JP2008013048A - Strength member for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize a reduction of production cost by achieving the common use of components even when there is a dimensional difference along the width direction of a vehicle in different vehicle models about a strength member for the vehicle enabling an air flow path to be formed inside. <P>SOLUTION: The strength member 34 for the vehicle comprises a central member 36 which is arranged at a center in the width direction of the vehicle and has the air flow paths 38, 39 formed inside, and connecting members 37 which are arranged at both ends in the width direction of the vehicle and connect the central member 36 with the structural body 35 of the vehicle. The connecting member 37 has compatibility. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a structure of a member that is mounted on a vehicle along the width direction of the vehicle to increase the strength in the width direction of the vehicle and also has an air flow path.

  With respect to a vehicle strength member (for example, also referred to as a steering member or a cross car beam) mounted along the width direction of the vehicle, the inside of the vehicle strength member and the air conditioning duct is air-filled in order to achieve functional integration. The structure of a duct that passes through is already known (see, for example, Patent Document 1).

Further, a structure in which the vehicle strength member is constituted by a plurality of members is already known (see, for example, Patent Document 2 and Patent Document 3). That is, in Patent Documents 2 and 3, the steering member has a structure in which a driver seat side member and a passenger seat side member are connected.
JP 2004-1687 A JP 2004-189040 A JP 2004-189041 A

  On the other hand, for example, since a vehicle has a difference in dimension along the vehicle width direction between different vehicle types even when comparing ordinary passenger cars, the vehicle type in which the overall length in the longitudinal direction of the vehicle strength member is also mounted. Since it has to be determined accordingly, the vehicle strength member has to be prepared in a plurality of dimensions, and there is a problem that the manufacturing cost of the vehicle strength member is high.

  And even in the structure of the strength member for vehicles according to Patent Documents 2 and 3, since there is no means for absorbing the dimensional difference between different vehicle types, it is said that the cost increases by preparing the strength members for a plurality of dimensions described above. The failure cannot be resolved.

  SUMMARY OF THE INVENTION Therefore, the present invention provides a strength member for a vehicle that reduces the manufacturing cost by using common components even if there is a dimensional difference along the vehicle width direction because of different vehicle types. With the goal.

  The strength member for a vehicle according to the present invention includes a central member disposed in the vehicle width direction and having an air flow passage formed therein, and disposed on both end sides in the vehicle width direction. It is comprised by the connection member which can connect with a structure, and the compatibility was given to the said connection member (Claim 1). In addition, even if the central member functions only as a duct for guiding the conditioned air to each outlet, for example, it constitutes a part of the air conditioner by accommodating air conditioning means such as a heat exchanger for heating. It may be what you do. The connecting member also functions as a bottomed lid that closes the opening of the air flow path of the central member.

  When the insertion member is formed with an insertion hole into which the end of the central member along the vehicle width direction can be inserted, and the end of the central member is inserted into the insertion hole of the connection member. The target value of the insertion allowance of the end of the central member is set to 10 mm or more (Claim 2). Thereby, the bonding area between the central member and the connecting member can be secured, and the bonding Ensuring the sealing property between the central member and the connecting member when the strength of the part and the central member are inserted into the connecting member is achieved. Moreover, the crossing of the axial dimension at the time of manufacture of the central member can be absorbed by setting the target value. The through hole formed on the side surface of the connecting member is a long hole extending along the axial direction of the insertion hole so that the screw can be screwed even if there is a difference in the insertion allowance of the central member. It has become.

  Further, when the insertion member is formed with an insertion hole into which the end of the central member along the vehicle width direction can be inserted, and the end of the central member is inserted into the insertion hole of the coupling member The target value of the surplus allowance where the end of the central member is not inserted in the insertion hole is set to 10 mm or more (Claim 3). Thereby, the attachment crossing etc. at the time of inserting a central member in a connection member can be absorbed by setting the above-mentioned target value.

  In the vehicle strength member according to the present invention, a small-diameter portion having a smaller diameter than the other portions of the central member is formed at the end of the central member along the vehicle width direction. While inserting into the insertion hole of a connection member, it is good also as what inserted the seal member between the outer peripheral surface of the said small diameter part, and the internal peripheral surface of the insertion hole of the said connection member (Claim 4). As a result, the air does not leak from the air flow path of the central member through the gap at the joint portion with the connecting member, and the sealing performance is improved.

