JP2007137363A - Cowl louver - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cowl louver which can increase an amount of absorption of an external impact force without reducing an ability of cutting off hot air from an engine room. <P>SOLUTION: The cowl louver 1 is composed of a panel-shaped body 10 formed in a vehicle width direction, and a recessed body 20 extending from the front edge of the body 10, which recessed body 20 has a recessed space 20a opening upward in the vehicle width direction. The cowl louver 1 is mounted between a windshield 40 and a hood panel 44. Both sides of the recessed space 20a in the vehicle width direction are covered with shutters 30, 30, which are formed as separate components to the recessed body 20. The shutters 30, 30 are so mounted as to drop from the recessed body 20 upon receiving a force of a given magnitude or larger that acts downward from the hood panel 44. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a cowl louver in a vehicle, and more particularly to a cowl louver that shields hot air from an engine room.

  As this type of cowl louver 4, for example, those shown in FIGS. 12 to 15 are already known. As shown in FIG. 12, the cowl louver 4 is used by being mounted in a gap between a windshield 40 and a hood panel (bonnet) 50 provided in the vehicle 100. In the following description including the examples, the vehicle front-rear direction refers to an arrow Fr direction and an arrow Rr direction in this figure. The vehicle width direction is a direction perpendicular to the arrow Fr direction and the arrow Rr direction. The structure of the cowl louver 4 will be described. As shown in the overall perspective view of FIG. 13, the cowl louver 4 is integrally formed of synthetic resin, and has a panel-shaped main body 10 extending in the vehicle width direction, and a front of the main body 10. It consists of the concave body 20 which has the concave space 20a extended from the edge and opened upward in the vehicle width direction. Below, the structure of these main bodies 10 and the concave body 20 is explained in full detail separately.

  First, the main body 10 will be described. As described above, the main body 10 is a panel-shaped member extending in the vehicle width direction. The main body 10 covers a wiper motor or the like (not shown). Thereby, since a wiper motor etc. are not exposed, the designability of the vehicle 100 can be improved.

  Next, the concave body 20 will be described. The concave body 20 extends downward from the front edge of the main body 10 and has a rear inclined plate 21 having an outside air intake hole 21a for taking outside air into the vehicle interior, and a bottom plate extended forward from the rear inclined plate 21. 22, a front inclined plate 23 that extends upward from the bottom plate 22, and a mounting plate 24 that extends forward from the front inclined plate 23, toward the vehicle width direction. It becomes the appearance which has the concave space 20a opened upwards. Both side portions of the concave space 20a in the vehicle width direction are covered with a shielding plate 130 formed integrally with the rear inclined plate 21, the bottom plate 22, and the front inclined plate 23.

  The cowl louver 4 configured as described above is configured so that the rear edge of the main body 10 is brought into contact with the lower end edge of the windshield 40 through the molding 42 as shown in a longitudinal sectional view of FIG. 14 (AA sectional view of FIG. 13). The seal member 46 is held on the upper surface of the mounting plate 24 of the concave body 20, and the lower surface of the bottom plate 22 is fastened to the cowl inner panel 48, so that the gap between the windshield 40 and the hood panel 44 is secured. It is installed.

  Next, the operation of the cowl louver 4 will be described. As shown in FIG. 14, when the hood panel 44 is closed, the seal member 46 is elastically deformed by being pressed by the hood panel 44. Thereby, since air from the engine room can be shut off, only fresh outside air is taken into the vehicle interior from the outside air intake hole 21a. Moreover, even if it is a case where the air from an engine room wraps around into the both sides in a vehicle width direction by this interruption | blocking, the air which circulated can be interrupted | blocked by the shielding board 130.

