JP2019189060A - Fender soundproof material and fender soundproof structure - Google Patents

Abstract

To further improve noise reduction effect inside a fender to improve quietness inside a cabin while improving impact absorption property at collision with an obstacle.SOLUTION: A fender soundproof material includes: a plurality of holes 11d opened in an inverse direction to a travel direction of a vehicle and communicated to a cavity part; and a deformation induction part 11e for inducing deformation of an outer wall part 11 when being subjected to an impact that is added from the outside with respect to a fender soundproof material 10, in the outer wall part 11 of the fender soundproof material 10.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a fender soundproofing material and a fender soundproofing structure disposed in a fender of an automobile.

  In general, an automobile fender is composed of a tire house cover that forms a tire arrangement space in which tires are arranged, a fender panel that forms an outer plate of a vehicle body, a vehicle body panel that forms a vehicle body frame, and the like. It is hollow.

  Patent Document 1 discloses that an insulator for preventing hot air or the like in an engine room from flowing into a vehicle compartment is disposed inside the fender. The insulator has an insulator main body formed into a plate shape from polypropylene or the like, and a clip fixed to the vehicle body panel, and the clip is provided on the insulator main body via a fracture portion.

  Patent Document 2 discloses that an acoustic hole portion of a Helmholtz type resonator is formed in a resin foam material molded by heat foaming, and this member is disposed in a fender portion.

JP 2007-90999 A JP 2003-140659 A

  By the way, since the fender and the tire installation space are adjacent to each other, road noise and pattern noise in the tire installation space easily enter the inside of the fender, and the fender and the engine room are adjacent to each other. The powertrain sounds such as these can easily enter the fender.

  Therefore, it is conceivable to suppress the intrusion of sound into the passenger compartment side by disposing members disclosed in Patent Documents 1 and 2 inside the fender. That is, since the insulator of Patent Document 1 includes an insulator main body made of a resin plate, it is considered that the insulator main body can provide sound insulation against sound entering from the front of the vehicle. Since it is a closed space, it is not possible to reduce the sound that has reverberated in the closed space simply by disposing the insulator body made of a resin plate as in Patent Document 1, and to sufficiently improve the quietness of the vehicle interior. It is difficult.

  On the other hand, by arranging the sound-absorbing foam plastic having the Helmholtz type resonator of Patent Document 2 in the fender portion, the sound energy in the closed space can be converted into thermal energy by the Helmholtz type resonator. It is thought that the quietness of the is increased.

  However, in recent years, there has been a strong demand for further improvement in the quietness of the passenger compartment, and there is a demand for further enhancing the noise reduction effect in the fender. Therefore, when the present inventor verified the Helmholtz type resonator disposed in the fender, it is difficult to obtain the required quietness simply by arranging the Helmholtz type resonator in the fender, and the Helmholtz type in the fender. It was found that the noise reduction effect of the Helmholtz resonator greatly changes depending on the hole direction of the resonator.

  In recent automobiles, a structure that absorbs an impact by deformation when an obstacle collides with a fender is adopted from the viewpoint of protecting pedestrians. Assuming such a shock absorbing structure, by providing a clip through the break portion as in Patent Document 1, the clip is broken when an obstacle collides, and the insulator body is detached from the vehicle body. However, since the insulator body is a resin plate and has a plurality of ribs extending vertically and horizontally, it is difficult to be deformed, and there is room for further study in order to improve shock absorption.

  The present invention has been made in view of the above points, and an object of the present invention is to further improve the noise reduction effect in the fender while improving the shock absorption at the time of collision with an obstacle, thereby improving the interior of the vehicle interior. The purpose is to improve the quietness.

  In order to achieve the above object, according to a first aspect of the present invention, there is provided a fender soundproof material disposed in a fender of an automobile, wherein the fender soundproof material has an outer wall portion and a hollow portion surrounded by the outer wall portion. A plurality of holes that are disposed in an intermediate portion of the fender in the traveling direction of the automobile and that open in a direction opposite to the traveling direction of the automobile and communicate with the hollow portion, and the fender. A deformation inducing portion for inducing deformation of the outer wall portion by an impact applied from the outside to the soundproof material is provided.

