a double arrow 15. The first window area 13 is or comprises a first through-opening, wherein the side window 7 is fixedly arranged in the window area 13 and thus in the first through-opening. As a result, the first window area 13 and thus the first through-opening are covered, in particular completely, by the side window 7 and thus closed. The second window area 14 is or comprises a second through-opening.In the closed position S, the second window region 14 and thus the second through-opening are closed, in particular completely, by the side window 8. In the at least one open position, the side window 8 exposes the window region 14 and thus the second through-opening at least partially, in particular at least predominantly and thus at least more than half or completely. In particular, it is provided that in the open position of the side window 8, the side window 8, viewed in the vertical direction of the vehicle, is arranged completely below the door sill 12 or at most flush with the door sill 12.Furthermore, it is conceivable that in the open position at least a partial area of ​​the side window 8 is arranged in the vehicle vertical direction below the door sill 12 and thus outside the window area 14 and in the vehicle vertical direction below the window area 14, wherein in the closed position at least the partial area of ​​the side window 8 is arranged in the vehicle vertical direction above the door sill 12 and thus in the window area 14. For example, in the open position the partial area of ​​the side window 8 is below the door sill, and in the open position a second partial area of ​​the side window 8, which adjoins the partial area of ​​the side window 8, in particular in the vehicle vertical direction, is arranged above the door sill 12 in the vehicle vertical direction, so that in the open position the side window 8 is still partially arranged in the window area 14, thus above the door sill 12.It is conceivable that the second partial area of ​​the side window 8 is also arranged in the window area 14 in the closed position and thus above the door sill 12 in the vertical direction of the vehicle.

[0056] For example, the side door 3 has a window shaft which, at least in the closed position of the side door 3 in the transverse direction of the vehicle 1, is at least partially overlapped outwards by the body paneling element 5. For example, in the open position of the side window 8, at least a partial area of ​​the side window 8 is arranged outside the window area 14 and in the window shaft and, in the vertical direction of the vehicle 1, below the door sill 12. The transverse direction of the vehicle 1 runs perpendicular to the vertical direction of the vehicle, perpendicular to the longitudinal direction of the vehicle, and perpendicular to the image plane of Fig. 1 and is illustrated by a double arrow 16.In the closed position S of the side window 8, at least the aforementioned partial area of ​​the side window 8 is arranged outside the shaft and in the window area 14 and thus above the door sill 12 in the vertical direction of the vehicle 1, in particular such that in the closed position S of the side window 8, the door sill 12 directly adjoins the partial area of ​​the side window 8 in the vertical direction of the vehicle. In the longitudinal direction of the vehicle, the window areas 13 and 14 are delimited, for example, by a frame 17 of the side door 3, also referred to as a window frame.

[0057] The pane arrangement 4 has, as can be seen particularly well in Fig. 3, a shaft 18 which is fixed at least indirectly, in particular directly, to the first side window 7 and is thus immovable relative to the side window 7, relative to the structure of the side door 3 and relative to the body paneling element 5, in which shaft 18 an edge region R of the side window 8 is received, at least in the closed position S of the side window 8. A sealing element 19, which is preferably made of rubber and is also simply referred to as a seal, is received in the shaft 18, wherein at least in the closed position S the edge region R is arranged in the sealing element 19.The sealing element 19 is formed separately from the side panes 7 and 8 and is at least indirectly fixed to the side pane 7, so that the side pane 8 is displaceable, i.e. movable, along the direction of movement 10 relative to the sealing element 19 and relative to the shaft 18 between the closed position S and the at least one open position. By means of the sealing element 19, the side pane 8 is guided at least during or during part of the displacement of the second side pane 8 along the direction of movement 10 and relative to the side pane 7. Furthermore, in the closed position S of the side pane 8, the side pane 8 is sealed against the shaft 18 and against the side pane 7 by means of the sealing element 19. The sealing element 19 is thus a window guide seal that is used both for sealing and for guiding the side pane 8. As can be seen from Fig.3 is also that at least in the closed position S of the second side window 8, that is to say at least relative to the closed position S of the second side window 8, the shaft 18 ends in the direction of the second side window 8 and thus towards the second side window 8 at a first end edge K1 of the shaft 18. Since in the exemplary embodiment shown in the figures, in the installed position of the window arrangement 4 and at least in the closed position S, the side window 8 adjoins the side window 7 towards the front in the longitudinal direction of the vehicle 1, the shaft 18 ends at the first end edge K1 towards the front in the longitudinal direction of the vehicle 1.In order to be able to realize a particularly advantageous design of the pane arrangement 4, it is provided that the end edge K1 and thus the shaft 18 have at least, or in this case exactly, two longitudinal regions which in this case run obliquely to one another, namely a first longitudinal region L1 and a second longitudinal region L2 which, in the installed position of the pane arrangement 4 and in the closed position of the side door 3 in the vehicle vertical direction of the vehicle 1, directly adjoins the first longitudinal region L1 downwards, in this case runs obliquely to the first longitudinal region L1, and runs parallel to the direction of movement 10 and thus along the imaginary first straight line 11. The first longitudinal region L1 runs along an imaginary second straight line 20, wherein the straight lines 11 and 20 run obliquely to one another.