  Moreover, about the strength member for vehicles which concerns on this invention, it is good also as what formed the opening part which an air passes in the range into which the edge part of the said center member is not inserted among the side parts of the said connection member. Furthermore, in the strength member for a vehicle according to the present invention, sound absorbing means may be arranged in a range in which the end portion of the central member is not inserted in the insertion hole of the connecting member (Claim 6). Furthermore, in the strength member for a vehicle according to the present invention, a sealing member may be accommodated in the insertion hole of the connecting member (Claim 7). This seal member is compressible along the axial direction of the insertion hole, and is accommodated in the insertion hole so as to be compressed by inserting the central member.

  Furthermore, with regard to the vehicle strength member according to the present invention, an insertion hole is formed in the connecting member so that an end of the central member on the side along the vehicle width direction can be inserted, and the end of the central member is An abutting portion that determines the insertion allowance when inserted into the insertion hole of the connecting member is provided in at least one of the connecting member and the central member (claim 8). The abutting portion is a standing wall surface formed by causing a step on the inner peripheral surface of the insertion hole of the connecting member (Claim 9). Moreover, the said abutting part is a bottom face of the insertion hole of the said connection member (Claim 10). Furthermore, the said abutting part is a standing wall surface formed by producing a level | step difference in the outer peripheral surface of the said central member (Claim 11). In addition, you may provide an abutting part in both the said connection member and the said center member. Further, the step is formed, for example, by forming a protrusion in an annular shape, increasing the diameter from the vicinity of the opening end side of the central member to the opening end, and reducing from the vicinity of the bottom surface of the insertion hole of the connecting member to the bottom surface side. You may make it produce by diameter-izing. Thereby, it becomes easy to determine a suitable insertion allowance of the central member along the target value when the central member and the connecting member are assembled.

  According to these inventions, it is possible to exchange the connecting member among the central member and the connecting member constituting the strength member for a vehicle even between different vehicle types, so that the central member can be made common even if the vehicle types are different. Accordingly, the manufacturing cost of the central member, and hence the manufacturing cost of the entire vehicle strength member can be reduced.

  In particular, according to the invention described in claim 2, the strength of the joint portion between the central member and the connecting member and the sealing performance between the central member and the connecting member when the central member is inserted into the connecting member are ensured. Can do. In addition, crossing of the axial dimension at the time of manufacturing the central member can be absorbed by setting a target value for setting the dimension of the joining margin to 10 mm or more.

  In particular, according to the invention described in claim 3, the center member is inserted into the connecting member by setting a target value that sets the dimension of the surplus allowance in which the end of the center member is not inserted in the insertion hole to 10 mm or more. It is also possible to absorb mounting intersections and the like.

  In particular, according to the invention described in claim 4 or claim 7, the sealing performance of the joint portion between the central member and the connecting member is further enhanced, and the air passage of the central member passes through the gap at the joint portion with the connecting member. It is possible to more reliably prevent air from leaking to the outside. In addition, according to the invention described in claim 5, it is not necessary to form an opening for blowing air from the air flow path to the air outlet or the like in the central member, and the manufacturing cost of the central member can be further reduced. When the central member also has an opening for the same purpose, a large amount of air can be obtained from both openings, so that the air conditioning performance can be improved. Furthermore, according to the invention described in claim 6, noise generated when air passes through the air flow path of the central member can be suppressed.

  In particular, according to the invention described in claims 8 to 11, the insertion dimension of the end portion of the central member can be accurately and easily determined only by inserting the central member until it abuts against the abutting portion with respect to the connecting member. Can do. Along with this, since the mounting dimensions of the vehicle can be easily controlled, it is not necessary to finely manage the insertion dimension of the central member into the connecting member, so that different connecting members for vehicles having different vehicle widths. The advantage of the present invention that it can be dealt with by simply fitting is further extracted. That is, when the end portion of the central member is inserted into the connecting member, the end portion of the central member in the vehicle width direction abuts against the abutting portion, or the abutting portion of the central member is the opening end portion of the insertion hole of the connecting member By setting the dimension that strikes to a preferable numerical value (for example, 10 mm or more) as the insertion allowance, it is possible to manage the preferable insertion dimension by simply replacing the connecting member according to a plurality of vehicle dimensions. Also, when a situation in which another vehicle collides with the side surface of the vehicle occurs, the side load can be received, so that the rigidity of the vehicle can be ensured.

