JP2004308453A - Duct for vehicle - Google Patents

Duct for vehicle Download PDF

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Publication number
JP2004308453A
JP2004308453A JP2003099622A JP2003099622A JP2004308453A JP 2004308453 A JP2004308453 A JP 2004308453A JP 2003099622 A JP2003099622 A JP 2003099622A JP 2003099622 A JP2003099622 A JP 2003099622A JP 2004308453 A JP2004308453 A JP 2004308453A
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Prior art keywords
duct
wall portion
support
vehicle
duct outer
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JP4120805B2 (en
Inventor
Atsushi Oyabu
淳 大薮
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Inoac Corp
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Inoue MTP KK
Inoac Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K13/00—Arrangement in connection with combustion air intake or gas exhaust of propulsion units
    • B60K13/02—Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning intake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To prevent impact absorption performance of an engine hood from deteriorating, and contribute to reduction of a degree of injury of a pedestrian. <P>SOLUTION: A duct body 32 is divided into a first region part 52 positioned away from between the engine hood 14 and a radiator support 16, and a second region part 54 positioned between the engine hood 14 and the radiator support 16. A high rigid first support part 42 is arranged in the first region part 52, and a low rigid second support part 44 is arranged in the second region part 54. Accordingly, when an impact force due to collision to the pedestrian is applied to a first duct outer wall part 34 via the engine hood 14, only the second support part 44 is deformed to deform the second region part 54 in a crushed manner, thereby allowing recessed deformation of the engine hood 14. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
この発明は、車両用ダクトに関し、更に詳細には、相互に所要空間を保持して対向的に位置する一対のダクト外壁部からなるダクト本体と、前記各ダクト外壁部のうちの一方のダクト外壁部から他方のダクト外壁部の側へ突出して、該他方のダクト外壁部を内側から支持する高剛性の第１支持部と、同じく前記一方のダクト外壁部から前記他方のダクト外壁部の側へ突出して、該他方のダクト外壁部を内側から支持する低剛性の第２支持部とからなる車両用ダクトに関するものである。
【０００２】
【従来の技術】
例えば、図１０および図１１に例示するように、ボンネットタイプの自動車（車両）では、車体１０における前部のエンジンルーム１２内にエンジン２０が搭載されている。このエンジン２０は、周知の如く、エアクリーナー２２を介して導入される清浄空気と燃料タンクから供給される燃料とを混合させた混合気を燃焼させて回転する内燃機関であり、特に走行中の中・高速回転時には外部空気を連続的かつ安定的に供給することが必要不可欠とされている。しかし、エンジンルーム１２内の空気は前記エンジン２０自体から発生する熱により温度が上昇するため、この高温空気を該エンジン２０へ導入すると燃焼効率が低下して出力低下等を招来する。このため、前記エアクリーナー２２に連結される外気導入用の車両用ダクト３０を前記エンジンルーム１２の前側に配設し、走行中には車外の冷えた空気を取り込んでエアクリーナー２２へ誘導するようになっている。
【０００３】
ここで前記車両用ダクト３０は、（１）外部空気を効率的に取り込むこと、（２）エンジンルーム１２内に設置された他の装置や部品等との干渉を回避すること、等を考慮すると、一般的にはエンジンルーム１２の前側における車体前面中央、すなわち該エンジンルーム１２を開閉可能に閉成するボンネット１４と、該ボンネット１４の下方に位置してラジエター１８を固定するためのラジエターサポート（車体構成部分）１６との間に画成された隙間に設置することが望ましい。しかしながら前述した隙間は、図１１から明らかなように、車体形状の関係から上下方向の間隔を大きく確保することが困難な場合が多く、これにより前記車両用ダクト３０の外形形状は、必然的に該隙間に収まるよう高さ寸法を低く抑えた幅広の扁平形状とせざるを得なくなっている。
【０００４】
従って車両用ダクト３０は、例えば図１２に一部破断して例示するように、相互に所要空間を保持して対向的に位置する逆トレー状の第１ダクト外壁部３４およびトレー状の第２ダクト外壁部３６とで扁平形状のダクト本体３２とし、このダクト本体３２の前端部に空気取入口３８を開設すると共に、該ダクト本体３２の側端部に空気送出口４０を開設してある。このような車両用ダクト３０は、前記ボンネット１４とラジエターサポート１６との間に配設した際に、前記第１ダクト外壁部３４が該ボンネット１４の裏側に近接位置すると共に、前記第２ダクト外壁部３６が該ラジエターサポート１６に近接位置するようになり、また前記空気取入口３８が車体前方を指向し、前記空気送出口４０がエアクリーナー２２に連結される。
【０００５】
ここで前記車両用ダクト３０は、軽量化を図るためにポリエチレン（ＰＥ）またはポリプロピレン（ＰＰ）等の樹脂材料を材質とする合成樹脂製とされ、例えばインジェクション成形技術またはブロー成形技術等の成形技術により成形されている。しかしながら前述したように、第１ダクト外壁部３４および第２ダクト外壁部３６の夫々が平坦状に形成されていると共に、前記空気取入口３８が横長に開口した形状とされており、ダクト本体３２の剛性が低いために弾性変形し易くなっている。従って、前記エンジン２０の始動により前記空気取入口３８を介して外部空気が吸引される際に、ダクト内外の圧力差（ダクト内圧＜大気圧）が大きくなると、第１ダクト外壁部３４および第２ダクト外壁部３６が相互近接して陥凹的に変形するようになり、場合によっては空気取入口３８の開口面積が減少した狭小状態となる虞がある。車両用ダクト３０がこのように変形すると、必要とされる外部空気がエンジン２０へ供給されなくなり、該エンジン２０の出力低下または故障を招来する等の不都合が発生してしまう。更には、前記エンジン２０の駆動時の騒音により、前記第１ダクト外壁部３４および第２ダクト外壁部３６が共振して騒音が発生する新たな不都合も発生していた。
【０００６】