[0058] From Fig. 1 to 9 it can be seen that the first end edge K1 is formed by a panel 21, which forms a first part T1 of an outer skin A2 of the window arrangement 4. The outer skin A2 of the window arrangement 4 and thus the first part T1 can be perceived visually and haptically by the person located in the environment 6, wherein the outer skin A2 of the window arrangement 4 is part of the outer skin A of the side door 3 as a whole. The shaft 18 is delimited outwards in the transverse direction of the vehicle 1 by the panel 21, in particular directly. In the transverse direction of the vehicle towards the inside, the shaft 18 is delimited, in particular directly, by a support 22 which is formed separately from the panel 21 and is connected to the panel 21, in particular directly, and which is at least partially covered outwards in the transverse direction of the vehicle by the panel 21 and is thus covered.It can also be seen that the sealing element 19 is formed separately from the carrier 22 and separately from the cover 21. The cover 21, the carrier 22 and the sealing element 19 form a so-called window guide 23, by means of which the side window 8 is guided at least during the aforementioned part of the displacement of the side window 8 along the direction of movement 10 and relative to the side window 7. Since the carrier 22 and the cover 21 are formed separately from one another, the window guide 23 is designed in a shell construction, wherein, for example, the cover 21 is or forms a first shell and the carrier 22 a second shell of the shell construction. Preferably, the respective shell is made of a plastic.

[0059] In the exemplary embodiment shown in the figures, the panel 21 and the carrier 22 are non-destructively releasably connected to one another. For this purpose, the panel 21 and the carrier 22 are non-destructively releasably connected to one another by means of several non-destructively releasable locking connections, namely first locking connections and second locking connections. A first of the locking connections is shown in Fig. 3 and designated R1. The respective first locking connection R1 has a respective first locking element 24 of the carrier 22 and a respective, corresponding, second locking element 25 of the panel 21. For example, the locking elements 24 and 25 are designed as hooks which are interlocked with one another, whereby the locking elements 24 and 25 are locked together.The locking element 25 is inserted into a corresponding locking receptacle 26, which in this case is delimited, in particular directly, in the vehicle's longitudinal direction by the locking element 24 on the one hand and by a wall 27 of the support 22 spaced apart from the locking element 24 in the vehicle's longitudinal direction on the other. The locking element 25 is supported directly on the wall 27 in the vehicle's longitudinal direction and toward the shaft 18, whereby the locking elements 24 and 25 are advantageously held locked. The respective locking connection R1 can be released easily and non-destructively, in particular, by simply pulling the panel 21 outwardly away from the support 22 in the vehicle's transverse direction. No further measures are required to release the respective locking connection R1.However, in order to prevent unwanted detachment of the panel 21 from the carrier 22 and in particular theft of the panel 21 and at the same time to be able to detachably connect the panel 21 and the carrier 22 to one another without causing any damage, the second locking connections are provided, one of the second locking connections being shown in Fig. 4 and designated R2. The respective second locking connection R2 has a respective third locking element 28 of the carrier 22 and a respective fourth locking element 29 of the panel 21. The locking element 29 has a locking opening 30, in this case designed as a through-opening, into which the locking element 28 engages. The locking element 28 has a bevel 31, which runs in particular obliquely to the transverse direction of the vehicle and is also referred to as a sliding bevel.If the panel 21 is mounted on the carrier 22 by moving the panel 21 inward relative to the carrier 22 in the transverse direction of the vehicle and thereby moving it towards the carrier 22, the locking element 29 initially slides along the bevel 31. As a result, the locking elements 28 and 29 are moved relative to one another, in particular with elastic deformation of at least a partial area of ​​the carrier 22 and / or at least a partial area of ​​the panel 21, and this continues until the locking element 28 overlaps with the locking opening 30 to such an extent that the locking element 28 and / or 29 can elastically spring back and the locking element 29 thereby snaps into the corresponding locking opening 30. As a result, the locking elements 28 and 29 are locked together. The respective second locking connection R2 cannot be released non-destructively simply by pulling the panel 21 away from the carrier 22.In order to be able to release the locking connection R2 without causing any damage, i.e. to remove it and thus to detach the panel 21 from the carrier 22 without causing any damage, the following is provided: The locking element 29 has the locking opening 30 designed as a through-opening. The locking element 28 is accessible via the locking opening 30 in such a way that an elongated tool, for example a screwdriver, can be moved through the locking opening 30, also referred to as a locking receptacle and designed as a through-opening, in particular in the longitudinal direction of the vehicle, from a side of the locking element 29 facing away from the locking element 28. The locking opening 30 is continuous in the longitudinal direction of the vehicle. By moving the tool through the locking opening 30, the tool can be moved into, in particular direct, support engagement with the locking element 28.If the tool is then pressed further against the locking element 28, the locking element 28 is thereby moved away from the locking element 29 in such a way that the locking element 28 is moved out of the locking opening 30. As a result, in particular while the tool is still inserted through the locking opening 30, the panel 21 can be moved slightly outwards in the transverse direction of the vehicle away from the carrier 22, in particular until the locking element 28 can no longer engage in the locking opening 30, but can be or is supported, for example, on a wall region 32 of the locking element 29, in particular directly delimiting the locking opening 30. The tool can then be pulled out of the locking opening 30 and, as a result, since the locking connection R2 is released without causing any damage, the panel 21 can be pulled outwards away from the carrier 22 in the transverse direction of the vehicle, i.e. pulled off, whereby the first locking connections R1 are also easily released without causing any damage.In the manner described, all second locking connections R2 can be released non-destructively, whereby the cover 21 can be released from the carrier 22 non-destructively.