  According to this configuration, the fender soundproofing material is disposed in the middle part in the traveling direction of the automobile in the fender of the automobile. Since the outer wall portion of the fender soundproof material is provided with a plurality of holes communicating with the cavity portion, sound waves in the fender enter the cavity portion from each hole and cause a resonance phenomenon in the cavity portion. Energy is converted into thermal energy, and a sound absorption effect is obtained. At this time, since each hole is opened in the direction opposite to the traveling direction of the automobile, as shown in the graph of FIG. 6, compared to the case where the opening is directed toward the traveling direction of the automobile (Comparative Example 1). The effect of absorbing noise in the 400 Hz to 800 Hz band is enhanced.

  For example, when an obstacle collides with the fender, in recent automobiles, the fender may be actively deformed to absorb the impact. In the case of such a structure, an impact may be applied from the outside to the fender soundproofing material at the time of collision with an obstacle. In the present invention, when an impact is applied to the fender soundproofing material from the outside, deformation of the outer wall portion is induced by the deformation inducing portion, and the impact is absorbed by the deformation of the outer wall portion. At this time, since the outer wall portion is a portion surrounding the cavity portion, the deformation of the outer wall portion is not hindered, and the desired shock absorption can be obtained.

  The second invention is characterized in that the deformation inducing portion is a concave portion formed in the outer wall portion.

  According to this configuration, deformation of the outer wall portion is reliably induced.

  According to a third aspect of the invention, the outer wall portion includes a front wall portion extending in the vertical direction, and a rear wall portion extending in the vertical direction away from the front wall portion in a direction opposite to the traveling direction of the automobile. A plurality of the holes are provided in the rear wall portion.

  According to this configuration, since the rear wall portion of the fender soundproofing material extends in the vertical direction, it is possible to provide a large number of holes that open in the direction opposite to the traveling direction of the automobile, and the diameter and position of the holes. Setting flexibility is improved.

  According to a fourth aspect of the invention, the rear wall portion extends from the inner surface of the fender panel of the automobile until it reaches a vehicle body panel constituting the vehicle body, and extends until it reaches a tire house cover of the automobile.

  According to this configuration, since the rear wall portion of the fender soundproofing material reaches the vehicle body panel from the inner surface of the fender panel and also reaches the tire house cover, it is provided in a wide range within the fender. In addition, noise that enters from the traveling direction is blocked by the fender soundproofing material and is difficult to reach the passenger compartment side.

  According to a fifth aspect of the present invention, in the fender soundproof structure for an automobile, a fender soundproof material having an outer wall portion and a hollow portion surrounded by the outer wall portion is disposed in an intermediate portion in the traveling direction of the automobile in the fender. The outer wall portion is deformed by a plurality of holes that open in a direction opposite to the traveling direction of the automobile and communicates with the cavity portion, and an impact applied from the outside to the fender soundproofing material. An inducing deformation inducing portion is provided.

  According to this configuration, as in the first invention, the sound absorbing effect is enhanced and the desired shock absorption can be obtained.

  In a sixth aspect of the present invention, the fender soundproofing material is formed in a plate shape extending in the vertical direction, and is arranged such that the outer side in the vehicle width direction is located on the front side of the automobile compared to the inner side. And

  According to this configuration, the outer side in the vehicle width direction of the fender soundproofing material is located on the front side of the vehicle compared to the inner side. Therefore, when the fender soundproofing material is disposed parallel to the vehicle width direction, Compared with the case where the outer side in the width direction is located on the rear side of the automobile as compared with the inner side, the noise is further reduced.

  According to the first and fifth inventions, the outer wall portion of the fender soundproofing material is provided with a plurality of holes that open in the direction opposite to the traveling direction of the automobile and communicate with the cavity portion. This can be further enhanced, and the quietness in the passenger compartment can be improved. Further, when an impact is applied to the fender soundproofing material from the outside, deformation of the outer wall portion can be induced to obtain a desired impact absorption.

  According to the second invention, the deformation of the outer wall portion can be reliably induced by making the deformation inducing portion a concave portion.

