JP2013166407A - Variable duct support structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable duct support structure which prevents damage of other components upon light collision.SOLUTION: A variable duct support structure includes: a bumper face 10 with an aperture provided in a front end section of a vehicle body, through which air stream is introduced; and a variable duct 100 constituted by arranging movable louvers 120 and 130 inside a frame body 110, in which an upper part of the frame body is fixed to a top end 11c of the aperture, while a lower part of the frame body is fixed to a bottom end 12b of the aperture. A support strength for the bumper face of the upper part of the frame body against load input in a vehicle rear side direction to the frame body is lower than a support strength for the bumper face of the lower part of the frame body.

Description

  The present invention relates to a support structure for a variable duct provided in a bumper face opening at a front end of a vehicle, and particularly relates to a structure that suppresses damage to other components during a light collision.

In vehicles such as automobiles, cooling winds are introduced from openings provided in a front grille, a bumper face and the like at the front end of the vehicle to cool a radiator, a condenser of an air conditioner, an intercooler, and the like.
In recent years, a variable duct that can be opened and closed is provided at such an opening, and when the cooling load is small and the amount of running air can be small, the variable duct is closed to reduce air resistance. Things are known.

  As a conventional technique related to such a variable duct, for example, Patent Document 1 discloses a technique in which a variable duct (variable grill shutter device) is attached immediately before a radiator in the vicinity of the front end of an engine room.

Japanese Patent Laid-Open No. 2007-1503

  If the variable duct as described above can be provided not in front of the radiator but in the opening of the front bumper face, it is possible to further improve the aerodynamic characteristics of the vehicle when the variable duct is closed. Parts and the like that guide air from the opening of the face to the variable duct are not required, which is advantageous in terms of cost and weight.

However, such a variable duct is configured by incorporating an openable / closable shutter device and a driving mechanism thereof into a strong frame, and is rigid with respect to peripheral components such as a bumper face.
For this reason, when the vehicle collides with the bumper face at the time of a light collision and interferes with other parts such as a radiator, the other parts may be damaged, making it impossible to travel or increasing repair costs. Concerned.
In view of the above-described problems, an object of the present invention is to provide a variable duct support structure that suppresses damage to other components during a light collision.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is configured by disposing a bumper face provided at a front end portion of a vehicle body and having an opening into which traveling wind is introduced, and a movable louver inside the frame, and an upper portion of the frame is formed of the opening. A variable duct support structure having a variable duct fixed to an upper end portion and having a lower portion fixed to a lower end portion of the opening, wherein the upper portion of the frame body with respect to a load input to the vehicle rear side to the frame body The variable duct support structure is characterized in that the support strength for the bumper face is lower than the support strength for the bumper face below the frame body.
According to this, the upper part of the frame body is dropped from the bumper face at the time of collision, and the variable duct is rotated backward with the vicinity of the lower part of the frame body as the rotation axis. It can be passed with other parts.
As a result, damage to other parts arranged on the rear side of the variable duct can be suppressed, the cost and man-hour required for repair can be reduced, and the minimum travel performance, air conditioning performance, etc. can be ensured until repair. it can.

The invention according to claim 2 is characterized in that the upper portion of the frame body is fixed to the bumper face by using a fixing means that can be detached from the bumper face to the vehicle rear side. Support structure.
According to this, the effect mentioned above can be acquired reliably.

According to a third aspect of the present invention, interference between at least one of the radiator and the condenser is caused on the vehicle rear side of the variable duct when the variable duct rotates rearward with the lower end portion of the frame body as a rotation center. The variable duct support structure according to claim 1 or 2, wherein an avoidable space is provided.
According to this, interference with a radiator and a capacitor | condenser can be prevented at the time of rotation of a variable duct, and these damages can be prevented reliably.

The invention according to claim 4 partially reduces the surface rigidity against bending in the direction of lowering the rear end of the surface portion in the vehicle front side region of the surface portion to which the lower part of the frame body is attached in the bumper face. The variable duct support structure according to any one of claims 1 to 3, wherein a rotation promoting portion is formed.
According to this, rotation of a joint location with the lower part of the frame in the bumper face can be promoted, and the above-described effect can be obtained more reliably.

  As described above, according to the present invention, it is possible to provide a variable duct support structure that suppresses damage to other components during a light collision.

