JP7643270B2 - Window glass vibration damping material - Google Patents

Description

The present invention relates to a window glass vibration damping member that is particularly effective in suppressing noise inside a vehicle such as an automobile.

When it comes to vehicles such as automobiles, one of the demands of users is a high level of quietness. There are many sources of noise, but one of them is the window glass attached to the door and its surroundings. For example, the vibration of the vehicle body while driving can cause the window glass to vibrate, and this vibration can generate noise.

One of the techniques for reducing noise caused by this vibration is described in Patent Document 1 below. As shown in Figure 8, a window glass vibration damping member 40 is attached to the bottom of the window glass 20. The rubber member, which is a viscoelastic member 41, has a groove corresponding to the thickness of the window glass 20. The window glass vibration damping member 40 has a structure in which a metal U-shaped channel 50 clamps the bottom of the window glass 20 via the viscoelastic member 41, which is a rubber member. Note that Patent Document 1 does not state the thickness of the viscoelastic member 41 that clamps the bottom of the window glass 20, but in Figures 3 and 4 of Patent Document 1, the thickness of the viscoelastic member 41 on the side and lower sides of the window glass 20 is the same.

The document also states that the above-mentioned window glass vibration-damping member 40 was attached to the bottom edge of the window glass 20 of an actual vehicle, and the noise inside the vehicle was measured while the vehicle was running at a steady speed of 100 km/h. As a result, it was confirmed that the sound pressure was reduced by approximately 1.0 dB compared to when the window glass vibration-damping member 40 was not attached, and that the sound pressure was particularly reduced in the 1 to 4 kHz frequency band.

JP 2002-321526 A

However, with the spread of vehicle electrification, there is a demand for even greater quietness, and this demand is also high for window glass attached to doors and its surroundings. Although it is possible to improve quietness by thickening the window glass to increase its rigidity, thickening the window glass increases the weight by several kilograms, and on the other hand, it is not possible to meet the demand for lighter vehicle bodies.

The present invention aims to provide a window glass vibration damping member that reduces interior noise with a simple structure by improving the conventional structure in order to further reduce noise caused by window glass vibration and further improve quietness.

In order to solve the above problem, the present invention of claim 1 is a window glass vibration damping member attached to the bottom edge of a window glass of a vehicle such as an automobile that can be raised and lowered, wherein the window glass vibration damping member has an approximately U-shaped channel of a rigid member clamping the bottom edge of the window glass via a viscoelastic member, the viscoelastic member has an exterior side portion that abuts against the exterior side of the window glass, an interior side portion that abuts against the interior side of the window glass, and a bottom surface portion that is connected to the exterior side portion and the interior side portion and abuts against the bottom surface of the window glass, wherein the exterior side portion and the interior side portion have the same thickness, and the bottom surface portion has a thickness in the vertical direction of the vehicle of 4 mm to 14 mm and is thicker than the exterior side portion and the interior side portion .

In the present invention of claim 1, the window glass vibration damping member has an approximately U-shaped channel of a rigid member that clamps the lower edge of the window glass via a viscoelastic member, and the viscoelastic member has an exterior side portion that abuts against the exterior side of the window glass, an interior side portion that abuts against the interior side of the window glass, and a lower surface portion that abuts against the bottom of the window glass and connects to the exterior side portion and the interior side portion, and the thickness of the lower surface portion is 4 mm to 100 mm in the vertical direction of the vehicle.Since the thicker lower surface portion can better absorb the vibration energy generated when the window glass vibrates due to vibrations of the vehicle body while traveling, the vibrations can be dampened and the generation of noise can be reduced.

When the thickness is less than 4 mm, the vibration damping effect is small with increasing thickness of the lower surface. Also, the vibration damping effect does not improve linearly with increasing thickness, and the degree of the damping effect gradually decreases with increasing thickness, but the vibration damping effect is maintained up to about 100 mm. Furthermore, up to about 100 mm, interference with surrounding parts and an increase in the weight of the entire window glass vibration damping member are not much of a problem.
The thickness of the lower surface portion 44 is preferably 4 mm to 14 mm.

The present invention of claim 2 is a window glass vibration damping member attached to the lower edge of a window glass of a vehicle such as an automobile that can be raised and lowered, wherein the window glass vibration damping member has an approximately U-shaped channel of a rigid member clamping the lower edge of the window glass via a viscoelastic member, the viscoelastic member having an outer side portion abutting the outer side surface of the window glass, an inner side portion abutting the inner side surface of the window glass, and a lower surface portion connected to the outer side portion and the inner side portion and abutting the bottom surface of the window glass, wherein an upper protrusion is formed on the lower surface side toward the bottom surface of the window glass, and the height of the upper protrusion in the vertical direction of the vehicle is 1 mm to 2.5 mm.

