JP2017065423A - Wind noise reduction structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wind noise reduction structure for a vehicle capable of reducing the wind noise by suppressing confluence of air flows communicating through a cullis space of a cowl panel with regard to air streams around front pillars.SOLUTION: A wind noise reduction structure for a vehicle comprises air stream discharge ducts 41 each of which is disposed at each side end of a cowl panel 20, each of which is continued to a cullis space, and each of which has an air stream discharge hole 31 on a side surface of a front fender 2, wherein each of the air stream discharge ducts 41 has a substantially same cross-sectional shape from an end part at the cullis space 22 side to an end part at a side surface side of the front fender 2. Thereby, air flowing in a width direction through the cullis space of the cowl panel 20 can be led to air stream discharge ducts 41, each of which allows the air to be discharged through the air stream discharge hole 31 on a side surface of the front fender 2.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a wind noise reduction structure for a vehicle for suppressing wind noise generated in the vicinity of a front pillar.

  A vehicle such as an automobile has a windshield provided at the upper part on the front side of the passenger compartment, and front pillars provided on both sides of the windshield in the width direction. The front pillar is inclined rearward together with the windshield from the lower end side toward the upper end side, and the side window is located on the rear side. A cowl extending in the vehicle width direction of the body is installed at the lower end of the windshield, and the drainage of rainwater that has flowed down from the windshield and the introduction of outside air into the passenger compartment are performed through this cowl (for example, Patent Document 1).

  The cowl is disposed between the windshield and the front hood. In recent years, a saddle-shaped cowl panel has become the mainstream in place of the box-shaped cowl box. Normally, the cowl panel is manufactured by resin injection molding, and a ridge having a U-shaped cross section or a V-shaped cross section is formed immediately below the windshield, and both ends thereof are located on the inner side in the width direction of the front fender. . Note that the ridges are curved so as to go backward from the center to the left and right so as to follow the curvature of the lower end of the windshield in plan view (see, for example, Patent Document 2).

JP-A-8-127365 JP 2000-280934 A

  When the automobile is running, engine noise, tire noise, various wind noises, etc. become noise for the occupant, which are factors that impair the comfort of the occupant. In particular, wind noise in the vicinity of the front pillar (hereinafter, simply referred to as wind noise) is generated near the head of the passenger in the driver's seat and passenger seat, and this is a cause of impairing the comfort of the automobile. Wind noise is generated by air flowing along the front surface of the windshield and flowing backward from the front pillar. In other words, the air flowing along the front surface of the windshield becomes a vertical vortex that wraps around the center of the vehicle immediately after peeling off at the rear edge of the front pillar, and generates wind noise by colliding with the air flowing on the side of the front pillar. Let

  The magnitude of the wind noise has a positive correlation with the amount of air flowing backward from the front pillar. In an automobile equipped with the above-described cowl panel, the flow rate of air increases at the lower part of the front pillar, so that the wind noise increases. That is, part of the air flowing along the front surface of the front hood flows in the width direction in the heel space curved rearward after a part of the air is blown into the heel space of the cowl panel.空 気 The air that flows at both ends of the space in the width direction collides with the inner surface of the front fender in the width direction, turns upward, gets over the front fender, flows in the width direction along the front surface of the windshield, and flows through the front pillar. It merges with the air flowing into the lower part. As a result, the flow rate of the air that peels off at the rear edge of the lower part of the front pillar increases, and the above-described vertical vortex increases and wind noise increases.

  An object of the present invention is to reduce the wind noise of a vehicle by suppressing the merging of the air flow that has circulated through the eaves space of the cowl panel with the air flow in the vicinity of the front pillar. It is to provide a reduction structure.