[0060] From Fig. 4 it can be seen that the locking elements 28 and 29 and the locking opening 30 designed as a through-opening are arranged in the shaft 18. In addition, the sealing element 19 completely covers the locking opening 30 towards the window region 14 and thus, at least with respect to the closed position S, towards the side window 8. In order to be able to insert the tool through the locking opening 30 (locking receptacle), the sealing element 19 is first removed from the shaft 18, i.e., dismantled. Since, in the closed position S, the edge region R of the side window 8 is received in the shaft 18 and in the sealing element 19, the side window 18, in its closed position S, prevents the sealing element 19 from being removed from the shaft 18, thereby providing particularly advantageous anti-theft protection and, at the same time, non-destructive disassembly of the panel 21 from the carrier 22.In the exemplary embodiment shown in the figures, the panel 21 has a first width in its upper region B1, in which the longitudinal region L1 extends, and a second width in its lower region B2, in which the longitudinal region L2 extends, which is greater than the first width. Thus, the panel 21 is wider in its lower region B2, in the vehicle's vertical direction, than in its upper region B1, in the vehicle's vertical direction, which adjoins the region B2 at the top in the vehicle's vertical direction.

[0061] 2 to 6 together, it can be seen that, for example, at least or exactly one of the locking connections R1 is arranged in the upper, narrow region B1. From Fig. 5, it can be seen that, for example, at least or exactly one or preferably several of the first locking connections R1 are also arranged in the lower, wide region B2, in particular such that, in the lower, wide region B2, several of the first locking connections R1 are arranged one behind the other, i.e., one after the other, in the vehicle's longitudinal direction. As a result, the panel 21 can also be firmly and securely fastened, i.e., locked, to the support 22 in its lower, wide region B2 in the vehicle's transverse direction. From a combination of Figs. 4 and 2, it can be seen that, for example, the locking connection R2 is arranged in the upper, narrow region B1 or in the wide, lower region B2.Furthermore, it is conceivable that exactly one second locking connection R2 is provided, by means of which the cover 21 is detachably fastened to the carrier 22 in a non-destructive manner.