In the present invention of claim 2, the window glass vibration damping member has an approximately U-shaped channel of a rigid member that clamps the lower edge of the window glass via a viscoelastic member, and the viscoelastic member has an exterior side portion that abuts against the exterior side of the window glass, an interior side portion that abuts against the interior side of the window glass, and a lower surface portion that abuts against the bottom of the window glass and connects to the exterior side portion and the interior side portion, and an upper protrusion is formed on the lower surface portion on the bottom side of the window glass , and the height of the upper protrusion in the vertical direction of the vehicle is 1 mm to 2.5 mm.Since the upper protrusion of the viscoelastic member distorts when it elastically contacts the bottom of the window glass, and the vibration energy generated by the window glass vibrating due to this distortion can be efficiently converted into heat, thereby damping the vibration and reducing the generation of noise.

If the height of the upper protrusion in the vertical direction of the vehicle is less than 1 mm, the degree of distortion is small, so vibrations cannot be sufficiently dampened and the effect of reducing noise generation is small. On the other hand, if the height of the upper protrusion in the vertical direction of the vehicle is more than 2.5 mm, when the window glass is inserted into the viscoelastic member, the reaction force toward the top of the vehicle caused by the deformation of the upper protrusion becomes large, making it difficult to fix the window glass vibration damping member to the window glass.

The present invention of claim 3 provides a window glass vibration damping member according to claim 2, wherein the upper protrusion has a triangular cross-sectional shape.
The present invention of claim 4 is a window glass vibration damping member according to claims 1 to 3, in which protrusions are formed on the outer and inner sides of the window glass of the channel to press against the outer and inner side portions of the viscoelastic member.

In the present invention of claim 4 , protrusions are formed on the exterior and interior sides of the window glass of the channel to press against the exterior and interior side portions of the viscoelastic member, so that the window glass vibration damping member can be securely clamped at a predetermined position below the window glass.

The window glass vibration damping member comprises a rigid member having an approximately U-shaped channel which clamps the lower edge of the window glass via a viscoelastic member, and the viscoelastic member has an outer side portion which abuts the outer side of the window glass, an inner side portion which abuts the inner side of the window glass, and a lower surface portion which abuts the bottom of the window glass and connects to the outer side and inner side portions.The lower surface portion has a thickness of 4 mm to 100 mm in the vertical direction of the vehicle.As a result, the thicker lower surface portion can better absorb the vibration energy generated when the window glass vibrates due to vibrations of the vehicle body while driving, thereby dampening the vibrations and reducing the generation of noise.
The thickness of the lower surface portion 44 is effective for reducing vibrations when it is between 4 mm and 100 mm, and is preferably between 4 mm and 14 mm.

The window glass vibration damping member has an approximately U-shaped channel of a rigid member that clamps the lower edge of the window glass via a viscoelastic member, and the viscoelastic member has an exterior side portion that abuts against the exterior side of the window glass, an interior side portion that abuts against the interior side of the window glass, and a lower surface portion that abuts against the bottom of the window glass and connects to the exterior side portion and the interior side portion, and an upper protrusion is formed on the lower surface side toward the bottom of the window glass , and the height of the upper protrusion in the vertical direction of the vehicle is 1 mm to 2.5 mm.As a result, when the upper protrusion of the viscoelastic member elastically comes into contact with the bottom of the window glass, it distorts, and the vibration energy generated when the window glass vibrates due to this distortion can be efficiently converted into heat, thereby damping the vibration and reducing the generation of noise.

1 is a schematic perspective view of an automobile door glass structure used in an embodiment of the present invention. 1 is a cross-sectional view of a window glass vibration damping member according to a first embodiment of the present invention. FIG. 1 is a diagram illustrating noise measurement. 4 is a graph showing the results of noise measurement according to the first embodiment. 4 is a graph showing the relationship between the thickness of the lower surface portion in the vehicle up-down direction and acceleration. FIG. 4 is a cross-sectional view of a window glass vibration damping member according to a second embodiment of the present invention. 13 is a graph showing the results of noise measurement according to the second embodiment. 1 is a cross-sectional view of a conventional window glass vibration damping member (Patent Document 1).