そこで、前述した不都合を回避するため、図１２および図１３に例示したように、前記第２ダクト外壁部３６から前記ダクト本体３２内へ突出する所要幅・所要長の第１支持部４２を該第２ダクト外壁部３６に一体成形し、この第１支持部４２で前記第１ダクト外壁部３４を内側から支持する構造としたものが提案されている。また、前記空気取入口３８が開設されているダクト本体３２の前側部分が当該ダクト本体３２で最も剛性が低下しているため、第２ダクト外壁部３６から該空気取入口３８へ突出する円錐台形の第２支持部４４，４４を該第２ダクト外壁部３６に一体成形し、これら第２支持部４４，４４で前記第１ダクト外壁部３４を内側から支持して空気取入口３８の変形を防止する構造としてある。このような第１支持部４２および第２支持部４４，４４を設けることで、ダクト内外の圧力差（ダクト内圧＜大気圧）が発生したとしても、第１ダクト外壁部３４および第２ダクト外壁部３６が相互近接するように変形することが規制され、かつ前記空気取入口３８が狭小状態に変形する不都合の発生をも防止し得る一方、両ダクト外壁部３４，３６の共振も防止し得る。なお、これに関連する技術は、例えば特許文献１に開示されている。
【０００７】
【特許文献１】
実開平１−１７４５６１号公報
【０００８】
【発明が解決しようとする課題】
ところで近年に至っては、歩行者保護に関する安全対策の確立が希求されつつあり、歩行者が衝突した際にはその衝撃によりボディが適度に変形することで、衝撃吸収を図るようにした所謂「歩行者傷害軽減ボディ」が開発されている。すなわち、走行中の車両が誤って大人の歩行者に衝突した場合には、先ず第１段階として歩行者の脚部に当該車両のフロントバンパーが衝突し、第２段階として該歩行者の腰部が当該車両の前記ボンネット１４の前縁部位に衝突するようになり、第３段階として該歩行者の胸部および頭部が前記ボンネット１４の後縁部位またはフロントガラスに衝突することが解析されている（但し、歩行者が子供の場合は、頭部が前記ボンネット１４の前縁部位に衝突してしまう）。このため前記ボンネット１４においては、歩行者が衝突した際にその衝撃力で陥凹的に変形する構造とすることで、衝突による衝撃吸収を図りつつ歩行者の負傷度合を軽減する対策が施されている。
【０００９】
しかしながら、前記ボンネット１４における前縁裏側には、前述したように前記車両用ダクト３０が殆ど隙間のない状態に配設されており、この前縁部位には当該ボンネット１４の陥凹的な変形を許容する変形許容空間が殆ど画成されていないため、歩行者の身体がボンネット１４の前縁に衝突した際には、該ボンネット１４は若干変形するだけで該車両用ダクト３０の第１ダクト外壁部３４に接触するようになる。しかも図１３および図１４に例示したように、前記車両用ダクト３０の剛性向上を図るために設けた前記第１支持部４２の一部および第２支持部４４，４４の両方が、ボンネット１４とラジエターサポート１６との間に位置していることから、これら第１支持部４２および第２支持部４４，４４の支持強度が大きいとダクト本体３２が圧潰的に変形され難くなる。
【００１０】
殊に前記第１支持部４２は、幅広に突出形成されているので剛性が高くなっており、その前端部分４２Ａは曲面状となっていて一段と剛性が高くなっている。従って従来の車両用ダクト３０では、このような高剛性の第１支持部４２が前記ボンネット１４とラジエターサポート１６との間に位置するように配設されることから、衝撃力を伴った外力が第１ダクト外壁部３４に加わっても該第１支持部４２が十分に変形しないので、ダクト本体３２が押し潰され難い構造となっていた。このため、従来の車両用ダクト３０を取付けた車両は、歩行者との衝突による前記ボンネット１４の陥凹的な変形が規制され、その衝撃吸収性能の低下を招来する不都合が発生してしまい、歩行者の負傷度合の軽減を十分に図り得ない問題を内在していた。
【００１１】
【発明の目的】
本発明は、前述した課題を好適に解決するべく提案されたもので、通常の実施状態ではダクト内外の圧力差による変形防止およびエンジン騒音による共振防止を図ったもとで、歩行者との衝突による衝撃力を伴った押圧力がボンネットを介して加わった際には適切に押し潰されて、該ボンネットの陥凹的な変形を許容するよう構成した車両用ダクトを提供することを目的とする。
【００１２】
【課題を解決するための手段】
前記課題を解決して、所期の目的を達成するため本発明は、相互に所要空間を保持して対向的に位置する一対のダクト外壁部からなるダクト本体と、前記各ダクト外壁部のうちの一方のダクト外壁部から他方のダクト外壁部の側へ突出して、該他方のダクト外壁部を内側から支持する高剛性の第１支持部と、同じく前記一方のダクト外壁部から前記他方のダクト外壁部の側へ突出して、該他方のダクト外壁部を内側から支持する低剛性の第２支持部とからなり、車両のボンネットおよびその下方に位置する車体構成部分の間に設置した際に、前記ダクト本体がこれらボンネットと車体構成部分との間に部分的に位置する車両用ダクトにおいて、
前記ダクト本体は、前記ボンネットおよび車体構成部分の間から外れて位置する第１領域部と、該ボンネットおよび車体構成部分の間に位置する第２領域部とに区分けされ、
前記高剛性の第１支持部を前記第１領域部内に位置させると共に、前記低剛性の第２支持部を前記第２領域部内に位置させ、
歩行者との衝突による衝撃力が前記ボンネットを介して前記他方のダクト外壁部に加わった際に、前記第２支持部だけが変形して前記第２領域部を圧潰的に変形させ、これにより該ボンネットの陥凹的な変形を許容するよう構成したことを特徴とする。
【００１３】
【発明の実施の形態】
次に、本発明に係る車両用ダクトにつき、好適な実施例を挙げて、添付図面を参照しながら以下説明する。なお、本発明が対象とする車両用ダクトは、車両の車体形状に合わせて種々の外形形状・サイズ等に設定されるものであるが、本実施例では、図１２に例示した従来のものと外形形状が基本的に同一の車両用ダクトを例示する。従って、図１０〜図１４を引用して説明した従来技術の項における既出の部材や部位と同一部材・部位に関しては、同一の符号で指示することとする。
【００１４】
図１は、本発明の好適実施例に係る車両用ダクトを一部破断した状態で示した概略斜視図である。本実施例の車両用ダクト５０は、図１２に例示した従来の車両用ダクト３０と同様に、車両における車体１０の前記ボンネット１４と該ボンネット１４の下方に位置するラジエターサポート（車体構成部分）１６との間に配設して実施に供されることが前提とされ、ラジエターサポート１６の上面に組付けた際にボンネット１４に干渉しない外形形状に形成されている。このような車両用ダクト５０は、略９０度に湾曲した偏平形状とされるダクト本体３２を主体とし、該ダクト本体３２の前端部には空気取入口３８が開設されると共に、該ダクト本体３２の側端部には空気送出口４０が開設されている。
【００１５】
具体的に前記車両用ダクト５０は、相互に所要空間を保持するよう対向的に位置して扁平状のダクト本体３２を形成する一対の第１ダクト外壁部（他方のダクト外壁部）３４および第２ダクト外壁部（一方のダクト外壁部）３６と、前記第２ダクト外壁部３６から第１ダクト外壁部３４の側へ突出して、該第１ダクト外壁部３４を内側から支持する高剛性の第１支持部４２と、同じく前記第２ダクト外壁部３６から第１ダクト外壁部３４の側へ突出して、該第１ダクト外壁部３４を内側から支持する低剛性の第２支持部４４，４４とから構成されている。
【００１６】
前記ダクト本体３２は、軽量化を図るためにポリプロピレン（ＰＰ）等の樹脂材料を材質とする合成樹脂製とされ、先ず図示しないブロー成形型を使用したブロー成形技術に基づき、前記空気取入口３８および空気送出口４０を有しない完全な中空体として予備成形される。そして後作業工程において、成形された中空体の前端部分および側端部分を夫々切断して取り除くことで、前端部に前記空気取入口３８が開設されると共に側端部に前記空気送出口４０が開設されたダクト本体３２が成形される。
【００１７】
ブロー成形されたダクト本体３２を主体とする実施例の車両用ダクト５０は、図２に示すように、前記空気送出口４０を前記エアクリーナー２２に連結した後、前記ラジエターサポート１６の上面に対してダクト本体３２の前側部分を適宜の固定手段（ビス等）で組付けることで車体１０に固定される。そして、前記ボンネット１４を車体１０へ閉成した際には、これらボンネット１４とラジエターサポート１６との間に、ダクト本体３２の前側部分が部分的に位置するようになる。従って前記ダクト本体３２は、前記ボンネット１４およびラジエターサポート１６の間から外れて位置する第１領域部５２と、これらボンネット１４およびラジエターサポート１６の間に位置する第２領域部５４とに区分けされている。なお、ダクト本体３２が前記ボンネット１４とラジエターサポート１６との間に配設された際には、図２〜図４に示すように、前記第１ダクト外壁部３４が該ボンネット１４の裏側に近接位置すると共に、前記第２ダクト外壁部３６が該ラジエターサポート１６に近接位置するようになり、前記空気取入口３８がこれらボンネット１４とラジエターサポート１６との間から車体前方を指向するようになる。
【００１８】
（第１支持部）