[0062] From Fig. 6, it can be seen that the support 22 has a receptacle 33, which is arranged below the door sill 12 in the vehicle's vertical direction and is therefore a lower receptacle in the vehicle's vertical direction. Thus, for example, the receptacle 33 is covered, i.e., overlapped, outwards by the body panel element 5 in the vehicle's transverse direction of the vehicle 1. Furthermore, the panel 21 has a lower part TE in the vehicle's vertical direction, which in this case is at least substantially L-shaped. In this case, the panel 21 has at least or exactly two lower parts TE, which are arranged consecutively in the vehicle's longitudinal direction, thus one behind the other. The respective lower part TE is at least substantially L-shaped. Furthermore, the parts TE are spaced apart from one another in the vehicle's longitudinal direction of the vehicle 1. Thus, for example, the parts TE form prongs of a fork-shaped region BE of the panel 21, which encompasses the parts TE.It can also be seen that the receptacle 33 is delimited outwards in the transverse direction of the vehicle, in particular directly, by a wall 34 of the support 22. In order to be able to mount the cover 21 particularly easily and thus quickly and cost-effectively, in particular on the support 22, and thus to fasten it to the support 22, the parts TE, i.e. the prongs, are first inserted into the corresponding receptacle 33, in particular from top to bottom in the vertical direction of the vehicle and in an orientation of the cover 21 that runs obliquely to the support 22. After the parts TE, in particular the prongs, have been inserted into the corresponding receptacle 33, the cover 21 is folded inwards in the transverse direction of the vehicle and thus towards the support 22, whereby the locking elements 24 and 25 of the locking connection R1 and the locking elements 28 and 29 of the locking connection R2 interact in a positive fit and are thus locked together.This allows for a screw-in or peel-in installation of the panel 21 on the support 22. It can be seen in particular in Figs. 3 to 5 that the locking elements 24 and 25, or 28 and 29, are locked together in the transverse direction of the vehicle, so that a particularly advantageous, secure, and firm fixation of the panel 21 on the support 22 can be achieved.

[0063] Particularly visible from Fig. 7 to 9 are the locking element 29 of the panel 21, the locking opening 30 designed as a through-opening and the locking element 28 of the carrier 22, wherein the accessibility to the locking element 28 made possible by the locking opening 30 designed as a through-opening and also referred to as a locking receptacle can be seen particularly well from Fig. 7 to 9.

[0064] Fig. 9 shows a section of the disc arrangement 4 with the sealing element 19 removed.

[0065] It can also be seen that the panel 21 has at least or exactly one positioning receptacle 35, which, in the installed position of the window assembly 4 and at least with respect to the closed position of the side door 3, is funnel-shaped, such that the positioning receptacle 35, in the installed position of the window assembly 4 and at least with respect to the closed position of the side door 3, widens inwards in the vehicle transverse direction and tapers outwards in the vehicle transverse direction. The carrier 22 has a positioning rib 36 corresponding to the positioning receptacle 35. If the panel 21 is arranged on the carrier 22, the positioning rib 36, which is also simply referred to as a rib, is inserted into the corresponding positioning receptacle 35.Since the positioning receptacle 35 is funnel-shaped as described, when the rib is inserted into the positioning receptacle 35, the rib comes into, in particular direct, support engagement with the wall regions of the panel 21 directly bordering the positioning receptacle 35, wherein when the panel 21 is mounted on the support 22, the positioning rib 36 slides directly off the aforementioned wall region of the panel 21 directly bordering the positioning receptacle 35. As a result, the panel 21 is aligned relative to the support 22, i.e. positioned, in particular in the vertical direction of the vehicle. This occurs in particular during the previously described peeling or screwing-in installation of the panel 21 on the support 22, whereby the panel 21 can be mounted and thus fastened to the support 22 in a particularly simple, time-efficient and cost-effective manner. The positioning rib 36 is also referred to as a rib.It can be seen that the positioning rib 36 and the positioning receptacle 35 are positioning elements which, when the cover 21 is mounted on the carrier 22, come into, in particular direct, interaction, in particular direct form-fitting interaction, whereby the cover 21 is aligned, i.e. positioned, relative to the carrier 22, in particular in the vertical direction of the vehicle.

[0066] The positioning receptacle 35 and the corresponding positioning rib 36 thus form an alignment system in which the positioning elements engage with each other, i.e., in each other, in particular in order to align, i.e., position, the panel 21 and the carrier 22 relative to each other in the vertical direction of the vehicle.