Figure 1 is a schematic perspective view of an automobile door glass structure used in an embodiment of the present invention, which uses a wire-type door window regulator 60 as a mechanism for raising and lowering the window glass 20. In this embodiment, the front door of a vehicle will be used as an example. Note that parts that are the same as those in the background art will be described with the same names and reference numerals.

(Door glass structure)
The door 1 is composed of an inner panel (not shown) and an outer panel 12, and is integrally formed with a door body 13 for accommodating the window glass 20 when it is lowered, and a window sash 14 for supporting the window glass 20 when it is raised. A pair of run channels 16, 17 are provided on both sides inside the door body 13 of the automobile door 1 to guide the front and rear ends of the vehicle when the window glass 20 is raised and lowered. A center guide rail 61 is fixed between the run channels 16, 17. A carrier plate 62 is attached to the center guide rail 61 so as to be movable up and down. The window glass 20 is connected to the door window regulator 60 by screwing the carrier plate 62 to connection holes 21, 21 (FIG. 3) provided on the lower side of the window glass 20 with connection bolts 64, 64. In the embodiment of the present invention, a glass having a thickness of 4 mm is used.

The carrier plate 62 is also connected to a drive motor 30 via a wire cable 63, and the carrier plate 62 and the window glass 20 can be raised and lowered by pulling the wire cable 63 with the drive motor 30.

In addition, in FIG. 1, the position of the window glass 20 indicated by the two-dot chain line indicates the state in which the window glass 20 is completely retracted into the interior of the door body 13, i.e., the state in which the window glass 20 is fully open.

(Window Glass Vibration Damping Member 40)
As shown in Fig. 1, two window glass vibration damping members 40 are attached to the lower edge of the window glass 20. This is due to the constraints of the door glass structure in which the connecting holes 21, 21 are connected to the door window regulator 60 by connecting bolts 64, 64 at the center of the lower edge of the window glass 20. Two window glass vibration damping members 40 each having a length of 140 mm in the vehicle longitudinal direction are used. However, the length is not limited to 140 mm. Furthermore, window glass vibration damping members 40 having different lengths in the vehicle longitudinal direction may be used. Furthermore, they may be attached to either the front or the rear.

The window glass vibration damping member 40 has a greater vibration reduction effect the wider the area it covers at the bottom edge of the window glass 20, so a long window glass vibration damping member may be used, or multiple short window glass vibration damping members, for example 70 mm long, may be used. In short, it can be installed taking into consideration its positional relationship with the door window regulator 60 and the space between it and surrounding components.

Figure 2 is a cross-sectional view of the window glass vibration damping member 40 of the first embodiment of the present invention. Note that Figure 2 shows the shapes and positional relationship of the window glass 20, the viscoelastic member 41 that is the window glass vibration damping member 40, and the approximately U-shaped channel 50, and does not show the shape of the window glass vibration damping member 40 when attached to the window glass 20.

The window glass vibration damping member 40 is composed of an exterior side portion 42 that abuts against the exterior side of the window glass 20, an interior side portion 43 that abuts against the interior side of the window glass 20, a viscoelastic member 41 having a bottom surface 44 that connects the exterior side portion 42 and the interior side portion 43, and a roughly U-shaped channel 50 that covers the exterior side of the viscoelastic member 41, and is structured so that the bottom edge of the window glass 20 is clamped by this channel 50.

The viscoelastic member 41 is made of butyl rubber, and the thickness of the outer side portion 42 and the inner side portion 43 is the same, 1.5 mm, while the thickness of the bottom portion 44 is 8.0 mm. Note that the thickness of the bottom portion 44 is not limited to 8.0 mm, and a thickness in the range of 4.0 mm to 100 mm is effective in terms of vibration damping effect, prevention of interference with surrounding parts, and increase in weight of the entire window glass vibration damping member.

The viscoelastic member 41 is preferably made of rubber or synthetic resin. Usable rubber materials are not particularly limited, but examples of usable rubber materials include, in addition to butyl rubber, butadiene rubber, ethylene propylene diene rubber, isoprene rubber, chloroprene rubber, nitrile rubber, neoprene rubber, acrylic rubber, urethane rubber, silicone rubber, and fluororubber. Examples of synthetic resin materials include plastic elastomers such as acrylic resin, urethane resin, polyvinyl chloride resin, and styrene thermal resin.

The viscoelastic member 41 has, on the upper part of its outer side surface 42 and inner side surface 43, protrusions 47, 48 that protrude toward the window glass 20, and bulges 45, 46 that bulge on the side opposite the window glass 20.