  Embodiments of the present invention will be described below with reference to the drawings.

  The air conditioning unit 1 shown in FIG. 1 and FIG. 2 is a vertically-installed integrated unit used as, for example, a vehicle air conditioning unit, and basically includes an inside / outside air switching box 2 and an air conditioning unit body 3. . The installation allowable space 4 for storing and installing the air conditioning unit 1 includes a fire wall 7 that partitions the engine room 5 and the vehicle compartment 6, a floor panel 8 connected to the fire wall 7, and an instrument panel 9. And, it has a structure extending along the vehicle width direction. A vent blowing passage 10 and a differential blowing passage 11 are arranged in the installation allowable space 4.

  As shown in FIG. 1, the inside / outside air switching box 2 has an outside air introduction port 12 and an inside air introduction port 13 that open in the casing 14, and an inside / outside air for appropriately selecting these inside / outside air introduction ports 12, 13. The switching door 15 is housed in the casing 14.

  The air conditioning unit body 3 communicates with the inside / outside air switching box 2 through an opening (not shown), and the air flows downstream from the inside / outside air switching box 2 in the casing 18 in which the air flow path 16 is formed. The blower 20 for sending to the side is housed, and on the downstream side of the blower 20, a cooling heat exchanger 21 such as an evaporator for cooling the air sent by the blower 20, and the cooling heat A heating heat exchanger 22 such as a heater core that reheats the air cooled by the exchanger 21 stands up and down along the traveling direction of the vehicle. In this embodiment, an air filter 24 is disposed on the upstream side of the cooling heat exchanger 21.

  In addition, the air conditioning unit body 3 includes a cool air passage 16 </ b> A that bypasses the heating heat exchanger 22 and leads to the downstream side of the air that has passed through the cooling heat exchanger 21 in the casing 18, and a heating heat exchanger. A hot air passage 16B that guides the air that has passed through 22 to the downstream side is formed, and the proportion of the air that passes through the cold air passage 16A and the hot air passage 16B is provided substantially above the heat exchanger 22 for heating. It is adjusted by the air mix door 23.

  Further, the air conditioning unit main body 3 is formed with an air mix chamber 25 in the casing 18 where the hot air passage 27 and the cold air passage 28 of the air conditioning unit main body 3 merge, and further on the downstream side of the air mix chamber 25, A differential opening 27, a vent opening 28, and a foot opening 29 are appropriately opened in the casing 18. Each opening 27, 28, 29 can be opened and closed by mode doors 30, 31, 32 provided in front of the corresponding opening.

  On the other hand, a vehicle strength member 34 is disposed above the air conditioning unit main body 3 in the axial direction of the differential opening 27 and the vent opening 28. The vehicle strength member 34 is referred to as a steering member or a cross car beam, and extends along the vehicle width direction, and both sides thereof are fixed to a vehicle structure 35 as shown in FIG. ing.

  The vehicle strength member 34 includes a central member 36 located at the center in the vehicle width direction, and vehicle structures 35 and the central member 36 located on both sides along the longitudinal direction (vehicle width direction) of the central member 36. And a connecting member 37 that connects the two.

  Among these members, the central member 36 has, for example, a hybrid plate in which an iron plate is arranged on the surface and a resin plate is arranged on the inner surface, and in this embodiment, as shown in FIG. 1 and FIG. Air passages 38 and 39 arranged along the traveling direction of the vehicle are defined by the portion 33, and the air passage 38 is connected to the differential opening 27 of the air conditioning unit body 3 and the differential outlet passage. 11 and the opening 40 and the air flow path 39 is connected to the vent opening 28 of the air conditioning unit body 3 and is connected to the vent outlet passage 10 via the opening 41 or the opening 42. . That is, the vent outlet passage connected to the opening 41 opened to the center side in the axial direction of the central member 36 is for the center vent, and the vent outlet passage connected to the opening 42 opened on the axial end side of the central member 36. Is for side vents.

