Description:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

A DOOR ASSEMBLY FOR A VEHICLE AND A WINDOW PANEL POSITIONING SYSTEM THEREOF

APPLICANT:

TVS MOTOR COMPANY LIMITED, an Indian Company at: “Chaitanya”, No.12 Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006.

The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[0001] The present subject matter relates generally to a door assembly for a vehicle. More particularly but not exclusively, the present subject matter relates to a door assembly of a vehicle with a panel positioning system for at least one window.

BACKGROUND
[0002] Door assemblies used in three wheeled or four wheeled vehicles are often provided with windows to facilitate ventilation and enable access to an external environment. These windows can be opened or closed by rolling up or sliding down a window panel, as per the requirement. Conventionally, vehicles use window regulators for positioning the window panel within the door panels or door assembly comprising one or more panels. These window regulators are electrical or mechanical devices configured to control the movement of the window panel. However, a user cannot manually adjust the position of the window panel by exerting pull or push force directly on to the window panel as needed. This limitation is due to the use of worm gears in such window regulators.
[0003] Further, window regulation mechanisms are heavier in weight due to which weight of the overall vehicles gets increased. A heavier vehicle requires more energy to move, which means that it will consume more fuel and/or energy depending on whether the prime mover is an engine or a motor or a hybrid construction. This can be a significant cost, especially for vehicles that are used for commercial purposes such as cargo vehicles, or long-range vehicles where the requirement of the user is to maximize the fuel efficiency and/or energy efficiency of the vehicle. Another problem with increased weight can be reduced acceleration, since a heavier vehicle will also be slower to accelerate and have a lower power to weight ratio. This can be a problem in situations where the vehicle needs to be able to move quickly, such as in an urgent delivery, emergency situation, uphill movement or the like. Furthermore, increased braking distance can be another problem with the increased weight of the vehicle because the heavier vehicle will take longer distance to stop the vehicle, which can be a safety hazard. This would therefore require manufacture to invest more braking equipment thereby leading to higher costs. Another problem with the heavier vehicles will be less agility and have less responsive handling because of which it will be more difficult to control the vehicle, especially in slippery or windy conditions.
[0004] Furthermore, window regulation mechanisms, being complex and expensive, unnecessarily increase the cost of vehicles wherein window regulation is not an essential comfort factor. Furthermore, conventional window regulation mechanisms also increase the number of parts requiring regular service, repair and/or replacement. This further increases the maintenance cost of the vehicle. These costs can be prohibitively high for various segment of customers, such as but not limited to, cargo vehicles. Such segment is sensitive to the cost of the vehicles and mileage of the vehicle. The cost of the vehicle can be minimized and mileage can be enhanced if the weight of the vehicle can be reduced without comprising with necessary features. This also leads to an increased servicing time, making the vehicle inoperative for a larger portion of its working hours. By providing a light-weight, compact and cost-effective alternative to the conventional window positioning or regulation system, the capital cost as well as operational cost and servicing cost of the vehicle can be reduced.
[0005] Moreover, the conventional window regulation mechanisms, of the rollable window type, are usually provided with a curved glass panel which also have higher thickness. These glass panels are likely be more expensive due to toughening, due to curvature and more contoured design. Higher thickness and therefore excess weight and price make these glass panels undesirable. Additionally, the method employed for installation of the conventional window regulation mechanisms increases the assembly time as well as manufacturing cost.
[0006] Therefore, there is a need for a simple, lighter and cost-effective alternative to conventional system which enables the user to directly adjust the position of window panel without requiring any separate window regulator. The present invention proposes a door assembly of a vehicle with a simplified panel positioning system for at least one window. The invention, as disclosed, enables the vehicle occupants to adjust the window as desired. Therefore, contributing to comfort of opening the window for ventilation or closing the window for protection from external elements. The present positioning system also eliminates the need for toughened or contoured and/or thick glasses known in the art for rollable window type because added weight and thickness of window panels is not desirable for the present design. The provided panel positioning system reduces the cost, complexity and weight of the vehicle without compromising upon the required functions of the conventional window regulators. The resultant door assembly due to the improved panel positioning system is less complex, has lesser number of moving parts within the door assembly and has reduced service and maintenance requirement increasing the longevity of the door assembly and thereby vehicle in general.

BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The details are described with reference to an embodiment of a door assembly for a vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference similar features and components.
[0008] Figure 1 illustrates a perspective view of a door assembly for a vehicle when seen from the exterior of the vehicle.
[0009] Figure 2 illustrates a perspective view of a door assembly for a vehicle when seen from the inside of the vehicle.
[0010] Figure 3a illustrates a door assembly for a vehicle from the side view of the vehicle when seen from the exterior of the vehicle.
[0011] Figure 3b illustrates another side view of a door assembly for a vehicle when the door, in a closed position, is seen from the rear of the vehicle.
[0012] Figure 4a illustrates an orthographic view of a door assembly for a vehicle when the door, in a closed position, is seen from the front of the vehicle.