  According to the third invention, since the rear wall portion of the fender soundproofing material extends in the vertical direction, it is possible to provide a large number of holes that open in the direction opposite to the traveling direction of the automobile, and the diameter and position of the holes. The degree of freedom of setting can be improved.

  According to the fourth invention, the rear wall portion of the fender soundproofing material extends from the inner surface of the fender panel to the vehicle body panel and extends to the tire house cover, so that it can be provided in a wide range in the fender. In addition, noise entering from the traveling direction is blocked by the fender soundproofing material and is difficult to reach the passenger compartment side, and the quietness in the passenger compartment can be further improved.

  According to the sixth invention, since the outer side in the vehicle width direction of the fender soundproofing material is located on the front side of the automobile as compared with the inner side, noise can be further reduced.

It is the perspective view which looked at the front side of the car provided with the fender soundproof structure concerning the embodiment of the present invention from the upper part. It is the sectional view on the AA line in FIG. It is the BB sectional view taken on the line in FIG. It is the perspective view which looked at the fender soundproof material which concerns on embodiment from the back side. It is a graph which shows the wind speed of the front side and rear side in a fender. It is a graph which shows the change of the sound absorption performance by the difference in the presence or absence of a hole and the opening direction of a hole. It is a top view which shows the attitude | position of a fender soundproof material. It is a graph which shows the change of the sound absorption performance by the difference in the attitude | position of a fender soundproof material.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 is a perspective view of a front side of an automobile 100 provided with a fender soundproof structure 1 according to an embodiment of the present invention as viewed from above. The automobile 100 is a passenger automobile having an engine room E in which an engine, a transmission, and the like (not shown) are accommodated on the front side, and a passenger compartment R in the rear of the engine room E. In the engine room E, for example, a traveling motor or the like may be accommodated. A dash panel (not shown) is provided between the engine room E and the vehicle compartment R, and the engine room E and the vehicle compartment R are partitioned by the dash panel. The engine room E is covered from above with a hood hood 101. Further, a bumper 102, a headlight 103, a front grill 104, and the like are provided at the front end portion of the automobile 100. Reference numeral 105 denotes a tire (wheel) of the automobile 100.

  In the description of this embodiment, “front” refers to the front side in the vehicle front-rear direction, “rear” refers to the rear side in the vehicle front-rear direction, “left” refers to the left side in the vehicle left-right direction, “Right” means the right side of the vehicle in the left-right direction. Further, the vehicle left-right direction is the vehicle width direction.

(Fender configuration)
A left front fender 110 and a right front fender 111 are provided on the left and right sides of the engine room E of the automobile 100, respectively. Since the left front fender 110 and the right front fender 111 are symmetric structures, the structure of the left front fender 110 will be described in detail below.

  As shown in FIG. 2, the left front fender 110 includes a tire house cover 112 that forms a tire arrangement space S in which the tire 105 is arranged, a fender panel 113, and a vehicle body panel 114. The inside of the fender 110 is hollow. A symbol F indicates an internal space of the left front fender 110.

  The tire house cover 112 is made of, for example, a resin material, and is a plate-like member that is curved so as to open downward so as to correspond to the outer shape of the tire 105. The tire arrangement space S is located below the tire house cover 112, and the tire 105 rotates in the tire arrangement space S when the automobile 100 travels. The tire placement space S and the inner space F of the left front fender 110 are partitioned by the tire house cover 112, and the tire placement space S and the inner space F of the left front fender 110 are extremely close to each other. It has become a relationship. Therefore, noise in the tire arrangement space S, for example, pattern noise and road noise generated when the tire 105 rotates, tends to enter the inner space F of the left front fender 110.

  The fender panel 113 is a member that forms an outer plate of the vehicle body, and is formed of a metal plate, a resin plate, or the like. Although the shape of the fender panel 113 differs depending on the vehicle, generally, as shown in FIG. 1, the tire arrangement space is formed so as to correspond to the outer shape of the tire 105 when viewed from the side of the automobile 100. The tire 105 in S faces the outside. As shown in the sectional view of FIG. 2, the fender panel 113 is curved so as to be positioned on the inner side in the vehicle width direction as it goes upward. Since the fender panel 113 has such a shape, the dimension in the vehicle width direction of the internal space F of the left front fender 110 is longest on the lower side and narrower toward the upper side.

