JP2008213812A - Structure of duct integrated vehicle body strengthening member - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent dew condensation in a vehicle body strengthening member. <P>SOLUTION: This duct integrated vehicle body strengthening member 38 is formed by disposing an air conditioner duct 31 connected to an air conditioner unit 25 in a metal hollow vehicle body strength member 22 extended in the nearly car cross direction 21. A clearance 61 is formed between the vehicle body strengthening member 22 and the air conditioner duct 31, and a bypass passage 65 capable of bypassing warm air 64, which passed through a heater core 58, is provided between the clearance 61 and an outlet side part 63 of the heater core 58 of the air conditioner unit 25. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a duct-integrated vehicle body strength member structure.

  A vehicle such as an automobile is provided with an instrument panel in the front part of the vehicle interior.

  Inside the instrument panel, a hollow metal body strength member made of metal that extends in the vehicle width direction and connects the left and right body panel is provided. The vehicle body strength member is called a cross car beam or a steering support member.

  On the other hand, an air conditioning duct that is connected to the air conditioning unit and can distribute the air for air conditioning to various locations in the passenger compartment is disposed inside the instrument panel. Among these, the side ventilator duct and the side defroster duct are disposed substantially along the above-described vehicle body strength member.

  As shown in FIG. 34, the air-conditioning duct 1 described above has a water-absorbing material 3 such as a sponge for preventing dripping of condensed water 2 adhering to the surface by passing air-conditioning air (cold air) through the lower part or the like. Is pasted.

  Then, as shown in FIG. 35, an air conditioning duct 1 (side ventilator duct or side defroster duct) is arranged inside the vehicle body strength member 4 to form a duct-integrated vehicle body strength member 5, so that the inside of the instrument panel A device that can improve the space efficiency has been developed (see, for example, Patent Document 1).

  Here, the vehicle body strength member 4 includes side brackets 6 for attachment to the corresponding vehicle body panels at both ends (only one end side is shown). Further, the vehicle body strength member 4 is provided with a stay 7 at the center thereof for extending substantially downward and supporting the floor panel. The stay 7 is usually a metal plate member or the like, and is provided with a pair of left and right, and an air conditioning unit 8 is disposed between the stays 7. In addition, a large number of device fixing brackets for fixing various devices and the like are attached to various portions of the vehicle body strength member 4 although not particularly illustrated.

  The air conditioning unit 8 and the air-conditioning air inlet side portion of the air-conditioning duct 1 are connected by a connection duct 9. For this purpose, the vehicle body strength member 4 is formed with an entrance opening 10 through which the connecting duct 9 is passed. The entrance-side opening 10 is provided in a portion (substantially central portion) of the vehicle body strength member 4 corresponding to the air conditioning unit 8.

  In addition, an air-conditioning air outlet side portion of the air-conditioning duct 1 is connected to an air blowing grill member installed on the instrument panel. For this purpose, the vehicle body strength member 4 is formed with an outlet opening 11 through which an air blowing grill member is passed. The outlet openings 11 are provided on the rear surface portions in the vicinity of both ends of the vehicle body strength member 4.

In the duct-integrated vehicle body strength member 5, as shown in FIG. 36, a water-absorbing material 3 such as a sponge is attached to the lower portion of the vehicle body strength member 4 and air conditioning air (cold air) is passed through the air conditioning duct 1. The dripping of the condensed water 2 adhering to the surface can be prevented. Further, a heat insulating material (not shown) for preventing condensation is provided on the vehicle body strength member 4. Alternatively, a rust preventive coating is applied to the vehicle body strength member 4.
JP2001-246922

  However, in the single air conditioning duct 1 and the duct-integrated vehicle body strength member 5 described above, the water-absorbing material 3 such as a sponge is attached to prevent the condensation water 2 from dripping. There was a problem that man-hours were required.

  In particular, in the case of the duct-integrated vehicle body strength member 5, it is necessary to further provide a heat insulating material or a rust preventive coating, and the range in which the heat insulating material is provided or the rust preventive paint is applied is fixed to the equipment Because it extends to the bracket for use, a wide range of measures are required, making it more difficult.

  In order to solve the above-mentioned problem, in the invention described in claim 1, a duct is provided in which an air conditioning duct connected to an air conditioning unit is disposed inside a metal hollow vehicle body strength member extending substantially in the vehicle width direction. In the body strength member, a gap is formed between the body strength member and the air conditioning duct, and hot air that has passed through the heater core can be bypassed between the clearance and the exit side of the heater core of the air conditioning unit. It features a duct-integrated body strength member structure provided with a bypass passage.

  In the invention described in claim 2, the vehicle body strength member includes a stay extending substantially downward at a central portion thereof, the air conditioning unit is disposed in the vicinity of the stay, and the bypass passage includes a bypass duct. The duct-integrated vehicle body strength member structure according to claim 1, wherein the bypass duct is disposed along the stay.

  According to a third aspect of the present invention, the bypass passage is provided at a central portion of the vehicle body strength member and is a stay duct formed by ducting a stay extending substantially downward, and an outlet side portion of the heater core and the stay duct. The duct-integrated vehicle body strength member structure according to claim 1, further comprising a connecting portion that connects the lower end portion.

  In the invention described in claim 4, an opening / closing device is provided in the bypass passage, and a temperature measuring device capable of measuring the temperature of the vehicle body strength member is provided, and the opening / closing device is based on the detected temperature from the temperature measuring device. The duct-integrated vehicle body strength member structure according to any one of claims 1 to 3, which is configured to be openable and closable.

  According to the first aspect of the present invention, in the duct-integrated vehicle body strength member in which the air conditioning duct connected to the air conditioning unit is disposed inside the hollow metal vehicle body strength member extending substantially in the vehicle width direction, the vehicle body strength By forming a gap between the member and the air conditioning duct, and providing a bypass passage between the gap and the exit side portion of the heater core of the air conditioning unit that can bypass the hot air that has passed through the heater core, The body strength member can be kept above the dew point temperature with warm air that has passed through the heater core, so it is possible to prevent condensation on the body strength member. It is possible to eliminate the necessity of providing a heat insulating material or applying a rust preventive coating. Thereby, it becomes possible to reduce component cost and the number of sticking steps.

  According to a second aspect of the present invention, the vehicle body strength member includes a stay extending substantially downward at a central portion thereof, the air conditioning unit is disposed in the vicinity of the stay, and the bypass passage includes a bypass duct. Since the bypass duct is disposed along the stay, the bypass duct can be disposed in a space-efficient manner along the stay.

  According to a third aspect of the present invention, the bypass passage is provided in the central portion of the vehicle body strength member, and the stay duct is formed by ducting a stay extending substantially downward, the exit portion of the heater core, and the lower end of the stay duct. By providing the connecting part that connects the two parts, the use of a stay duct formed by ducting the stay as a bypass passage makes it possible to omit the duct space. Furthermore, since the stay duct has a closed cross section, the rigidity of the vehicle body strength member can be improved.