  As is apparent from FIG. 14, the shielding plate 130 has notches (cuts) 131, 132 (hereinafter referred to as “front notch 131”, a notch in the front direction of the vehicle, a notch in the rear direction of the vehicle). The rear inclined plate 21 and the front inclined plate 23 are formed integrally with each other. Accordingly, for example, when the front surface of the vehicle 100 collides with the colliding object F, and the colliding object F jumps up above the hood panel 44 due to the collision and falls near the rear edge of the hood panel 44 and collides again, FIG. As shown in FIG. 3, the vicinity of the rear edge of the hood panel 44 receives an external impact force downward by the collision object F. Accordingly, since the upper part of the shielding plate 130 is pressed by the back surface of the hood panel 44, the portions of the shielding plate 130 that are located above the base ends 131a and 131b of the notches 131 and 132 (enclosed by circles in FIG. 14). The portion is deformed so as to bend toward one of the vehicle width directions. Further, the back surface of the hood panel 44 pushes the front inclined plate 23 together with the mounting plate 24 through the seal member 46 in the vehicle front direction. That is, the opening of the concave body 20 is elastically deformed in the expanding direction. By this elastic deformation, the cowl louver 4 can absorb the external impact force, so that even if the colliding object F falls on the hood panel 44 and re-collises, the impact received by the colliding object F due to this re-collision can be reduced. .

As prior art document information related to the invention of this application, for example, Patent Document 1 is known.
JP-A-6-305446

  However, in the above-described cowl louver 4, as shown in FIG. 14, the base end 131 a of the front notch 131 formed between the shielding plate 130 and the front inclined plate 23, and the shielding plate 130 and the rear inclined plate 21. A base end 132 a of the rear notch 132 formed therebetween is formed at a substantially central position in the height direction of the shielding plate 130. Therefore, the shielding plate 130 can be bent only from the upper part to the both base ends 131a and 132a. This is because the portions below both base ends 131a and 131b of both notches 131 and 132 are formed integrally with the rear inclined plate 21, the bottom plate 22, and the front inclined plate 23, and therefore cannot be bent. Therefore, when the front inclined plate 23 is pushed together with the mounting plate 24 in the vehicle front direction, the front inclined plate 23 is pushed only from the base end 131a of the front notch 131 only at the distal end portion. Thereby, since the amount by which the front inclined plate 23 is pushed toward the front of the vehicle is reduced, the amount of external impact force absorbed is also reduced, and it has been required to absorb more external impact force.

  Of course, if the notches of both notches 131 and 132 are increased so that both base ends 131a and 131b of the notches 131 and 132 reach the position of the bottom plate 22, the front inclined plate 23 is pushed forward in the vehicle direction. This increases the amount of external impact force absorbed. However, if the notches of both the notches 131 and 132 are increased in this way, the hot air from the engine room wraps around the notches 131 and 132, so that the shielding ability of the shielding plate 130 is reduced. It was. Therefore, if the shielding ability of the shielding plate 130 is emphasized, the amount of absorption of the external impact force is reduced. Conversely, if the shielding ability of the shielding plate 130 is neglected, the amount of absorption of the external impact force is increased. It was.

  The present invention was devised in view of such points, and it is an object of the present invention to provide a cowl louver that can increase the amount of external impact force absorbed without reducing the ability to block hot air from the engine room. And

The present invention is for achieving the above object, and is configured as follows.
The invention according to claim 1 includes a panel-shaped main body formed in the vehicle width direction, and a concave body having a concave space extending from the front edge of the main body and opened upward in the vehicle width direction. The cowl louver is installed in the gap between the windshield and the hood panel. Both sides of the concave space in the vehicle width direction are covered with a shielding plate that is formed separately from the concave body, and the shielding plate has a force of a predetermined magnitude or more downward from the hood panel. When it receives, it has assembled | attached so that it may drop | omit downward from the said concave body.
According to this configuration, for example, when the vicinity of the rear edge of the hood panel receives an external impact force downward by the collision object, the shielding plate is pushed out from the concave body by being pushed into the back surface of the hood panel. Thereby, the front end side of the concave space of the concave body is largely pushed in the vehicle front direction. That is, since the concave body is elastically deformed in the direction in which the opening widens, the cowl louver can absorb the external impact force by this elastic deformation.

The invention according to claim 2 is the cowl louver according to claim 1, wherein a through-hole that can penetrate the shielding plate is formed on a bottom surface of the concave body, and a side surface of the shielding plate is formed. Is formed with a drop-off preventing protrusion that protrudes with respect to the diameter of the through hole.
According to this configuration, the shielding plate can be assembled to the concave body by utilizing the elastic deformation of the drop-off prevention protrusion. Therefore, the assembly is moderate.

