JP4619683B2 - Duct for vehicle - Google Patents

Description

  The present invention relates to a vehicular duct, and more particularly to a vehicular duct disposed in a roof side portion of a passenger compartment of a vehicle.

  For example, FIG. 12 is a cross-sectional view taken along the line XX of FIG. 11, and is a schematic cross-sectional view showing the roof side portion 14 in the passenger compartment 12 of the vehicle 10 in a cutaway manner. On the roof side portions 14 located on the left and right sides of the roof (not shown), roof side rails 16 forming a vehicle body frame structure with one of the vehicle body constituting members are located inside the body panel (not shown). Further, a molded ceiling member 20 which is one of vehicle interior members molded into a required shape is mounted on the roof from the passenger compartment 12 so as to cover the roof side rail 16 described above. A space 18 having a required width extending in the longitudinal direction of the vehicle body is defined between the roof side rail 16 and the molded ceiling member 20 described above, and temperature-controlled air sent from an air conditioner unit (not shown) is supplied. It is used as an installation space for the vehicle duct 100 for transferring to the rear space of the passenger compartment 12 and various harnesses (not shown). In addition, the code | symbol 19 in FIG. 12 is a molding member for door seals.

The roof side portion 14 described above is in a position where the head H of the occupant seated on the seat is likely to collide with the reaction, particularly when a side collision occurs, so that the injury of the occupant can be reduced. There has been a demand for technology, and a proposal has been made so that the above-described vehicle duct 100 has an impact absorbing function. For example, the vehicle duct 100 illustrated in FIG. 12 is formed in a blow-molded hollow cylindrical body made of a synthetic resin such as high-density polyethylene, and has a thin-walled inner rib 102 for absorbing shocks. It is a type that stands from the inside to the inside. Separately from this, the vehicle duct 110 illustrated in FIG. 13 is formed in a blow-molded hollow cylindrical body made of a synthetic resin such as high-density polyethylene, and has a convex rib with a required width for absorbing shock. This is a type in which 112 is erected inward from the outer wall surface. In each of the vehicle ducts 100 and 110, when a situation occurs in which the occupant's head H collides with the roof side portion 14 in the event of a side collision, the impact force is transmitted through the molded ceiling member 20 to the inner rib. 102 or the convex rib 112, the inner rib 102 or the convex rib 112 is buckled or bent, and the vehicle ducts 100 and 110 are crushed and can absorb shock. It has a structure. For example, Patent Document 1 discloses an injury mitigation measure using such a vehicle duct.
JP 2000-035441 A

  By the way, in the duct 100 for vehicles illustrated in FIG. 12, since the thickness E of the inner rib 102 is considerably small, there is an advantage that the reduction of the air circulation space (duct flow path 104) with respect to the outer dimensions can be suppressed to the minimum. However, since the thickness E of the inner rib 102 cannot be set large, buckling deformation of the inner rib 102 is likely to occur when an external force is applied, and once the buckling deformation starts, it progresses at once. In addition, there is a drawback that sufficient shock absorbing performance cannot be obtained. In addition, the formation position of the inner rib 102 is limited, and the problems such as the cost increase due to the complicated mold structure of the mold have been pointed out.

  On the other hand, in the vehicle duct 110 illustrated in FIG. 13, it is possible to obtain a sufficient shock absorbing performance by appropriately setting the thickness (width) G of the convex rib 112. It is presupposed that 110 is restricted from laterally widening. That is, under the condition that the widening deformation is not restricted, there is a possibility that when the external force due to the collision of the occupant head H is applied, the convex rib 112 is deformed in an open manner and the vehicle duct 110 is detached from the roof side rail 16. In such a case, there is a problem in that sufficient impact absorbing performance cannot be obtained because appropriate crushing deformation does not occur. Further, when the same outer size as the vehicle duct 100 illustrated in FIG. 12 is set, the air circulation space (the duct flow path 114) decreases as the thickness G of the convex rib 112 increases. In order to secure the same air circulation space as the vehicle duct 100 illustrated in FIG. 12, the outer size is inevitably increased, and it is difficult to accommodate and install the roof side portion 14 in the space 18. .

  Accordingly, an object of the present invention is to provide a vehicle duct capable of expanding the air circulation space without increasing the outer size, and improving the shock absorption performance and contributing to the reduction of passenger injury. To do.