  According to the fourth aspect of the present invention, the bypass passage is provided with an opening / closing device, and a temperature measuring device capable of measuring the temperature of the vehicle body strength member is provided, and the opening / closing device is installed based on the detected temperature from the temperature measuring device. By being configured to be openable and closable, it becomes possible to automate the management of the bypass passage by opening and closing the switchgear.

  Hereinafter, embodiments embodying the present invention will be described together with illustrated examples.

  1 to 11 show Embodiment 1 of the present invention.

  First, the configuration will be described.

  A vehicle such as an automobile is provided with an instrument panel in the front part of the vehicle interior.

  As shown in any of FIGS. 1 to 4, a metal hollow body strength member 22 that extends in the vehicle width direction 21 and connects the left and right body panels is provided inside the instrument panel. ing. The vehicle body strength member 22 is called a cross car beam or a steering support member.

  Here, the vehicle body strength member 22 includes side brackets 23 for attachment to the corresponding vehicle body panels at both ends thereof. Further, the vehicle body strength member 22 is provided with a stay 24 at the center thereof that extends substantially downward and is supported by the floor panel. The stay 24 is usually provided in a pair of left and right, and an air conditioning unit 25 is disposed between the pair of left and right stays 24. Note that there may be one stay 24, and in this case, the air conditioning unit 25 is disposed in the vicinity of the stay 24. In addition, a large number of device fixing brackets 26 for fixing various devices and the like are attached to various portions of the vehicle body strength member 22. The device fixing bracket 26 includes, for example, a column bracket 27 for fixing a steering column, an instrument panel fixing bracket for fixing an instrument panel, and an airbag fixing for fixing an airbag module. There are brackets and audio fixing brackets for fixing audio devices.

  On the other hand, a large number of air conditioning ducts 31 that are connected to the air conditioning unit 25 and can distribute the air conditioning air 54 (see FIG. 5, the same applies hereinafter) to various places in the passenger compartment are disposed inside the instrument panel.

  Here, the air conditioning duct 31 includes various types such as a center ventilator duct 32, a side ventilator duct 33, a center defroster duct, a side defroster duct, and a rear seat ventilator duct.

  Then, the air conditioning duct 31 is disposed inside the vehicle body strength member 22 to form the duct-integrated vehicle body strength member 38, so that the space efficiency inside the instrument panel can be improved (see FIG. 4). The air-conditioning duct 31 that can be disposed inside the vehicle body strength member 22 includes, for example, a side ventilator duct 33 and a side defroster duct.

  At this time, the connection duct 42 (air-conditioning duct 31) provides a connection between the air-conditioning unit 25 and the air-conditioning air inlet 31 (air-conditioning air inlet 43) of the air-conditioning duct 31 (side ventilator duct 33). Connected. For this purpose, the vehicle body strength member 22 is formed with an entrance opening 41 through which the connecting duct 42 is passed. The entry side opening 41 is provided in a portion of the vehicle body strength member 22 corresponding to the air conditioning unit 25 (substantially the center in the vehicle width direction 21) (see also FIG. 7).

  Further, the outlet side portion (air conditioning air outlet 45) of the air conditioning air 54 in the air conditioning duct 31 (side ventilator duct 33) is an air blowing grill member (in this case, a side air outlet). Connected to a ventilator grill (not shown). For this purpose, the vehicle body strength member 22 is formed with an outlet opening 44 through which an air blowing grill member is passed. The outlet openings 44 are respectively provided in the rear surface portions in the vicinity of both end portions of the vehicle body strength member 22. Accordingly, the air-conditioning air outlet 45 is installed at a position corresponding to the outlet opening 44. Therefore, in this case, the air-conditioning duct 31 is closed at the end (outer end), and an air-conditioning air outlet 45 is formed on the rear surface near the end (outer end). It has become so.

  In this case, the side ventilator duct 33 may be separate on the left and right or may be integrated on the left and right. When left and right are separated, the air conditioning air inlet 43 is formed on the inner end side of the left and right side ventilator ducts 33, and the air conditioning air outlet 45 is on the outer end side of the left and right side ventilator ducts 33. Will be formed. Further, when the left and right are integrated, the air conditioning air inlet 43 is formed at a substantially central portion of the side ventilator duct 33 in the vehicle width direction 21, and the air conditioning air outlet 45 is connected to the side ventilator duct 33. It will be formed at the left and right ends.

  On the other hand, as shown in FIGS. 5 and 6, the air conditioning unit 25 described above has a main body 51 (air conditioning unit main body), an intake port 53 for the outside air 52, and air conditioning air 54 toward various places in the vehicle interior. And a plurality of air outlets 55 for blowing out the air. The air conditioning unit 25 also has an evaporator 57 (evaporator) capable of dehumidifying and cooling the outside air 52 taken in from the intake port portion 53 in the main body 51, and air (at least of the air passing through the evaporator 57). And a heater core 58 capable of heating a part of the heater core 58. The air conditioning unit 25 also has a plurality of air outlets in the main body 51 by appropriately switching between air (cold air) dehumidified and cooled through the evaporator 57 and air (hot air) heated through the heater core 58. A plurality of switching valves 59 that can be selected and blown from any of the sections 55 are provided.

  And in the thing of this Example 1 with respect to the above basic structures, as shown in FIG.7, FIG.8, as shown in FIG. 7, FIG. 8, there is a gap between the vehicle body strength member 22 and the air conditioning duct 31 disposed therein. 61 is formed. The gap 61 is preferably substantially uniform and continuous with respect to the circumferential direction and the longitudinal direction (vehicle width direction 21) in order to reduce the airway resistance and the like. For this purpose, the air conditioning duct 31 and the vehicle body strength member 22 are arranged substantially concentrically with the outer diameter of the air conditioning duct 31 being smaller than the inner diameter of the vehicle body strength member 22. In this case, the air-conditioning duct 31 and the vehicle body strength member 22 have rectangular cross sections with similar shapes, but are not limited thereto. For example, both of them may be round sections. Moreover, although the gap 61 is not uniform in the circumferential direction, both may have different cross-sectional shapes.

  Further, a bypass passage 65 that can bypass the hot air 64 that has passed through the heater core 58 is provided between the gap 61 and the outlet side portion 63 of the heater core 58 of the air conditioning unit 25. Thereby, the gap 61 becomes a hot air introduction space into which the hot air 64 is introduced.

  Further, the bypass passage 65 is provided with a bypass duct 66. The bypass duct 66 is arranged (attached) along the stay 24. In particular, when a pair of left and right stays 24 are provided, the bypass duct 66 is disposed substantially along the inside of the stay 24. In order to simplify the shape, it is preferable that the bypass duct 66 is not wound around the stay 24.