  In order to achieve the above object, the present invention provides a windshield provided above a main body, and a front windshield that is provided so as to rise obliquely upward from the main body rearward and supports side edges of the windshield. A vehicle including a pillar and a cowl that is provided below the windshield and constitutes a saddle space, and is provided at a side end of the cowl that is continuous with the saddle space and opens on a side surface of the main body. The air flow discharge path has substantially the same cross-sectional shape and cross-sectional area from the end on the side of the saddle space to the end on the side of the side of the main body.

  As a result, the air flowing in the width direction of the cowl space of the cowl is guided to the airflow discharge path and discharged from the opening on the side surface of the main body.

  According to the present invention, since the air flowing in the width direction in the cowl space of the cowl can be guided to the airflow discharge path and discharged from the opening on the side surface of the main body, the cowl against the air flow in the vicinity of the front pillar can be discharged. It is possible to suppress the merging of the air flows that have circulated through the kite space, and to reduce wind noise.

1 is an overall perspective view of an automobile showing an embodiment of the present invention. FIG. 2 is an enlarged plan view of a portion A in FIG. 1. It is an enlarged side view of the A section in FIG. It is BB expanded sectional drawing in FIG. It is CC sectional drawing in FIG. It is a principal part top view which shows the effect | action of embodiment. It is a principal part side view which shows the effect | action of embodiment.

  1 to 7 show an embodiment of the present invention.

  An automobile 1 as a vehicle having a wind noise reduction structure according to the present invention is a sedan type passenger car, and includes a front fender 2, a front hood 3, a front door 4, a rear door 5, a rear fender 6, and the like as shown in FIG. It has a main body 10 as an outer shell. A front pillar 11, a center pillar 12, and a rear pillar 13 extend upward from the main body 10, and a roof 14 is supported on the upper ends of the pillars 11 to 13.

  The front pillar 11 and the roof 14 support the outer edge of the windshield 15 that defines the upper front of the passenger compartment. The windshield 15 has a curved shape that is inclined backward, and the front pillar 11 is inclined backward corresponding to the inclination of the side edge of the windshield 15. Note that side glasses 16 and 17 are held up and down on the front door 4 and the rear door 5, respectively, and a door mirror 18 is attached to the top of the front door 4.

  A cowl panel 20 of a resin injection molded product is mounted in front of the lower edge of the windshield 15 along the vehicle width direction. As shown in FIG. 4, the cowl panel 20 has a gutter groove 21 having an arc cross-sectional shape so as to discharge rainwater flowing from the front hood 3 and the windshield 15 when traveling in the rain. The ridge groove 21 is curved so as to follow backward from the center to the left and right so as to follow the curvature of the lower end side of the windshield 15, and is substantially between the extension line L to the rear of the front hood 3. A semi-circular cross-sectional space 22 is defined.

  As shown in FIG. 2, the cowl panel 20 has a plurality of outside air introduction holes 23 for introducing outside air into the passenger compartment, and a rubber seal 24 that is in close contact with the lower surface of the front hood 3 is attached to the front end. Yes. The cowl panel 20 covers a wiper mechanism (wiper motor or wiper arm) (not shown) attached to the bulkhead.

  As shown in FIG. 3, the front fender 2 is formed with an air flow discharge hole 31 as an oblong opening that is long in the front and rear, and as a rectangular rectifying member that is long in the front and rear immediately above the air flow discharge hole 31. A rectifying plate 32 is provided. The airflow discharge hole 31 is located immediately below the base portion of the front pillar 11 in the front-rear direction and below the rising start portion of the front pillar 11 with respect to the main body 10 in the vertical direction. On the other hand, the front end of the rectifying plate 32 is substantially at the same position as the front end of the airflow discharge hole 31, but the rear end extends rearward from the rear end of the airflow discharge hole 31. The rectifying plate 32 is attached to the front fender 2 by a resin pin (not shown) provided on the attachment surface so that it easily drops off in the event of a collision, but from the back surface (inner surface) of the front fender 2. It may be fastened with a screw or the like.