Further, the invention according to claim 3 is the cowl louver according to claim 2, wherein a support is formed below the drop-off prevention protrusion on the side surface of the shielding plate, and below the through hole. Is formed with a support groove capable of fitting the support.
According to this configuration, the shield plate can be assembled to the concave body in a state where the support body formed on the shield plate is fitted into the support groove formed on the concave body. Therefore, it can assemble | attach without producing looseness by this fitting.

According to a fourth aspect of the present invention, in the cowl louver according to the third aspect, the support groove is formed so that the groove width becomes narrower toward the through hole.
According to this configuration, the upper end of the shielding plate is guided toward the through hole. Therefore, the operation of inserting the shielding plate into the through hole can be facilitated.

The invention according to claim 5 is a panel-shaped main body formed in the vehicle width direction, and a concave body having a concave space extending from the front edge of the main body and opened upward in the vehicle width direction. It is a cowl louver fitted in the gap between the windshield and the hood panel. Both sides of the concave space in the vehicle width direction are covered with a shielding plate that is formed separately from the concave body, and the shielding plate has a force of a predetermined magnitude or more downward from the hood panel. If it receives, it has assembled | attached so that it may fall toward either of the vehicle width direction in the said recessed space.
According to this configuration, for example, when the vicinity of the rear edge of the hood panel is subjected to an external impact force by the collision object downward, the shielding plate is pushed into the back surface of the hood panel, so Defeated towards the crab. Thereby, the front end side of the concave space of the concave body is largely pushed in the vehicle front direction. That is, since the concave body is elastically deformed in the direction in which the opening widens, the cowl louver can absorb the external impact force by this elastic deformation.

The invention according to claim 6 is the cowl louver according to claim 5, wherein a rib that sandwiches the lower end of the shielding plate is formed on the bottom surface of the concave body.
According to this structure, it can have the same effect as Claim 1. Further, there is no need for a space for the shielding plate to fall below the concave body. Therefore, compared with claim 1, the space below the cowl louver can be used effectively.

The invention according to claim 7 is the cowl louver according to claim 5, wherein a locking claw is formed below the side surface of the shielding plate, and the bottom surface of the concave body has the A locking wall having a locking hole into which the locking claw can be fitted is formed.
According to this structure, it can have the same effect as Claim 1. Further, there is no need for a space for the shielding plate to fall below the concave body. Therefore, compared with claim 1, the space below the cowl louver can be used effectively.

The best mode for carrying out the present invention will be described below with reference to the drawings.
Example 1
First, Example 1 will be described with reference to FIGS. FIG. 1 is an exploded perspective view of a cowl louver 1 of the present invention. 2 is a cross-sectional view taken along the line BB in FIG. 1 and shows a state before the shielding plate 30 is assembled to the concave body 20. FIG. 3 shows a state in which the shielding plate 30 of FIG. 4 shows a state after the shielding plate 30 of FIG. 5 to 7 are longitudinal sectional views in which the cowl louver 1 of the present invention is mounted in the gap between the windshield 40 and the hood panel 44, and show the action of the shielding plate 30. FIG. In the following description of the embodiments, the same members as those in the prior art are denoted by the same reference numerals in the drawings, and redundant description is omitted. The same applies to Examples 2 to 3 described later.

  As shown in FIG. 1, the cowl louver 1 of the present invention is configured in substantially the same manner as the cowl louver 4 described in the prior art. However, in the former, the shielding plate 30 is formed separately from the concave body 20. On the other hand, in the latter case, the shielding plate 130 is formed integrally with the concave body 20. As described above, the first embodiment of the present invention is different from the related art in the configuration in which the shielding plate 30 (the shielding plate 130 in the conventional technology) is assembled to the concave body 20. Therefore, this difference will be mainly described. Even if formed separately in this way, the shielding plate 30 is integrally formed of synthetic resin.

  As shown in FIG. 1, the shielding plate 30 is inserted from below the concave body 20. And as shown in FIG. 4, the shielding board 30 is assembled | attached to the concave body 20 in this inserted state. The shielding plate 30 and the concave body 20 will be described in detail. As shown in a partially enlarged view of FIG. 1, a rib 22 a for inserting and locking the shielding plate 30 is provided on the bottom plate 22 of the concave body 20. Yes. Inside the rib 22a, a support groove 22b into which the shielding plate 30 can be inserted from below, and a slit-shaped through hole 22c are formed in the vehicle longitudinal direction so that the support groove 22b and the recessed space 20a communicate with each other. Yes. The front inclined plate 23 has a vertical slit 23a cut out so as to extend the through hole 22c (so as to communicate with the through hole 22c).