  The bypass duct 66 is connected to the vehicle body strength member 22 in the vicinity of the entry side opening 41 and at a position where the entry side opening 41 is removed, for example, in the vicinity of the root portion of the stay 24 (particularly, the inside portion). (Warm air inlet 61a). If the left and right side ventilator ducts 33 are separate from each other, a pair of left and right bypass ducts 66 are also provided. When the side ventilator duct 33 is integrated with the left and right, at least one bypass duct 66 is provided (of course, a pair of left and right may be provided).

  Further, a hot air outlet 61b is provided at a position away from the hot air inlet 61a in the vehicle body strength member 22. The hot air outlet 61b can be provided exclusively. In this case, for example, the outlet opening 44 is used as the hot air outlet 61b. For this purpose, the outlet opening 44 is made slightly larger than the air conditioning air outlet 45, an air blowing grill member is connected to the outlet opening 44 (not shown), and the air conditioning air outlet is provided. 45 is a free end so that the space between the outlet side opening 44 and the air conditioning air outlet 45 is a hot air outlet 61b, so that the air conditioning air 54 is blown out from the air blowing grill member. The hot air 64 in the gap 61 is sucked by the negative pressure generated by the air pressure and discharged from the air blowing grill member. If necessary, a blower fan device (not shown) may be provided in the vicinity of the intake port for the outside air 52 so that the outside air 52 can be sucked and blown.

  The bypass duct 66 can be normally open, but if necessary, an opening / closing device 68 capable of opening and closing is provided in the bypass passage 65 or the like as shown in FIG. At the same time, as shown in FIG. 7, a temperature measuring device 69 capable of measuring the temperature of the vehicle body strength member 22 is provided. The opening / closing device 68 is configured to be openable / closable based on the detected temperature from the temperature measuring device 69.

  Here, as shown in FIG. 5, the opening / closing device 68 may be provided inside the bypass duct 66 or inside the main body 51 of the air conditioning unit 25. In this case, the opening / closing device 68 is a switching valve provided in the inlet side portion of the heater core 58 (which also forms the outlet side portion of the evaporator 57) inside the main body 51 of the air conditioning unit 25. Further, as shown in FIG. 7, the temperature measuring device 69 is preferably provided in the vicinity of the entrance opening 41 or in the vicinity of the hot air inlet 61a in the vehicle body strength member 22.

  When the temperature detected by the temperature measuring device 69 falls close to the dew point of the vehicle body strength member 22, the opening / closing device 68 opens, and conversely, when the temperature measuring device 69 becomes sufficiently higher than the dew point of the vehicle body strength member 22, Configure to close.

  More specifically, the opening / closing device 68 can also be configured to operate directly according to the temperature detected by the temperature measuring device 69.

  Alternatively, as shown in FIG. 9, the controller 71 can be used to control the opening / closing device 68 (bypass passage actuator, switching valve). The control device 71 can be provided independently, but an air conditioning control device 72 for controlling the air conditioning unit 25 can also be used.

  According to FIG. 9, the air conditioning control device 72 sends a control signal to the air conditioning unit 25 to control the air conditioning unit 25, and from the temperature measuring device 69 (duct temperature / humidity sensor). Detection signals (detection temperature and detection humidity) are input to the control device 71 (air conditioning control device 72), and the air conditioning control device 72 can control the opening / closing device 68 of the air conditioning unit 25 based on the detection signals. Configuration is added. In the figure, reference numeral 73 is a battery, and 74 is a ground.

  And when the control apparatus 71 is the air-conditioning control apparatus 72, the internal structure part 75 which can perform an internal process as shown to the flowchart of FIG. 10, for example is provided.

  That is, the internal configuration unit 75 includes at least a processing start unit 76, a processing end unit 77, an ignition switch on / off determination unit 78, an air conditioning unit on / off determination unit 79, an outlet temperature reading unit 80, and a duct unit temperature and humidity. A sensor reading unit 81, a dew point temperature calculating unit 82, an operating temperature adjusting unit 83, an opening operating unit 84, a closing operating unit 85, and a repeating unit 86 are provided.

  The air-conditioning control device 72 includes a blowout temperature sensor 88 (air-conditioned wind) as shown in FIG. The temperature measuring device 69 is a duct temperature / humidity sensor capable of measuring not only temperature but also humidity. In FIG. 10, the process start unit 76 is configured to start the process. The process end unit 77 is configured to end the process. The ignition switch on / off determination unit 78 is configured to determine on / off of the ignition switch. The air conditioning unit on / off determination unit 79 is configured to determine whether the air conditioning unit 25 is on or off. The blowing temperature reading unit 80 is configured to read the detected temperature from the blowing temperature sensor 88. The duct part temperature / humidity sensor reading unit 81 is configured to read detection signals (detection temperature and detection humidity) from the temperature measuring device 69 (duct part temperature / humidity sensor). The dew point temperature calculation unit 82 is configured to calculate the dew point temperature T based on the detection signal from the temperature measuring device 69 (duct temperature / humidity sensor) using the relationship shown in FIG. The operating temperature adjustment unit 83 is configured to output an open determination when the dew point temperature is T + b (° C.) and to output a close determination when the dew point temperature is T + a (° C.). However, b and a are set so that b> a> 0 (° C.). The opening operation unit 84 is configured to open the opening / closing device 68 (bypass passage actuator, switching valve) when an opening determination is made. On the contrary, the closing operation unit 85 is configured to be able to close the opening / closing device 68 (bypass passage actuator, switching valve) when the air conditioning unit 25 is off or when a closing determination is issued. The repeater 86 is configured to return the process to the process starter 76.

  And by employ | adopting the above structures, the water absorption material, heat insulating material, rust prevention coating, etc. which were provided until now are abolished fundamentally. Note that these can be provided as a double measure, but in that case, they are only preliminary.

  Next, the operation of the first embodiment will be described.

  When the air conditioning unit 25 is activated, the air conditioning air 54 can be blown out to various places in the vehicle compartment via the air conditioning duct 31. The occupant can freely select the blowing mode and temperature of the air-conditioning air 54.

  In the duct-integrated vehicle body strength member 38, the air-conditioning air 54 is supplied through the air-conditioning duct 31 disposed inside the vehicle body strength member 22, and is blown out from the air blowing grill member into the vehicle interior. .

  Therefore, when the air-conditioning air 54 is cold air, the vehicle body strength member 22 may be cooled to cause condensation on the surface, but the hot air 64 passes through the gap 61 between the vehicle body strength member 22 and the air-conditioning duct 31. By heating the vehicle body strength member 22 to a temperature equal to or higher than the dew point, condensation of the vehicle body strength member 22 can be prevented.

  The hot air 64 is supplied to the gap 61 by bypassing the air (hot air 64) that has passed through the outlet side portion 63 of the heater core 58 in the air conditioning unit 25 through the bypass passage 65.