  At the side end of the cowl panel 20, an air flow discharge duct 41 is installed as a cylindrical air flow discharge path in a resin injection molded product so as to communicate the eaves space 22 and the air flow discharge hole 31 of the front fender 2. ing. As shown in FIG. 2, the air flow discharge duct 41 is continuously curved from the side end portion of the cowl panel 20 with substantially the same curvature as that of the collar space 22 in plan view, and has an inner end (introduction of air flow). Side) 41 a continues to the eaves space 22, while the outer end (air flow discharge side) 41 b has an oval cross section that continues to the air flow discharge hole 31. The airflow discharge duct 41 has a cross-sectional area equal to or larger than the cross-sectional area of the eaves space 22 and has the same cross-sectional shape from the inner end 41a to the outer end 41b. It is inserted in. The airflow discharge hole 31 has a cross-sectional area equal to or larger than the cross-sectional area of the flow path of the airflow discharge duct 41 and has the same shape as the cross-sectional shape of the airflow discharge duct 41.

  In the automobile 1 configured as described above, when traveling forward, most of the air flowing through the upper portion of the front hood 3 flows rearward from the windshield 15 via the roof 14 and the front pillar 11. The part flows into the heel space 22 of the cowl panel 20.

  An air flow that flows in the width direction along the front surface of the windshield 15 and flows to the rear edge of the front pillar 11, immediately after peeling at the rear edge of the front pillar 11, as shown by arrows in FIGS. It becomes a vertical vortex that goes around the center of the vehicle body, and generates wind noise by colliding with the air that flows through the side of the front pillar 11.

  On the other hand, as shown in FIG. 6 and FIG. 7, the air flowing into the heel space 22 circulates in the heel space 22 along the heel groove 21 curved so that both end sides face rearward toward the end in the width direction. Then, after being introduced into the air flow discharge duct 41, it passes through the air flow discharge duct 41 and is discharged from the air flow discharge hole 31 of the front fender 2. At this time, the air flow discharge duct 41 is formed to have the same cross-sectional shape and cross-sectional area from the inner end 41a to the outer end 41b, and has substantially the same curvature as the saddle space 22 continuously from the side end portion of the cowl panel 20. Therefore, the air that has circulated through the eaves space 22 reaches the airflow discharge hole 31 with almost no resistance, and is smoothly discharged obliquely rearward from the airflow discharge hole 31. The air discharged from the air flow discharge hole 31 is restrained from flowing toward the front pillar 11 located above by the rectifying plate 32, and flows backward together with the air flowing on the side of the front fender 2. This makes it difficult for the air that has flowed into the cowl panel 20 to merge with the air flow in the vicinity of the front pillar 11, and the increase in wind noise caused by the strengthening of the vertical vortex is effectively suppressed.

  As described above, according to the wind noise reduction structure for a vehicle of the present embodiment, the air having the airflow exhaust hole 31 on the side surface of the front fender 2 at the side end of the cowl panel 20 and continuing to the saddle space 22. A flow discharge duct 41 is provided, and the air flow discharge duct 41 has substantially the same cross-sectional shape and cross-sectional area from the inner end 41a to the outer end 41b.

  As a result, the air flowing in the width direction in the eaves space 22 of the cowl panel 20 can be guided to the air flow discharge duct 41 and discharged from the air flow discharge hole 31 on the side surface of the front fender 2. Therefore, it is possible to suppress the merging of the air flow that has circulated through the eaves space 22 of the cowl panel 20 with respect to the air flow, and to reduce wind noise.

  The saddle space 22 has a shape curved along the lower end side of the windshield 15, and the airflow discharge duct 41 is curved from the side end of the cowl panel 20 with substantially the same curvature as the saddle space 22. doing.

  Accordingly, the air that has circulated through the eaves space 22 can reach the air flow discharge hole 31 with almost no resistance, so that the air flows in the eaves space 22 of the cowl panel 20 against the air flow in the lower portion of the front pillar 11. It is possible to more reliably suppress the merging of the air flows.