On the other hand, the channel 50 is made of metal, and in this first embodiment, hot-dip galvanized steel sheet is used as the material. As described above, the channel 50 needs to clamp, i.e., restrain, the lower edge of the window glass 20 together with the viscoelastic member 41, and therefore is required to have high rigidity. There are no particular limitations on the material as long as it is capable of restraining the viscoelastic member 41, but specific examples include metal and FRP. As a metal material, steel is preferably used due to its cost and ease of processing.

Above the channel 50, protrusions 51, 52 are formed on the side of the channel 50, protruding inward, and above the protrusions 51, 52, the opening of the channel 50 has inclined portions 53, 54 that widen in the direction away from the window glass 20.

(Installation of the window glass vibration damping member 40)
The window glass vibration damping member 40 is installed by attaching the viscoelastic member 41 to the lower edge portion of the window glass 20 and then inserting the window glass 20 to which the viscoelastic member 41 is attached into the channel 50.

As shown in FIG. 2, the opening of the channel 50 has inclined portions 53, 54 that expand in the direction away from the window glass 20, so that the window glass 20 to which the viscoelastic member 41 is attached can be smoothly inserted into the channel 50. In addition, the channel 50 receives the viscoelastic member 41 by having the protrusions 51, 52 expand in the direction opposite the window glass 20.

As is clear from FIG. 2, a gap S is formed below the protrusions 51, 52 of the channel 50 between the exterior side surface 42 and the interior side surface 43 of the viscoelastic member 41, so that the window glass 20 to which the viscoelastic member 41 is attached can easily move downward within the channel 50. Note that the gap S may be formed only on either the exterior side surface 42 side or the interior side surface 43 side, or no gap S may be formed.

Then, the bottom surface 22 of the window glass 20 comes into contact with the upper surface of the lower surface portion 44 of the viscoelastic member 41 so as to press it slightly downward, completing the installation. At this time, the convex portions 47, 48 protruding toward the window glass 20 and the bulging portions 45, 46 bulging on the opposite side to the window glass 20 are formed above the vehicle exterior side portion 42 and the vehicle interior side portion 43 of the viscoelastic member 41, so that the vicinity of the upper end of the viscoelastic member 41 is pressed toward the window glass 20 by the protrusions 51, 52 of the channel 50, and further, the upper portion of the viscoelastic member 41 is pressed toward the window glass 20 by the inclined portions 53, 54 of the channel 50 at the bulging portions 45, 46, and is also pressed toward the window glass 20 by the convex portions 47, 48 protruding toward the window glass 20, so that the window glass vibration damping member 40 can be firmly clamped against the lower edge portion of the window glass 20. In this embodiment, the weight of the window glass vibration damping member 40, i.e., the total weight of the viscoelastic member 41 and the channel 50, is approximately 300 grams per window glass 20.

(Verification of effectiveness: noise measurement method)
Fig. 3 is a diagram for explaining noise measurement. A sound source 70 is placed at the position of a human ear inside the vehicle (the dotted circle in Fig. 3). Twenty acceleration pickups 71 (vibration level meters) that receive vibrations from the window glass 20 are attached to the outside of the vehicle. The acceleration pickups 71 are the sensor part of the vibration level meter, and output an electrical signal proportional to the vibration acceleration.

Since the frequency characteristics sensed by the human ear are geometric, an octave analysis was used for the analysis. Within the audible frequency range for noise, the sound pressure level for each band is measured through a bandpass filter defined by a 1/3 octave standard. Please refer to JIS C 1513:2002 for the characteristics of bandpass filters.

(Confirmation of effectiveness: noise measurement results)
Fig. 4 shows the measurement results for the window glass 20 alone (without the window glass vibration-damping member 40) (■ + dashed dotted line), the case where a conventional window glass vibration-damping member 40 (with a bottom surface thickness of 2.0 mm) was attached (▲ + dashed line), and the case where the window glass vibration-damping member 40 of the present invention was attached (◯ + solid line). Note that in Fig. 4, the smaller the acceleration (dB) value, the more the vibration of the window glass 20 is suppressed.

As is clear from Figure 4, the window glass vibration damping member 40 of the present invention has a reduced acceleration value overall in the frequency range above 1 kHz compared to the conventional window glass vibration damping member 40, and it can be seen that a particularly significant reduction is obtained in the range from 4 kHz to 6 kHz (a slightly higher frequency range).