前記第１支持部４２は、図２〜図４に示すように、ダクト本体３２における前記第１領域部５２に位置するように、前記第２ダクト外壁部３６に突出形成されている。すなわち第１支持部４２は、前記空気取入口３８から所要量だけ奥まった部位から所要幅・所要長で湾曲状に延在形成されており、前記第２ダクト外壁部３６から所要輪郭形状をもって突設される縦壁部５６と、この縦壁部５６の突出端縁から連設されて前記第１ダクト外壁部３４の裏側に面接触する当接部５８とから構成され、短手方向に沿った縦断時の断面形状が略コ字形となっている。従って、長尺・幅広でかつ湾曲形状に突出しているため剛性が高く、外力が加わっても座屈的または折曲的な変形が起こり難くなっており、前記第１ダクト外壁部３４および第２ダクト外壁部３６の変形を防止し、ダクト本体３２における第１領域部５２の剛性向上に大きく寄与している。なお第１支持部４２は、基端側（第２ダクト外壁部３６の側）よりも先端側（第１ダクト外壁部３４の側）の幅が適宜狭くなった先細テーパ形状とし、前記縦壁部５６に概ね１０°程度の傾斜角が付与されているが、これはブロー成形後の脱型性向上を図るためである。
【００１９】
また前記第１支持部４２は、ダクト本体３２の湾曲部分における略中央部位に突出形成してあるため、該ダクト本体３２の内部はこの湾曲部分において２つの湾曲した空気導入路６０，６０に区分されている。従って、前記空気取入口３８から取り込まれた外部空気は、第１支持部４２の縦壁部５６に沿って移動しながら空気送出口４０の側へ変向されるようになり、該第１支持部４２の存在により空気の流通がスムーズとなって寧ろ空気流通抵抗の低減が期待できる。すなわち第１支持部４２は、前記ダクト本体３２内に画成された空気導入路６０，６０に沿って所要長に延設されることで、該ダクト本体３２の剛性向上を図るという本来の補強機能の他に、これら空気導入路６０，６０内を流通する空気の整流機能をも具有するようになる。なお、第１支持部４２の縦壁部５６の形状を変更（例えば、平面菱形等）することで、前記各空気導入路６０，６０の延在形態を変化させることが可能である。
【００２０】
（第２支持部）
前記各々の第２支持部４４は、図２〜図１４に示すように、ダクト本体３２における前記第２領域部５４に位置するように、前記第２ダクト外壁部３６に突出形成されている。すなわち第２支持部４４は、前記空気取入口３８に隣接した部位に突設された円錐台形に突出形成され、前記第２ダクト外壁部３６から突設される円錐部（側壁部）６２と、この円錐部６２の先端に位置して前記第１ダクト外壁部３４の裏側に接触する当接部６４とから構成されている。この第２支持部４４は、横長に開設した前記空気取入口３８の近傍が圧力により狭小状態に変形することを防止するために機能するもので、該空気取入口３８からの空気導入に障害とならないように可能な限り細く設定されている。なお実施例では、空気取入口３８が横長に開口していることに基づき、２個の第２支持部４４，４４を該空気取入口３８の幅方向に沿って所要間隔で突出形成した場合を例示している。
【００２１】
前述のように形成された第２支持部４４は、所謂ピン状に突出しているため剛性が低く、適度の外力が加わると前記円錐部６２の適宜部位で座屈的または折曲的な変形が起こり易くなっている。これにより、第１ダクト外壁部３４を介して衝撃力が加わった際には、該第１ダクト外壁部３４の変形を許容し、ダクト本体３２における第２領域部５４の圧潰的な変形を可能としている。
【００２２】
このような本実施例の車両用ダクト５０は、肉厚ｔ＝２〜２．５ｍｍ程度とされた前記第１ダクト外壁部３４および第２ダクト外壁部３６の剛性が低くても、前記高剛性の第１支持部４２および前記低剛性の第２支持部４４が何れも所謂「補強リブ」として機能するので、第１ダクト外壁部３４および第２ダクト外壁部３６の撓曲的な変形を規制し得る。従って、エンジンルーム１２の前側に配設して前記空気取入口３８から外部空気を取込む実施状態においては、ダクト内外の圧力差（ダクト内圧＜大気圧）が発生しても、相互に近接するような第１ダクト外壁部３４および第２ダクト外壁部３６の弾性変形が阻止される。具体的には、ダクト本体３２における第１領域部５２の変形は前記第１支持部４２で阻止し、該ダクト本体３２における第２領域部５４は前記第２支持部４４，４４で阻止するようになり、該第２支持部４４，４４により前記空気取入口３８が狭小状態に変形すること等を防止し得る。更に、前記エンジン２０の駆動時の騒音による前記第１ダクト外壁部３４および第２ダクト外壁部３６の共振も防止され、これによる騒音の発生も回避できる。
【００２３】
図７は、図１に例示した本実施例の車両用ダクト５０と、図１２に例示した従来の車両用ダクト３０とに対し、本願出願人が実施した実験により得られた各々の反力推移を測定データをもとに作成したグラフであり、また表１は、これらの反力の測定データを纏めた表である。ここで、表１中の増減率とは、第１ダクト外壁部３４の撓み量＝１５ｍｍにおいて、従来の車両用ダクト３０での反力（３，５００Ｎ）を基準とした本実施例の車両用ダクト５０の反力の増減率を示したものである。なお車両用ダクトの設計では、第１ダクト外壁部３４の撓み量＝１５ｍｍにおいて、反力が２，０００Ｎ以下となるようにすることが目標とされている。
【００２４】
ここで、実験に際しての諸条件は次のようである。

Figure 2004308453
【００２５】
【表１】
Figure 2004308453
【００２６】
図７および表１をもとに分析すると、先ず従来の車両用ダクト３０では、撓み量が０〜１５ｍｍの間において該撓み量と反力とが略比例しており、撓み量＝７ｍｍにて反力が目標値である２，０００Ｎに到達してしまう。そして反力は、その後も撓み量に略比例して一段と増加し、撓み量＝１５ｍｍにて最大の３，５００Ｎまで到達してしまう。すなわち、高剛性の第１支持部４２における前端部分４２Ａが前記第２領域部５４に位置しているため（図１３）、この第１支持部４２によって変形初期段階から反力が急激に上昇することが証明されている。しかも、第１ダクト外壁部３４の撓み量は最大で２０ｍｍ程度となったが、これは前記前端部分４２Ａが衝撃力を受けて変形するに際し、縦壁部５６が綺麗に折れ曲がらずに嵩張ってしまうためと推測される。このため、撓み量＝２０ｍｍ以上では所謂「底付き状態」となるから、更に衝撃力が加わる場合には反力が急激に増加するものと思われる。
【００２７】
これに対して実施例の車両用ダクト５０では、撓み量＝５ｍｍまでの初期変形段階において、反力は従来の車両用ダクト３０と略同等程度まで一気に立ち上がる。しかしながら、その後は撓み量が増加しても反力の上昇は僅かで略横ばいとなっており、撓み量＝２５ｍｍの時点で反力は最大の２，０００Ｎとなる。これは、前記第２支持部４４が、衝撃力が加わった変形初期段階では衝撃力に抗しているものの、衝撃力に耐え切れなくなって座屈的または折曲的（倒伏的）な変形が発生すると剛性が急激に低下し、第１ダクト外壁部３４を支持することができなくなるため、変形発生後は簡単に押し潰されるようになるためであると推測される。しかも、撓み量＝１５ｍｍでの反力は、１，８００Ｎで目標値の２，０００Ｎを下回る結果となり、従来の車両用ダクト３０よりも実に４８．６％も減少（約１／２）することが判明した。また、撓み量は少なくとも３０ｍｍ以上となり、底付き状態が発現され難いために反力が一気に上昇することもない。なお、前記第２支持部４４，４４が座屈的または折曲的に変形する過程では、該第２支持部４４，４４の当接部６４と第１ダクト外壁部３４の裏面との係合が外れ、両者４４，３４の間に滑りを生ずるものと考えられる。
【００２８】
【実施例の作用】
本実施例の車両用ダクト５０は、前述したように、前記空気送出口４０を前記エアクリーナー２２に連結した後、ダクト本体３２の前側部分を前記ラジエターサポート１６の上面に組付けることで車体１０に固定される。そして、前記ボンネット１４を車体１０へ閉成すると、前記第１ダクト外壁部３４が該ボンネット１４の裏側に近接位置すると共に、前記第２ダクト外壁部３６が該ラジエターサポート１６に近接位置する。すなわち、ダクト本体３２の前記第１領域部５２がこれらボンネット１４とラジエターサポート１６との間から外れて位置し、該ダクト本体３２の前記第２領域部５４がこれらボンネット１４とラジエターサポート１６との間に位置し、前記空気取入口３８が車体前方を指向するようになる（図２〜図４）。従って、第１領域部５２に突出形成された高剛性の前記第１支持部４２は、前記ボンネット１４とラジエターサポート１６との間に位置しておらず、第２領域部５４に突出形成された低剛性の第２支持部４４，４４のみが、これらボンネット１４とラジエターサポート１６との間に位置している。
【００２９】
このような実施状態における前記車両用ダクト５０では、歩行者が前記ボンネット１４に激突して、この際の衝撃力が該ボンネット１４を介して前記第１ダクト外壁部３４に加わった際には、該第１ダクト外壁部３４を裏側から支持している前記各第２支持部４４，４４へその押圧力が伝達される。このとき、衝撃力を伴って押圧された前記各第２支持部４４，４４は、図５および図６に例示するように、その円錐部６２で座屈的または折曲的に変形してその突出高が小さくなり、ボンネット１４で押圧された部分における第１ダクト外壁部３４の沈み込みを許容するようになる。これに伴って、少なくともダクト本体３２における第２領域部５４が押し潰されるので、前記ボンネット１４の陥凹的な変形に支障を来すことがなくなる。
【００３０】