  The hot air 64 in the gap 61 is sucked by the negative pressure generated when the air-conditioning air 54 is blown from the air blowing grill member, and is discharged from the air blowing grill member.

  Due to this negative pressure suction, the hot air 64 that has passed through the outlet side portion 63 of the heater core 58 is taken into the gap 61 via the bypass passage 65. The flow of the warm air 64 is small and gentle. This eliminates the need for mechanical means such as a fan for feeding the hot air 64 to the gap 61.

  According to the first embodiment, in the duct-integrated vehicle body strength member 38 in which the air conditioning duct 31 connected to the air conditioning unit 25 is disposed inside the metal hollow vehicle body strength member 22 extending substantially in the vehicle width direction 21. A gap 61 is formed between the vehicle body strength member 22 and the air conditioning duct 31, and the warm air 64 that has passed through the heater core 58 is interposed between the gap 61 and the outlet side portion 63 of the heater core 58 of the air conditioning unit 25. By providing the bypass passage 65 that can be bypassed, the vehicle body strength member 22 can be held at the dew point temperature or higher by the warm air 64 that has passed through the heater core 58, so that condensation of the vehicle body strength member 22 is prevented. Therefore, it is possible to eliminate the need to attach a water-absorbing material such as a sponge, to provide a heat insulating material, or to apply a rust preventive coating. Thereby, it becomes possible to reduce component cost and the number of sticking steps.

  Further, the vehicle body strength member 22 includes a stay 24 extending substantially downward at the center thereof, the air conditioning unit 25 is disposed in the vicinity of the stay 24, the bypass passage 65 includes a bypass duct 66, and the bypass duct 66. However, since the bypass duct 66 is disposed along the stay 24, the bypass duct 66 can be disposed along the stay 24 in a space-efficient manner.

  At this time, the bypass duct 66 is positioned in the vehicle body strength member 22 in the vicinity of the entry side opening 41 (air conditioning air inlet 43) and the entry side opening 41 is removed, for example, the root of the stay 24. By connecting in the vicinity of the portion, the hot air 64 is bypassed around the position where the temperature of the vehicle body strength member 22 becomes the lowest, so that it is most efficient in preventing condensation of the vehicle body strength member 22.

  When the bypass duct 66 is normally open, the vehicle body strength member 22 is always heated, so that condensation of the vehicle body strength member 22 can be prevented without any special operation.

  On the other hand, an opening / closing device 68 is provided in the bypass passage 65, and a temperature measuring device 69 capable of measuring the temperature of the vehicle body strength member 22 is provided, and the opening / closing device 68 can be opened / closed based on the detected temperature from the temperature measuring device 69. With this configuration, it is possible to automate the management of the bypass passage 65 by opening and closing the opening / closing device 68.

  By providing the temperature measuring device 69 in the vicinity of the entrance opening 41 (air conditioning air inlet 43) in the vehicle body strength member 22, the temperature is measured at the position where the temperature of the vehicle body strength member 22 is lowest. Therefore, the opening / closing device 68 can be operated with high accuracy.

  When the temperature detected by the temperature measuring device 69 falls to a temperature close to the dew point of the vehicle body strength member 22, the opening / closing device 68 opens, and conversely, when the temperature measuring device 69 becomes sufficiently higher than the dew point of the vehicle body strength member 22, By configuring so as to be closed, the amount of bypass of the hot air 64 can be minimized, so that the influence on the air conditioning function can be minimized.

  And it can be set as the simplest and cheapest structure by comprising so that the switching device 68 may be act | operated directly with the detected temperature of the temperature measuring device 69. FIG.

  Alternatively, as shown in FIG. 9, it is possible to perform highly accurate control by configuring the opening / closing device 68 to be controlled using the control device 71. In particular, the air conditioning control device 72 can be effectively used by using the air conditioning control device 72 for the air conditioning unit 25. Further, it is possible to link with other functions of the air conditioning unit 25.

  The internal processing when the control device 71 is the air conditioning control device 72 and the air conditioning control device 72 includes the above-described internal configuration unit 75 is, for example, as shown in the flowchart of FIG.

  That is, when the processing is started by the processing start unit 76, the ignition switch on / off determination unit 78 determines whether the ignition switch of the vehicle is on or off. If the ignition switch is off, the process end unit 77 ends the process.

  Conversely, when the ignition switch is on, the air conditioning unit on / off determination unit 79 determines whether the air conditioning unit 25 is on or off. When the air conditioning unit 25 is off, the closing operation unit 85 closes the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76.

  On the other hand, when the air conditioning unit 25 is on, the blowing temperature reading unit 80 reads the detected temperature from the blowing temperature sensor 88, and the duct temperature / humidity sensor reading unit 81 reads the temperature measuring device 69 (duct temperature). The detection signal (detection temperature and detection humidity) from the humidity sensor is read, and the dew point temperature calculation unit 82 calculates the dew point temperature T based on the detection signal from the temperature measuring device 69 (duct portion temperature / humidity sensor). By using the temperature measuring device 69 as a duct portion temperature / humidity sensor, the dew point temperature T can be accurately calculated based on the humidity. That is, for example, as shown in FIG. 11, when cooling is performed when the temperature is 30 ° C. and the humidity is 70%, the humidity becomes 100% (saturated state) when the temperature reaches 24 ° C. When the temperature falls to 24 ° C., condensation occurs on the vehicle body strength member 22. Therefore, the dew point temperature T = 24 ° C. is obtained. Note that the dew point temperature T may be set to a preset temperature without providing the dew point temperature calculation unit 82.

  The operating temperature adjustment unit 83 outputs an open determination when the dew point temperature is T + b (° C.), and outputs a close determination when the dew point temperature is T + a (° C.). Note that b and a satisfy b> a> 0 (° C.). When the opening determination is issued, the opening operation unit 84 opens the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76. On the contrary, when the closing determination is issued, the closing operation unit 85 closes the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76. This process is continued until the end.

  12 to 25 show a second embodiment of the present invention, and FIGS. 26 to 33 show modifications thereof. It should be noted that this modification is illustrated and described only with respect to different parts. Other configurations are the same as those shown in FIGS.

  First, the configuration will be described.

  A vehicle such as an automobile is provided with an instrument panel in the front part of the vehicle interior.

  Inside the instrument panel, as shown in any one of FIGS. 12 to 15 (particularly, FIG. 15), a hollow metal vehicle body extending substantially in the vehicle width direction 21 and connecting the left and right vehicle body panels. A strength member 22 is provided. The vehicle body strength member 22 is called a cross car beam or a steering support member.