  The vehicle body panel 114 is a member that forms, for example, a vehicle body frame, and is formed of a metal plate or the like. The vehicle body panel 114 is separated inward in the vehicle width direction from the inner surface of the lower portion of the fender panel 113. The engine room E is located inside the vehicle body panel 114 in the vehicle width direction, and the engine room E and the inner space F of the left front fender 110 are in a very close positional relationship. Therefore, noise in the engine room E, for example, engine sound or the like easily enters the internal space F of the left front fender 110.

  The left front fender 110 includes an impact absorbing structure. That is, when an obstacle collides with the left front fender 110, the fender panel 113 mainly absorbs an impact by deforming to the inner space F side.

(Fender soundproof structure)
The left front fender 110 and the right front fender 111 include a fender soundproof structure 1. Since the fender soundproof structure 1 of the left front fender 110 and the fender soundproof structure (not shown) of the right front fender 111 are bilaterally symmetric structures, the fender soundproof structure 1 of the left front fender 110 will be described below.

  As shown in FIG. 1, the fender soundproof structure 1 includes a fender soundproof material 10 disposed in the internal space F of the left front fender 110. The fender soundproofing material 10 is disposed in an intermediate portion in the traveling direction of the automobile 100 in the internal space F of the left front fender 110. Since the traveling direction and the front direction of the automobile 100 coincide with each other, the fender soundproofing material 10 is disposed in the middle part in the front-rear direction of the internal space F of the left front fender 110. Therefore, the inner space F of the left front fender 110 exists on the front side of the fender soundproof material 10, and the inner space F of the left front fender 110 exists on the rear side of the fender soundproof material 10.

  As shown in FIGS. 3 and 4, the fender soundproofing material 10 has an outer wall part 11 and a cavity part 12 surrounded by the outer wall part 11, and as shown in FIG. It is formed in a plate shape extending in the left-right direction. The upper edge portion and the vehicle width direction outer edge portion of the fender soundproof material 10 are formed along the inner surface of the fender panel 113, and most of the upper edge portion and the vehicle width direction outer edge portion of the fender soundproof material 10 are the fender panel. 113 is in contact with the inner surface. The lower edge portion of the fender soundproof material 10 is formed so as to extend in the vehicle width direction substantially along the upper surface of the tire house cover 112, and is in contact with the upper surface of the tire house cover 112. The inner edge of the fender soundproofing material 10 in the vehicle width direction is formed along the vehicle body panel 114 and is in contact with the vehicle body panel 114. An elastic material such as urethane foam can be provided on the contact portion with the fender panel 113, the contact portion with the tire house cover 112, and the contact portion with the vehicle body panel 114 in the fender soundproof material 10. As a result, it is possible to prevent abnormal noise when the automobile 100 is traveling and to improve sound insulation.

  The fender soundproof material 10 is formed in a plate shape extending in the vertical direction and the horizontal direction, and each edge is formed so as to contact the fender panel 113, the tire house cover 112, and the vehicle body panel 114. The internal space F of 110 can be partitioned in the front-rear direction by the fender soundproofing material 10. Thereby, it becomes difficult for the noise on the front side of the fender soundproofing material 10 to reach the rear side, that is, the passenger compartment R side.

  Next, the difference in wind speed between the front side and the rear side of the fender soundproof material 10 in the internal space F of the left front fender 110 will be described. In measuring the wind speed, as shown in FIG. 1, an anemometer V1 is installed in front of the fender soundproof material 10 in the internal space F of the left front fender 110, and the fender soundproof material 10 in the internal space F of the left front fender 110 is shown. An anemometer V2 is installed on the rear side. When the vehicle 100 is driven at a speed of 100 km / h, an air flow mainly toward the rear side is generated on the front side of the fender soundproof material 10 in the inner space F of the left front fender 110 as indicated by an arrow C. On the rear side of the fender soundproof material 10 in the internal space F of the left front fender 110, an upward air flow is mainly generated as indicated by an arrow D. As shown in FIG. 5, the wind speed in the C direction was 2.0 m / s, whereas the wind speed in the D direction was 5.1 m / s. That is, the upward wind speed generated behind the fender soundproof material 10 in the inner space F of the left front fender 110 is the rearward wind speed generated in front of the fender soundproof material 10 in the inner space F of the left front fender 110. 2 times or more.