このように本実施例の車両用ダクト５０は、前記ボンネット１４およびラジエターサポート１６の間から外れて位置する第１領域部５２に高剛性の第１支持部４２を位置させると共に、これらボンネット１４およびラジエターサポート１６の間に位置する第２領域部５４に低剛性の第２支持部４４を位置させ、該第１支持部４２は第２領域部５４には全く位置しないよう構成した。従って、空気取入時に発生する圧力差によるダクト本体３２の変形およびエンジン騒音による共振を前記第１支持部４２および第２支持部４４の両方で防止したもとで、当該車両と衝突した歩行者がボンネット１４に激突する交通事故が発生した際には、前記第２支持部４４だけの座屈的または折曲的な変形に基づき、前記ボンネット１４とラジエターサポート１６との間に位置する第２領域部５４が容易に押し潰される構造としたので、前記ボンネット１４の陥凹的な変形を許容することができる。これにより、前記ボンネット１４が陥凹的に変形する際に発揮される衝撃吸収性能を阻害することがなく、歩行者の負傷度合の軽減に好適に寄与することができる。換言すると、前記高剛性の第１支持部４２は、ボンネット１４とラジエターサポート１６との間に位置する前記第２領域部５４には全く位置していないため、図１２等に例示した従来の車両用ダクト３０よりも押し潰され易くなっている。
【００３１】
一方、前記ボンネット１４を開放した場合には、前記車両用ダクト５０はエンジンルーム１２の前側に露出するようになるので、前記エンジン２０のメンテナンス作業時等に手指や身体が接触することもあり得る。しかしながら、実施例の車両用ダクト５０では、前記第１ダクト外壁部３４の上面に軽く接触した場合等、該第１ダクト外壁部３４を上方から衝撃力を伴わずに押圧した程度では、前記第１支持部４２は勿論、前記第２支持部４４，４４も座屈的に変形することはなく、ダクト本体３２が押し潰されてしまうことはない。
【００３２】
なお第２支持部４４の配設数は、前記実施例に例示した２個に限定されるものではなく、空気取入口３８のサイズや該第２支持部４４の剛性等を考慮したもとで、▲１▼通常の空気導入時に空気取入口３８の狭小変形を好適に防止する、▲２▼空気抵抗の顕著な増加を回避する、▲３▼第１ダクト外壁部３４を介した衝撃力の作用時に変形してダクト本体３２における第２領域部５４の圧潰的な変形を発現させる、等の条件を満足すれば、１個または３個以上としてもよい。更に、第２支持部４４の突出形状は、前述した円錐台形に限定されるものではなく、例えば三角または四角等の角錐台形（図８）、円柱形または角柱形、或いは薄板形（図９）等としても、側壁部で座屈的または折曲的に変形し易くなっているので、前記実施例として例示した円錐台形と同等の効果が得られる。
【００３３】
前記実施例では、前記第１支持部４２および第２支持部４４，４４を、第２ダクト外壁部（一方のダクト外壁部）３６から第１ダクト外壁部（他方のダクト外壁部）３４の側へ突出させ、該第１ダクト外壁部３４を内側から支持する形態のダクト本体３２を例示したが、これら第１支持部４２および第２支持部４４，４４は第１ダクト外壁部３４に設けるようにしてもよい。すなわち、前記第１支持部４２および第２支持部４４，４４を、第１ダクト外壁部３４から第２ダクト外壁部３６の側へ突出させ、該第２ダクト外壁部３６を内側から支持する形態としても、前記実施例と同等の効果が得られる。一方、前記第１支持部４２を、第２ダクト外壁部３６から第１ダクト外壁部３４の側へ突出させるように設けると共に、前記第２支持部４４，４４を、第１ダクト外壁部３４から第２ダクト外壁部３６の側へ突出させるように設けても、前記実施例と同等の効果が得られる。更には、前記第１支持部４２を、第１ダクト外壁部３４から第２ダクト外壁部３６の側へ突出させるように設けると共に、前記第２支持部４４，４４を、第２ダクト外壁部３６から第１ダクト外壁部３４の側へ突出させるように設けても、前記実施例と同等の効果が得られる。
【００３４】
前記実施例では、前記エンジン２０に供給される外部空気を取り入れるために供される車両用ダクトを例示したが、本願が対象とする車両用ダクトはこれに限定されるものではなく、例えば前記エンジンルーム１２内に外部空気を導入するために供されるもの、図示しないエアコンユニットに外部空気を導入するために供されるもの、更には乗員室等へ外部空気を導入するために供されるもの等、前記ボンネット１４とラジエターサポート１６（車体構成部分）との間に配設されるものは全て対象とされる。
【００３５】
【発明の効果】
以上説明した如く、本発明に係る車両用ダクトによれば、ボンネットおよび車体構成部分の間から外れて位置する第１領域部に高剛性の第１支持部を位置させると共に、これらボンネットおよび車体構成部分の間に位置する第２領域部に低剛性の第２支持部を位置させ、該第１支持部は第２領域部には全く位置しないよう構成した。従って、空気取入時に発生する圧力差によるダクト本体の変形およびエンジン騒音による共振を前記第１支持部および第２支持部の両方で防止したもとで、当該車両と衝突した歩行者がボンネットに激突する交通事故が発生した際には、前記第２支持部だけの座屈的または折曲的な変形に基づき、前記ボンネットとラジエターサポートとの間に位置する第２領域部が容易に押し潰される構造としたので、前記ボンネットの陥凹的な変形を許容することができる。これにより、前記ボンネットが陥凹的に変形する際に発揮される衝撃吸収性能を阻害することがなく、歩行者の負傷度合の軽減に好適に寄与することができる有益な効果を奏する。
【図面の簡単な説明】
【図１】本発明の好適実施例に係る車両用ダクトの一部破断斜視図である。
【図２】図１の車両用ダクトを車両前方に組付けた状態を、ボンネットを省略して示した一部破断平面図である。
【図３】図２のＩＩＩ−ＩＩＩ線断面図である。
【図４】図２のＩＶ−ＩＶ線断面図である。
【図５】歩行者との衝突による衝撃力がボンネットを介して第１ダクト外壁部に加わった状態を、図３の視点から見た場合の説明断面図であって、第２支持部が座屈的に変形することでダクト本体における第２領域部が押し潰され、これによりボンネットの陥凹的な変形が許容されることを示している。
【図６】歩行者との衝突による衝撃力がボンネットを介して第１ダクト外壁部に加わった状態を、図４の視点から見た場合の説明断面図であって、第２支持部が座屈的に変形することでダクト本体における第２領域部が押し潰され、これによりボンネットの陥凹的な変形が許容されることを示している。
【図７】本実施例の車両用ダクトおよび従来の車両用ダクトに対して実施した実験結果を示したグラフである。
【図８】変更例に係る角錐台形の第２支持部を設けた車両用ダクトの部分斜視図である。
【図９】別変更例に係る薄板形の第２支持部を設けた車両用ダクトの部分斜視図である。
【図１０】車両におけるエンジンルーム内を略示した斜視図であって、ボンネットとラジエターサポートとの間に車両用ダクトが配設された状態を示している。
【図１１】図１０のＸ−Ｘ線断面図である。
【図１２】図１０に示した従来の車両用ダクトの一部破断斜視図である。
【図１３】ラジエターサポートとボンネットとの間に配設した従来の車両用ダクトを、該ボンネットを省略した状態で示した一部破断平面図であって、高剛性の第１支持部および低剛性の第２支持部の両方が、これらボンネットとラジエターサポートとの間に位置することを示している。
【図１４】図１３のＹ−Ｙ線断面図である。
【符号の説明】
１４ ボンネット
１６ ラジエターサポート（車体構成部分）
３２ ダクト本体
３４ 第１ダクト外壁部（他方のダクト外壁部）
３６ 第２ダクト外壁部（一方のダクト外壁部）
３８ 空気取入口
４２ 第１支持部
４４ 第２支持部
５２ 第１領域部
５４ 第２領域部
６０ 空気導入路
６２ 円錐部（側壁部）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a duct for a vehicle, and more particularly, to a duct main body including a pair of duct outer wall portions opposed to each other while holding a required space therebetween, and one of the duct outer wall portions. A first rigid support portion projecting from the portion toward the other duct outer wall portion and supporting the other duct outer wall portion from the inside, and also from the one duct outer wall portion to the other duct outer wall portion side. The present invention relates to a vehicle duct including a low-rigidity second support portion that protrudes and supports the other duct outer wall portion from the inside.
