JP2019182422A - Wind noise reduction structure for vehicle - Google Patents

Abstract

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 22, and each of which has an air stream discharge hole 31 on a side surface of a front fender 2, wherein the air stream discharge ducts 41 is provided with a cross-sectional area changed part 41c having a gradually decreasing cross-sectional area in a flow path of the air stream discharge ducts 41. Thereby, a flow rate of air flowing in a width direction through the cullis space 22 of the cowl panel 20 can be increased while the air flows in the air stream discharge ducts 41, so that the air can be discharged while reaching positions laterally far away from the side surfaces of the front fenders 2.SELECTED DRAWING: Figure 5

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 in the width direction of the windshield. 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 drainage of rainwater that has flowed down from the windshield is introduced to the outside of the vehicle and outside air through the 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. Usually, 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 ridge is curved so as to go backward as it goes 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, passes 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. The vehicle includes a pillar and a cowl that is provided below the windshield and forms a saddle space. A vehicle is provided at a side end of the cowl at a side end of the main body while continuing to the saddle space. An airflow discharge path that opens in the width direction is provided, and the airflow discharge path is provided with a cross-sectional area changing portion in which the flow path cross-sectional area changes.

  Thereby, the air flowing in the width direction of the cowl space of the cowl is discharged so that, for example, when flowing through the airflow discharge path, the flow velocity is increased and reaches a position away from the side of the main body to the side.

  According to the present invention, the air flowing in the width direction in the cowl's heel space is discharged, for example, so as to reach a position away from the side surface of the main body with an increased flow velocity when flowing through an airflow discharge path. Therefore, it is possible to suppress the merging of the air flow that has circulated through the cowl's coffin space with the air flow in the vicinity of the front pillar, 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 expanded 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 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 airflow discharge hole 31 as an oblong opening that is long in the front-rear direction. 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.

  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. The air flow discharge duct 41 has a substantially constant vertical width over its entire length, but as shown in FIGS. 2 and 5, the inner end (air flow introduction side) 41a to the outer end (air flow discharge side) 41b By gradually decreasing the front-rear width uniformly toward the front, a cross-sectional area changing portion 41c is formed in which the flow path cross-sectional area gradually decreases uniformly from the inner end 41a to the outer end 41b. The air flow discharge duct 41 has a front-rear width that extends rearward from the cross-sectional area changing portion 41 c to the outer end 41 b, and the outer end 41 b is fitted in the air flow discharge hole 31.

  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.

  The air flowing in the width direction along the front surface of the windshield 15 and flowing to the rear edge of the front pillar 11 immediately after being peeled off at the rear edge of the front pillar 11 as shown by arrows in FIGS. 6 and 7. 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 grooves 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 with a cross-sectional area changing portion 41c in which the flow path cross-sectional area gradually decreases gradually from the inner end 41a to the front of the outer end 41b. As shown in FIG. 5, the flow velocity is gradually increased, and the airflow is discharged obliquely rearward from the airflow discharge hole 31. As a result, the air that has flowed into the cowl panel 20 reaches a position that is relatively far away from the surface of the front door 4 and flows backward, making it difficult to join the air flow in the vicinity of the front pillar 11. The increase in wind noise due to the strengthening of the vertical vortex is effectively suppressed. In addition, since the front-rear width of the airflow discharge duct 41 is enlarged rearward from the cross-sectional area changing portion 41c to the outer end 41b, the air whose flow velocity is increased by the cross-sectional area changing portion 41c is the air flow. It is smoothly discharged obliquely backward from the discharge hole 31.

  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 is provided with a cross-sectional area changing portion 41c in which the flow path cross-sectional area changes.

  Further, the cross-sectional area changing portion 41c has a portion where the flow path cross-sectional area of the airflow discharge duct 41 is gradually reduced.

  As a result, the air flowing in the width direction of the eaves space 22 of the cowl panel 20 is increased in flow rate when flowing through the air flow discharge duct 41 and discharged so as to reach a position away from 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 in the lower portion of the front pillar 11, thereby reducing wind noise.

  The air flow discharge duct 41 has an outer end 41b that is enlarged rearward.

  As a result, the air whose flow velocity has been increased by the cross-sectional area changing portion 41c is smoothly discharged obliquely rearward from the airflow discharge hole 31, so that the air flowing into the cowl panel 20 can be more reliably discharged from the surface of the front door 4. It is possible to reach a position distant from the side.

  The present invention is not limited to this embodiment, and various modifications can be made. For example, the embodiment described above is an application of the present invention to a sedan type passenger car, but can naturally be applied 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 holes are not limited to the front fenders exemplified in the above embodiment, but 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.

  In the air flow exhaust duct 41 of the above embodiment, the portion where the cross-sectional area of the flow path gradually decreases uniformly from the inner end toward the outer end is shown as the cross-sectional area changing portion 41c. In order to smoothly introduce air into the duct, a gradually increasing cross-sectional area changing portion in which the flow path cross-sectional area gradually increases toward the inner end side may be provided, or a gradually increasing cross-sectional area changing portion and gradually decreasing may be provided. You may make it provide both the cross-sectional area change part of a type | mold. In the air flow exhaust duct 41 of the above embodiment, the vertical width is changed with the vertical width being substantially constant, but the vertical width may be changed with the vertical width being substantially constant. 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.

  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 ... Rectifying plate, 41 ... Air flow discharge duct, 41b ... Outer end, 41c ... Cross-sectional area changing part.

Claims (4)

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,
The side end of the cowl is provided with an airflow discharge path that is continuous with the eaves space and opens in the vehicle width direction on the side surface of the main body,
A wind noise reduction structure for a vehicle, characterized in that the air flow discharge path is provided with a cross-sectional area changing portion in which a cross-sectional area of the flow path changes. The wind noise reduction structure for a vehicle according to claim 1, wherein the cross-sectional area changing portion has a portion in which a flow path cross-sectional area gradually decreases. 3. The wind noise reduction structure for a vehicle according to claim 1, wherein an end of the main body on the side surface side of the airflow discharge path is enlarged rearward. 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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