  As shown in FIG. 2, the support groove 22b is narrowed from the lower side to the upper side in the vehicle width direction so that it can be fitted to a support body 31 of a shielding plate 30 to be described later (in FIG. The inner surface of 22b is formed so as to narrow from the bottom to the top. According to the claims, “a support groove capable of fitting the support body is formed below the through hole” and “the support groove is directed toward the through hole. The groove width is narrowed ”.

  On the other hand, the shielding plate 30 is a plate-like member, and is formed to be slightly larger than the longitudinal sectional area of the recessed space 20a (the sectional area of the recessed space 20a formed when the recessed body 20 is cut in the vehicle longitudinal direction). Has been. A plurality (three pairs in FIG. 1) of support bodies 31 are erected vertically below the side surfaces of the shielding plate 30 so as to form a pair. Since each of the supports 31 can be fitted into the already-described support groove 22b, the support 31 is formed so as to narrow from the bottom to the top in the vehicle width direction in a paired state (see FIG. 2). . Further, a plurality of (three on one side in FIG. 1) drop-off preventing projections 32 projecting from the hole diameter of the through-hole 22c are provided at positions above each support 31.

  Next, the structure which inserts the shielding board 30 from the downward direction of the concave body 20, and assembles the shielding board 30 to the concave body 20 is demonstrated. As shown in FIG. 2, the upper end of the shielding plate 30 is inserted into the support groove 22 b of the rib 22 a of the bottom plate 22. At this time, as described above, the inner surface of the support groove 22b of the shielding plate 30 is formed so as to narrow from the lower side to the upper side in the vehicle width direction, so that the upper end of the shielding plate 30 faces the through hole 22c. It will be dressed and guided. Thereby, the operation | work which inserts the shielding board 30 in the through-hole 22c can be made easy.

  Further, the drop-off prevention protrusions 32 projecting on both side surfaces of the shielding plate 30 have a curved surface protruding with respect to the diameter of the through hole 22c of the rib 22a, and therefore, as shown in FIG. It is elastically deformed by the hole wall and is pushed inward (in the direction opposite to the protrusion of each drop-off preventing projection 32). Eventually, as shown in FIG. 4, when the curved surface of the drop-off prevention protrusion 32 passes through the through hole 22c of the rib 22a, the drop-off prevention protrusion 32 is locked to the upper edge of the through hole 22c by a restoring force. Thereby, the shielding board 30 can be assembled | attached to the concave body 20 in the state provided with moderation.

  In this locked state, the outer peripheral surface of the support 31 of the shielding plate 30 and the inner peripheral surface of the support groove 22b of the rib 22a are in contact with each other. Thereby, the shielding board 30 can be assembled | attached to the concave body 20 without producing backlash.

  As described above, the front inclined plate 23 is formed with the vertical slit 23a, and the shielding plate 30 is formed to be slightly larger than the vertical cross-sectional area of the concave space 20a. Thereby, in this locked state, the vehicle front direction end portion of the shielding plate 30 is slightly protruded from the front inclined plate 23 in the vehicle front direction (see FIG. 5). Therefore, there is no gap between the shielding plate 30 and the front inclined plate 23 in the vehicle width direction. This is also the same between the shielding plate 30 and the bottom plate 22 in the vehicle width direction. Since no gap is generated in this way, the shielding ability of the shielding plate 30 can be improved.

  In addition, what is necessary is just to push in the upper end of the shielding board 30 below with the force more than predetermined magnitude | size in order to cancel | release the said latching state. In this case, the force of a predetermined magnitude or more is a force for elastically deforming the curved surface of the drop-off preventing protrusion 32 protruding with respect to the hole diameter of the through hole 22c inward. In this way, the shielding plate 30 falls out of the concave body 20.