[0002]
[Prior art]
For example, as illustrated in FIGS. 10 and 11, in a hood-type automobile (vehicle), an engine 20 is mounted in an engine room 12 at a front portion of the vehicle body 10. As is well known, the engine 20 is an internal combustion engine that rotates by burning an air-fuel mixture obtained by mixing clean air introduced through an air cleaner 22 and fuel supplied from a fuel tank. It is indispensable to supply the external air continuously and stably at the time of medium / high speed rotation. However, the temperature of the air in the engine room 12 rises due to the heat generated from the engine 20 itself. Therefore, when this high-temperature air is introduced into the engine 20, the combustion efficiency is reduced and the output is reduced. For this reason, a vehicle duct 30 for introducing outside air connected to the air cleaner 22 is disposed in front of the engine room 12 so that cold air outside the vehicle is taken in during traveling and guided to the air cleaner 22. It has become.
[0003]
Here, the vehicle duct 30 takes into consideration (1) efficiently taking in external air, (2) avoiding interference with other devices and components installed in the engine room 12, and the like. Generally, a hood 14 for closing the engine room 12 so as to be openable and closable, and a radiator support (a radiator support for fixing a radiator 18 located below the hood 14) in front of the engine room 12 at the center of the front of the vehicle body. It is desirable to install it in a gap defined between itself and the vehicle body component 16). However, as is apparent from FIG. 11, it is often difficult to ensure a large vertical space due to the shape of the vehicle body, and thus the outer shape of the vehicle duct 30 is inevitably increased. A wide flat shape in which the height dimension is kept low so as to fit in the gap is unavoidable.
[0004]
Therefore, as shown in FIG. 12, for example, the vehicle duct 30 has a first tray outer wall portion 34 in the form of an inverted tray and a second tray-shaped second wall which are opposed to each other while maintaining a required space therebetween. The duct outer wall 36 forms a flat duct main body 32. An air intake 38 is opened at the front end of the duct main body 32, and an air outlet 40 is opened at a side end of the duct main body 32. When such a vehicle duct 30 is disposed between the bonnet 14 and the radiator support 16, the first duct outer wall portion 34 is positioned close to the back side of the bonnet 14 and the second duct outer wall The portion 36 is positioned close to the radiator support 16, the air intake 38 is directed forward of the vehicle body, and the air outlet 40 is connected to the air cleaner 22.
[0005]
The vehicle duct 30 is made of a synthetic resin made of a resin material such as polyethylene (PE) or polypropylene (PP) in order to reduce the weight. For example, a molding technique such as an injection molding technique or a blow molding technique is used. It is molded by. However, as described above, each of the first duct outer wall portion 34 and the second duct outer wall portion 36 is formed in a flat shape, and the air inlet 38 is formed to have a horizontally long opening shape. Because of low rigidity, it is easily elastically deformed. Therefore, when the pressure difference between the inside and outside of the duct (internal pressure of the duct <atmospheric pressure) increases when the external air is sucked through the air inlet 38 by the start of the engine 20, the first duct outer wall portion 34 and the second The duct outer wall portions 36 become concavely deformed as they approach each other, and in some cases, there is a possibility that the opening area of the air intake 38 is reduced to a narrow state. When the vehicle duct 30 is deformed in this manner, required external air is not supplied to the engine 20, which causes inconveniences such as a reduction in output of the engine 20 or a failure. Furthermore, the noise at the time of driving the engine 20 causes another problem that the first duct outer wall portion 34 and the second duct outer wall portion 36 resonate and generate noise.
[0006]
Therefore, in order to avoid the above-described inconvenience, as illustrated in FIGS. 12 and 13, the first support portion 42 having a required width and a required length projecting from the second duct outer wall portion 36 into the duct main body 32 is provided. There has been proposed a structure in which the first duct outer wall portion 34 is integrally formed with the second duct outer wall portion 36 and the first support portion 42 supports the first duct outer wall portion 34 from the inside. In addition, since the front portion of the duct body 32 where the air inlet 38 is opened has the lowest rigidity in the duct body 32, the truncated cone shape protruding from the second duct outer wall portion 36 to the air inlet 38. The second support portions 44, 44 are integrally formed with the second duct outer wall portion 36, and the first duct outer wall portion 34 is supported by the second support portions 44, 44 from the inside to prevent deformation of the air intake 38. There is a structure to prevent it. By providing the first support portion 42 and the second support portions 44, 44, even if a pressure difference between the inside and outside of the duct (internal pressure of the duct <atmospheric pressure) is generated, the first duct outer wall portion 34 and the second duct outer wall are provided. The deformation of the portions 36 so as to be close to each other is restricted, and the occurrence of the inconvenience of the air intake 38 being deformed to a narrow state can be prevented, while the resonance of the outer duct portions 34, 36 can be prevented. . A technique related to this is disclosed in Patent Document 1, for example.
[0007]
[Patent Document 1]
Japanese Utility Model Publication No. 1-174561
[0008]
[Problems to be solved by the invention]
By the way, in recent years, establishment of safety measures for pedestrian protection has been demanded. When a pedestrian collides, the body is appropriately deformed by the impact, thereby absorbing the impact. A body for reducing injuries to the elderly has been developed. That is, when a running vehicle collides with an adult pedestrian by mistake, the front bumper of the vehicle collides with the pedestrian's leg as a first stage, and the pedestrian's waist as a second stage. It has been analyzed that the pedestrian's chest and head collide with the rear edge portion or the windshield of the bonnet 14 as a third stage because the vehicle collides with the front edge portion of the hood 14 of the vehicle. If the pedestrian is a child, the head collides with the front edge of the hood 14). For this reason, in the bonnet 14, measures are taken to reduce the degree of injury of the pedestrian while absorbing the impact of the collision by adopting a structure in which the pedestrian is depressed and deformed by the impact force when the pedestrian collides. ing.
[0009]
However, on the back side of the front edge of the bonnet 14, the vehicle duct 30 is disposed with almost no gap as described above. Since the allowable deformation space is hardly defined, when the pedestrian's body collides with the front edge of the hood 14, the hood 14 is slightly deformed and the first duct outer wall of the vehicle duct 30 is deformed. It comes into contact with the part 34. In addition, as illustrated in FIGS. 13 and 14, both the part of the first support portion 42 and the second support portions 44, 44 provided for improving the rigidity of the vehicle duct 30 are connected to the bonnet 14. Since the duct body 32 is located between the radiator support 16 and the first support portion 42 and the second support portions 44, 44, the duct main body 32 is less likely to be crushed and deformed if the support strength is high.
[0010]
In particular, the first support portion 42 has a high rigidity because it is formed to protrude widely, and its front end portion 42A has a curved surface shape and has a higher rigidity. Accordingly, in the conventional vehicle duct 30, the first support portion 42 having such a high rigidity is disposed so as to be located between the bonnet 14 and the radiator support 16, so that an external force accompanied by an impact force is generated. Since the first support portion 42 is not sufficiently deformed even when it is applied to the first duct outer wall portion 34, the duct main body 32 is hardly crushed. For this reason, in the vehicle to which the conventional vehicle duct 30 is attached, the concave deformation of the bonnet 14 due to the collision with the pedestrian is restricted, and the disadvantage that the shock absorbing performance is deteriorated occurs. There is a problem that the degree of injury to pedestrians cannot be sufficiently reduced.
[0011]
[Object of the invention]
The present invention has been proposed in order to preferably solve the above-mentioned problems, and in a normal state of operation, the impact caused by a collision with a pedestrian is prevented under the prevention of deformation due to a pressure difference between inside and outside of a duct and prevention of resonance due to engine noise. It is an object of the present invention to provide a vehicle duct configured to be appropriately crushed when a pressing force accompanied by a force is applied via a bonnet, and to allow a concave deformation of the bonnet.
[0012]
[Means for Solving the Problems]
In order to solve the above-mentioned problems and achieve the intended purpose, the present invention provides a duct main body including a pair of duct outer wall portions opposed to each other while holding a required space, and A first rigid support portion protruding from one duct outer wall portion toward the other duct outer wall portion to support the other duct outer wall portion from the inside, and also the one duct outer wall portion from the other duct outer wall portion It comprises a low-rigid second support portion projecting toward the outer wall portion and supporting the other duct outer wall portion from the inside, and when installed between the hood of the vehicle and a vehicle body component located below the hood, In a vehicle duct in which the duct body is partially located between the bonnet and the vehicle body component,
The duct main body is divided into a first area portion located between the hood and the vehicle body component and a second area portion located between the hood and the vehicle body component,
Positioning the high-rigidity first support portion in the first region portion, and positioning the low-rigidity second support portion in the second region portion;
When an impact force due to a collision with a pedestrian is applied to the outer wall portion of the other duct via the hood, only the second support portion deforms to deform the second region portion in a crushable manner. The hood is configured to allow a concave deformation.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, a vehicle duct according to the present invention will be described below with reference to the accompanying drawings by way of preferred embodiments. The duct for a vehicle targeted by the present invention is set in various external shapes and sizes according to the vehicle body shape of the vehicle, but in the present embodiment, the conventional duct illustrated in FIG. An example of a vehicle duct having basically the same external shape is illustrated. Therefore, the same reference numerals are used for the same members and parts as those already described in the section of the prior art described with reference to FIGS.
