JP2010083326A - Louver structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily set a falling load of a cowl louver. <P>SOLUTION: In this louver structure for a vehicle, unnecessary deformation of the cowl louver 16 is suppressed since portions between a plurality of slits 24 for breaking exert rigidity at a normal time when an impact force is not acted on the cowl louver 16. When a downward impact force of a prescribed value or more is input into the vertical wall 16A of the cowl louver 16, stress is concentrated on hole edges on both sides of the vehicle width direction of the plurality of slits 24 in the vicinity of the input part of the impact force, and cracks are generated in the stress concentration part. The cracks are transmitted to the adjacent slit 24, the cowl louver 16 is broken, and the vertical wall 16A can fall from a plane 16B. The lower end of the vertical wall 16A is arranged to be offset to a vehicle rear side in relation to the rear end of an upper end connecting part 18A of a cowl 18, and thereby the upper end connecting part 18A can be prevented from being a hindrance of the falling of the vertical wall 16A. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle louver structure including a cowl louver provided between a vehicle hood and a windshield glass.

  Conventionally, a cowl panel having a structure in which a mounting flange provided at a lower front end of a cowl top garnish (cowl louver) is fastened to an upper surface of a front bulkhead (cowl) by a clip and a notch is formed at a base portion of the mounting flange. A front bulkhead structure is known (see, for example, Patent Document 1).

In the structure shown in the patent document, when a pedestrian's head or the like collides with the rear part of the hood (hood), the mounting flange of the cowl top garnish is released from the fastening force by the clip, and the mounting flange is By turning at the base, the cowl top garnish is dropped to the lower rear.
JP 2002-46649 A

  However, in the above-described structure, the load when the cowl top garnish drops off depends on the fastening force of the clip, the depth of the notch of the mounting flange, etc., so it is difficult to stably exhibit the predetermined dropping load. is there. That is, during normal times (for example, when washing a car), the cowl top garnish is not deformed even if a person touches it, and a drop load is applied so that the cowl top garnish (cowl louver) can easily fall off when an impact force is applied. It is difficult to set and there is room for improvement.

  An object of the present invention is to obtain a vehicle louver structure in which the falling load of a cowl louver can be easily set in consideration of the above facts.

  According to a first aspect of the present invention, there is provided a vehicular louver structure including a cowl louver having a vertical wall portion and a flat surface portion that extends forward from the lower end of the vertical wall portion and is coupled to the upper side of the upper end coupling portion of the cowl. In the vehicle louver structure provided, a plurality of through holes are provided side by side in the vehicle width direction on a ridge line where the vertical wall portion and the plane portion intersect or in the vicinity of the ridge line in the plane portion, Stress concentration portions are provided at the hole edge portions on both sides in the vehicle width direction of the plurality of through holes, and the lower end of the vertical wall portion is disposed offset from the rear end of the upper end coupling portion toward the rear of the vehicle. It is characterized by.

  In addition, the “ridge line” according to claim 1 is a top portion of a bent portion provided between the vertical wall portion and the flat surface portion, and “the vicinity of the ridge line” according to claim 1 is a plurality of Is that the through-holes are arranged at the rear of the vehicle with respect to the coupling position between the flat surface portion and the upper end coupling portion, and more specifically, whether the plurality of through-holes overlap the bent portion (R portion). Or the hole edge part of a some through-hole is contacting the edge of the said bending part.

  Further, the “stress concentration portion” described in claim 1 can be provided by, for example, setting corners, notches, or notches at both end portions in the vehicle width direction of the plurality of through holes.

  In the vehicle louver structure according to claim 1, in a normal state where no impact force acts on the cowl louver, the portion between the plurality of through holes of the cowl louver exhibits rigidity, thereby suppressing unnecessary deformation of the cowl louver. be able to.

  On the other hand, when a downward impact force of a predetermined value or more is input to the vertical wall portion of the cowl louver, in the vicinity of the impact force input portion, hole edges (stress concentration portions) on both sides in the vehicle width direction of the plurality of through holes. ) Stress concentrates and cracks occur in the stress concentration area. Then, when the crack propagates to the adjacent through hole, the cowl louver is broken, and the vertical wall portion can be detached from the flat portion. In addition, since the lower end of the vertical wall portion is disposed offset from the rear end of the upper end coupling portion of the cowl toward the rear of the vehicle, the upper end coupling portion can be prevented from interfering with the falling off of the vertical wall portion.

  Thus, in this vehicle louver structure, since the cowl louver is broken by the plurality of through holes, the vertical wall portion is dropped, so the vertical wall portion is dropped by appropriately changing the number and shape of the plurality of through holes. The load can be set to a desired value. Therefore, it is easy to set the drop load.