  Further, the airflow discharge hole 31 has an area equal to or larger than the cross-sectional area of the flow path of the airflow discharge duct 41, and has the same shape as the cross-sectional shape of the airflow discharge duct 41.

  As a result, the air that has flowed through the airflow discharge duct 41 can be discharged from the airflow discharge hole 31 with almost no resistance, so that the saddle space 22 of the cowl panel 20 with respect to the flow of air in the lower portion of the front pillar 11. It becomes possible to more reliably suppress the merging of the flow of air that has circulated.

  In addition, this invention is not restricted to the said embodiment, A various change implementation is possible. For example, although the above embodiment is an application of the present invention to a sedan type passenger car, it is naturally applicable to a one box type car, a minivan type (so-called 1.5 box type) car, a convertible type car, and the like. is there. Further, the airflow discharge hole is not limited to the front fender illustrated in the above embodiment, and may be installed in the front pillar, the front door, or the front hood according to the difference in the body configuration or the size of each part. Further, the cowl panel may be a press-molded product such as a steel plate, or may have a V-shaped cross-sectional shape groove that defines a reverse triangular cross-section space.

  In the above-described embodiment, the airflow discharge duct 41 is continuously bent from the side end of the cowl panel 20 and curved with substantially the same curvature as that of the heel space 22, but is not limited thereto. . For example, even if the airflow discharge duct extends linearly from the side end of the cowl panel 20 in the tangential direction of the end portion of the saddle space 22, the same effect as in the above embodiment can be obtained.

  Moreover, in the said embodiment, although what formed the airflow discharge duct 41 in the ellipse shape was shown, it is not restricted to this. For example, even if the airflow discharge duct is formed in a circular or rectangular shape, it is possible to obtain the same effect as in the above embodiment.

  DESCRIPTION OF SYMBOLS 1 ... Automobile, 2 ... Front fender, 3 ... Front hood, 10 ... Main body, 11 ... Front pillar, 15 ... Front glass, 20 ... Cowl panel, 21 ... Groove groove, 22 ... Gutter space, 31 ... Airflow exhaust hole 32 ... Rectification plate, 41 ... Air flow discharge duct, 41a ... Inner end, 41b ... Outer end.

Claims (6)

A windshield provided above the main body, a front pillar that is provided so as to rise obliquely upward from the main body toward the rear, and supports a side edge of the windshield, and a windshield provided below the windshield. A vehicle including a cowl constituting a space,
At the side end of the cowl, an air flow discharge path that is continuous with the heel space and has an opening on a side surface of the main body is provided.
The wind noise reduction structure for a vehicle, wherein the airflow discharge path has substantially the same cross-sectional shape and cross-sectional area from an end on the saddle space side to an end on the side surface side of the main body. The eaves space has a curved shape along the lower end side of the windshield,
2. The wind noise reduction structure for a vehicle according to claim 1, wherein the airflow discharge path is continuously curved from a side end of the cowl with substantially the same curvature as the saddle space. The eaves space has a curved shape along the lower end side of the windshield,
The wind noise reduction structure for a vehicle according to claim 1, wherein the airflow discharge path extends linearly from a side end of the cowl in a tangential direction of an end portion of the eaves space. The opening of the airflow discharge path has an area equal to or larger than the cross-sectional area of the airflow discharge path and has the same shape as the cross-sectional shape of the airflow discharge path. The wind noise reduction structure for a vehicle according to any one of claims 1 to 3. A rectifying member is provided on a side surface of the main body, the rectifying member being positioned above the opening of the air flow discharge path and guiding the air flow discharged from the opening of the air flow discharge path to the rear. The wind noise reduction structure for a vehicle according to any one of claims 1 to 4. The opening of the air flow discharge path is formed in any one of a front fender, the front pillar, a door, and a front hood constituting the main body. Wind noise reduction structure for vehicles.

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