  The connecting member 37 is made of, for example, a metal material, and is installed so as to form a bottomed insertion hole 43 into which the longitudinal end of the central member 36 can be inserted as shown in FIG. 3 or FIG. Sometimes it has a side 44 and a bottom 45 extending along the width direction of the vehicle. The end portion of the bottom 45 protrudes along the radial direction of the insertion hole 43 from the side portion 44 to form a flange 46. Although not shown, the flange 46 and the vehicle structure 35 are fixed by a fixture. Thus, the connecting member 37 is connected to the structure 35. Further, in this embodiment, the insertion hole 43 has substantially the same thickness as that of the partition portion 33 so that the air flowing through the air flow paths 38 and 39 of the central member 36 is not mixed in the insertion hole 43 of the connecting member 37. A seal member 50 that extends along the axial direction and has flexibility is accommodated in the insertion hole 43 and serves as a partition portion in the insertion hole 43. However, the opening ends on both sides in the longitudinal direction of the air flow paths 38 and 39 of the central member 36 may be closed with an unillustrated inner lid member.

  As shown in FIG. 3 or FIG. 4, through holes 47 and 48 are formed in the side portions 44 of the central member 36 and the connecting member 37 along the radial direction. Are connected to each other, and the center member 36 and the connecting member 37 are connected to each other by screwing the screw 49 into the hole of the receiving portion 51 having a screw hole provided in the connecting member 37. The The connecting member 37 can also serve as a lid that closes the openings on both sides in the longitudinal direction of the air flow paths 38 and 39 formed in the central member 36.

As described above, the vehicle strength member 34 is composed of the central member 36 and the connecting members 37, 37.
Also, by preparing a plurality of interchangeable connecting members 37 in advance, even if there are differences in the dimensions in the vehicle width direction because of different vehicle types, different vehicle types can be obtained by replacing the connecting members 37 for each vehicle type. Since the dimensional difference originating in between can be absorbed, the central member 36 can be used in common, so that the manufacturing cost of the central member 36 and, consequently, the manufacturing cost of the entire vehicle strength member 34 can be reduced. Further, since the air flow paths 38 and 39 are formed in the central member 36, the weight of the vehicle strength member 34 is reduced, and the duct for the air flow path is not routed. It is also possible to achieve the purpose of achieving the above.

  On the other hand, in the present invention, the rigidity of the central member 36 and the sealing performance between the central member 36 and the connecting member 37 are ensured, the manufacturing intersection of the central member 36, and the central member 36 is mounted in the insertion hole 43 of the connecting member 37. Numerical values as shown in FIG. 3 or FIG. 4 are set for absorption such as attachment intersections.

  That is, as shown in FIG. 3A, the dimension value of a range (hereinafter, abbreviated as insertion allowance) in which the longitudinal end of the central member 36 in a certain vehicle is inserted into the insertion hole 43 of the connecting member 37 is set. When the dimension value of the insertion allowance of the central member 36 in a certain vehicle is taken as X2, as shown in FIG. 3B, for example, both the central member 36 and the connecting member 37 are the same. 3A, the vehicle on which the vehicle strength member is mounted in FIG. 3A and the vehicle on which the vehicle strength member is mounted in FIG. The target value is set to be 10 mm or more. Thereby, the joining area of the joining site | part of the center member 36 and the connection member 37 can be ensured, and the space | interval between the center member and the connection member when the center member 36 is inserted in the connection member 37 can be ensured. It is possible to ensure the sealing performance.

  Moreover, by making the target value of the insertion allowance of the central member 36 10 mm or more, even a numerical value larger than that can be inserted, the manufacturing intersection of the longitudinal dimension of the central member 36 is the difference between the central member 36 and the connecting member. It can be absorbed only by being inserted relatively deep into 37. Even if the position of the through hole 47 of the central member 36 is displaced along the axial direction of the central member 36 due to a change in the insertion dimension value X of the central member 36 into the insertion hole 43, the through hole 48 of the connecting member 37 is screw 49. As shown in FIG. 3 (C), the insertion hole 43 has a long hole shape extending in the axial direction.

  Further, as shown in FIG. 4A, when the longitudinal end portion of the central member 36 in a certain vehicle is inserted into the insertion hole 43 of the connecting member 37, the central member 36 is moved from the bottom 45 of the insertion hole 43. The value of the range to the end in the longitudinal direction (hereinafter abbreviated as surplus allowance) is taken as Y1, and as shown in FIG. 4B, the surplus allowance value of the insertion hole 43 of the connecting member 37 in a certain vehicle. When Y2 is taken as Y2, for example, the central member 36 is the same member and the connecting member 37 is a different member, but the insertion dimension of the connecting member 37 at the end in the longitudinal direction of the central member 36 is the same. Further, even if the vehicle on which the vehicle strength member is mounted in FIG. 4A and the vehicle on which the vehicle strength member is mounted in FIG. 4B, the target values of Y1 and Y2 are always 10 mm or more. As a result, the central member 36 is connected. It can absorb the mounting intersection when inserted into the member 37.