  Then, the effect | action of the shielding board 30 is demonstrated. As shown in FIG. 5, when the hood panel 44 is closed, the hot air coming from the engine room can be blocked by the shielding plate 30 in the same manner as the shielding plate 130 described with reference to FIG. it can. Similarly to the description of FIG. 15 of the prior art, when the vicinity of the rear edge of the hood panel 44 receives an external impact force downward by the collision object F, first, as shown in FIG. Is pressed by the back surface of the hood panel 44, and the shielding plate 30 falls out of the concave body 20. This is described in the claims. "The shielding plate is assembled so as to drop downward when receiving a force of a predetermined size or more downward from the hood panel." It corresponds to.

  Thereafter, as shown in FIG. 7, the mounting plate 24 is pushed together with the front inclined plate 23 toward the front of the vehicle by the back surface of the hood panel 44. At this time, the front inclined plate 23 is pushed toward the front of the vehicle with the extended portion from the bottom plate 22 as a bending fulcrum. Thus, according to the prior art, the front inclined plate 23 has been pushed with the base end 131b of the front notch 131 as a fulcrum (see FIG. 15). However, as in the present embodiment, when the front inclined plate 23 is pushed in with the extended portion of the bottom plate 22 as a bending fulcrum, the amount by which the front inclined plate 23 is pushed in the vehicle front direction as compared with the prior art. Will increase. This increases the amount of external impact force absorbed. Further, in the present embodiment, since the notches 131 and 132 are not formed, the shielding ability of the shielding plate 30 is not impaired. Therefore, the absorption amount of the external impact force can be increased without reducing the shielding ability of the shielding plate 30.

(Example 2)
Next, Example 2 will be described with reference to FIGS.
FIG. 8 is an exploded perspective view of the cowl louver 2 of the present invention. FIG. 9 is a cross-sectional view taken along the line C-C of FIG. In the first embodiment, the configuration in which the shielding plate 30 is inserted from below the concave body 20 and the shielding plate 30 is assembled to the concave body 20 has been described. On the other hand, Example 2 is the structure which inserts the shielding board 50 from the upper direction of the concave body 20, and assembles the shielding board 50 to the concave body 20. FIG. Thus, compared with Example 1, Example 2 differs in the structure which assembles | attaches the shielding board 50 (In Example 1, the shielding board 30) to the concave body 20. FIG. Therefore, in the second embodiment, as in the first embodiment, this difference will be mainly described.

  As shown in FIG. 8, the shielding plate 50 is inserted from above the concave body 20. And as shown in FIG. 9, the shielding board 50 is assembled | attached to the concave body 20 in this inserted state. If this assembly structure is explained in full detail, the shielding board 50 is a plate-shaped member, and is formed equivalent to the longitudinal cross-sectional area of the recessed space 20a. On the other hand, the bottom plate 22 of the concave body 20 is provided with a rib 22 d that slightly holds the lower end of the shielding plate 50. And the shielding board 50 can be assembled | attached to the concave body 20 by pinching | interposing the lower end of the shielding board 50 with this rib 22d.

  In order to release this assembled state, the shielding plate 50 may be pulled out upward, or the upper end of the shielding plate 50 may be directed downward with a force of a predetermined magnitude or more. In this case, the force of a predetermined magnitude or more is a force for tilting the shielding plate 50 toward one of the vehicle width directions.

  Then, the effect | action of the shielding board 50 is demonstrated. In the state where the hood panel 44 is closed, the hot air coming from the engine room can be blocked by the shielding plate 50 as in the description of FIG. 5 of the first embodiment. When the vicinity of the rear edge of the hood panel 44 receives an external impact force downward by the collision object F, the upper part of the shielding plate 50 is pressed by the hood panel 44, and the shielding plate 50 is either in the vehicle width direction. Tilt toward (one of the arrows shown in FIG. 9). This is described in the claims. "When the shielding plate receives a force of a predetermined magnitude or more downward from the hood panel, the shielding plate falls down in one of the vehicle width directions in the concave space. It is equivalent to “Assembled like”.

  In this way, when the shielding plate 50 is tilted, the state is the same as the state in which the shielding plate 30 described in the first embodiment has fallen out of the concave body 20. Therefore, the cowl louver 2 of the second embodiment also increases the amount of absorption of external impact force without reducing the shielding ability of the shielding plate 50 (the shielding plate 30 in the first embodiment), like the cowl louver 1 of the first embodiment. be able to.