[0013] Figure 4b illustrates a side view of the door assembly for a vehicle when seen from the inside of the vehicle.
[0014] Figure 5 illustrates an exploded view of the door assembly.
[0015] Figure 6 illustrates a flow chart depicting a method (600) for mounting a window panel (301) in a door assembly (200) for a vehicle.

SUMMARY OF THE INVENTION
[0016] The present subject matter relates generally to a door assembly for a vehicle. The door assembly comprises an outer panel, an inner panel, at least one window and a panel positioning system for the at least one window. The outer panel is visible from an exterior of the vehicle. The inner panel is placed opposite to the outer panel. The at least one window is configured to facilitate a ventilation and enable access to an external environment. The panel positioning system is disposed between the outer panel and the inner panel. The panel positioning system comprises a window panel, a plurality of run channels, a lock and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest the motion of the window panel in the closed position. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0017] The present subject matter also relates to a panel positioning system for at least one window of a vehicle. The panel positioning system comprises a window panel, a plurality of run channels, a lock, a window seal and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest a motion of the window panel in the closed position. The window seal is configured to cause an interior of the vehicle impervious to external elements. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0018] Another aspect of invention relates to a vehicle. The vehicle comprises a cabin and a door assembly. The cabin is configured to accommodate a user of the vehicle. The door assembly is configured to regulate an ingress into and an egress from the cabin. The door assembly comprises an outer panel, an inner panel, at least one window and a panel positioning system for the at least one window. The outer panel is visible from an exterior of the vehicle. The inner panel is placed opposite to the outer panel. The at least one window is configured to facilitate ventilation and enable access to an external environment. The panel positioning system is disposed between the outer panel and the inner panel. The panel positioning system comprises a window panel, a plurality of run channels, a lock, a window seal and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest a motion of the window panel in the closed position. The window seal is configured to cause an interior of the vehicle impervious to external elements. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0019] Further, the present subject matter relates to a method for mounting a window panel in a door assembly for a vehicle. First step of the method is mounting a B-pillar upper channel and a B-pillar lower channel to an inner panel thereby creating a rabbit gap between an outer panel of the door assembly and the inner panel of the door assembly. Secondly, inserting the window panel into the rabbit gap such that the rabbit gap allowing the window panel to move between a closed position and an open position. Thirdly, moving the window panel to the closed position and locking the window panel in the closed position by a lock. Fourth step of the method is mounting an A-pillar lower channel to the inner panel of the door assembly and moving the window panel to the open position. Fifth step of the method is mounting an A-pillar upper channel to the inner panel of the door assembly and moving the window panel between the closed position and the open position.

DETAILED DESCRIPTION
[0020] In order to achieve one or more of the above-mentioned objectives and overcome the related problems, the present invention provides a door assembly for a vehicle, a panel positioning system for at least one window of a vehicle, a vehicle and a method for mounting a window panel in a door assembly for a vehicle.
[0021] One embodiment of the invention relates to a door -assembly for a vehicle. The door assembly comprises an outer panel, an inner panel, at least one window and a panel positioning system for the at least one window. The outer panel is visible from an exterior of the vehicle. The inner panel is placed opposite to the outer panel. The at least one window is configured to facilitate ventilation and enable access to an external environment. The panel positioning system is disposed between the outer panel and the inner panel. The panel positioning system comprises a window panel, a plurality of run channels, a lock and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest a motion of the window panel in the closed position. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0022] As per one embodiment of the invention, the outer panel is hemmed with the inner panel.
[0023] As per one embodiment of the invention, the plurality of bump stops is positively mounted to the plurality of run channels.
[0024] As per one embodiment of the invention, the plurality of bump stops includes a plurality of lower bump stops and a plurality of upper bump stops, the plurality of upper bump stops being provided in between the plurality of run channels in order to absorb the shock midway between the closed position and open position of the window panel. This increases life of the plurality of lower bump stops which are more difficult to replace due to their lower position in the door assembly.
[0025] As per one embodiment of the invention, the door assembly includes a window seal. The window seal is configured to cause an interior of the vehicle impervious to a plurality of external elements. The window seal is inserted into the plurality of run channels.
[0026] As per one embodiment of the invention, the window panel is configured to move between the closed position and the open position through a rabbit gap at a belt line of the vehicle. The rabbit gap is defined by a space between the outer panel and the inner panel.
[0027] As per one embodiment of the invention, the lock is provided on one or more edges of the window panel. The lock is installed in a cut out. The cut out is disposed on the inner panel.
[0028] As per one embodiment of the invention, a waist seal is inserted into the outer panel and inner panel at a belt line.
[0029] As per one embodiment of the invention, the plurality of run channels comprises a cant rail, an A-pillar upper channel, an A-pillar lower channel, a B-pillar upper channel and a B-pillar lower channel.
[0030] As per one embodiment of the invention, the cant rail is longitudinally extended along a top edge of the at least one window. The cant rail is connected with the outer panel and the inner panel.