  Next, as shown in FIG. 4, a modified example when the target value Y of the surplus allowance of the insertion hole 43 of the connecting member 37 is 10 mm or more will be described with reference to FIGS. 5, 6, and 7. However, the same components as those of the previous embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  In FIG. 5, the connection member 37 has a side vent opening 41 formed in a portion of the side portion 44 in a range where the end of the central member 36 is not inserted. As a result, it is not necessary to form the side vent opening 41 in the central member 36. When the central member 36 is also formed with the opening 41, the amount of air sent to the side vent vent blowing passage 10 is reduced. Sufficiently secured.

  In FIG. 6, the connecting member 37 accommodates in the insertion hole 43 a seal member 53 that can completely fill the inside of the insertion hole 43 instead of the sealing member 50 that functions as the partitioning portion of the insertion hole 43 described above. It has become. The seal member 53 can be compressed along the axial direction of the insertion hole 43 as the end of the central member 36 is inserted into the insertion hole 43. By storing the seal member 53 in the insertion hole 43, the sealing performance can be ensured, and the air from the air flow path 38 and the air from the air flow path 39 are improper in the insertion hole 43 of the connecting member 37. It is possible to prevent the performance of the air conditioning unit 1 from being deteriorated by, for example, joining together.

  In FIG. 7, the connecting member 37 accommodates the sound absorbing material 54 while forming a predetermined gap with the central member 36 inside the insertion hole 43 where the end of the central member 36 is not inserted. It has become. Thereby, noise generated when air passes through the air flow paths 38 and 39 of the central member 36 can be suppressed.

  On the other hand, when the central member 36 is inserted into the connecting member 37, structures for providing the abutment portion 61 that uniquely determines the insertion allowance are shown in FIGS. 8 to 10, respectively. Hereinafter, this embodiment will be described with reference to FIGS. However, the same components as those of the previous embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  In FIG. 8 (A), the longitudinal end of the central member 36 abuts by providing a bent portion 60 by bending the side portion 44 of the connecting member 37 toward the outside in the radial direction. The abutting portion 61 is formed in a standing wall shape. Thereby, the insertion dimension is determined accurately and simply only by inserting the central member 36 until it abuts against the abutting portion 61 in the insertion hole 43. Therefore, the mounting dimension of the vehicle can be easily controlled, and it is not necessary to precisely manage the dimension into which the central member 36 is inserted. Moreover, when the dimension Z1 from the opening end of the through hole 43 of the connecting member 37 to the surface of the abutting portion 61 is set to a preferable insertion dimension (for example, 10 mm or more), the insertion allowance is uniquely determined. Preferred insertion dimensions can be obtained.

  In FIG. 8B, the insertion hole 43 of the connecting member 37 is made smaller in the inner diameter dimension of the bottom portion side portion 43B than the opening end side portion 43A, thereby causing a step on the inner peripheral surface of the insertion hole 43. The abutting portion 61 with which the end in the longitudinal direction abuts is formed in a standing wall shape. Thereby, the insertion dimension is determined accurately and simply only by inserting the central member 36 until it abuts against the abutting portion 61 in the insertion hole 43. Therefore, also in this embodiment, the mounting dimension of the vehicle can be easily controlled, and it is not necessary to finely manage the dimension for inserting the central member 36. Moreover, when the dimension Z2 from the opening end of the through hole 43 of the connecting member 37 to the surface of the abutting portion 61 is set to a preferable insertion dimension (for example, 10 mm or more), the insertion allowance is uniquely determined. Preferred insertion dimensions can be obtained.

  In FIG. 9, the bottom surface of the insertion hole 43 of the connecting member 37 also serves as the abutting portion 61 of the standing wall surface described with reference to FIG. 8. Thereby, the insertion dimension is determined accurately and simply by simply inserting the central member 36 until it abuts against the bottom surface of the insertion hole 43. Therefore, also in this embodiment, the mounting dimension of the vehicle can be easily controlled, and it is not necessary to precisely manage the dimension for inserting the central member 36. Moreover, when the dimension Z3 from the opening end to the bottom surface of the through hole 43 of the connecting member 37 is set to a preferable insertion dimension (for example, 10 mm or more), the insertion allowance is uniquely determined, so that the preferable insertion dimension is obtained. be able to.