(Detailed structure of fender soundproof material)
The outer wall 11 of the fender soundproofing material 10 is made of, for example, polypropylene (PP), a resin material obtained by adding an additive to polypropylene, or a hard resin such as an ABS resin. As shown in FIG. 3 and the like, the outer wall portion 11 includes a front wall portion 11a extending in the vertical direction, and a rear wall extending in the vertical direction away from the front wall portion 11a in the opposite direction (rear) to the traveling direction of the automobile 100 A portion 11b and a peripheral wall portion 11c are provided. The front wall portion 11 a and the rear wall portion 11 b extend from the inner surface of the fender panel 113 until reaching the vehicle body panel 114 and also extend until reaching the tire house cover 112.

  The front wall portion 11a and the rear wall portion 11b may or may not be parallel to each other. The peripheral wall portion 11c extends from the peripheral edge portion of the front wall portion 11a to the peripheral edge portion of the rear wall portion 11b. The aforementioned elastic material such as urethane foam can be provided on the outer surface of the peripheral wall portion 11c. Moreover, the cavity part 12 is a part enclosed by the front wall part 11a, the rear wall part 11b, and the surrounding wall part 11c.

  As shown in FIG. 4, a mounting plate portion 13 is provided on the inner side in the vehicle width direction of the outer wall portion 11. A projection 13 a is formed on the mounting plate portion 13. By inserting the protrusion 13a into an opening (not shown) provided in the vehicle body panel 114, the fender soundproofing material 10 can be fixed at a predetermined position in the internal space F of the left front fender 110. ing.

  Note that an attachment structure other than the attachment plate portion 13 may be used, and for example, an attachment structure using fastening members such as various clips and screws may be applied.

  A plurality of holes 11d communicating with the cavity portion 12 are provided in the rear wall portion 11b. By providing the cavity 12 and the hole 11d in the fender soundproofing material 10, a Helmholtz resonator (also referred to as a Helmholtz resonator) can be configured. That is, when a sound wave outside the fender soundproofing material 10 enters the cavity portion 12 from the hole 11d, a resonance phenomenon occurs in the cavity portion 12, thereby converting sound energy into thermal energy and obtaining a sound absorption effect. The resonance frequency can be obtained by a well-known calculation formula. In this embodiment, the diameter of the hole 11d, the length of the hole 11d, the dimension in the front-rear direction of the cavity 12 and the aperture ratio are set so that the sound absorption effect in the frequency band of 400 Hz to 800 Hz is enhanced. The aperture ratio is the total aperture area of the holes 11d occupying the surface area of the rear wall portion 11b. In this embodiment, the aperture ratio is in the range of 1.5% to 6.5%. Since the rear wall 11b extends from the inner surface of the fender panel 113 to the vehicle body panel 114 and extends to the tire house cover 112, a large number of holes 11d can be provided, and the diameter and position of the holes 11d can be provided. The degree of freedom of setting is improved.

  The hole 11d is formed in the rear wall portion 11b and opens on the surface of the rear wall portion 11b. Therefore, the hole 11d opens backward, that is, in the direction opposite to the traveling direction of the automobile 100. In this embodiment, the holes other than the rear wall portion 11b, that is, the front wall portion 11a and the peripheral wall portion 11c are not formed with holes communicating with the cavity portion 12.

  As described above, in the automobile 100, the upward wind speed generated on the rear side of the fender soundproof material 10 in the inner space F of the left front fender 110 during traveling is the rearward direction generated on the front side of the fender soundproof material 10. It is considered that wind noise generated at the rear side of the fender soundproofing material 10 in the internal space F is relatively large. Further, since the space behind the fender soundproofing material 10 is closer to the passenger compartment R, wind noise can easily reach the passenger compartment R. In the present embodiment, since the hole 11d is formed in the rear wall portion 11b of the fender soundproofing material 10, wind noise generated behind the fender soundproofing material 10 or in the space behind the fender soundproofing material 10 Intruding road noise, pattern noise, engine sound, and the like can be effectively absorbed by the fender soundproofing material 10. This will be described based on the graph of the noise measurement test result shown in FIG.