  A vehicle louver structure according to a second aspect of the present invention is the vehicle louver structure according to the first aspect, wherein the cowl louver is provided with acute corners at both ends of the through hole in the vehicle width direction. The stress concentration portion is provided.

  In the vehicle louver structure according to the second aspect, acute corners are provided at both ends in the vehicle width direction of the plurality of through holes of the cowl louver, and stress concentrates around these acute corners. For this reason, a stress concentration part can be provided in the cowl louver with a simple configuration.

  A vehicle louver structure according to a third aspect of the present invention is the vehicle louver structure according to the first or second aspect, wherein the vertical wall portion has a plurality of ventilation holes having corners at the lower end. The corner portions of the vent holes and the end portions of the through holes in the vehicle width direction are arranged on the same virtual plane orthogonal to the vehicle width direction. It is said.

  In the vehicle louver structure according to claim 3, the corner portion provided at the lower end of the vent of the vertical wall portion and the end portion of the through hole in the vehicle width direction are the same in the same virtual direction. It is arrange | positioned on the plane and the distance between the lower end corner | angular part of a ventilation hole and the vehicle width direction edge part of a through-hole is set to the shortest. Thereby, since the crack produced from the vehicle width direction edge part of a through-hole can be suitably propagated to the lower end corner part of the vent hole of a vertical wall part, the fracture | rupture of a cowl louver can be promoted favorably.

  As described above, in the vehicle louver structure according to the present invention, the falling load of the cowl louver can be easily set.

<First Embodiment>
FIG. 1 is a schematic longitudinal sectional view showing a partial configuration of a vehicle body front portion of a vehicle 10 configured by applying the vehicle louver structure according to the first embodiment of the present invention. . FIG. 2 is a perspective view showing a partial configuration of the cowl louver 16 and the cowl 18 that constitute the vehicle body front portion of the vehicle 10. Further, FIG. 3 is a perspective view showing a partial configuration of the cowl louver 16, and FIG. 4 is a sectional view taken along line 4-4 of FIG. In the figure, the arrow FR indicates the vehicle front direction, the arrow UP indicates the vehicle upward direction, and the arrow IN indicates the vehicle width inside direction.

  As shown in FIG. 1, the vehicle 10 according to the first embodiment includes a hood 14 that covers the engine room 12. A cowl louver 16 is disposed on the rear side of the hood 14. The cowl louver 16 is formed by press-molding a metal plate. The cowl louver 16 is formed by pressing a vertical wall portion 16A disposed below the rear end portion 14A of the hood 14 and the lower end of the vertical wall portion 16A toward the front of the vehicle. And an extending flat surface portion 16B.

  The rear end side of the flat surface portion 16B is placed above the upper end coupling portion 18A of the cowl 18 disposed below the cowl louver 16, and the lower end of the vertical wall portion 16A is located with respect to the rear end of the upper end coupling portion 18A. The planar portion 16B and the upper end coupling portion 18A are coupled by spot welding or the like with the vehicle being offset toward the rear. An upper end portion of a dash panel (not shown) is coupled to the lower end coupling portion 18B of the cowl 18 by spot welding or the like, whereby the cowl louver 16 is supported by the dash panel via the cowl 18.

  On the other hand, from the upper end of the vertical wall portion 16A, an upper wall portion 16C extends toward the rear of the vehicle, and a rear end portion of the upper wall portion 16C has a lower end portion (front end portion) of a windshield glass (not shown). ) Are connected.

  As shown in FIG. 2, the vertical wall portion 16 </ b> A is provided with a plurality of air conditioning slits 20 (vent holes) arranged in the vehicle width direction. These air conditioning slits 20 are for introducing outside air into the vehicle interior, and are formed over substantially the entire region of the cowl louver 16 in the vehicle width direction. Further, as shown in FIG. 3, these air conditioning slits 20 are formed in a vertically long rectangle, and a pair of left and right corners 22 is provided at the lower end of each air conditioning slit 20.

  Breaking slits 24 (through holes) are respectively formed below the air conditioning slits 20. As shown in FIG. 4, these breaking slits 24 are on the top of the bent portion 26 between the vertical wall portion 16A and the flat portion 16B, that is, on the ridge line 28 where the vertical wall portion 16A and the flat portion 16B intersect. The cowl louver 16 is arranged side by side in the vehicle width direction over substantially the entire region of the cowl louver 16 in the vehicle width direction.