[0067] From Figs. 3, 4 and 5 it can be seen that the end edge K1 is an outer first end edge of the shaft 18 in the transverse direction of the vehicle 1. The support 22 forms an inner second end edge K2 of the shaft 18 in the transverse direction of the vehicle 1, which ends at the second end edge K2 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 region 14.In this case, for example, the second end edge K2 has at least or exactly two longitudinal regions running perpendicularly or, in this case, obliquely to one another, namely a third longitudinal region running parallel to the first longitudinal region L1 of the first end edge K1 and arranged in the vehicle vertical direction at the same height as the first longitudinal region L1 of the first end edge K1, and a fourth longitudinal region adjoining the third longitudinal region downwards in the vehicle vertical direction, in particular directly, and running perpendicularly or, in this case, obliquely to the third longitudinal region and parallel to the second longitudinal region L2 of the first end edge K1 and arranged in the vehicle vertical direction at the same height as the second longitudinal region L2 of the first end edge K1.

[0068] In particular, it is particularly clear from Fig. 10 that the respective lower part TE is inserted into the corresponding receptacle 33. Also visible from Figs. 3 to 5 is a pane end edge K3 of the side window 8, wherein at least in the closed position S of the side window 8, the pane end edge K3 faces the side window 7, thus pointing towards the side window 7 and thus rearward in the vehicle longitudinal direction. The edge region R and thus the side window 8 end at the pane end edge K3, in particular at least with respect to the closed position S rearward in the vehicle longitudinal direction and thus towards the side window 7. In this case, at least part of the pane end edge K3 is arranged in the first longitudinal region L1 of the shaft 18 and in the sealing element 19 in the closed position S of the second side window 8.It is preferably provided that at least the part of the pane end edge K3 arranged in the first longitudinal region of the shaft 18 and in the sealing element 19 in the closed position S runs obliquely and thus not parallel to the first longitudinal region L1 of the end edge K1 and the shaft 18, at least in the closed position S. This ensures that when the side pane 8 is moved into the closed position S, the said part of the pane end edge K3 does not move into the sealing element 19 as a whole, i.e. not all at once, but successively, whereby excessive loads and excessive deformations of the sealing element 19 can be reliably avoided.

[0069] From Figs. 1 and 2, it can be seen that an end edge K4 of the panel 21, which faces away from the end edge K1 in the vehicle's longitudinal direction and points rearward in the vehicle's longitudinal direction, which ends at the end edge K4 toward the rear in the vehicle's longitudinal direction and thus toward the side window 7, runs parallel to the first longitudinal region L1 and thus parallel to the second straight line 20, in particular over its entire extension in the vehicle's vertical direction. In the exemplary embodiment shown in the figures, the second longitudinal region L2 of the end edge K1 of the shaft 18 extends forward in the vehicle's longitudinal direction perpendicularly or, in the present case, obliquely away from the first longitudinal region L1.

[0070] vehicle

[0071] Construction

[0072] side door

[0073] Disc arrangement

[0074] Body paneling element

[0075] Surroundings first side window second side window

[0076] Double arrow direction of movement first straight line

[0077] Door parapet first pane area second pane area double arrow

[0078] double arrow

[0079] Frame

[0080] shaft

[0081] Sealing element second straight line

[0082] aperture

[0083] Carrier

[0084] Window guide

[0085] locking element

[0086] locking element

[0087] Snap-in mount

[0088] wall

[0089] locking element

[0090] locking element

[0091] Snap-in mount

[0092] Slope

[0093] Wall area

[0094] Recording

[0095] Wall 35 positioning holder

[0096] 26 Positioning rib

[0097] A outer skin

[0098] A2 outer skin

[0099] B1 upper area

[0100] B2 lower area

[0101] BE area

[0102] K1 end edge

[0103] K2 end edge

[0104] K3 Disc end edge

[0105] K4 End edge

[0106] L1 first length range second length range

[0107] R edge area

[0108] R1 snap connection

[0109] R2 snap connection

[0110] S Closed position

[0111] T1 part

[0112] Part

Claims

Patent claims 1. A window arrangement (4) for a vehicle (1), comprising two translucent side windows (7, 8) arranged consecutively in the vehicle's longitudinal direction (9), namely a fixed first side window (7) and a second side window (8) displaceable along a direction of movement (10) relative to the first side window (7) between a closed position (S) and at least one open position, comprising a shaft (18) fixed at least indirectly to the first side window (7), in which shaft (18) an edge region (R) of the second side window (8) is received, at least in the closed position (S), the edge region (R) of which is arranged, at least in the closed position (S), in a sealing element (19) arranged in the shaft (18), by means of which the second side window (8) is to be guided at least during part of the displacement of the second side window (88) and is sealed against the shaft (18) and the first side window (7) at least in the closed position (S),wherein the shaft (18) ends at an end edge (K1) of the shaft (18), at least with respect to the closed position (S) of the second side window (8) in the direction of the second side window (7), characterized in that the end edge (K1) and thereby the shaft (18) have at least or exactly two longitudinal regions (L1, L2) running obliquely or perpendicularly to one another, namely a first longitudinal region (L1) and a second longitudinal region (L2) adjoining the first longitudinal region (L1) downwards in the vehicle vertical direction (15), running obliquely or perpendicularly to the first longitudinal region (L1), which runs parallel to the direction of movement (10).