  Here, the vehicle body strength member 22 includes side brackets 23 for attachment to the corresponding vehicle body panels at both ends thereof. The vehicle body strength member 22 includes a metal stay 24 that extends substantially downward and is supported by the floor panel at the center thereof. The stay 24 is usually provided in a pair of left and right, and an air conditioning unit 25 is disposed between the pair of left and right stays 24. Note that there may be one stay 24, and in this case, the air conditioning unit 25 is disposed in the vicinity of the stay 24. In addition, a large number of device fixing brackets 26 for fixing various devices and the like are attached to various portions of the vehicle body strength member 22. The device fixing bracket 26 includes, for example, a column bracket 27 for fixing a steering column, an instrument panel fixing bracket for fixing an instrument panel, and an airbag fixing for fixing an airbag module. There are brackets and audio fixing brackets for fixing audio devices.

  On the other hand, a large number of air conditioning ducts 31 that are connected to the air conditioning unit 25 and can distribute the air conditioning air 54 (see FIG. 16; the same applies hereinafter) to various places in the vehicle interior are disposed inside the instrument panel.

  Here, the air conditioning duct 31 includes various types such as a center ventilator duct 32, a side ventilator duct 33, a center defroster duct, a side defroster duct, and a rear seat ventilator duct.

  The air conditioning duct 31 is disposed inside the vehicle body strength member 22 to form the duct-integrated vehicle body strength member 38, so that the space efficiency inside the instrument panel can be improved (see FIG. 15). The air-conditioning duct 31 that can be disposed inside the vehicle body strength member 22 includes, for example, a side ventilator duct 33 and a side defroster duct.

  At this time, the connection duct 42 (air-conditioning duct 31) provides a connection between the air-conditioning unit 25 and the air-conditioning air inlet 31 (air-conditioning air inlet 43) of the air-conditioning duct 31 (side ventilator duct 33). Connected. For this purpose, the vehicle body strength member 22 is formed with an entrance opening 41 through which the connecting duct 42 is passed. The entrance side opening 41 is provided in a portion of the vehicle body strength member 22 corresponding to the air conditioning unit 25 (substantially the center in the vehicle width direction 21) (see also FIG. 18).

  Further, the outlet side portion (air conditioning air outlet 45) of the air conditioning air 54 in the air conditioning duct 31 (side ventilator duct 33) is an air blowing grill member (in this case, a side air outlet). Connected to a ventilator grill (not shown). For this purpose, the vehicle body strength member 22 is formed with an outlet opening 44 through which an air blowing grill member is passed. The outlet openings 44 are respectively provided in the rear surface portions in the vicinity of both end portions of the vehicle body strength member 22. Accordingly, the air-conditioning air outlet 45 is installed at a position corresponding to the outlet opening 44. Therefore, in this case, the air-conditioning duct 31 is closed at the end (outer end), and an air-conditioning air outlet 45 is formed on the rear surface near the end (outer end). It has become so.

  In this case, the side ventilator duct 33 may be separate on the left and right or may be integrated on the left and right. When left and right are separated, the air conditioning air inlet 43 is formed on the inner end side of the left and right side ventilator ducts 33, and the air conditioning air outlet 45 is on the outer end side of the left and right side ventilator ducts 33. Will be formed. Further, when the left and right are integrated, the air conditioning air inlet 43 is formed at a substantially central portion of the side ventilator duct 33 in the vehicle width direction 21, and the air conditioning air outlet 45 is connected to the side ventilator duct 33. It will be formed at the left and right ends.

  On the other hand, as shown in FIGS. 16 and 17, the air conditioning unit 25 described above has a main body 51 (air conditioning unit main body), an intake port portion 53 for outside air 52, and air conditioning air 54 toward various places in the vehicle interior. And a plurality of air outlets 55 for blowing out the air. The air conditioning unit 25 also has an evaporator 57 (evaporator) capable of dehumidifying and cooling the outside air 52 taken in from the intake port portion 53 in the main body 51, and air (at least of the air passing through the evaporator 57). And a heater core 58 capable of heating a part of the heater core 58. The air conditioning unit 25 also has a plurality of air outlets in the main body 51 by appropriately switching between air (cold air) dehumidified and cooled through the evaporator 57 and air (hot air) heated through the heater core 58. A plurality of switching valves 59 that can be selected and blown from any of the sections 55 are provided.

  The basic configuration described above is almost the same as in the first embodiment. And in the thing of this Example 2 with respect to the above basic structures, as shown in FIG. 18, FIG. 19, it is a clearance gap between the vehicle body strength member 22 and the air-conditioning duct 31 arrange | positioned in the inside. 61 is formed. The gap 61 is preferably substantially uniform and continuous with respect to the circumferential direction and the longitudinal direction (vehicle width direction 21) in order to reduce the airway resistance and the like. For this purpose, the air conditioning duct 31 and the vehicle body strength member 22 are arranged substantially concentrically with the outer diameter of the air conditioning duct 31 being smaller than the inner diameter of the vehicle body strength member 22. In this case, the air-conditioning duct 31 and the vehicle body strength member 22 have rectangular cross sections with similar shapes, but are not limited thereto. For example, both of them may be round sections. Further, although the gap 61 is not uniform in the circumferential direction, it is possible to make the both have different cross-sectional shapes.

  Further, a bypass passage 65 that can bypass the hot air 64 that has passed through the heater core 58 is provided between the gap 61 and the outlet side portion 63 of the heater core 58 of the air conditioning unit 25. Thereby, the gap 61 becomes a hot air introduction space into which the hot air 64 is introduced.

  Further, a bypass passage 65 is provided in the center portion of the vehicle body strength member 22 and is a stay duct 66 'formed by ducting the stay 24 extending substantially downward, an outlet portion 63 of the heater core 58, and a lower end of the stay duct 66'. And a connecting portion 67 that connects between the two portions. It is preferable that the stay duct 66 ′ has a substantially uniform closed cross section in order to reduce air path resistance and the like. In this case, the stay duct 66 'has a rectangular cross section. Further, it is preferable that the stay duct 66 'be as straight as possible in order to reduce the air path resistance.

  The stay duct 66 'is connected to the vehicle body strength member 22 in the vicinity of the entry side opening 41 and at a position where the entry side opening 41 is removed (warm air inlet 61a). At this time, the base portion of the stay duct 66 ′ is fixed to the vehicle body strength member 22 by welding (welded portion 66a), and the stay duct 66 ′ and the gap 61 inside the vehicle body strength member 22 are communicated with each other. To do. If the side ventilator ducts 33 are separate left and right (independent), both stays 24 are made to be stay ducts 66 ′, and each stay duct 66 ′ is connected to each side ventilator duct 33. Try to correspond. Further, when the side ventilator duct 33 is integrated with the left and right sides, at least one of the stays 24 is used as a stay duct 66 '(of course, both stays 24 may be used as stay ducts 66').