  These breaking slits 24 are formed in a hexagonal shape that is long in the vehicle width direction, and acute corner portions 30 are provided at both ends in the vehicle width direction. These corners 30 are arranged on the ridge line 28. For this reason, in this cowl louver 16, when a downward impact force is input to the vertical wall portion 16A, the periphery of the corner portion 30 of the breaking slit 24 (stress concentration portion 32 shown in FIGS. 3 and 5). ) Stress is concentrated.

  As shown in FIG. 5, the tip of each corner portion 30 of each breaking slit 24 is formed in an arc shape (R is attached), which is used when the cowl louver 16 is press-molded. This is to ensure the durability of the mold, and the same R (not shown) is also attached to the corners of the air conditioning slits 20.

  Further, as shown in FIG. 6, the length dimension along the vehicle width direction of each breaking slit 24 is set to the same dimension as the width dimension along the vehicle width direction of each air conditioning slit 20, The corner 22 at the lower end of each air conditioning slit 20 and the corner 30 of each breaking slit 24 extend in the direction in which the vertical wall portion 16A extends from the rear end of the flat portion 16B (FIGS. 3, 4, and 6). In the direction of arrow A). In other words, the corner 22 and the corner 30 are arranged on the same virtual plane (see the dashed line in FIG. 6) orthogonal to the vehicle width direction, and the corner 22 and the corner 30 are in the vehicle. They are arranged at the same position in the width direction.

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

  In this embodiment, during normal times when the impact force does not act on the cowl louver 16, unnecessary deformation is suppressed in the cowl louver 16 because the portion between the plurality of breaking slits 24 exhibits rigidity.

  On the other hand, as shown in FIG. 1, when a collision object 34 collides with the rear end side of the hood 14 and a downward impact force F <b> 1 is input, the rear end portion 14 </ b> A of the hood 14 is attached to the vertical wall portion 16 </ b> A of the cowl louver 16. Colliding with the upper end, a downward impact force F2 is input to the vertical wall 16A. When the impact force F2 is greater than or equal to a predetermined value, stress concentrates on the hole edges (stress concentration portions 32) on both sides in the vehicle width direction of the breaking slit 24 in the vicinity of the input portion of the impact force F2, and stress concentration. A crack C1 (see FIG. 6) occurs in the portion 32. And the crack C1 which arose in the stress concentration part 32 propagates to the corner | angular part 30 of the adjacent slit 24 for a fracture | rupture, and thereby the cowl louver 16 breaks at the ridgeline 28 (high strength bending part 26), and the vertical wall part 16A becomes. It becomes possible to drop off from the flat portion 16B.

  In addition, since the lower end of the vertical wall portion 16A is arranged offset from the rear end of the upper end coupling portion 18A of the cowl 18 toward the rear of the vehicle, the upper end coupling portion 18A obstructs the falling off of the vertical wall portion 16A. The vertical wall portion 16A is dropped downward by the impact force. Thereby, the rear end side of the hood 14 is allowed to be displaced downward, and the impact force received by the collision object 34 is reduced.

  FIG. 7 is a diagram showing the relationship between the acceleration in the vehicle front-rear direction received by the colliding object 34 colliding with the rear end side of the hood 14 and time. In FIG. 7, a solid line indicates a case where the breaking slit 24 is provided in the cowl louver 16, and a broken line indicates a case where the breaking slit 24 is not provided in the cowl louver 16. As can be seen from FIG. 7, when the breaking slit 24 is provided, the timing and magnitude of the acceleration of the collision object 34 change, and the obstacle value (for example, the head of the pedestrian) that the collision object 34 (for example, a pedestrian) receives It can be seen that (Head Injury Criteria) is greatly reduced (for example, about 20% is reduced). Therefore, the pedestrian protection performance can be greatly improved.

  As described above, in the first embodiment, the cowl louver 16 is broken by the plurality of breaking slits 24 to drop the vertical wall portion 16A. Therefore, the number and shape of the breaking slits 24 can be appropriately set and changed. The falling load of the vertical wall portion 16A can be set to a desired value. Therefore, the setting of the drop-off load is easy, and the predetermined drop-off load can be stably exhibited.

  Further, in the first embodiment, since the breaking slits 24 are provided in substantially the entire region of the cowl louver 16 in the vehicle width direction, the dropout load of the vertical wall portion 16A does not vary in the vehicle width direction. Even pedestrian protection performance can be improved.

  Furthermore, in the first embodiment, the vertical wall portion 16A can be removed simply by providing the cowl louver 16 with the breaking slit 24, so that the pedestrian protection performance is improved without increasing the number of parts and the manufacturing cost. be able to.