1 is a schematic cross-sectional view of a vehicle body front end portion of a vehicle having an embodiment of a variable duct support structure to which the present invention is applied, cut along a vertical plane at the center in the vehicle width direction, and shows a state in which the variable duct is opened before a collision. FIG. It is the typical top view which looked at the II section of Drawing 1 from the upper part. FIG. 2 is a schematic cross-sectional view showing the behavior of a variable duct at the time of a collision at the vehicle body front end portion of FIG. 1.

  The present invention aims to provide a variable duct support structure that suppresses damage to other components during a light collision, by reducing the support strength of the upper end of the variable duct relative to the lower end, thereby allowing the variable duct to move backward in the event of a collision. The problem was solved by securing a space that allows the variable duct to roll between the variable duct and the other rear parts.

Embodiments of a variable duct support structure to which the present invention is applied will be described below.
The variable duct support structure according to the embodiment is provided, for example, at a front end portion of a vehicle such as a passenger car.
FIG. 1 is a schematic cross-sectional view of a vehicle having a variable duct support structure according to an embodiment as viewed by cutting the front end of the vehicle body in a vertical plane at the center in the vehicle width direction, showing a state in which the variable duct is opened before the collision. FIG.
The front part of the vehicle body includes a bumper face 10, a bumper beam 20, a radiator 30, a capacitor 40, a radiator panel 50, an energy absorbing material (EA material) 60, a variable duct 100, and the like.

The bumper face 10 is an exterior member provided at the front end of the vehicle body, and is integrally formed of a resin material such as PP.
The bumper face 10 includes a main body part 11, an air dam part 12, and the like.
The main body portion 11 is a portion disposed at the lower portion of a front grill, a headlamp, etc. (not shown).
The air dam part 12 is disposed below the main body part 11 with a distance from the main body part 11.
Between the main body part 11 and the air dam part 12, there is an opening through which cooling running air is introduced.

The main body 11 has a front surface portion 11a, an upper surface portion 11b, and a lower surface portion 11c.
The front surface portion 11a is a surface portion that is disposed on the front side of the vehicle and substantially along the vertical direction.
The upper surface portion 11b is a surface portion that extends rearward from the upper end portion of the front surface portion 11a.
The lower surface portion 11c is a surface portion that extends rearward from the lower end portion of the front surface portion 11a.
The lower surface part 11c is arrange | positioned substantially horizontally, and the upper part of the variable duct 100 is fixed.

The air dam portion 12 includes a front surface portion 12a, an upper surface portion 12b, and a lower surface portion 12c.
The front surface portion 12a is a surface portion that is disposed on the vehicle front side and is disposed substantially along the vertical direction.
The upper surface portion 12b is a surface portion arranged to extend rearward from the upper end portion of the front surface portion 12a.
The lower surface portion 12c is a surface portion that extends rearward from the lower end portion of the front surface portion 12a.
A bent portion 12d that protrudes upward is formed at an intermediate portion in the front-rear direction of the upper surface portion 12b.
A region on the rear side of the bent portion 12d in the upper surface portion 12b is disposed substantially horizontally, and the lower portion of the variable duct 100 is fixed.
A region on the front side of the bent portion 12d in the upper surface portion 12b is disposed so as to be inclined forward.
The bent portion 12d has a function as a rotation promoting portion in which the surface rigidity of the upper surface portion 12b is partially reduced with respect to the bending in the direction of lowering the rear end portion of the upper surface portion 12b.

The bumper beam 20 is a beam-shaped member that is disposed on the rear side of the main body 11 of the bumper face 10 and extends substantially along the vehicle width direction.
The bumper beam 20 has a substantially rectangular closed cross section.

The radiator 30 cools engine coolant (not shown) by heat exchange with traveling wind.
The radiator 30 is configured by arranging a large number of fins around a tube through which cooling water passes.

The condenser 40 cools the vapor phase refrigerant of an air conditioner (not shown) by heat exchange with the traveling wind and condenses it into a liquid phase.
The capacitor 40 is configured by arranging a large number of fins around a tube through which the refrigerant passes.
The capacitor 40 is disposed in front of the radiator 30.

The radiator panel 50 is a frame-like vehicle body structural member provided around the radiator 30 and the capacitor 40 and supports them.
A radiator panel lower 51 having a closed cross-sectional shape is formed at a lower portion of the radiator panel 50 by joining a pair of sheet metal panels in a monaca shape.