[0014]
FIG. 1 is a schematic perspective view showing a vehicle duct according to a preferred embodiment of the present invention in a partially broken state. The vehicle duct 50 of the present embodiment is similar to the conventional vehicle duct 30 illustrated in FIG. 12, in that the hood 14 of the vehicle body 10 of the vehicle and the radiator support (vehicle component) 16 located below the hood 14 are provided. The radiator support 16 is formed so as not to interfere with the bonnet 14 when assembled on the upper surface of the radiator support 16. Such a duct 50 for a vehicle mainly includes a duct main body 32 having a flat shape curved at substantially 90 degrees. An air inlet 38 is opened at a front end of the duct main body 32. An air outlet 40 is provided at the side end of the air outlet.
[0015]
More specifically, the vehicle duct 50 is a pair of first duct outer wall portions (the other duct outer wall portion) 34 and a pair of first duct outer wall portions (the other duct outer wall portions) that face each other to maintain a required space and form a flat duct main body 32. A second duct outer wall portion (one of the duct outer wall portions) 36 and a high-rigidity second protruding from the second duct outer wall portion 36 toward the first duct outer wall portion 34 to support the first duct outer wall portion 34 from the inside. A first support portion 42, and low-rigidity second support portions 44, 44 which similarly project from the second duct outer wall portion 36 toward the first duct outer wall portion 34 and support the first duct outer wall portion 34 from inside. It is composed of
[0016]
The duct main body 32 is made of a synthetic resin made of a resin material such as polypropylene (PP) to reduce the weight. First, the air inlet 38 is formed based on a blow molding technique using a blow mold (not shown). And is preformed as a complete hollow body without air outlet 40. Then, in a post-operation step, the front end portion and the side end portion of the formed hollow body are cut and removed, whereby the air intake 38 is opened at the front end and the air outlet 40 is provided at the side end. The opened duct main body 32 is formed.
[0017]
As shown in FIG. 2, the vehicle duct 50 of the embodiment mainly including the blow-molded duct main body 32 connects the air outlet 40 to the air cleaner 22 and then moves the air duct 40 to the upper surface of the radiator support 16. Then, the front portion of the duct main body 32 is fixed to the vehicle body 10 by assembling it with an appropriate fixing means (such as a screw). When the hood 14 is closed to the vehicle body 10, the front portion of the duct main body 32 is partially located between the hood 14 and the radiator support 16. Therefore, the duct main body 32 is divided into a first area 52 located between the bonnet 14 and the radiator support 16 and a second area 54 located between the bonnet 14 and the radiator support 16. I have. When the duct main body 32 is disposed between the bonnet 14 and the radiator support 16, as shown in FIGS. 2 to 4, the first duct outer wall portion 34 is close to the back side of the bonnet 14. In addition, the second duct outer wall portion 36 is located close to the radiator support 16, and the air intake 38 is directed forward between the hood 14 and the radiator support 16.
[0018]
(First support part)
As shown in FIGS. 2 to 4, the first support portion 42 is formed so as to protrude from the second duct outer wall portion 36 so as to be located in the first region portion 52 of the duct main body 32. In other words, the first support portion 42 is formed to extend in a curved shape with a required width and a required length from a portion recessed by a required amount from the air inlet 38 and protrude from the second duct outer wall portion 36 with a required contour shape. A vertical wall portion 56 is provided, and an abutting portion 58 which is provided continuously from a protruding edge of the vertical wall portion 56 and comes into surface contact with the back side of the first duct outer wall portion 34, and extends in the short direction. The cross-sectional shape at the time of the vertical cross section is substantially U-shaped. Therefore, since it is long and wide and protrudes in a curved shape, the rigidity is high, and buckling or bending deformation is unlikely to occur even when an external force is applied. This prevents deformation of the duct outer wall portion 36 and greatly contributes to improvement in rigidity of the first region 52 in the duct main body 32. The first support portion 42 has a tapered taper shape in which the width of the distal end side (the side of the first duct outer wall portion 34) is appropriately narrower than the base end side (the side of the second duct outer wall portion 36). The inclination angle of about 10 ° is given to the portion 56 in order to improve the releasability after blow molding.
[0019]
Further, since the first support portion 42 is formed so as to protrude substantially at the center of the curved portion of the duct main body 32, the inside of the duct main body 32 is divided into two curved air introduction passages 60, 60 at this curved portion. Have been. Accordingly, the external air taken in from the air inlet 38 is diverted toward the air outlet 40 while moving along the vertical wall portion 56 of the first support portion 42, and the first support Due to the presence of the portion 42, the flow of the air becomes smooth, and the air flow resistance can be expected to be reduced. That is, the first support portion 42 is extended to a required length along the air introduction passages 60, 60 defined in the duct main body 32, so that the rigidity of the duct main body 32 is improved. In addition to the function, it has a function of rectifying the air flowing through the air introduction passages 60, 60. Note that, by changing the shape of the vertical wall portion 56 of the first support portion 42 (for example, a planar rhombus or the like), the extending form of each of the air introduction passages 60 can be changed.
[0020]
(Second support)
As shown in FIGS. 2 to 14, each of the second support portions 44 is formed so as to protrude from the second duct outer wall portion 36 so as to be located in the second region portion 54 of the duct main body 32. That is, the second support portion 44 is formed in a frustoconical shape protruding from a portion adjacent to the air inlet 38, and a conical portion (sidewall portion) 62 protruding from the second duct outer wall portion 36, A contact portion 64 located at the tip of the conical portion 62 and in contact with the back side of the first duct outer wall portion 34. The second support portion 44 functions to prevent the vicinity of the horizontally-opened air intake 38 from being deformed into a narrow state due to pressure, and obstructs air introduction from the air intake 38. It is set as thin as possible so that it does not become. In the embodiment, the case where the two second support portions 44 are formed at a required interval along the width direction of the air intake 38 based on the fact that the air intake 38 is open horizontally. It is illustrated.
[0021]
The second support portion 44 formed as described above has a low rigidity because it protrudes in a so-called pin shape, and when an appropriate external force is applied, buckling or bending deformation occurs at an appropriate portion of the conical portion 62. It is easy to happen. Accordingly, when an impact force is applied via the first duct outer wall portion 34, the deformation of the first duct outer wall portion 34 is allowed, and the second region portion 54 of the duct main body 32 can be crushed and deformed. And
[0022]
The duct 50 for a vehicle according to the present embodiment has a high rigidity even if the rigidity of the first duct outer wall portion 34 and the second duct outer wall portion 36 having a thickness t of about 2 to 2.5 mm is low. Since both the first support portion 42 and the low-rigidity second support portion 44 function as so-called “reinforcement ribs”, the first duct outer wall portion 34 and the second duct outer wall portion 36 are restricted from being flexibly deformed. I can do it. Therefore, in a state where the air is introduced into the front side of the engine room 12 and external air is taken in from the air intake 38, even if a pressure difference between the inside and outside of the duct (internal pressure of the duct <atmospheric pressure) is generated, they are close to each other. Such elastic deformation of the first duct outer wall portion 34 and the second duct outer wall portion 36 is prevented. Specifically, the deformation of the first region 52 in the duct main body 32 is prevented by the first support portion 42, and the second region 54 in the duct main body 32 is prevented by the second support portions 44, 44. Thus, the air intake 38 can be prevented from being deformed to a narrow state by the second support portions 44, 44. Further, the resonance of the first duct outer wall portion 34 and the second duct outer wall portion 36 due to the noise at the time of driving the engine 20 is also prevented, and the generation of noise due to this is also avoided.
[0023]
FIG. 7 shows the reaction force transition obtained by an experiment conducted by the present applicant for the vehicle duct 50 of the present embodiment illustrated in FIG. 1 and the conventional vehicle duct 30 illustrated in FIG. Is a graph created based on the measurement data, and Table 1 is a table summarizing the measurement data of these reaction forces. Here, the increase / decrease rate in Table 1 refers to the vehicle of the present embodiment based on the reaction force (3,500 N) in the conventional vehicle duct 30 when the amount of deflection of the first duct outer wall portion = 15 mm. It shows the rate of increase and decrease of the reaction force of the duct 50. In the design of the vehicle duct, the goal is to make the reaction force 2,000 N or less when the amount of deflection of the first duct outer wall 34 is 15 mm.