[0031] As per one embodiment of the invention, the A-pillar upper channel and B-pillar upper channel are disposed opposite to each other, along a plurality of lateral sides of the at least one window. The A-pillar upper channel and the B-pillar upper channel are connected with the outer panel and inner panel.
[0032] As per one embodiment of the invention, the A-pillar lower channel is disposed below the A-pillar upper channel. The A-pillar lower channel is positively mounted to the inner panel by a first mounting member.
[0033] As per one embodiment of the invention, the B-pillar lower channel is disposed below the B-pillar upper channel. The B-pillar lower channel is positively mounted to the inner panel by a second mounting member.
[0034] Another embodiment of the invention relates to a panel positioning system for a window of a vehicle. The panel positioning system comprises a window panel, a plurality of run channels, a lock, a window seal and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest a motion of the window panel in the closed position. The window seal is configured to cause an interior of the vehicle impervious to a plurality of external elements. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0035] Yet another embodiment of the invention relates to a vehicle. The vehicle comprises a cabin and a door assembly. The cabin is configured to accommodate a user of the vehicle. The door assembly is configured to regulate an ingress into and an egress from the cabin. The door assembly comprises an outer panel, an inner panel, at least one window and a panel positioning system for the at least one window. The outer panel is visible from the exterior of the vehicle. The inner panel is placed opposite to the outer panel. The at least one window is configured to facilitate ventilation and enable access to an external environment. The panel positioning system is disposed between the outer panel and the inner panel. The panel positioning system comprises a window panel, a plurality of run channels, a lock, a window seal and a plurality of bump stops. The window panel is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels is configured to guide a motion of the window panel. The lock is configured to arrest a motion of the window panel in the closed position. The window seal is configured to cause an interior of the vehicle impervious to a plurality of external elements. The plurality of bump stops is configured to absorb a shock. The shock is caused due to stopping of the window panel at the open position.
[0036] As per yet another embodiment of the invention, the vehicle includes a door locking mechanism. The door locking mechanism is configured to provide an indication on an instrument cluster, in an event a door is in an unlocked position whilst the vehicle is in a running condition.
[0037] A further embodiment of the invention relates to a method for mounting a window panel in a door assembly for a vehicle. First step of the method is mounting a B-pillar upper channel and a B-pillar lower channel to an inner panel of the door assembly thereby creating a rabbit gap between an outer panel of the door assembly and the inner panel of the door assembly. Secondly, inserting the window panel into the rabbit gap such that the rabbit gap allowing the window panel to move between a closed position and an open position. Thirdly, moving the window panel to the closed position and locking the window panel in the closed position by a lock. Fourth step of the method is mounting an A-pillar lower channel to the inner panel of the door assembly and moving the window panel to the open position. Fifth step of the method is mounting an A-pillar upper channel to the inner panel of the door assembly and moving the window panel between the closed position and the open position.
[0038] As per the further embodiment of the invention, a plurality of bump stops is provided on the A-pillar upper channel, the A-pillar lower channel, the B-pillar upper channel, and the B-pillar lower channel. The plurality of bump stops is configured to absorb a shock. The shock is caused by a stopping of the window panel at the open position.
[0039] The embodiments of the present invention will now be described in detail with reference to an embodiment of a door assembly for a vehicle, along with the accompanying drawings. However, the disclosed invention is not limited to the present embodiments.
[0040] The embodiments shown in Figure 1 and Figure 2 are taken together for discussion. Figure 1 illustrates a perspective view of a door assembly (200) for a vehicle when seen from the exterior of the vehicle. Figure 2 illustrates a perspective view of a door assembly (200) for a vehicle when seen from the inside of the vehicle. The door assembly (200) illustrates a hinged type door. However, the disclosed invention is not limited to the hinged type door only. The present invention can also be worked upon with the other types of doors like sliding doors.
[0041] The door assembly (200) comprises an outer panel (202), an inner panel (203), at least one window (201) and a panel positioning system (300) for the at least one window (201). The outer panel (202) is visible from an exterior of the vehicle. The inner panel (203) is placed opposite to the outer panel (202). The at least one window (201) being configured to facilitate ventilation and enable access to an external environment. The panel positioning system (300) is disposed between the outer panel (202) and the inner panel (203). The panel positioning system (300), (shown in Figure 5), comprises a window panel (301), a plurality of run channels (302), a lock (303) and a plurality of bump stops (305), (shown in Figure 5). The window panel (301) is movable in a vertical direction, between a closed position and an open position upon receiving an input directly from a user. The plurality of run channels (302) is configured to guide a motion of the window panel (301). The lock (303) is configured to arrest a motion of the window panel (301) in the closed position. The plurality of bump stops (305) is configured to absorb a shock. The shock is caused by a stopping of the window panel (301) at the open position.