  In FIG. 10A, a protrusion 62 projecting in an annular shape, for example, is provided on the outer peripheral surface of the central member 36 and a step is generated on the outer peripheral surface of the central member 36, so that the protrusion 62 protrudes toward the connecting member side. The abutting portion 61 is formed in a standing wall shape. As a result, the insertion dimension of the central member 36 is determined accurately and simply only by inserting until the abutting portion 61 abuts against the opening end of the insertion hole 43 of the connecting member 37. Therefore, also in this embodiment, the mounting dimension of the vehicle can be easily controlled, and it is not necessary to finely manage the dimension for inserting the central member 36. In addition, when the dimension Z4 from the surface of the abutting portion 61 of the central member 36 to the opening end in the longitudinal direction is set to a preferable insertion dimension (for example, 10 mm or more), the insertion allowance is uniquely determined, which is preferable. Insertion dimensions can be obtained.

  In FIG. 10B, the outer diameter dimension of the central member 36 in the longitudinal direction is made smaller than that of the other portions to form a small diameter portion 63, thereby creating a step on the outer peripheral surface of the central member 36. The abutting portion 61 is formed in a standing wall shape. As a result, the insertion dimension of the central member 36 is determined accurately and simply only by inserting until the abutting portion 61 abuts against the opening end of the insertion hole 43 of the connecting member 37. Therefore, also in this embodiment, the mounting dimension of the vehicle can be easily controlled, and it is not necessary to finely manage the dimension for inserting the central member 36. In addition, when the dimension Z5 from the surface of the abutting portion 61 of the central member 36 to the opening end in the longitudinal direction is set to a preferable insertion dimension (for example, 10 mm or more), the insertion allowance is uniquely determined, so that preferable insertion is performed. Dimensions can be obtained.

  Furthermore, in FIG. 11, the modification about the edge part of the center member 36, etc. is shown. Hereinafter, this embodiment will be described with reference to FIG. However, the same components as those of the previous embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  An end portion of the central member 36 is formed with a small-diameter portion 55 having a smaller radial dimension than other portions of the central member 36 by, for example, being narrowed in the radial direction of the central member 36. In inserting the central member 36 having such a configuration into the insertion hole 43 of the connecting member 37, an annular seal member 56 is fitted in advance on the outer peripheral surface of the small diameter portion 55 of the central member 36. A sealing member 56 is interposed between the outer peripheral surface of the portion 55 and the inner peripheral surface of the insertion hole 43 to ensure the sealing performance of the joint portion between the central member 36 and the connecting member 37.

  Also in this vehicle strength member 34, the target value X3 of the insertion margin of the central member 36 is set to 10 mm or more, and the target value Y3 of the surplus margin of the insertion hole 43 of the connecting member 37 is set to 10 mm or more. . The joint area of the joint part between the central member 36 and the connection member 37 can be secured, and the strength of the joint part and the distance between the central member 36 and the connection member 37 when the central member 36 is inserted into the connection member 37 can be secured. Ensuring sealing performance is achieved. Further, it is possible to absorb the attachment intersection when the central member 36 is inserted into the connecting member 37.

  Finally, in the embodiments so far, the vehicular strength member 34 has been described only by the configuration in which the air flow paths 38 and 39 are formed in the central member 36. However, the present invention is not necessarily limited to this. It is good also as a structure which accommodated air-conditioning means, such as the heat exchanger 22 for a house.