[0024]
Here, the conditions for the experiment are as follows.
Figure 2004308453
[0025]
[Table 1]
Figure 2004308453
[0026]
Analyzing based on FIG. 7 and Table 1, first, in the conventional vehicle duct 30, the amount of deflection and the reaction force are substantially proportional when the amount of deflection is between 0 and 15 mm. The reaction force reaches the target value of 2,000 N. Thereafter, the reaction force further increases substantially in proportion to the amount of deflection, and reaches the maximum of 3,500 N when the amount of deflection is 15 mm. That is, since the front end portion 42A of the highly rigid first support portion 42 is located in the second region portion 54 (FIG. 13), the reaction force sharply increases from the initial stage of deformation by the first support portion 42. It has been proven. Moreover, the amount of deflection of the outer wall portion 34 of the first duct was about 20 mm at the maximum. It is supposed to be. For this reason, when the amount of deflection is 20 mm or more, a so-called “bottomed state” occurs, and it is considered that the reaction force rapidly increases when an impact force is further applied.
[0027]
On the other hand, in the vehicle duct 50 of the embodiment, in the initial deformation stage up to the deflection amount of 5 mm, the reaction force rises at a stretch to almost the same level as the conventional vehicle duct 30. However, after that, even if the amount of flexure increases, the increase in the reaction force is slight and substantially flat, and when the flexure amount is 25 mm, the reaction force reaches the maximum of 2,000 N. This is because, although the second support portion 44 resists the impact force in the initial stage of the deformation in which the impact force is applied, the second support portion 44 cannot withstand the impact force and the buckling or bending (falling) deformation occurs. When this occurs, the rigidity is rapidly reduced, and it becomes impossible to support the first duct outer wall portion 34, so that it is presumed that the first duct outer wall portion 34 is easily crushed after the deformation occurs. In addition, the reaction force when the deflection amount is 15 mm is smaller than the target value of 2,000 N at 1,800 N, which is 48.6% lower than that of the conventional vehicle duct 30 (about ２). There was found. In addition, the amount of bending is at least 30 mm or more, and the reaction force does not rise at once because the bottomed state is hardly developed. During the process in which the second support portions 44, buckle or bend, the contact portions 64 of the second support portions 44, 44 engage with the back surface of the first duct outer wall portion 34. It is considered that the slippage occurs, and a slippage occurs between the two.
[0028]
Operation of the embodiment
As described above, the vehicle duct 50 of the present embodiment is configured such that the air outlet 40 is connected to the air cleaner 22 and then the front side of the duct main body 32 is assembled on the upper surface of the radiator support 16. Fixed to When the bonnet 14 is closed to the vehicle body 10, the first duct outer wall portion 34 is located close to the back side of the bonnet 14, and the second duct outer wall portion 36 is located close to the radiator support 16. That is, the first region 52 of the duct main body 32 is located away from between the bonnet 14 and the radiator support 16, and the second region 54 of the duct main body 32 is located between the bonnet 14 and the radiator support 16. The air intake port 38 is located between the front and rear sides of the vehicle body (FIGS. 2 to 4). Therefore, the high-rigidity first support portion 42 protrudingly formed in the first region portion 52 is not located between the bonnet 14 and the radiator support 16, and is formed protruding in the second region portion 54. Only the low rigidity second support portions 44 are located between the bonnet 14 and the radiator support 16.
[0029]
In the vehicle duct 50 in such an implementation state, when a pedestrian collides with the bonnet 14 and an impact force at this time is applied to the first duct outer wall portion 34 via the bonnet 14, The pressing force is transmitted to the second support portions 44, 44 that support the first duct outer wall portion 34 from the back side. At this time, each of the second support portions 44, 44 pressed with an impact force is buckled or bent by its conical portion 62 as illustrated in FIGS. The protrusion height is reduced, and the first duct outer wall portion 34 is allowed to sink in a portion pressed by the bonnet 14. Along with this, at least the second region 54 in the duct main body 32 is crushed, so that it does not hinder the concave deformation of the bonnet 14.
[0030]
As described above, the vehicle duct 50 of the present embodiment has the first support portion 42 having high rigidity located in the first region portion 52 located apart from the space between the bonnet 14 and the radiator support 16, and the bonnet 14 and the hood 14. The second support portion 44 having low rigidity is located in the second region portion 54 located between the radiator supports 16, and the first support portion 42 is configured not to be located in the second region portion 54 at all. Therefore, the pedestrian colliding with the vehicle under the condition that the deformation of the duct body 32 due to the pressure difference generated at the time of air intake and the resonance due to engine noise are prevented by both the first support portion 42 and the second support portion 44. When a traffic accident that collides with the hood 14 occurs, the second support portion 44 is located between the hood 14 and the radiator support 16 based on the buckling or bending deformation of only the second support portion 44. Since the structure is such that the region 54 is easily crushed, it is possible to allow the hood 14 to be concavely deformed. Thereby, it is possible to suitably contribute to the reduction of the degree of injury to the pedestrian without hindering the shock absorbing performance exhibited when the bonnet 14 is deformed concavely. In other words, since the first support portion 42 having high rigidity is not located at all in the second region portion 54 located between the bonnet 14 and the radiator support 16, the conventional vehicle illustrated in FIG. It is easier to be crushed than the duct 30.
[0031]
On the other hand, when the hood 14 is opened, the vehicle duct 50 is exposed to the front side of the engine room 12, so that a finger or a body may come into contact with the engine 20 during maintenance work or the like. . However, in the vehicle duct 50 of the embodiment, when the first duct outer wall portion 34 is pressed from above without an impact force, for example, when the upper surface of the first duct outer wall portion 34 is lightly contacted, Not only the first support portion 42 but also the second support portions 44, 44 do not buckle and the duct body 32 is not crushed.
[0032]
The number of the second support portions 44 is not limited to two as illustrated in the above-described embodiment, and may be determined in consideration of the size of the air intake 38, the rigidity of the second support portions 44, and the like. (1) suitably preventing narrow deformation of the air inlet 38 during normal air introduction; (2) avoiding a remarkable increase in air resistance; and (3) reducing impact force through the first duct outer wall portion (34). One or three or more may be provided as long as conditions such as deforming at the time of operation and causing crushing deformation of the second region portion 54 in the duct main body 32 are satisfied. Further, the projecting shape of the second support portion 44 is not limited to the above-described truncated cone shape, and may be, for example, a truncated pyramid shape such as a triangle or a square (FIG. 8), a columnar or prismatic shape, or a thin plate shape (FIG. 9). Also, since it is easy to buckle or bend at the side wall, the same effect as that of the truncated cone illustrated in the above embodiment can be obtained.
[0033]
In the embodiment, the first support portion 42 and the second support portions 44 are moved from the second duct outer wall portion (one duct outer wall portion) 36 to the first duct outer wall portion (the other duct outer wall portion) 34. Although the duct main body 32 is configured to protrude to support the first duct outer wall portion 34 from the inside, the first support portion 42 and the second support portions 44 are provided on the first duct outer wall portion 34. It may be. That is, the first support portion 42 and the second support portions 44 are projected from the first duct outer wall portion 34 toward the second duct outer wall portion 36 to support the second duct outer wall portion 36 from the inside. Thus, the same effect as in the above embodiment can be obtained. On the other hand, the first support portion 42 is provided so as to protrude from the second duct outer wall portion 36 toward the first duct outer wall portion 34, and the second support portions 44, 44 are separated from the first duct outer wall portion 34. Even if it is provided so as to protrude to the side of the second duct outer wall portion 36, the same effect as in the above embodiment can be obtained. Further, the first support portion 42 is provided so as to protrude from the first duct outer wall portion 34 toward the second duct outer wall portion 36, and the second support portions 44, 44 are connected to the second duct outer wall portion 36. Even if it is provided so as to protrude from the first duct outer wall portion 34 side, the same effect as the above embodiment can be obtained.
[0034]
In the above-described embodiment, the vehicle duct provided to take in the external air supplied to the engine 20 has been exemplified. However, the vehicle duct to which the present invention is applied is not limited to this. A device provided for introducing external air into the room 12, a device provided for introducing external air to an air conditioner unit (not shown), and a device provided for introducing external air into a passenger compartment or the like. Anything disposed between the bonnet 14 and the radiator support 16 (vehicle component) is applicable.