[0042] As noted above, the window panel (301) is configured to move between the closed position and the open position upon receiving an input directly from the user. The conventional window panels are not configured to directly receive an input from the user because the user is first required to engage with the window regulator in order to adjust the position of conventional window panel. The invention successfully eliminates the requirement of any separate window regulator which are conventionally complex, expensive and heavy and have various other disadvantages are already explained in the Background section.
[0043] The window panel (301) is a transparent panel which can be made up of material selected from a group comprising glass, polycarbonate plastic, acrylic plastic, or the like. In the preferred embodiment, the window panel (301) is made up of flat glass. The flat glass is devoid of any curvature or a contoured profile. The requirement for thicker and heavier glass for window panel (301) is thus avoided by eliminating the use of a heavier, thicker bent glass for the window panel (301). Therefore, the use of flat glass, instead of bent glass, not only reduces the excess weight of panel positioning system (300) but also decreases the manufacturing cost and increases the life of the plurality of bump stops (305) (shown in figure 5) because the plurality of bump stops (305) need not bear the excess weight of the conventionally known thicker glass.
[0044] In the present invention, the outer panel (202) is hemmed with the inner panel (203). This helps in reinforcing the edges of outer panel (202) and inner panel (203), hiding burrs and rough edges, and improving the overall appearance. Further, hemming the outer panel (202) with inner panel (203) will provide additional strength to the door assembly (200) of the vehicle and making it more resistant to physical damage. Accordingly, the hemming helps to seal the door assembly (200) and will make it more resistant to external factors such as water, mud, dust, dirt, etc. infiltration and will prevent rusting and corrosion.
[0045] The door assembly (200) also includes a window seal (304) which is configured to cause an interior of the vehicle impervious to external elements. The external elements can be dirt, dust, mud, water and air. The window seal (304) is inserted into the plurality of run channels (302).
[0046] The window panel (301) is configured to move between the closed position and the open position through a rabbit gap at a belt line (101) of the vehicle. This rabbit gap is defined by a space between the outer panel (202) and the inner panel (203). The belt line (101) is an imaginary line in the vehicle door (200) from which the window panel (301) will start. Further, at the belt line (101) of the vehicle, there is a defined space called the rabbit gap. The rabbit gap is created by the separation between the outer panel (202) and the inner panel (203) of the door assembly (200). Furthermore, when the window panel (301) is closed, the outer panel (202) and the inner panel (203) of the door assembly (200) align closely together to form a complete and sealed window panel (301). When the window panel (301) needs to be opened, it slides or moves along the rabbit gap area. The presence of the rabbit gap allows the window panel (301) to have the necessary clearance for movement. As the window panel (301) is moved, it glides within the rabbit gap, between the outer panel (202) and the inner panel (203) of the door assembly (200), until it reaches the fully open position.
[0047] The lock (303) is provided on one or more edges (301e) of the window panel (301). The lock (303) being installed in a cut out, the cut out is disposed on the inner panel (203). The lock (303) not only arrests a motion of the window panel (301) in the closed position but also restricts anyone from opening the at least one window (201) from the exterior of the vehicle when the window panel (301) is locked thereby preventing theft or any similar event.
[0048] In the present invention, a waist seal (306) is inserted into the outer panel (202) and inner panel (203) at the belt line (101). The waist seal (306) is provided to cut road noise and wind noise in the cabin. Also, waist seal (306) wipes any moisture present on the surface of window panel (301) when the window panel (301) moves through the rabbit gap.
[0049] The embodiments shown in Figure 3a, Figure 3b, Figure 4a and Figure 4b are taken together for discussion. Figure 3a illustrates a door assembly (200) for a vehicle from the side view of the vehicle when seen from the exterior of the vehicle. Figure 3b illustrates another side view of a door assembly (200) for a vehicle when the door, in a closed position, is seen from the rear of the vehicle. Figure 4a illustrates an orthographic view of a door assembly (200) for a vehicle when the door, in a closed position, is seen from the front of the vehicle.
[0050] Figure 4b illustrates a side view of the door assembly (200) for a vehicle when seen from the inside of the vehicle.
[0051] The panel positioning system (300), as shown in figure 5, comprises a window panel (301), a plurality of run channels (302), a lock (303), a window seal (304), and a plurality of bump stops (305). The window panel (301) is movable, in a vertical direction, between a closed position and an open position, upon receiving an input directly from a user. The plurality of run channels (302) is configured to guide a motion of the window panel (301). The lock (303) is configured to arrest the motion of the window panel (301) in the closed position. The window seal (304) is configured to cause an interior of the vehicle impervious to external elements. The plurality of bump stops (305) is configured to absorb a shock which is caused by a stopping of the window panel (301) at the open position.
[0052] The vehicle comprises a cabin and a door assembly (200). The cabin is configured to accommodate a user of the vehicle. In one embodiment, there can be more than one door and more than one windows. In one aspect of the vehicle, the cabin may be a front portion of the vehicle while the remaining rear portion of the vehicle is a load carrying portion. In another aspect, the vehicle may be entirely meant for passenger use and have four or more doors meant for passenger and luggage access.