FIG. 1 is an explanatory diagram showing a state of a vehicle air conditioning unit, a vehicle strength member, and the like viewed from the vehicle width direction. FIG. 2 is an explanatory diagram illustrating a state of the vehicle air conditioning unit, the vehicle strength member, and the like as viewed from the rear side in the vehicle traveling direction. FIG. 3 is an explanatory view showing numerical setting of the insertion allowance of the central member for absorbing the intersection of the vehicle strength members. FIG. 4 is an explanatory diagram showing the numerical setting of the surplus allowance of the insertion hole of the connecting member for absorbing the intersection of the vehicle strength members. FIG. 5 is an explanatory view showing that an opening for air blowing is formed in the side portion of the connecting member that is in a range where the central member of the insertion hole is not inserted when the central member is inserted into the insertion hole of the connecting member. FIG. 6 is an explanatory view showing that the center member houses the seal member in the insertion hole of the connecting member. FIG. 7 is an explanatory view showing that the muffling means is arranged in a range where the central member of the insertion hole is not inserted when the central member is inserted into the insertion hole of the connecting member. FIG. 8A is an explanatory diagram illustrating a configuration in which a butting portion is provided by bending a side portion of the connecting member to generate a step, and FIG. 8B is an opening of an insertion hole of the connecting member. It is explanatory drawing which shows the structure which produced the level | step difference by expanding the end side relatively rather than the bottom face side, and provided the butting part. FIG. 9 is an explanatory diagram illustrating a configuration in which the bottom surface of the insertion hole of the connecting member also serves as an abutting portion. FIG. 10 (A) is an explanatory view showing a configuration in which a projecting portion is provided in the vicinity of the opening end in the longitudinal direction of the central member to form a step and a butting portion is provided, and FIG. It is explanatory drawing which shows the structure which produced the level | step difference by forming the narrow part in the opening end side of the longitudinal direction of a center member, and provided the butting part. FIG. 11 is an explanatory view showing that a small-diameter portion is formed at the side end in the longitudinal direction of the central member, and a seal member is arranged between the outer peripheral surface of the small-diameter portion and the inner peripheral surface of the insertion hole of the connecting member. is there.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle air-conditioning unit 34 Vehicle strength member 35 Vehicle structure 36 Central member 37 Connecting member 38 Air flow channel 39 Air flow channel 41 Opening portion 43 Insertion hole 44 Side portion 45 Bottom portion 47 Through hole 48 Through hole 49 Screw 53 Seal Member 54 Sound absorbing material (sound absorbing means)
55 Small-diameter portion 56 Seal member 60 Bent portion 61 Abutting portion 62 Projection portion 63 Small-diameter portion

Claims (11)

A central member arranged in the vehicle width direction and having an air flow path formed therein, and arranged on both end sides in the vehicle width direction can connect the central member and the vehicle structure. A vehicular strength member comprising: a connecting member; and the connecting member having compatibility. When the insertion member is formed with an insertion hole into which the end of the central member along the vehicle width direction can be inserted, and the end of the central member is inserted into the insertion hole of the coupling member, The vehicle strength member according to claim 1, wherein a target value of an insertion allowance at an end portion of the central member is set to 10 mm or more. When the insertion member is formed with an insertion hole into which the end of the central member along the vehicle width direction can be inserted, and the end of the central member is inserted into the insertion hole of the coupling member, The vehicle strength member according to claim 1, wherein a target value of a surplus allowance in which an end portion of the central member is not inserted in the insertion hole is set to 10 mm or more. A small diameter portion having a smaller diameter than other portions of the central member is formed at an end of the central member along the vehicle width direction, and the small diameter portion is inserted into the insertion hole of the connecting member. 4. The vehicle strength member according to claim 1, wherein a seal member is interposed between an outer peripheral surface of the small diameter portion and an inner peripheral surface of the insertion hole of the connecting member. 5. The vehicle according to claim 1, wherein an opening through which air passes is formed in a range where the end of the central member is not inserted in the side portion of the connecting member. Strength member. 5. The vehicle strength member according to claim 1, wherein a sound absorbing means is disposed in a range in which the end of the central member is not inserted in the insertion hole of the connecting member. The strength member for a vehicle according to claim 12, wherein a sealing member is accommodated in the insertion hole of the connecting member. When the connecting member is formed with an insertion hole into which the end of the central member along the vehicle width direction can be inserted, and when the end of the central member is inserted into the insertion hole of the connecting member, The vehicular strength member according to claim 1, wherein an abutting portion that determines an insertion allowance is provided in at least one of the connecting member and the central member. The vehicular strength member according to claim 8, wherein the abutting portion is a standing wall surface formed by causing a step on an inner peripheral surface of the insertion hole of the connecting member. The vehicular strength member according to claim 8, wherein the abutting portion is a bottom surface of an insertion hole of the connecting member. The vehicular strength member according to claim 8, wherein the abutting portion is a standing wall surface formed by causing a step on the outer peripheral surface of the central member.

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