  Further, a hot air outlet 61b is provided at a position away from the hot air inlet 61a in the vehicle body strength member 22. The hot air outlet 61b can be provided exclusively. In this case, for example, the outlet opening 44 is configured to be used as the hot air outlet 61b. For this purpose, the outlet opening 44 is made slightly larger than the air conditioning air outlet 45, an air blowing grill member is connected to the outlet opening 44 (not shown), and the air conditioning air outlet is provided. 45 is a free end so that the space between the outlet side opening 44 and the air conditioning air outlet 45 is a hot air outlet 61b, so that the air conditioning air 54 is blown out from the air blowing grill member. The hot air 64 in the gap 61 is sucked by the negative pressure generated by the air pressure and discharged from the air blowing grill member. If necessary, a blower fan device (not shown) may be provided in the vicinity of the intake port for the outside air 52 so that the outside air 52 can be sucked and blown.

  As shown in FIGS. 21 to 23 (the embodiment of FIGS. 12 to 25) or FIGS. 32 to 33 (the modified example of FIGS. 26 to 33), the connecting portion 67 is installed by installing the air conditioning unit 25. The connection is completed at the same time. That is, with respect to the vehicle body strength member 22 and the stay 24 (stay duct 66 ′) that have been previously installed, the air conditioning unit 25 is set in a predetermined air conditioning unit installation direction 25a (see FIGS. 21 and 32; the same applies hereinafter). Accordingly, the connection is automatically completed by being installed at a predetermined installation position such as between the stays 24 or in the vicinity of the stays 24. In this case, the air conditioning unit installation direction 25a is a direction from the vehicle body front side toward the vehicle body rear side.

  In the case of the connecting portion 67 shown in FIGS. 20 to 22, two openings 63 a of the outlet side portion 63 of the heater core 58 are provided at the lower portion of the air conditioning unit 25 and on both sides of the rear portion, and the inlet opening of each stay duct 66 ′. The portion 66b is provided at the lower end of the stay duct 66 ′ and at an inner position corresponding to the opening 63a, and the connecting portion 67 is disposed in a state where the opening 63a and the inlet opening 66b are opposed to each other. And a cover member 67a that can surround the peripheral portion thereof. The cover member 67a is such that it can be externally fitted in the air conditioning unit installation direction 25a to the outlet side portion 63 of the heater core 58 projecting rearward at the lower part of the rear wall of the air conditioning unit 25. The cover member 67a has a substantially U-shape opened forward in a side view. In this case, the cover member 67a as the connecting portion 67 is formed integrally with the stay duct 66 '. In this way, the configuration is simplified.

  In the case of the connecting portion 67 of FIGS. 32 to 33, the opening 63 a of the outlet side portion 63 of the heater core 58 is provided at one central portion in the vehicle width direction 21 at the lower portion of the rear wall portion of the air conditioning unit 25. The entrance opening 66b of the stay duct 66 ′ is provided at the lower end and inside of the stay duct 66 ′, and the connecting portion 67 is a duct-like connecting member 67b that can connect the pair of inlet openings 66b. ing. The duct-like connecting member 67b extends in the vehicle width direction 21 with a length substantially equal to the distance between the pair of inlet openings 66b. The duct-like connecting member 67b is attached between the stay ducts 66 ', for example, after the vehicle body strength member 22 is installed and before the air conditioning unit 25 is installed. The duct-shaped connecting member 67b has a connecting port 67c that can be fitted to the opening 63a of the air conditioning unit 25 in the air conditioning unit installation direction 25a. In this case, the duct-shaped connecting member 67b as the connecting portion 67 is configured separately from the stay duct 66 '. By doing in this way, the connection reliability and the sealing performance are improved.

  As in the first embodiment, the stay duct 66 ′ can be normally opened, but an opening / closing device 68 that can be opened and closed is provided as necessary, as shown in FIG. 16. At the same time, as shown in FIG. 18, a temperature measuring device 69 capable of measuring the temperature of the vehicle body strength member 22 is provided. The opening / closing device 68 is configured to be openable / closable based on the detected temperature from the temperature measuring device 69.

  Here, the opening / closing device 68 may be provided inside the stay duct 66 ′ or inside the main body 51 of the air conditioning unit 25 as shown in FIG. 16. In this case, the opening / closing device 68 is a switching valve provided at the inlet side portion of the heater core 58 (which also forms the outlet side portion of the evaporator 57) inside the main body 51 of the air conditioning unit 25. Further, as shown in FIG. 18, the temperature measuring device 69 is preferably provided in the vicinity of the entrance opening 41 or in the vicinity of the hot air inlet 61a in the vehicle body strength member 22.

  When the temperature detected by the temperature measuring device 69 falls close to the dew point of the vehicle body strength member 22, the opening / closing device 68 opens, and conversely, when the temperature measuring device 69 becomes sufficiently higher than the dew point of the vehicle body strength member 22, Configure to close.

  More specifically, the opening / closing device 68 can also be configured to operate directly according to the temperature detected by the temperature measuring device 69.

  Alternatively, as shown in FIG. 23, the controller 71 can be used to control the opening / closing device 68 (bypass passage actuator, switching valve). The control device 71 can be provided independently, but an air conditioning control device 72 for controlling the air conditioning unit 25 can also be used.

  According to FIG. 23, the air conditioner control device 72 sends a control signal to the air conditioning unit 25 to control the air conditioning unit 25. Detection signal (detected temperature and detected humidity) is input to the control device 71 (air conditioning control device 72), and the air conditioning control device 72 can control the opening / closing device 68 of the air conditioning unit 25 based on the detection signal. A configuration to be added is added. In the figure, reference numeral 73 is a battery, and 74 is a ground.

  And when the control apparatus 71 is the air-conditioning control apparatus 72, it is made to provide the internal structure part 75 which can perform an internal process as shown, for example in the flowchart of FIG.

  That is, the internal configuration unit 75 includes at least a processing start unit 76, a processing end unit 77, an ignition switch on / off determination unit 78, an air conditioning unit on / off determination unit 79, an outlet temperature reading unit 80, and a duct unit temperature and humidity. A sensor reading unit 81, a dew point temperature calculating unit 82, an operating temperature adjusting unit 83, an opening operating unit 84, a closing operating unit 85, and a repeating unit 86 are provided.

  Note that the air conditioning control device 72 includes a blowout temperature sensor 88 (air conditioning wind) as shown in FIG. The temperature measuring device 69 is a duct temperature / humidity sensor capable of measuring not only temperature but also humidity. In FIG. 24, the processing start unit 76 is configured to start processing. The process end unit 77 is configured to end the process. The ignition switch on / off determination unit 78 is configured to determine on / off of the ignition switch. The air conditioning unit on / off determination unit 79 is configured to determine whether the air conditioning unit 25 is on or off. The blowing temperature reading unit 80 is configured to read the detected temperature from the blowing temperature sensor 88. The duct part temperature / humidity sensor reading unit 81 is configured to read detection signals (detection temperature and detection humidity) from the temperature measuring device 69 (duct part temperature / humidity sensor). The dew point temperature calculation unit 82 is configured to calculate the dew point temperature T based on the detection signal from the temperature measuring device 69 (duct temperature / humidity sensor) using the relationship shown in FIG. The operating temperature adjustment unit 83 is configured to output an open determination when the dew point temperature is T + b (° C.) and to output a close determination when the dew point temperature is T + a (° C.). However, b and a are set so that b> a> 0 (° C.). The opening operation unit 84 is configured to open the opening / closing device 68 (bypass passage actuator, switching valve) when an opening determination is made. On the contrary, the closing operation unit 85 is configured to be able to close the opening / closing device 68 (bypass passage actuator, switching valve) when the air conditioning unit 25 is off or when a closing determination is issued. The repeater 86 is configured to return the process to the process starter 76. About the above-mentioned control apparatus 71 (air-conditioning control apparatus 72), it is substantially the same as the thing of Example 1. FIG.