[0053] The door assembly (200) is configured to regulate an ingress into and an egress from the cabin. The door assembly (200) comprises an outer panel (202), an inner panel (203), at least one window (201) and a panel positioning system (300) for the at least one window (201). The outer panel (202) is visible from the exterior of the vehicle. The inner panel (203) is placed opposite to the outer panel (202). The at least one window (201) is configured to facilitate ventilation and enable access to an external environment. The panel positioning system (300) is disposed between the outer panel (202) and the inner panel (203). The panel positioning system (300) comprises a window panel (301), a plurality of run channels (302), a lock (303), a window seal (304) and a plurality of bump stops (305).
[0054] The vehicle includes a door locking mechanism (not shown). The door locking mechanism (not shown) is configured to provide an audio or visual indication on an instrument cluster (not shown) or separately by virtue of a lighting member, or through an audio indication in an event a door being in an unlocked position whilst the vehicle being in a running condition. The indication can also be provided in the form of haptic feedback on a steering column (not shown), a seat (not shown) or the like components which are in a tactile interaction with the user of the vehicle.
[0055] Additionally, the safety indication is achieved by way of a controller (not shown) of the vehicle based on the detected status of the prime mover (not shown) configures the operation of the door locking mechanism (not shown). The controller (not shown) can be an already existent controller (not shown) disposed in the vehicle like telematics control unit, an Engine Management System (EMS), Electronic Control Unit (ECU), a Body Control Unit (BCU), a Vehicle Control Units (VCU), an Integrated Starter Generator (ISG) Controller.
[0056] Figure 5 illustrates an exploded view of the door assembly (200). The plurality of run channels (302) comprises a cant rail (302cr), an A-pillar upper channel (302au), an A-pillar lower channel (302al), a B-pillar upper channel (302bu) and a B-pillar lower channel (302bl). The A-pillar upper channel (302au) and A-pillar lower channel (302al) are disposed along a pillar-A of the vehicle. The B-pillar upper channel (302bu) and the B-pillar lower channel (302bl) are disposed along a pillar-B of the vehicle. Pillar-A and pillar-B are configured to provide structural integrity to a roof of the cabin of the vehicle. The pillar-A is the support structure that holds the windshield in place and it is located in the front of the cabin of the vehicle. The pillar-B is the support structure in the center or the rear of the vehicle. Both pillar A and Pillar B also aid in installing and closing of the door assembly (200). Typically, the Pillar A merges into a front portion of the body of the vehicle or the cabin in this case which includes provisions (not shown) for hinged mounting (not shown) of the door assembly (200).
[0057] The cant rail (302cr) is longitudinally extended along a top edge of the at least one window (201). The cant rail (302cr) is connected with the outer panel (202) and the inner panel (203). The cant rail (302cr) is connected to the outer panel (202) and the inner panel (203) using ways such as but not limited to spot welded or hemmed or the like.
[0058] The A-pillar upper channel (302au) and B-pillar upper channel (302bu) are disposed opposite to each other, along a plurality of lateral sides of the at least one window (201). The A-pillar upper channel (302au) and the B-pillar upper channel (302bu) are connected with the outer panel (202) and inner panel (203). The A-pillar upper channel (302au) and the B-pillar upper channel (302bu) are connected with the outer panel (202) and inner panel (203) using ways such as but not limited to spot welded or hemmed or the like.
[0059] The A-pillar lower channel (302al) is disposed below the A-pillar upper channel (302au). The A-pillar lower channel (302al) is positively mounted to the inner panel (203) using a first mounting member (307a). The positive mounting of the A-pillar lower channel (302al) prevents the first mounting member (307a) from turning loose during operation owing to vibrations. The first mounting member (307a) includes but not limited to a split beam nut, a castellated nut, a split pin and a fastener with safety wiring.
[0060] The B-pillar lower channel (302bl) is disposed below the B-pillar upper channel (302bu). The B-pillar lower channel (302bl) is positively mounted to the inner panel (203). This positive mounting of B-Pillar lower channel (302bl) can also be done using a second mounting member (not shown). The B-pillar lower channel (302bl) is positively mounted to the inner panel (203) thereby preventing the second mounting member (not shown) from turning loose due to vibrations. The second mounting member (not shown) includes but not limited to a split beam nut, a castellated nut, a split pin and a fastener with safety wiring.
[0061] The plurality of bump stops (305) is positively mounted to the plurality of run channels (302). Positive mounting of the plurality of bump stops (305) with the plurality of run channels (302) prevents any slackening owing to vibrations. Fasteners such as but not limited to a split beam nut, a castellated nut, a split pin and a fasteners with safety wiring can be used for mounting the plurality of bump stops (305).