[0035]
【The invention's effect】
As described above, according to the vehicle duct of the present invention, the first support portion having high rigidity is located in the first region that is located between the bonnet and the vehicle body component, and the bonnet and the vehicle body configuration are provided. The low rigid second support portion is located in the second region portion located between the portions, and the first support portion is configured not to be located in the second region portion at all. Therefore, the pedestrian colliding with the vehicle is placed on the bonnet while preventing the deformation of the duct body due to the pressure difference generated at the time of air intake and the resonance due to engine noise by both the first support portion and the second support portion. When a collision accident occurs, the second area portion located between the hood and the radiator support is easily crushed based on buckling or bending deformation of only the second support portion. With such a structure, concave deformation of the hood can be allowed. Thereby, there is an advantageous effect that it is possible to preferably contribute to the reduction of the degree of injury to the pedestrian without impairing the shock absorbing performance exhibited when the hood deforms concavely.
[Brief description of the drawings]
FIG. 1 is a partially broken perspective view of a vehicle duct according to a preferred embodiment of the present invention.
FIG. 2 is a partially broken plan view showing a state in which the vehicle duct of FIG. 1 is assembled in front of the vehicle, omitting a bonnet.
FIG. 3 is a sectional view taken along line III-III of FIG. 2;
FIG. 4 is a sectional view taken along line IV-IV of FIG. 2;
5 is an explanatory cross-sectional view of a state in which an impact force due to a collision with a pedestrian is applied to an outer wall portion of a first duct through a hood from a viewpoint of FIG. 3, wherein a second support portion is a seat; The flexural deformation crushes the second region of the duct main body, which indicates that the bonnet is allowed to be concavely deformed.
6 is an explanatory cross-sectional view of a state in which an impact force due to a collision with a pedestrian is applied to the outer wall of the first duct via the hood from the viewpoint of FIG. 4, wherein the second support is a seat; The flexural deformation crushes the second region of the duct main body, which indicates that the bonnet is allowed to be concavely deformed.
FIG. 7 is a graph showing the results of experiments performed on the vehicle duct of the present embodiment and a conventional vehicle duct.
FIG. 8 is a partial perspective view of a vehicle duct provided with a truncated pyramid-shaped second support portion according to a modification.
FIG. 9 is a partial perspective view of a vehicle duct provided with a thin plate-shaped second support portion according to another modification.
FIG. 10 is a perspective view schematically showing the inside of an engine room of a vehicle, and shows a state in which a vehicle duct is disposed between a hood and a radiator support.
FIG. 11 is a sectional view taken along line XX of FIG. 10;
12 is a partially cutaway perspective view of the conventional vehicle duct shown in FIG.
FIG. 13 is a partially cutaway plan view showing a conventional vehicle duct disposed between a radiator support and a bonnet, with the bonnet omitted; FIG. 2 shows that both of the second support portions are located between the bonnet and the radiator support.
FIG. 14 is a sectional view taken along line YY of FIG.
[Explanation of symbols]
14 Bonnet
16 Radiator support (body part)
32 duct body
34 1st duct outer wall (the other duct outer wall)
36 Second duct outer wall (one duct outer wall)
38 Air intake
42 1st support part
44 Second support
52 1st area part
54 2nd area part
60 Air introduction path
62 Conical part (side wall part)

Claims (4)

相互に所要空間を保持して対向的に位置する一対のダクト外壁部（３４，３６）からなるダクト本体（３２）と、前記各ダクト外壁部（３４，３６）のうちの一方のダクト外壁部（３６）から他方のダクト外壁部（３４）の側へ突出して、該他方のダクト外壁部（３４）を内側から支持する高剛性の第１支持部（４２）と、同じく前記一方のダクト外壁部（３６）から前記他方のダクト外壁部（３４）の側へ突出して、該他方のダクト外壁部（３４）を内側から支持する低剛性の第２支持部（４４）とからなり、車両のボンネット（１４）およびその下方に位置する車体構成部分（１６）の間に設置した際に、前記ダクト本体（３２）がこれらボンネット（１４）と車体構成部分（１６）との間に部分的に位置する車両用ダクトにおいて、
前記ダクト本体（３２）は、前記ボンネット（１４）および車体構成部分（１６）の間から外れて位置する第１領域部（５２）と、該ボンネット（１４）および車体構成部分（１６）の間に位置する第２領域部（５４）とに区分けされ、
前記高剛性の第１支持部（４２）を前記第１領域部（５２）内に位置させると共に、前記低剛性の第２支持部（４４）を前記第２領域部（５４）内に位置させ、
歩行者との衝突による衝撃力が前記ボンネット（１４）を介して前記他方のダクト外壁部（３４）に加わった際に、前記第２支持部（４４）だけが変形して前記第２領域部（５４）を圧潰的に変形させ、これにより該ボンネット（１４）の陥凹的な変形を許容するよう構成した
ことを特徴とする車両用ダクト。A duct body (32) composed of a pair of duct outer walls (34, 36) opposing each other while maintaining a required space; and one of the duct outer walls (34, 36) A high-rigidity first support portion that protrudes from (36) to the side of the other duct outer wall portion (34) and supports the other duct outer wall portion (34) from the inside; A low-rigidity second support portion (44) projecting from the portion (36) to the side of the other duct outer wall portion (34) to support the other duct outer wall portion (34) from the inside. When the duct body (32) is installed between the hood (14) and the vehicle body component (16) located below the hood (14), the duct body (32) is partially located between the hood (14) and the vehicle body component (16). In the located vehicle duct,
The duct main body (32) is located between the bonnet (14) and the vehicle body component (16), and between the first region (52) located off the space between the hood (14) and the vehicle body component (16). Is divided into a second area portion (54) located at
The high-rigidity first support (42) is located in the first area (52), and the low-rigidity second support (44) is located in the second area (54). ,
When an impact force due to a collision with a pedestrian is applied to the other duct outer wall portion (34) via the hood (14), only the second support portion (44) is deformed and the second region portion is deformed. A vehicle duct characterized in that (54) is deformed in a crushing manner so as to allow a concave deformation of the hood (14). 前記第２支持部（４４）は、前記一方のダクト外壁部（３６）から前記他方のダクト外壁部（３４）の側へ円錐台形または角錐台形に突出形成され、該他方のダクト外壁部（３４）を介して衝撃力を受けると、その側壁部（６２）で座屈的または折曲的に変形し易くなっている請求項１記載の車両用ダクト。The second support portion (44) is formed so as to protrude from the one duct outer wall portion (36) to the side of the other duct outer wall portion (34) in a truncated cone or truncated pyramid shape, and the other duct outer wall portion (34) is formed. 2. The duct for a vehicle according to claim 1, wherein the duct is easily buckled or bent at a side wall portion of the duct when an impact force is applied thereto. 前記第２支持部（４４）は、前記ダクト本体（３２）に開設された空気取入口（３８）に隣接した位置に突出形成されている請求項１または２記載の車両用ダクト。The vehicle duct according to claim 1, wherein the second support portion is formed so as to protrude at a position adjacent to an air intake port provided in the duct main body. 前記第１支持部（４２）は、前記ダクト本体（３２）内に画成された空気導入路（６０）に沿って所要長に延設され、該空気導入路（６０）内を流通する空気の整流機能を具有している請求項１〜３の何れかに記載の車両用ダクト。The first support portion (42) is extended to a required length along an air introduction path (60) defined in the duct body (32), and air flowing through the air introduction path (60) is provided. The vehicle duct according to any one of claims 1 to 3, which has a rectifying function.
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JP2006117157A (en) * 2004-10-22 2006-05-11 Denso Corp Obstacle discrimination device for vehicle
JP2006182257A (en) * 2004-12-28 2006-07-13 Toyoda Gosei Co Ltd Vehicular intake air duct
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JP2007331607A (en) * 2006-06-15 2007-12-27 Inoac Corp Vehicle air intake duct
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DE102010005364A1 (en) * 2010-01-22 2011-07-28 GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Mich. Housing for installation between outer skin on motor vehicle body and rigid substructure, is stiffened by support that is extended between outer housing part and inner housing part of housing
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JP2006182257A (en) * 2004-12-28 2006-07-13 Toyoda Gosei Co Ltd Vehicular intake air duct
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FR2921308A3 (en) * 2007-09-20 2009-03-27 Renault Sas Air inlet pipe for use with air filter supplying air inlet of internal combustion engine of motor vehicle, has tubular shape air duct retracted to contact elements situated under surface when bonnet sags to absorb shock applied on bonnet
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