The EA material 60 is disposed behind the air dam portion 12 and transmits the load input from the air dam portion 12 to the vehicle body side during a collision.
The EA material 60 is configured by connecting a plurality of ribs arranged in the front-rear direction of the vehicle and extending substantially along the vertical direction at the upper surface portion, and is integrally formed of, for example, a resin material.
A front end portion of the EA material 60 is inserted into the air dam portion 12, and a lower portion of the EA material 60 is disposed at a lower portion of the radiator panel 50.

The variable duct 100 is provided in the opening of the bumper face 10 and substantially opens and closes the opening.
The variable duct 100 includes a frame body 110, an upper louver 120, a lower louver 130, a link 140, an actuator 150 (see FIG. 3), and the like.
The frame 110 is formed substantially along the inner peripheral edge of the opening, and the planar shape viewed from the front side of the vehicle is substantially rectangular.
The interior of the frame 110 is an air flow path through which traveling wind passes when the variable duct 100 is opened.

The upper louver 120 and the lower louver 130 are strip-like members extending substantially along the vehicle width direction and provided between the left and right end portions of the frame 110.
The upper louver 120 and the lower louver 130 are spaced apart from each other in the vertical direction, and can be rotated around the rotation shafts 121 and 131 disposed substantially along the longitudinal direction.
The rotating shafts 121 and 131 are arranged at the center in the width direction of the upper louver 120 and the lower louver 130.
The upper louver 120 and the lower louver 130 rotate between a fully open state in which the main body portions are disposed substantially horizontally and a fully closed state in which the main body portions are disposed substantially along the vertical direction.
In the fully closed state, the upper louver 120 and the lower louver 130 substantially close the inside of the frame 110.

The upper louver 120 and the lower louver 130 include arm portions 122 and 132 that protrude upward and rearward with respect to the rotary shafts 121 and 131 when they are fully open.
The arm portions 122 and 132 are integrally formed with the upper louver 120 and the lower louver 130, respectively.
The link 140 connects the distal ends of the arm portions 122 and 132 of the upper louver 120 and the lower louver 130 on the rear side of the upper louver 120 and lower louver 130, and is rotatably connected to the arm portions 122 and 132. Yes.

As shown in FIG. 3, the actuator 150 is provided on the side of the frame 110 in the vicinity of the upper louver 120, and drives the upper louver 120 in response to a command from a variable duct control means (not shown).
The actuator 150 includes, for example, an electric motor and a reduction gear mechanism.
The position of the actuator 150 viewed from the front of the vehicle is offset from the radiator 30 and the capacitor 40.
When the upper louver 120 is driven and rotated by the actuator 150, the lower louver 130 is rotated in conjunction with the upper louver 120 by the link 140.
The variable duct control means acquires information about the cooling load from an engine control unit, an air conditioning control unit, etc. (not shown), and based on this, the variable duct 100 is closed when the cooling load is equal to or less than a predetermined value.
The variable duct 100 is pivoted until the front end portions of the upper louver 120 and the lower louver 130 in the open state are almost directly below the rotation shafts 121 and 131, so that the interior of the frame 110 is substantially formed by the upper louver 120 and the lower louver 130. Obstructed.

The variable duct 100 is fixed at the lower portion of the frame 110 to a region on the rear side of the bent portion 12d of the upper surface portion 12b of the air dam portion 12 of the bumper face 10 with a bolt-nut or the like.
The variable duct 100 is fixed to the lower surface portion 11c of the main body portion 11 of the bumper face 10 by using J nuts and bolts at the upper portion of the frame 110.
FIG. 2 is a schematic plan view of the II part of FIG. 1 viewed from above.
Bolt holes 13 are formed in the lower surface portion 11c, and groove portions 13a are formed between the rear portion of the bolt holes 13 and the rear end portion of the lower surface portion 11c.
The frame body 110 is fastened to the main body 11 of the bumper face 10 by inserting a J nut 14 fixed to the upper part of the frame body 110 from the rear side of the bumper face 10 in accordance with the bolt hole 13 and fastening with the bolt 15. Is done.
Further, when a load on the vehicle rear side is input to the upper portion of the frame 110, the bolt 15 is displaced together with the J nut 14 from the bolt hole 13 to the vehicle rear side, and the lower surface portion 11c via the groove portion 13a. It is pulled out to the rear side of and is coming off.
In this way, the upper part of the frame 110 can be detached from the bumper face 10 with a relatively small load relative to the lower part.