[0062] In one embodiment, the plurality of bump stops includes a plurality of lower bump stops (305) and a plurality of upper bump stops (not shown). The plurality of upper bump stops is also provided in between the plurality of run channels (302) in order to absorb the shock midway between the open position and the closed position of the window panel (301). Accordingly, the upper bump stops act as additional buffers, reducing the force of impact during this intermediate phase of movement. This substantially decreases the impact and stress on the plurality of lower bump stops (305) thereby increasing life of the plurality of lower bump stops (305). Notably, the plurality of lower bump stops (305) is located deeper inside the door assembly (200) and are therefore, more difficult to service and repair or replace. Thus, due to the installation of the plurality of upper bump stops, the life of the lower bump stops (305) is substantially increased because a significant share of the stress and impact is absorbed by the plurality of upper bump stops which are relatively easier to replace, service or repair. Accordingly, the same will reduce the service time of the vehicle and the same results in more uptime for the vehicle, allowing it to be on the road and operational for a larger portion of its working hours.
[0063] Bump stops also act as buffer by avoiding metal to metal contact. The main purpose of bump stops is to serve as a cushion, protecting the window panel (301) against impact shocks, stress and overload. They are low-cost solution for absorbing shock and vibration and are easy to install.
[0064] In one of the embodiments of the present application, the plurality of bump stops (305) is also configured to dissipate the energy generated by sudden movements, impacts, or road vibrations, reducing the strain on the window panel (301) and the door assembly (200) of a vehicle.
[0065] In one of the embodiments of the present application, the plurality of bump stops (305) is also configured to protect the window panel (301) from stress and overload situations. More specifically, the external forces apply excessive pressure on the window panel (301), such as strong winds, rain, mud, or pressure from objects exterior of the vehicle, the plurality of bump stops (305) act as safety measures to prevent damage by absorbing some of the force acting on the window panel (301) and the door assembly (200) of a vehicle.
[0066] Figure 6 illustrates a flow chart depicting a method (600) for mounting a window panel (301) in a door assembly (200) for a vehicle. The method (600) is executed by mounting a B-pillar upper channel (302bu) and a B-pillar lower channel (302bl) to an inner panel (203) of the door assembly (200) thereby creating a rabbit gap between an outer panel (202) and the inner panel (203), as a first step (601). In a second step (602), the window panel (301) is inserted into the rabbit gap such that the rabbit gap allows the window panel (301) to move between a closed position and an open position. Then, moving the window panel (301) to the closed position and locking the window panel (301) in the closed position by a lock (303), as a third step (603). Followed by mounting an A-pillar lower channel (302al) to the inner panel (203) of the door assembly (200) and moving the window panel (301) to the open position, as a fourth step (604). In the fifth step (605), mounting an A-pillar upper channel (302au) to the inner panel (203) of the door assembly (200) and moving the window panel (301) between the closed position and the open position. The method (600) of the disclosed invention provides for an installation process which reduces the time taken in assembly of the window panel (301) in a door assembly (200) for the vehicle. This further reduces the costs associated with the manufacturing of the vehicle. This also reduces servicing time thereby saves on downtime of the vehicle operation and reduces cost of labor in servicing.
[0067] In the above illustrated method (600), a plurality of bump stops (305) is provided on the A-pillar upper channel (302au), the A-pillar lower channel (302al), the B-pillar upper channel (302bu), and the B-pillar lower channel (302bl). The plurality of bump stops (305) is configured to absorb a shock. The shock is caused by a stopping of the window panel (301) at the open position.
[0068] The various embodiments of disclosed invention provide a door assembly (200) of a vehicle with a simplified panel positioning system (300) for at least one window (201). The disclosed invention including the novel and inventive method contributes to the comfort by enabling the vehicle occupant to open the window (201) for ventilation or closing the window (201) for protection from external elements. The provided panel positioning system (300) reduces the cost and weight of the vehicle without compromising upon the required functions of the conventional window regulators. The proposed panel positioning system (300) enables the user to directly engage with the window panel (301) in order to position it. Thus, the requirement of a separate window regulator successfully eliminated. This further helps in achieving part reduction, cost reduction and weight reduction associated with the vehicle. Ergonomically enhanced features of present invention offer greater comfort to the user. This also makes the panel positioning system less prone to wear and tear due to lesser number of moving parts and consequently requires less frequent servicing and reducing service time leading to more savings for the user. Even if any unexpected service or repair is required, it would be much easier to service and repair the present panel positioning system compared to the conventional systems with window regulators.
[0069] The present invention enables and allows use of flat and thinner glass, which reduces the thickness and weight of the window panel (301). When the plurality of bump stops (305) is used in integration with light-weight and thin window panel (301), then the plurality of bump stops (305) is less prone to damage. Further, the method (600) reduces the time required for installation and assembly of the of the window panel (301) in a door assembly (200) for the vehicle. As a result, manufacturing cost of the vehicle also gets reduced.