  In addition, since the shielding plate 50 according to the second embodiment has a configuration that does not need to be dropped below the concave body 20, a space for the shielding plate 30 to fall below the concave body 20 as in the first embodiment is unnecessary. It is. Therefore, in Example 2, the space below the cowl louver 2 can be used effectively.

(Example 3)
Next, Example 3 will be described with reference to FIGS.
FIG. 10 is an exploded perspective view of the cowl louver 3 of the present invention. FIG. 11 is a cross-sectional view taken along the line DD of FIG. In the second embodiment, the configuration has been described in which the shielding plate 50 is inserted from above the concave body 20 and is sandwiched between the ribs 22d formed on the bottom plate 22 and the shielding plate 50 is assembled to the concave body 20. On the other hand, Example 3 is a structure which inserts the shielding board 50 from the upper direction of the concave body 20, makes it latch on the locking wall 22e formed in the baseplate 22, and assembles the shielding board 60 to the concave body 20. FIG. . Thus, compared with Example 2, Example 3 differs in the structure which assembles | attaches the shielding board 60 (In Example 2, the shielding board 50) to the concave body 20. FIG. Therefore, in the third embodiment as well as the first and second embodiments, this difference will be mainly described.

  As shown in FIG. 10, the shielding plate 60 is inserted from above the concave body 20. And as shown in FIG. 11, the shielding board 60 is assembled | attached to the concave body 20 in this inserted state. When this assembly structure is explained in full detail, the shielding board 60 is a plate-shaped member, and is formed equivalent to the longitudinal cross-sectional area of the recessed space 20a. Further, a locking claw 61 protrudes below one side of the shielding plate 60. On the other hand, the bottom plate 22 of the concave body 20 is provided with a locking wall 22e having a locking hole 22f into which the locking claw 61 can be fitted. And the shielding board 60 can be assembled | attached to the concave body 20 by fitting the latching claw 61 in the latching hole 22f of the latching wall 22e.

  In order to release this assembled state, it may be pulled out in the direction opposite to the direction in which the locking claw 61 is fitted, or as in the second embodiment, the upper end of the shielding plate 60 is directed downward to a predetermined direction. You only have to push in with a force larger than the size. In this case, the force of a predetermined magnitude or more is a force for tilting the shielding plate 60 toward one of the vehicle width directions.

  Then, the effect | action of the shielding board 60 is demonstrated. In the state where the hood panel 44 is closed, the hot air coming from the engine room can be blocked by the shielding plate 60 as in the description of FIG. 5 of the first embodiment. When the vicinity of the rear edge of the hood panel 44 receives an external impact force downward by the collision object F, the upper portion of the shielding plate 60 is pressed by the hood panel 44, and the locking claw 61 is inserted into the locking hole 22f. The pulled-out state or the locking claw 61 is bent, and the shielding plate 60 is tilted toward one of the vehicle width directions (one of the arrows shown in FIG. 11). This is described in the claims. "When the shielding plate receives a force of a predetermined magnitude or more downward from the hood panel, the shielding plate falls down in one of the vehicle width directions in the concave space. It is equivalent to “Assembled like”.

  In this way, when the shielding plate 60 is tilted, the shielding plate 30 described in the first embodiment is the same as the state in which the shielding plate 30 is dropped from the concave body 20. Therefore, the cowl louver 3 of the third embodiment also increases the amount of absorption of the external impact force without reducing the shielding ability of the shielding plate 60 (the shielding plate 30 in the first embodiment), like the cowl louver 1 of the first embodiment. be able to.

  Further, since the shielding plate 60 of the third embodiment is configured so as not to drop down below the concave body 20, in the third embodiment, the space below the cowl louver 3 is effective as in the cowl louver 2 of the second embodiment. Available.

The contents described above are only related to one embodiment of the present invention, and do not mean that the present invention is limited to the above contents.
In the first embodiment, the configuration in which the shielding plate 30 is assembled to the concave body 20 by locking the upper edge of the through hole 22c formed in the concave body 20 by the drop-off prevention protrusion 32 protruding from the shielding plate 30 has been described. . However, the present invention is not limited to this, and the shielding plate 30 may be assembled so as to drop downward from the concave body 20. In that case, the hole diameter of the through-hole 22c of the concave body 20 should just be formed so that it may become slightly thinner than the plate | board thickness of the shielding board 30, for example. Then, both side surfaces of the shielding plate 30 are shaped to push the hole wall of the through hole 22c, and the shielding plate 30 is recessed by elastic deformation of the hole wall and frictional force generated between the both side surfaces of the shielding plate 30 and the hole wall. It can be assembled to the body 20.