The horizontal axis of the graph shown in FIG. 6 is frequency (Hz), and the vertical axis is sound pressure level (dB).
The automobile 100 used for the noise measurement test is an ordinary passenger car. Speakers were installed so as to be adjacent to the front tire 105 of the stopped automobile 100, and sounds from 250 Hz to 8000 Hz were output upward from the speakers so as to have a sound pressure level of 100 dB, thereby reproducing running noise in a simulated manner. The measurement position of the sound pressure level in the passenger compartment R is the position of the front passenger's ear, and a microphone was installed at this position. The solid line in the graph shown in FIG. 6 is the case where the fender soundproofing material 10 according to the present invention is disposed in the internal space F of the left front fender 110. The broken line in the graph shown in FIG. 6 is a case where the hole of the fender soundproof material is provided so as to open not forward but forward. A one-dot chain line in the graph shown in FIG. 6 is a case where no hole is provided in the fender soundproofing material, which is Comparative Example 2.

  Looking at the band of 400 Hz to 800 Hz, the sound pressure level is reduced by about 4 dB at the maximum in the present invention as compared with the case of no hole in Comparative Example 2. Further, in the present invention, the sound pressure level is reduced by about 2 dB at the maximum as compared with the case where the hole of Comparative Example 1 is opened forward. Therefore, by forming the hole 11d that opens in the direction opposite to the traveling direction of the automobile 100 in the fender soundproofing material 10, noise in a band of 400 Hz to 800 Hz can be greatly reduced.

(Fender soundproof material posture)
Next, the attitude | position at the time of installation of the fender soundproof material 10 is demonstrated. In this embodiment, as shown by a broken line in FIG. 7, the fender soundproofing material 10 is arranged such that the outer side in the vehicle width direction is located on the front side of the automobile 100 compared to the inner side. Thereby, the sound pressure in the high frequency band of the wind noise in the internal space F of the left front fender 110 can be effectively reduced. This will be described based on the graph of the noise measurement test result shown in FIG.

  The horizontal axis and vertical axis of the graph shown in FIG. 8 are the same as those of the graph shown in FIG. The automobile 100, test equipment, and test method used for the noise measurement test are the same as those shown in FIG. The solid line in the graph shown in FIG. 8 relates to the first embodiment of the present invention, and is the case where the fender soundproofing material 10 is arranged in parallel to the vehicle width direction, and is the posture shown by the solid line in FIG. The broken line in the graph shown in FIG. 8 relates to the second embodiment of the present invention, and is the case where the fender soundproofing material 10 is arranged so that the outside is located on the front side of the automobile 100. The angle formed by the vehicle width direction and the rear wall portion 10b of the fender soundproofing material 10 is 30 °. The alternate long and short dash line in the graph shown in FIG. 8 relates to the third embodiment of the present invention, and is a case where the fender soundproofing material 10 is disposed so that the outer side thereof is located on the rear side of the automobile 100. As shown, the angle formed by the vehicle width direction and the front wall portion 10a of the fender soundproofing material 10 is 30 °.

  Looking at the band of 1100 Hz to 8000 Hz, it can be seen that the sound pressure level of Example 2 arranged so that the outside of the fender soundproofing material 10 is located on the front side of the automobile 100 is low as a whole. Although not shown, in Examples 2 and 3, similar results can be obtained if the angle formed with the vehicle width direction is in the range of 30 ° to 45 °.

  Although not shown, dimples may be provided on the surface of the outer wall 11. Thereby, wind noise can be further reduced.

(Configuration of deformation induction part)
The outer wall portion 11 is provided with a deformation inducing portion 11e that induces deformation of the outer wall portion 11 by an impact applied to the fender soundproofing material 10 from the outside. As described above, since the left front fender 110 has a shock absorbing structure, when an obstacle collides with the left front fender 110, the fender panel 113 is mainly deformed to the inner space F side. A predetermined impact or more may be applied to the material 10 from the outside. When such a predetermined impact or more is applied to the fender soundproofing material 10 from outside, the deformation can be easily deformed by inducing deformation of the outer wall 11 by the deformation inducing portion 11e.