[0070] The present invention proposes a light-weight, cost-effective alternative to the conventional systems resulting in reduction in capital expenditure along with the operational cost and servicing cost. These factors are crucial specially for the segment of customer pertaining to commercial vehicles. Reduction in weight of the vehicle not only increases its mileage but also decreases speed pick up time, decreases braking distance and increases its agility. Due to the reduction in weight of the vehicle, responsive handling of the vehicle in slippery and windy conditions, uphill movement and in emergency situation becomes more effective. Since, the proposed invention is much simpler in configuration, reducing the time required for the servicing of the vehicle. This allows the vehicle to be operative for a larger portion of its working hours.
[0071] Additionally, the anti-theft feature provides improved security to the user and his/her belonging. The panel positioning system (300) of the present subject matter reduces the time required for assembling the same. Versatility and adaptability of the present invention allow it to be applicable upon various category of vehicles, more particularly to the vehicle belonging to commercial category. Thus, considering the segment of customers preferring such commercial vehicles, reduction of cost associated with window regulators (for price of the vehicle as well as maintenance) is of great benefit for such customers.
[0072] The embodiments of this invention are not limited to the hinged type door. The present invention can also be worked upon with the other types of doors such as sliding doors. For example, as used in this specification and the appended claims, the singular forms “a,” “an” and “they” can include plural referents unless the content clearly indicates otherwise. Further, when introducing elements/components/etc. of the assembly/system described and/or illustrated herein, the articles “a”, “an”, “the”, and “said” are intended to mean that there is one or more of the element(s)/component(s)/etc. The terms “comprising”, “including”, and “having” are intended to be inclusive and mean that there may be additional element(s)/component(s)/etc. other than the listed element(s)/component(s)/etc.
[0073] This written description uses examples to provide details on the disclosure, including the best mode, and also to enable any person skilled in the art to practice the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.
[0074] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure.

LIST OF REFERENCE NUMERALS

101 Belt line
200 Door assembly
201 At least one window
202 Outer panel
203 Inner panel
300 Panel positioning system
301 Window panel
301e One or more edges of the window panel
302 Plurality of run channels
302cr Cant rail
302au A-pillar upper channel
302al A-pillar lower channel
302bu B-pillar upper channel
302bl B-pillar lower channel
303 Lock
304 Window seal
305 Plurality of bump stops/Plurality of lower bump stops
306 Waist seal
307a First Mounting member
, Claims:We Claim:
1. A door assembly (200) for a vehicle, the door assembly (200) comprising:
an outer panel (202), the outer panel (202) being visible from an exterior of the vehicle;
an inner panel (203), the inner panel (203) being placed opposite to the outer panel (202);
at least one window (201), the at least one window (201) being configured to facilitate ventilation and enable access to an external environment; and
a panel positioning system (300) for the at least one window (201), the panel positioning system (300) being disposed between the outer panel (202) and the inner panel (203), the panel positioning system (300) comprising:
a window panel (301), the window panel (301) being movable, in a vertical direction, between a closed position and an open position upon receiving an input directly from a user;
a plurality of run channels (302), the plurality of run channels (302) being configured to guide a motion of the window panel (301);
a lock (303), the lock (303) being configured to arrest the motion of the window panel (301) in the closed position; and
a plurality of bump stops (305), the plurality of bump stops (305) being configured to absorb a shock, the shock being caused by a stopping of the window panel (301) at the open position.
2. The door assembly (200) for the vehicle as claimed in claim 1, wherein the outer panel (202) being hemmed with the inner panel (203).
3. The door assembly (200) for the vehicle as claimed in claim 1, wherein the plurality of bump stops (305) being positively mounted to the plurality of run channels (302).
4. The door assembly (200) for the vehicle as claimed in claim 1, wherein the plurality of bump stops (305) includes a plurality of lower bump stops (305) and a plurality of upper bump stops, the plurality of upper bump stops being provided in between the plurality of run channels (302) in order to absorb the shock midway between the closed position and the open position of the window panel (301).
5. The door assembly (200) for the vehicle as claimed in claim 1, wherein the door assembly (200) including a window seal (304), the window seal (304) being configured to cause an interior of the vehicle impervious to a plurality of external elements and the window seal (304) being inserted into the plurality of run channels (302).
6. The door assembly (200) for the vehicle as claimed in claim 1, wherein the window panel (301) being configured to move between the closed position and the open position through a rabbit gap at a belt line (101) of the vehicle, the rabbit gap being defined by a space between the outer panel (202) and the inner panel (203).
7. The door assembly (200) for the vehicle as claimed in claim 1, wherein the lock (303) being provided on one or more edges (301e) of the window panel (301) and the lock (303) being installed in a cut out, the cut out being disposed on the inner panel (203).
8. The door assembly (200) for the vehicle as claimed in claim 1, wherein a waist seal (306) being inserted into the outer panel (202) and inner panel (203) at a belt line (101).
9. The door assembly (200) for the vehicle as claimed in claim 1, wherein the plurality of run channels (302) comprising a cant rail (302cr), an A-pillar upper channel (302au), an A-pillar lower channel (302al), a B-pillar upper channel (302bu) and a B-pillar lower channel (302bl).