  And by employ | adopting the above structures, the water absorption material, heat insulating material, rust prevention coating, etc. which were provided until now are abolished fundamentally. Note that these can be provided as a double measure, but in that case, they are only preliminary.

  Next, the operation of the second embodiment will be described.

  When the air conditioning unit 25 is activated, the air conditioning air 54 can be blown out to various places in the vehicle compartment via the air conditioning duct 31. The occupant can freely select the blowing mode and temperature of the air-conditioning air 54.

  In the duct-integrated vehicle body strength member 38, the air-conditioning air 54 is supplied through the air-conditioning duct 31 disposed inside the vehicle body strength member 22, and is blown out from the air blowing grill member into the vehicle interior. .

  Therefore, when the air-conditioning air 54 is cold air, the vehicle body strength member 22 may be cooled to cause condensation on the surface, but the hot air 64 passes through the gap 61 between the vehicle body strength member 22 and the air-conditioning duct 31. By heating the vehicle body strength member 22 to a temperature equal to or higher than the dew point, condensation of the vehicle body strength member 22 can be prevented.

  The hot air 64 is supplied to the gap 61 by bypassing the air (hot air 64) that has passed through the outlet side portion 63 of the heater core 58 in the air conditioning unit 25 through the bypass passage 65.

  The hot air 64 in the gap 61 is sucked by the negative pressure generated when the air-conditioning air 54 is blown from the air blowing grill member, and is discharged from the air blowing grill member.

  Due to this negative pressure suction, the hot air 64 that has passed through the outlet side portion 63 of the heater core 58 is taken into the gap 61 via the bypass passage 65. The flow of the warm air 64 is small and gentle. This eliminates the need for mechanical means such as a fan for feeding the hot air 64 to the gap 61. The operation described above is almost the same as that of the first embodiment.

  According to the second embodiment, in the duct-integrated vehicle body strength member 38 in which the air conditioning duct 31 connected to the air conditioning unit 25 is disposed inside the metal hollow vehicle body strength member 22 extending substantially in the vehicle width direction 21. A gap 61 is formed between the vehicle body strength member 22 and the air conditioning duct 31, and the warm air 64 that has passed through the heater core 58 is interposed between the gap 61 and the outlet side portion 63 of the heater core 58 of the air conditioning unit 25. A bypass passage 65 that can be bypassed is provided, and the bypass passage 65 is provided at the center portion of the vehicle body strength member 22 so as to form a duct 24 that extends substantially downward, and the outlet portion 63 of the heater core 58. And the lower end portion of the stay duct 66 ′ are provided with the connecting portion 67 for connecting the lower end portion of the stay duct 66 ′ with the following operational effects.

  That is, since the vehicle body strength member 22 can be held at the dew point temperature or higher by the warm air 64 that has passed through the heater core 58, it is possible to prevent condensation of the vehicle body strength member 22, and thus sponge or the like. It is possible to eliminate the need to attach a water-absorbing material, to provide a heat insulating material, or to provide a rust-proof coating. Thereby, it becomes possible to reduce part cost and the man-hour of the sticking work.

  Further, by employing a stay duct 66 ′ formed by ducting the stay 24 as the bypass passage 65, it is possible to omit a duct space inside the instrument panel.

  Furthermore, since the stay duct 66 'has a closed cross section, the rigidity of the vehicle body strength member 22 can be improved.

  The connection between the stay duct 66 ′ and the outlet side portion 63 of the heater core 58 is determined in advance at a predetermined installation position between the stays 24 installed in the vicinity of the air conditioning unit 25 or in the vicinity of the stay 24. Since the connection of the connecting portion 67 is completed by installing it along the air conditioning unit installation direction 25a, it does not take much time.

  In providing such a bypass passage 65, the stay duct 66 'is removed from the vehicle body strength member 22 in the vicinity of the inlet opening 41 (air conditioning air inlet 43) and the inlet opening 41. By connecting to the position, for example, in the vicinity of the root portion of the stay 24, the hot air 64 is bypassed around the position where the temperature of the vehicle body strength member 22 becomes the lowest, so that condensation of the vehicle body strength member 22 is prevented. Is the most efficient.

  As in the first embodiment, when the stay duct 66 ′ is normally opened, the vehicle body strength member 22 is always heated, so that the vehicle body strength member 22 is condensed without performing any special operation. Can be prevented.

  On the other hand, an opening / closing device 68 is provided in the bypass passage 65, and a temperature measuring device 69 capable of measuring the temperature of the vehicle body strength member 22 is provided, and the opening / closing device 68 can be opened / closed based on the detected temperature from the temperature measuring device 69. With this configuration, it is possible to automate the management of the bypass passage 65 by opening and closing the opening / closing device 68.

  By providing the temperature measuring device 69 in the vicinity of the entrance opening 41 (air conditioning air inlet 43) in the vehicle body strength member 22, the temperature is measured at the position where the temperature of the vehicle body strength member 22 is lowest. Therefore, the opening / closing device 68 can be operated with high accuracy.

  When the temperature detected by the temperature measuring device 69 falls to a temperature close to the dew point of the vehicle body strength member 22, the opening / closing device 68 opens, and conversely, when the temperature measuring device 69 becomes sufficiently higher than the dew point of the vehicle body strength member 22, By configuring so as to be closed, the amount of bypass of the hot air 64 can be minimized, so that the influence on the air conditioning function can be minimized.

  And it can be set as the simplest and cheapest structure by comprising so that the switching device 68 may be act | operated directly with the detected temperature of the temperature measuring device 69. FIG.

  Alternatively, as shown in FIG. 23, by configuring the opening / closing device 68 to be controlled using the control device 71, it becomes possible to perform highly accurate control. In particular, the air conditioning control device 72 can be effectively used by using the air conditioning control device 72 for the air conditioning unit 25. Further, it is possible to link with other functions of the air conditioning unit 25.

  The internal processing when the control device 71 is the air conditioning control device 72 and the air conditioning control device 72 includes the above-described internal configuration unit 75 is, for example, as shown in the flowchart of FIG.