  The deformation inducing portion 11 e can be a concave portion formed in the outer wall portion 11. In this embodiment, as shown in FIG. 3, the deformation induction part 11e is provided on both the front wall part 11a and the rear wall part 11b, but it may be provided only on one side. By making the deformation induction part 11e into a concave part, when a predetermined impact or more is applied to the fender soundproofing material 10 from the outside, the deformation induction part 11e is more easily deformed than other parts, and this deformation induction part 11e. And the vicinity thereof begins to be deformed, whereby the outer wall portion 11 can be largely deformed.

  The deformation inducing portion 11e can be a concave portion extending in the up-down direction, a concave portion extending in the left-right direction, or a concave portion extending in the oblique direction. Further, a plurality of concave portions may be provided on the front wall portion 11a and the rear wall portion 11b, respectively. The deformation inducing part 11e can be constituted by, for example, a groove, a thin part, a notch part, etc., and these may be combined.

(Effect of embodiment)
As described above, according to this embodiment, since each hole 10d of the fender soundproofing material 10 opens in the direction opposite to the traveling direction of the automobile 100, as shown in the graph of FIG. The sound absorption effect can be enhanced as compared with the case where the opening is made in the traveling direction (Comparative Example 1).

  Further, for example, when an obstacle collides with the fender 110 and an impact of a predetermined level or more is applied to the fender soundproof material 10 from the outside, the deformation of the outer wall portion 11 is induced by the deformation inducing portion 11e and the impact is caused by the deformation of the outer wall portion 11. Is absorbed. At this time, since the outer wall part 11 is a part surrounding the cavity part 12, the deformation of the outer wall part 11 is not hindered, and the desired shock absorption can be obtained.

  The above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the present invention can be applied to, for example, a front fender of an automobile.

DESCRIPTION OF SYMBOLS 1 Fender soundproof structure 10 Fender soundproof material 11 Outer wall part 11a Front wall part 11b Rear wall part 11d Hole 11e Deformation induction part 12 Hollow part 100 Car 110 Left front fender 112 Tire house cover 113 Fender panel 114 Car body panel

Claims (6)

In the fender soundproofing material arranged in the fender of an automobile,
The fender soundproofing material has an outer wall portion and a hollow portion surrounded by the outer wall portion, and is disposed in an intermediate portion in the traveling direction of the automobile in the fender,
In the outer wall portion, a plurality of holes that open in a direction opposite to the traveling direction of the automobile and communicate with the cavity portion, and deformation of the outer wall portion is induced by an external impact applied to the fender soundproofing material. A fender soundproofing material characterized in that a deformation inducing portion is provided. In the fender soundproof material according to claim 1,
The fender soundproofing material, wherein the deformation inducing portion is a concave portion formed in the outer wall portion. In the fender soundproofing material according to claim 1 or 2,
The outer wall portion includes a front wall portion extending in the vertical direction and a rear wall portion extending in the vertical direction away from the front wall portion in a direction opposite to the traveling direction of the automobile,
A fender soundproofing material, wherein the rear wall is provided with a plurality of the holes. In the fender soundproofing material according to claim 3,
The fender soundproofing material, wherein the rear wall portion extends from an inner surface of the fender panel of the automobile to a vehicle body panel constituting a vehicle body and extends to a tire house cover of the automobile. In automobile fender soundproof structure,
A fender soundproofing material having an outer wall part and a cavity part surrounded by the outer wall part is disposed in the middle part of the automobile in the traveling direction of the fender,
In the outer wall portion, a plurality of holes that open in a direction opposite to the traveling direction of the automobile and communicate with the cavity portion, and deformation of the outer wall portion is induced by an external impact applied to the fender soundproofing material. A fender soundproofing structure characterized in that a deformation inducing part is provided. The fender soundproof structure according to claim 5,
The fender soundproofing material is formed in a plate shape extending in the vertical direction, and is disposed so that the outer side in the vehicle width direction is located on the front side of the automobile relative to the inner side.

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