2. Pane arrangement (4) according to claim 1, characterized in that the end edge (K1) is formed by a panel (21) which forms part (T1) of an outer skin (A2) of the pane arrangement (4).

3. Window arrangement (4) according to claim 2, characterized in that the shaft (18) extends outwards in the vehicle transverse direction (16) through the panel (21) and is delimited inwards in the vehicle transverse direction (16) by a support (22) which is formed separately from the panel (21) and connected to the panel (21), which support is at least partially covered outwards in the vehicle transverse direction (16) by the panel (21).

4. Disc arrangement (4) according to claim 3, characterized in that the panel (21) and the carrier (22) are non-destructively releasably connected to one another by means of at least one non-destructively releasable latching connection (R2), which has a first latching element (28) of the carrier (22) and a second latching element (29) of the panel (21) latched to the first latching element (28), which second latching element (29) has a through-opening (30) through which the first latching element (28) is accessible, so that a tool can be pushed through the through-opening (30) and brought into support with the first latching element (28) in order to thereby move the first latching element (28) away from the second latching element (29) and to non-destructively release the latching of the latching elements (28, 29) and the latching connection (R2).

5. Disc arrangement (4) according to claim 4, characterized in that the locking elements (28, 29) and the through opening (30) are arranged in the shaft (18).

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

7. Window arrangement (4) according to one of claims 4 to 6, characterized in that the locking elements (28, 29) are locked together in the vehicle transverse direction (16).

8. Window arrangement (4) according to one of claims 3 to 7, characterized in that a lower part (TE) of the panel (21) in the vehicle vertical direction (15) is inserted into a corresponding receptacle (33) of the carrier (22) in the vehicle vertical direction (15) inserted from top to bottom and overlapped outwards in the vehicle transverse direction (16) by a wall (34) of the support (22) which delimits the receptacle (33) outwards in the vehicle transverse direction (16).

9. Window arrangement (4) according to claim 8, characterized in that the lower part (TE) of the panel (21) is supported outwards in the vehicle transverse direction (16) directly on the wall (34).

10. Window arrangement (4) according to one of the preceding claims, characterized in that the end edge (K1) is an outer first end edge (K1) of the shaft (18) in the vehicle transverse direction (16), wherein the support (22) forms an inner second end edge (K2) of the shaft (18) in the vehicle transverse direction (16), which ends at the second end edge (K2) in the direction of the second side window (8) at least with respect to the closed position (S) of the second side window (8).

11. Pane arrangement (4) according to claim 10, characterized in that the second end edge (K2) has at least or exactly two longitudinal regions running obliquely or perpendicularly to one another, namely a third longitudinal region running parallel to the first longitudinal region (L1) of the first end edge (K1) and a fourth longitudinal region adjoining the third longitudinal region downwards in the vehicle vertical direction (15), running obliquely or perpendicularly to the third longitudinal region and parallel to the second longitudinal region (L2) of the first end edge (K1).

12. Pane arrangement (4) according to one of the preceding claims, characterized in that at least one part of a pane end edge (K3) of the second side pane (8) which is arranged in the first longitudinal region (L1) of the shaft (18) and in the sealing element (19) in the closed position (S) of the second side pane (8), which part ends at least in the closed position (S) of the second side pane (8) in the direction of the first side pane (7) at the pane end edge (K3), runs at least in the closed position (S) obliquely to the first longitudinal region (L1) of the end edge (K1).

13. Window arrangement (4) according to one of the preceding claims, characterized in that the second side window (8) in the closed position (S) of the second side window (8) adjoins the first side window (7) to the front in the vehicle longitudinal direction (9).

14. Window arrangement (4) according to one of the preceding claims, characterized in that the second longitudinal region (L2) of the end edge (K1) extends forwards in the vehicle longitudinal direction (9) obliquely or perpendicularly away from the first longitudinal region (L1).

15. Vehicle (1) with at least one window arrangement (4) according to one of the preceding claims.

Images