FIG. 1 is an exploded perspective view of the cowl louver 1 of the first embodiment. 2 is a cross-sectional view taken along the line BB in FIG. 1 and shows a state before the shielding plate 30 is assembled to the concave body 20. FIG. 3 shows a state in which the shielding plate 30 of FIG. 4 shows a state after the shielding plate 30 of FIG. FIG. 5 is a longitudinal sectional view in which the cowl louver 1 is mounted in the gap between the windshield 40 and the hood panel 44, and shows the action of the shielding plate 30. FIG. 6 is a view showing a state in which the shielding plate 30 of FIG. FIG. 7 is a view showing a state where the mounting plate 24 is pushed together with the front inclined plate 23 toward the front of the vehicle by the back surface of the hood panel 44. FIG. 8 is an exploded perspective view of the cowl louver 2 of the second embodiment. FIG. 9 is a cross-sectional view taken along the line CC of FIG. 8 and shows a state after the shielding plate 50 is assembled to the concave body 20. FIG. 10 is an exploded perspective view of the cowl louver 3 of the third embodiment. FIG. 11 is a cross-sectional view taken along the line DD of FIG. 10 and shows a state after the shielding plate 60 is assembled to the concave body 20. 1 is a perspective view of a conventional cowl louver 4 mounted on a vehicle 100. FIG. FIG. 13 is an overall perspective view of a conventional cowl louver 4. FIG. 14 is a longitudinal sectional view in which the cowl louver 4 of the prior art is mounted in the gap between the windshield 40 and the hood panel 44, and shows the action of the shielding plate 130. FIG. 15 is a diagram showing a bent state of the shielding plate 130 of FIG.

Explanation of symbols

1, 2, 3 Cowl louver 10 Main body 20 Concave body 20a Concave space 22 Bottom plate (bottom surface)
22a rib 22b support groove 22c through hole 22d rib 22e locking wall 22f locking hole 30, 50, 60 shielding plate 31 support 32 drop-off preventing projection 40 windshield 44 food panel 61 locking claw

Claims (7)

A panel-shaped main body formed in the vehicle width direction, and a concave body having a concave space extending from the front edge of the main body and opened upward in the vehicle width direction, and a windshield and a hood panel A cowl louver installed in the gap between
Both side portions in the vehicle width direction of the concave space are covered with shielding plates that are formed separately from the concave body,
The cowl louver, wherein the shielding plate is assembled so as to drop downward from the concave body when receiving a force of a predetermined magnitude or more downward from the hood panel. The cowl louver according to claim 1,
A through hole that can penetrate the shielding plate is formed on the bottom surface of the concave body,
A cowl louver is characterized in that a drop-off preventing protrusion is formed on a side surface of the shielding plate so as to protrude with respect to the diameter of the through hole. The cowl louver according to claim 2,
A support is formed below the drop-off prevention protrusion on the side surface of the shielding plate,
A cowl louver, wherein a support groove capable of fitting the support is formed below the through hole. The cowl louver according to claim 3,
The cowl louver is characterized in that the support groove is formed so that the groove width becomes narrower toward the through hole. A panel-shaped main body formed in the vehicle width direction, and a concave body having a concave space extending from the front edge of the main body and opened upward in the vehicle width direction, and a windshield and a hood panel A cowl louver installed in the gap between
Both side portions in the vehicle width direction of the concave space are covered with shielding plates that are formed separately from the concave body,
The cowl louver, wherein the shielding plate is assembled so as to fall in one of the vehicle width directions in the concave space when receiving a force of a predetermined magnitude or more downward from the hood panel. . The cowl louver according to claim 5,
A cowl louver is characterized in that a rib is formed on the bottom surface of the concave body to sandwich the lower end of the shielding plate. The cowl louver according to claim 5,
A locking claw is formed below the side surface of the shielding plate,
The cowl louver is characterized in that a locking wall having a locking hole into which the locking claw can be fitted is formed on the bottom surface of the concave body.

Images