In the above-mentioned window glass vibration damping member 40, at the bottom edge of the window glass 20, the bottom surface 44 of the viscoelastic member 41 of the window glass vibration damping member 40 is present between the window glass 20 and the channel 50, which is a rigid member, so we believe that the mechanism of noise reduction can be explained by a constraint-type vibration damping structure model.

That is, when the window glass 20 vibrates due to vibrations of the vehicle body while driving, the window glass 20 undergoes bending deformation. At that time, the channel 50, which is a rigid member integrated with the window glass 20, restricts the expansion and contraction of the surface of the window glass 20 due to the bending deformation.

At that time, shear stress is generated in the window glass vibration damping member 40, but this shear stress itself can be absorbed by the viscoelastic member 41. It is believed that as the underside portion 44 of the window glass vibration damping member 40 becomes thicker, the degree of absorption of vibration energy increases, and vibrations can be further damped.

Figure 5 is a graph showing the relationship between the thickness of the lower surface 44 of the window glass vibration damping member 40 in the vertical direction of the vehicle and acceleration (dB) at a frequency of 3.15 kHz. Since the thickness of the window glass 20 is 4 mm, a comparison was made at a frequency of 3.15 kHz, which is the coincidence frequency (resonance frequency). The horizontal axis of Figure 5 (thickness (mm) of the lower surface 44) is enlarged to 20 mm. Note that when a glass run or the like is present and the constraint conditions of the window glass 20 are different, the coincidence frequency will be a different value from the coincidence frequency of the window glass 20 alone.

The thickness of the underside 44 of the window glass vibration damping member 40 in the vertical direction of the vehicle was changed in 2 mm increments from 2 mm, the thickness of a conventional window glass vibration damping member 40, to 14 mm, and from 14 mm onwards, in 20 mm increments from 20 mm to 100 mm, and the relationship between each thickness and acceleration (dB) was measured.

As is clear from Figure 5, a significant vibration reduction effect was confirmed by increasing the thickness of the lower surface 44 of the window glass vibration damping member 40 in the vertical direction of the vehicle to 4 mm, which is double the thickness of the conventional thickness (▲). It was also confirmed that when the thickness of the lower surface 44 of the window glass vibration damping member 40 in the vertical direction of the vehicle is increased from 4 mm, the acceleration (dB) decreases almost linearly up to 8 mm.

It was confirmed that the degree of the decrease gradually decreases when the thickness exceeds 8 mm, and tends to saturate at around 14 mm. In addition, when the thickness is increased in increments of 20 mm from 20 mm to 100 mm, the degree of decrease in acceleration (dB) becomes very small, but it was confirmed that the vibration damping effect is maintained up to about 100 mm. The tendency for the degree of decrease to decrease is believed to be due to the fact that the ability of the viscoelastic member 41 to absorb the shear stress generated in the window glass vibration damping member 40 decreases as the thickness of the lower surface portion 44 increases. Therefore, the vibration reducing effect is obtained when the thickness of the lower surface portion 44 is 4 mm to 100 mm, and preferably 4 mm to 14 mm.

Next, a second embodiment of the present invention will be described. Figure 6 is a cross-sectional view of a window glass vibration damping member 40 according to the second embodiment of the present invention. Note that, like Figure 2 above, Figure 6 shows the shapes and positional relationship of the window glass 20, the viscoelastic member 41 that is the window glass vibration damping member 40, and the approximately U-shaped channel 50, but does not show the shape of the window glass vibration damping member 40 when attached to the window glass 20.

The second embodiment differs from the first embodiment in that the thickness of the lower surface portion 44 is 2.0 mm, the same as in the conventional embodiment, and an upper protrusion 49 is formed on the lower surface portion 44 on the side of the bottom surface 22 of the window glass 20. The shape of the upper protrusion 49 is an isosceles triangle in cross section, and the height of the upper protrusion 49 is 1.5 mm. Note that the shape of the upper protrusion 49 is not limited to an isosceles triangle, and may be an equilateral triangle, a semicircle, or another shape such as a trapezoid.

As in the first embodiment described above, the window glass vibration damping member 40 is mounted by attaching the viscoelastic member 41 to the lower edge portion of the window glass 20, and then inserting the window glass 20 to which the viscoelastic member 41 is attached into the channel 50. However, in this embodiment 2, the bottom surface 22 of the window glass 20 abuts and crushes the upper protrusion 49 formed above the lower surface portion 44 of the viscoelastic member 41, completing the installation.