  Furthermore, in the first embodiment, acute corner portions 30 are formed at both ends in the vehicle width direction of the plurality of breaking slits 24 of the cowl louver 16, so that each of the breaking slits 24 on both sides in the vehicle width direction is formed. Since the stress concentration portion 32 is provided at the hole edge portion, the stress concentration portion 32 can be provided on the cowl louver 16 with a simple configuration, and the shape of the breaking slit 24 is good in design (hexagonal shape). Etc.).

  Further, in the first embodiment, the same hypothesis that the lower end corner portion 22 of the vent hole 20 provided in the vertical wall portion 16A and the corner portion 30 of the breaking slit 24 are orthogonal to the vehicle width direction. It is arrange | positioned on a plane (refer the dashed-dotted line of FIG. 6), and it is comprised so that the distance of the lower end corner | angular part 22 and the corner | angular part 30 may become the shortest. For this reason, as shown in FIG. 6, the crack C <b> 2 generated from the vehicle width direction end portion of the breaking slit 24 can be propagated well to the lower end corner portion 22 of the vent hole 20, whereby the cowl louver 16. Can be favorably promoted.

  In the first embodiment, since the vertical wall portion 16A can be allowed to be displaced downward on the rear end side of the hood 14 as described above, the rear end portion 14A of the hood 14 is used as the vertical wall portion. It can be arranged above 16A. Therefore, the design restrictions of the vehicle 10 can be reduced, and it is possible to achieve both design requirements and pedestrian protection performance.

  In the first embodiment, the breaking slit 24 (through hole) is formed in a hexagonal shape that is long in the vehicle width direction. However, the present invention is not limited to this, and for example, FIG. You may make it the shape like the slits 36-60 for a fracture | rupture shown by (M). 8A to 8M, the left-right direction of the paper surface is the vehicle width direction, and the corners (including 90 degrees) are provided at both ends of the breaking slits 36-56 in the vehicle width direction. Is provided. Further, small notches 59 (notches) are provided at both ends of the breaking slit 58 in the vehicle width direction, and the periphery of these notches 59 is a stress concentration portion. Further, in the breaking slit 60, small holes 61 are provided on both sides in the vehicle width direction, and the periphery of these holes 61 is a stress concentration portion.

  Moreover, in the said 1st Embodiment, although it was set as the structure by which the slit 20 (air vent) for air conditioning was formed in the vertically long rectangle, this invention is not limited to this, The shape of an air vent can be changed suitably. . For example, a vertically long rhombus or a vertically long triangle may be used. The above points are the same in other embodiments of the present invention described below.

Next, another embodiment of the present invention will be described. In addition, about the structure and effect | action fundamentally similar to the said 1st Embodiment, the same code | symbol as the said 1st Embodiment is provided, and the description is abbreviate | omitted.
<Second Embodiment>
FIG. 9 is a developed view showing a partial configuration of a cowl louver 70 constituting a vehicle louver structure according to the second embodiment of the present invention. This embodiment has basically the same configuration as the first embodiment, but in this embodiment, the air conditioning slits 20 and the breaking slits 24 are alternately arranged in the vehicle width direction. The corner portion 22 at the lower end of the air conditioning slit 20 and the corner portion 30 of the breaking slit 24 are arranged on the same virtual plane (see the dashed line in FIG. 9) orthogonal to the vehicle width direction. .

Also in this embodiment, the crack C2 generated from the end portion in the vehicle width direction of the breaking slit 24 can be propagated well to the lower end corner portion 22 of the vent hole 20, thereby favorably breaking the cowl louver 16. Can be promoted.
<Third Embodiment>
FIG. 10 is a developed view showing a partial configuration of a cowl louver 80 constituting a vehicle louver structure according to the third embodiment of the present invention. This embodiment has basically the same configuration as that of the first embodiment. In this embodiment, instead of the breaking slit 24 according to the first embodiment, the breaking slit 24 is used. In addition, a slit 82 (through hole) that is long in the vehicle width direction is provided, and the corner portion 22 at the lower end of the air conditioning slit 20 and the corner portion 30 of the fracture slit 82 are orthogonal to the vehicle width direction. Are arranged on the same virtual plane (see the dashed line in FIG. 10).

Also in this embodiment, the crack C2 generated from the end portion in the vehicle width direction of the breaking slit 82 can be propagated favorably to the lower end corner portion 22 of the vent hole 20, thereby favorably breaking the cowl louver 16. Can be promoted.
<Fourth Embodiment>
FIG. 11 is a longitudinal sectional view showing a partial configuration of a cowl louver 90 and a cowl 18 constituting a vehicle louver structure according to a fourth embodiment of the present invention. This embodiment has basically the same configuration as the first embodiment, but the configuration of the cowl louver 90 is different from the cowl louver 16 according to the first embodiment.