  That is, when the processing is started by the processing start unit 76, the ignition switch on / off determination unit 78 determines whether the ignition switch of the vehicle is on or off. If the ignition switch is off, the process end unit 77 ends the process.

  Conversely, when the ignition switch is on, the air conditioning unit on / off determination unit 79 determines whether the air conditioning unit 25 is on or off. When the air conditioning unit 25 is off, the closing operation unit 85 closes the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76.

  On the other hand, when the air conditioning unit 25 is on, the blowing temperature reading unit 80 reads the detected temperature from the blowing temperature sensor 88, and the duct temperature / humidity sensor reading unit 81 reads the temperature measuring device 69 (duct temperature). The detection signal (detection temperature and detection humidity) from the humidity sensor is read, and the dew point temperature calculation unit 82 calculates the dew point temperature T based on the detection signal from the temperature measuring device 69 (duct portion temperature / humidity sensor). By using the temperature measuring device 69 as a duct portion temperature / humidity sensor, the dew point temperature T can be accurately calculated based on the humidity. That is, for example, as shown in FIG. 25, when cooling is performed when the temperature is 30 ° C. and the humidity is 70%, the humidity becomes 100% (saturated state) when the temperature reaches 24 ° C. When the temperature falls to 24 ° C., condensation occurs on the vehicle body strength member 22. Therefore, the dew point temperature T = 24 ° C. is obtained. Note that the dew point temperature T may be set to a preset temperature without providing the dew point temperature calculation unit 82.

  The operating temperature adjustment unit 83 outputs an open determination when the dew point temperature is T + b (° C.), and outputs a close determination when the dew point temperature is T + a (° C.). Note that b and a satisfy b> a> 0 (° C.). When the opening determination is issued, the opening operation unit 84 opens the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76. On the contrary, when the closing determination is issued, the closing operation unit 85 closes the opening / closing device 68 (bypass passage actuator, switching valve), and then the repeating unit 86 returns the processing to the processing start unit 76. This process is continued until the end.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the embodiments are only examples of the present invention, and the present invention is not limited to the configurations of the embodiments. Needless to say, design changes and the like within a range not departing from the gist of the invention are included in the present invention. Further, for example, when each embodiment includes a plurality of configurations, it is a matter of course that possible combinations of these configurations are included even if not specifically described. Further, when a plurality of embodiments and modifications are shown, it is needless to say that possible combinations of configurations extending over these are included even if not specifically described. Further, the configuration depicted in the drawings is of course included even if not particularly described.

1 is an overall perspective view of a duct-integrated vehicle body strength member structure according to Embodiment 1 of the present invention; FIG. 2 is a rear view of FIG. 1 (viewed from the rear of the vehicle). It is a side view of FIG. FIG. 2 is an exploded perspective view of FIG. 1. It is sectional drawing seen from the side explaining the internal structure of an air conditioning unit. It is sectional drawing seen from the side similar to FIG. 5 which shows a mode that warm air flows into a bypass channel. It is a partial back view which shows a mode that warm air is taken in into a clearance gap via a bypass channel. It is a partial expanded sectional view of the duct integrated body strength member of FIG. FIG. 3 is a control system diagram of the first embodiment. 10 is a flowchart showing internal processing of FIG. 9. It is a moist air diagram which shows the relationship between the temperature for calculating | requiring dew point temperature, and the amount of water vapor | steam. It is a whole perspective view of the duct integrated body strength member structure concerning Example 2 of the present invention. FIG. 13 is a rear view of FIG. 12 (viewed from the rear of the vehicle). It is a side view of FIG. It is a disassembled perspective view of FIG. It is sectional drawing seen from the side explaining the internal structure of an air conditioning unit. It is sectional drawing seen from the side similar to FIG. 16 which shows a mode that a warm air flows into a bypass channel. It is a partial back view which shows a mode that warm air is taken in into a clearance gap via a bypass channel. FIG. 18 is a partially enlarged cross-sectional view of the duct-integrated vehicle body strength member of FIG. 17. It is a disassembled perspective view which shows the relationship between an air conditioning unit and a stay duct. It is sectional drawing of the connection part of the air conditioning unit of FIG. 20, and a stay duct. It is the perspective view which looked at the stay duct from the direction different from FIG. FIG. 6 is a control system diagram of the second embodiment. It is a flowchart which shows the internal process of FIG. It is a moist air diagram which shows the relationship between the temperature for calculating | requiring dew point temperature, and the amount of water vapor | steam. FIG. 13 is an overall perspective view of a duct-integrated vehicle body strength member structure according to a modified example of FIG. 12. FIG. 27 is a rear view of FIG. 26 (viewed from the rear of the vehicle). It is a side view of FIG. FIG. 27 is an exploded perspective view of FIG. 26. It is a partial back view which shows a mode that warm air is taken in into a clearance gap via a bypass channel. It is a partial expanded sectional view of a duct integrated body strength member. It is sectional drawing of the connection part of an air conditioning unit and a stay duct. It is a disassembled perspective view which shows the relationship between a stay duct and a duct-shaped connection member. It is sectional drawing of the air-conditioning duct concerning a prior art example. FIG. 10 is a partial rear view of a duct-integrated vehicle body strength member according to a conventional example. It is sectional drawing of FIG.

Explanation of symbols

21 Vehicle width direction 22 Body strength member 24 Stay 25 Air conditioning unit 31 Air conditioning duct 38 Duct integrated body strength member 58 Heater core 61 Clearance 63 Outlet portion 64 Hot air 65 Bypass passage 66 Bypass duct 66 'Stay duct 68 Opening and closing device 69 Temperature Measuring instrument

Claims (4)

In a duct-integrated vehicle body strength member in which an air conditioning duct connected to an air conditioning unit is disposed inside a metal hollow vehicle body strength member extending substantially in the vehicle width direction,
Forming a gap between the vehicle body strength member and the air conditioning duct;
A duct-integrated vehicle body strength member structure characterized in that a bypass passage capable of bypassing the hot air that has passed through the heater core is provided between the gap and the exit side portion of the heater core of the air conditioning unit. The vehicle body strength member includes a stay extending substantially downward at the center thereof,
The air conditioning unit is disposed in the vicinity of the stay,
The bypass passage includes a bypass duct;
2. The duct-integrated vehicle body strength member structure according to claim 1, wherein the bypass duct is disposed along the stay.   The bypass passage is provided at a central portion of the vehicle body strength member and a stay duct formed by ducting a stay extending substantially downward, and a connecting portion that connects between the outlet side portion of the heater core and the lower end portion of the stay duct The duct-integrated vehicle body strength member structure according to claim 1. An opening / closing device is provided in the bypass passage,
A temperature measuring device capable of measuring the temperature of the vehicle body strength member is provided,
The duct-integrated vehicle body strength member structure according to any one of claims 1 to 3, wherein the switchgear is configured to be openable and closable based on a temperature detected from the temperature measuring device.

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