10. The door assembly (200) for the vehicle as claimed in claim 9, wherein the cant rail (302cr) being longitudinally extended along a top edge of the at least one window (201) and the cant rail (302cr) being connected with the outer panel (202) and the inner panel (203).
11. The door assembly (200) for the vehicle as claimed in claim 9, wherein the A-pillar upper channel (302au) and B-pillar upper channel (302bu) being disposed opposite to each other, along a plurality of lateral sides of the at least one window (201) and the A-pillar upper channel (302au) and the B-pillar upper channel (302bu) being connected with the outer panel (202) and inner panel (203).
12. The door assembly (200) for the vehicle as claimed in claim 9, wherein the A-pillar lower channel (302al) being disposed below the A-pillar upper channel (302au) and the A-pillar lower channel (302al) being positively mounted to the inner panel (203) by a first mounting member (307a).
13. The door assembly (200) for the vehicle as claimed in claim 9, wherein the B-pillar lower channel (302bl) being disposed below the B-pillar upper channel (302bu) and the B-pillar lower channel (302bl) being positively mounted to the inner panel (203) by a second mounting member.
14. A panel positioning system (300) for at least one window (201) of a vehicle, the panel positioning system (300) comprising:
a window panel (301), the window panel (301) being movable, in a vertical direction, between a closed position and an open position, upon receiving an input directly from a user;
a plurality of run channels (302), the plurality of run channels (302) being configured to guide a motion of the window panel (301);
a lock (303), the lock (303) being configured to arrest the motion of the window panel (301) in the closed position;
a window seal (304), the window seal (304) being configured to cause an interior of the vehicle impervious to a plurality of external elements; and
a plurality of bump stops (305), the plurality of bump stops (305) being configured to absorb a shock, the shock being caused by a stopping of the window panel (301) at the open position.
15. A vehicle, the vehicle comprising:
a cabin, the cabin being configured to accommodate a user of the vehicle; and
a door assembly (200), the door assembly (200) being configured to regulate an ingress into and an egress from the cabin, the door assembly (200) comprising:
an outer panel (202), the outer panel (202) being visible from an exterior of the vehicle;
an inner panel (203), the inner panel (203) being placed opposite to the outer panel (202);
at least one window (201), the at least one window (201) being configured to facilitate ventilation and enable access to an external environment;
and
a panel positioning system (300) for the at least one window (201), the panel positioning system (300) being disposed between the outer panel (202) and the inner panel (203), the panel positioning system (300) comprising:
a window panel (301), the window panel (301) being movable in a vertical direction, between a closed position and an open position, upon receiving an input directly from a user:
a plurality of run channels (302), the plurality of run channels (302) being configured to guide a motion of the window panel (301)
a lock (303), the lock (303) being configured to arrest the motion of the window panel (301) in the closed position,
a window seal (304), the window seal (304) being configured to cause an interior of the vehicle impervious to a plurality of external elements and
a plurality of bump stops (305), the plurality of bump stops (305) being configured to absorb a shock, the shock being caused by a stopping of the window panel (301) at the open position.
16. The vehicle as claimed in claim 15, wherein the vehicle includes a door locking mechanism, the door locking mechanism being configured to provide an indication on an instrument cluster, in an event a door being in an unlocked position whilst the vehicle being in a running condition.
17. A method (600) for mounting at least one window panel (301) in a door assembly (200) for a vehicle, the method (600) comprising the steps of:
a first step (601), the first step (601) includes mounting a B-pillar upper channel (302bu) and a B-pillar lower channel (302bl) to an inner panel (203) of the door assembly (200) thereby creating a rabbit gap between an outer panel (202) of the door assembly (200) and the inner panel (203) of the door assembly (200);
a second step (602), the second step (602) includes inserting the at least one window panel (301) into the rabbit gap to allow the at least one window panel (301) to move between a closed position and an open position;
a third step (603), the third step (603) includes moving the at least one window panel (301) to the closed position and locking the at least one window panel (301) in the closed position by a lock (303);
a fourth step (604), the fourth step (604) includes mounting an A-pillar lower channel (302al) to the inner panel (203) of the door assembly (200) and moving the at least one window panel (301) to the open position;
a fifth step (605), the fifth step (605) includes mounting an A-pillar upper channel (302au) to the inner panel (203) of the door assembly (200) and moving the window panel (301) between the closed position and the open position.
18. The method (600) for mounting the at least one window panel (301) in the door assembly (200) for the vehicle as claimed in claim 17, wherein a plurality of bump stops (305) being provided on the A-pillar upper channel (302au), the A-pillar lower channel (302al), the B-pillar upper channel (302bu), and the B-pillar lower channel (302bl) and the plurality of bump stops (305) being configured to absorb a shock, the shock being caused by a stopping of the window panel (301) at the open position.

Dated this 31st day of July, 2023

(Digitally Signed)
Sudarshan Singh Shekhawat
IN/PA-1611
Agent for the Applicant