  The cowl louver 90 has basically the same configuration as the cowl louver 16 according to the first embodiment. However, in the cowl louver 90, the breaking slit 24 is not on the ridge line 28, but the rear end of the plane portion 16B. It is arrange | positioned in the vicinity of the ridgeline 28 in a part. Specifically, the breaking slit 24 is disposed on the rear side of the vehicle with respect to the coupling position (spot welding portion not shown) between the flat surface portion 16B and the upper end coupling portion 18A, and the rear end of the breaking slit 24 (FIG. 11). Then, the right end) is in contact with the end (R end) of the bent portion 26.

  Further, in this embodiment, the flat portion 16B of the cowl louver 90 is coupled to the upper end coupling portion 18A with an upper body in which the breaking slit 24 is offset from the rear end of the upper end coupling portion 18A of the cowl 18 toward the rear of the vehicle. .

  In this embodiment, since the breaking slit 24 is provided in the vicinity of the ridgeline 28 of the cowl louver 90, the cowl louver 90 can be broken in the immediate vicinity of the bending portion 26 having high strength, and the vertical wall portion 16A can be satisfactorily dropped. Can be made. Therefore, there are basically the same effects as the first embodiment. In FIG. 11, the breaking slit 24 may be slightly shifted to the right side (ridge line 28 side) (a configuration in which the breaking slit 24 and the bending portion 26 overlap in the vehicle longitudinal direction).

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic longitudinal sectional view showing a partial configuration of a vehicle body front portion of a vehicle configured by applying a vehicle louver structure according to a first embodiment of the present invention. FIG. 3 is a perspective view showing a partial configuration of the cowl louver and the cowl according to the first embodiment of the present invention. It is a perspective view which shows the partial structure of the cowl louver which concerns on the 1st Embodiment of this invention. FIG. 4 is a cross-sectional view corresponding to line 4-4 in FIG. 3. It is an expanded development view of the slit for fracture of the cowl louver concerning the 1st embodiment of the present invention. It is an expanded view which shows the partial structure of the cowl louver which concerns on the 1st Embodiment of this invention. It is a diagram which shows the relationship between the acceleration of the vehicle front-back direction which the collision object which collided with the rear-end side of the vehicle hood, and time. It is a figure which shows the various modifications of the slit for a fracture | rupture which concerns on the 1st Embodiment of this invention. It is an expanded view which shows the partial structure of the cowl louver which concerns on the 2nd Embodiment of this invention. It is an expanded view which shows the partial structure of the cowl louver which concerns on the 3rd Embodiment of this invention. It is a longitudinal cross-sectional view which shows the partial structure of the cowl louver and cowl which concern on the 4th Embodiment of this invention.

Explanation of symbols

16 Cowl louver 16A Vertical wall part 16B Plane part 18 Cowl 18A Upper end joint part 20 Air conditioning slit (vent)
22 Corner part 24 Breaking slit (through hole)
28 Ridge line 30 Corner part 32 Stress concentration part 36-60 Slit for break (through hole)
70 Cowl louver 80 Cowl louver 82 Breaking slit (through hole)
90 cowl louvers

Claims (3)

A vehicle louver structure including a cowl louver having a vertical wall portion and a plane portion that extends forward from the lower end of the vertical wall portion and is coupled to the upper side of the upper end coupling portion of the cowl,
A plurality of through holes are provided side by side in the vehicle width direction on a ridge line where the vertical wall portion and the plane portion intersect or in the vicinity of the ridge line in the plane portion, and on both sides of the plurality of through holes in the vehicle width direction. A louver structure for a vehicle, wherein a stress concentration portion is provided at a hole edge, and a lower end of the vertical wall portion is arranged offset from a rear end of the upper end coupling portion toward the rear of the vehicle.   2. The vehicle louver structure according to claim 1, wherein the cowl louver is provided with the stress concentration portion by providing acute corner portions at both ends of the through hole in the vehicle width direction.   The vertical wall portion is provided with a plurality of vent holes having a corner portion at the lower end side by side in the vehicle width direction, and the corner portion of the vent hole and the end portion of the through hole in the vehicle width direction are the vehicle width. The vehicle louver structure according to claim 1 or 2, wherein the vehicle louver structure is disposed on the same virtual plane perpendicular to the direction.

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