(Confirmation of effectiveness: noise measurement results)
7 shows the measurement results when the conventional window glass vibration damping member 40 is attached (▲+dashed line) and when the window glass vibration damping member 40 of the second embodiment is attached (◯+solid line). Note that in FIG. 7 as well, the smaller the acceleration (dB) value, the more the vibration of the window glass 20 is suppressed.

As is clear from Figure 7, the effect of the second embodiment is different from that of the first embodiment, with a reduction observed in the range below 2.5 kHz, and a particularly large reduction at 2 kHz.

In this second embodiment, the bottom surface 22 of the window glass 20 comes into contact with the upper protrusion 49 formed above the lower surface 44 of the viscoelastic member 41 in such a way that it crushes it, completing the installation, so that distortion occurs in the upper protrusion 49 as a result of it being crushed by the bottom surface 22 of the window glass 20.

It is believed that the distortion causes the window glass 20 to vibrate, and the vibration energy generated is converted into heat, dampening vibrations of a specific frequency (band), thereby reducing noise generation.

The present invention is not limited to the above embodiment, and various modifications are possible without departing from the purpose of the present invention.

For example, in the first and second embodiments described above, the window glass vibration damping member 40 is applied to a door glass structure using a wire-type door window regulator 60 as a mechanism for raising and lowering the window glass 20, but it is also possible to apply it to a door glass structure using another type, for example, an X-type door window regulator.

For example, the first and second embodiments may be combined. In this case, it is believed that the effects of both the first and second embodiments will be realized.

For example, the upper protrusion 49 of the second embodiment may be formed as a lower protrusion that elastically contacts the channel 50, which is a rigid member below the lower surface portion 44. When forming the lower protrusion, the upper protrusion 49 of FIG. 6 may be formed in a shape that moves it directly to the lower side of the lower surface portion 44. However, since the channel 50 has a larger area than the bottom surface 22 of the window glass 20, the upper protrusion 49 of FIG. 6 may be formed in multiple locations (two or more) below the lower surface portion 44.

REFERENCE SIGNS LIST 1 Door 20 Window glass 22 Bottom surface 40 Window glass vibration damping member 41 Viscoelastic member 42 Vehicle exterior side surface 43 Vehicle interior side surface 44 Underside surface portion 45, 46 Bulging portion 47, 48 Convex portion 49 Upper protrusion portion 50 Channel 51, 52 Protruding portion 53, 54 Inclined portion 60 Door window regulator 70 Sound source 71 Acceleration pickup

Claims (4)

A window glass vibration damping member to be attached to a lower edge portion of a window glass of a vehicle such as an automobile that can be raised and lowered,
The window glass vibration damping member has a substantially U-shaped channel of a rigid member that clamps the lower edge portion of the window glass via a viscoelastic member,
The viscoelastic member has an exterior side portion that abuts against an exterior side surface of the window glass;
an interior side portion that abuts against an interior side surface of the window glass;
a lower surface portion connected to the vehicle exterior side surface portion and the vehicle interior side surface portion and in contact with a bottom surface of the window glass;
the thickness of the vehicle exterior side portion and the vehicle interior side portion is the same,
A window glass vibration damping member, wherein the lower surface portion has a thickness in the vehicle vertical direction of 4 mm to 14 mm and is thicker than the vehicle exterior side surface portion and the vehicle interior side surface portion . A window glass vibration damping member to be attached to a lower edge portion of a window glass of a vehicle such as an automobile that can be raised and lowered,
The window glass vibration damping member has a substantially U-shaped channel of a rigid member that clamps the lower edge portion of the window glass via a viscoelastic member,
The viscoelastic member has an exterior side portion that abuts against an exterior side surface of the window glass;
an interior side portion that abuts against an interior side surface of the window glass;
a lower surface portion connected to the vehicle exterior side surface portion and the vehicle interior side surface portion and in contact with a bottom surface of the window glass;
The lower surface portion is formed with an upper protrusion portion on the bottom surface side of the window glass,
A window glass vibration damping member , wherein the height of the upper protrusion in the vehicle vertical direction is 1 mm to 2.5 mm. 3. The window glass vibration damping member according to claim 2, wherein the upper protrusion has a triangular cross-sectional shape . A window glass vibration damping member as described in any one of claims 1 to 3, wherein a protrusion portion is formed on the outer side and the inner side of the window glass of the channel, which presses against the outer side and the inner side of the viscoelastic member.

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