Hereinafter, the operation | movement at the time of the light collision of the variable duct support structure of the Example mentioned above is demonstrated.
FIG. 3 is a schematic cross-sectional view showing the behavior of the variable duct at the time of collision at the front end of the vehicle body in FIG.
In FIG. 3, the state before the collision is shown by a solid line, and the state after the collision is shown by a broken line.
As shown in FIG. 3, when the obstacle B collides with the height near the upper portion of the variable duct 100 from the lower portion of the main body portion 11 of the bumper face 10, the upper portion of the variable duct 100 is the main body portion of the bumper face 10. 11 and move backward to the rear of the vehicle.
The term “retreat” as used herein refers to a retreat relative to the center of the vehicle body such as a cabin.

When the backward load acting on the upper portion of the variable duct 100 reaches a predetermined value or more, the bolt 15 is dropped from the bumper face 10 together with the J nut 14 so that the upper end portion of the frame 110 is lower at the lower end. In the direction of retreating and descending with respect to the part, it rotates around the rotation axis existing in the vicinity of the lower end part and falls backward.
At this time, the upper surface portion 12b of the air dam portion 12 is bent in the vicinity of the bent portion 12d so that the region on the rear side of the bent portion 12d rotates, and the variable duct 100 is allowed to rotate.
It should be noted that between the lower end of the variable duct 100 and the radiator 30, the condenser 40, etc., the front and rear of the vehicle are arranged so that the upper end of the frame 110 does not interfere with the radiator 30 and the condenser 40 when the variable duct 100 is rotated. Spacing is provided in the direction.
The variable duct 100 is preferably rotated until the entire frame 110 is finally positioned at a position lower than the lower ends of the radiator 30 and the capacitor 40.

According to the embodiment described above, the radiator 30 is configured so that the upper part of the variable duct 100 is dropped from the bumper face 10 and falls backward at the time of a light collision of the vehicle. By passing the capacitor 40 and the like, it is possible to prevent them from being damaged.
As a result, repair costs and man-hours during a light collision can be reduced.
In addition, the minimum running performance, air conditioning performance, etc. can be ensured until repair.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the shape of the variable duct, the number of movable louvers, the specific configuration for driving and interlocking each movable louver are not limited to the above-described embodiments, and can be changed as appropriate.
Also, the shape of the bumper face and the method for fixing the variable duct are not particularly limited.
For example, the configuration in which the upper end portion of the variable duct can be dropped is not limited to that provided in the groove portion in the bolt hole as in the embodiment, and may be changed as appropriate, for example, a weak portion is provided in at least one of the bumper face and the variable duct. be able to.

DESCRIPTION OF SYMBOLS 10 Bumper face 11 Main-body part 11a Front part 11b Upper surface part 11c Lower surface part 12 Air dam part 12a Front part 12b Upper surface part 12c Lower surface part 12d Bending part 13 Bolt hole 13a Groove part 14 J nut 15 Bolt 20 Bumper beam 30 Radiator 40 Capacitor panel 50 Radiator panel lower 60 Energy absorber 100 Variable duct 110 Frame body 120 Upper louver 121 Rotating shaft 122 Arm portion 130 Lower louver 131 Rotating shaft 132 Arm portion 140 Link 150 Actuator

Claims (4)

A bumper face having an opening provided at the front end of the vehicle body and into which the traveling wind is introduced;
A variable duct support structure comprising a movable louver arranged inside a frame, and a variable duct having an upper part fixed to the upper end of the opening and a lower part fixed to the lower end of the opening. Because
The support strength for the bumper face at the upper part of the frame body with respect to the load input to the vehicle rear side to the frame body is made lower than the support strength for the bumper face at the lower part of the frame body. Duct support structure. 2. The variable duct support structure according to claim 1, wherein an upper portion of the frame body is fixed to the bumper face using fixing means that can be detached from the bumper face toward the vehicle rear side. Provided on the vehicle rear side of the variable duct is a space that can avoid interference with at least one of the radiator and the condenser when the variable duct is rotated rearward with the lower end of the frame as a rotation center. The variable duct support structure according to claim 1 or claim 2, wherein In the bumper face, a rotation promoting portion is formed in a region on the vehicle front side of the surface portion to which the lower portion of the frame body is attached, and the surface rigidity against bending in the direction of lowering the rear end portion of the surface portion is partially reduced. The variable duct support structure according to any one of claims 1 to 3, characterized in that:

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