In order to solve the above-mentioned problems and achieve the intended purpose, the present invention provides:
A vehicle duct disposed on a roof side portion in a passenger compartment of a vehicle,
A vehicle interior member attached to the roof side portion;
A duct wall member that is assembled to the back side of the vehicle interior member, and that has a cylindrical portion that can be crushed and deformed by defining a first duct flow path therein;
In the duct wall member, adjacent cylindrical portions are connected by a connecting portion by blow molding, and a groove-like recess opening to the vehicle interior member side is formed between the adjacent cylindrical portions,
The duct wall member includes a cylindrical portion, a groove-shaped recess, and a vehicle interior member that are adjacent to each other with a top portion of the adjacent cylindrical portion on the vehicle interior member side sandwiched between the groove-shaped recess. The second duct flow path for distributing and guiding the temperature-controlled air sent from the air conditioner unit is defined .

According to the vehicle duct according to the present invention, the defining a first duct flow path within the cylindrical portion provided in the duct wall member, and the cylindrical portion of the duct wall member mounted fixed to the vehicle interior member In this case, since the second duct flow path is defined between the duct wall member and the vehicle interior member, there is an advantage that the air circulation space can be expanded without increasing the outer size. Further, since the cylindrical portion provided on the duct wall member functions as an impact absorbing rib, when the occupant's head collides with the roof side portion due to a side collision accident or the like, the cylindrical portion is deformed in a crushed manner. There are beneficial effects such as suitably reducing the injury of the passenger.

  Next, a preferred embodiment of the vehicle duct according to the present invention will be described below with reference to the accompanying drawings. In each of the embodiments described later, the roof side rail 16 and the molded ceiling member 20 constituting the vehicle body of the vehicle 10 are illustrated in the same shape as the conventional one illustrated in FIG. 12 or FIG. Accordingly, the same members / parts as those already shown in FIGS. 12 and 13 will be described with the same reference numerals.

(First embodiment)
FIG. 1 is a schematic sectional view of a roof side portion 14 of a vehicle 10 provided with a vehicle duct 30 according to a first embodiment. The vehicle duct 30 of the first embodiment is disposed on the roof side portion 14 in the passenger compartment 12 of the vehicle 10 in the same manner as the conventional vehicle ducts 100 and 110 illustrated in FIGS. 12 and 13. The molded ceiling member 20 that is a vehicle interior member that is attached from the passenger compartment 12 so as to face the roof side portion 14 and the duct wall member 40 that is assembled to the back side of the molded ceiling member 20 are formed. ing.

  The molded ceiling member 20 is basically the same as the conventional one illustrated in FIG. 12 or 13, and includes a core material 22 made of, for example, urethane foam or resin felt, and the surface of the core material 22 (occupant) 3 layers comprising a surface material 24 such as a non-woven fabric laminated on the outer surface facing the chamber 12 and a back material 26 such as a non-woven fabric laminated on the back surface of the core material 22 (the outer surface facing the vehicle body constituting member such as the roof side rail 16). The panel-shaped material having a three-layer structure composed of the core material 22, the front surface material 24, and the back surface material 26 is formed into the inner shape of the roof based on hot press or the like. Such a shaped ceiling member 20 is a light-weight because it is a laminated body made of each of the materials described above, and has a moderate shape retaining property due to the core material 22 formed by hot pressing, while having a thickness S = 3. Since it is about ˜5 mm, it has excellent heat insulation performance and sound absorption performance. In addition, the core material 22 and the surface material 24, and the core material 22 and the back surface material 26 include a type that is laminated via a glass fiber layer and a type that is directly laminated without using a glass fiber layer.

  The duct wall member 40 is made of a synthetic resin such as high-density polyethylene (PE-HD), for example, and as illustrated in FIGS. 3A and 3B, from the first mold 72 and the second mold 74. It is molded from a parison P based on a known blow molding technique using a blow molding die 70 and is accommodated in a space 18 defined in the router side portion 14 extending in the front-rear direction of the vehicle body. It is formed in the size (length, width, thickness) to be obtained. Since the actual space 18 has a complicated uneven shape due to the roof side rails 16 and other vehicle body constituent members, the duct wall member 40 used for implementation has a cross-sectional shape for each part in the longitudinal direction. In many cases, it is designed to have a complicated outer shape such as a change, but FIG. 4 illustrates a simplified simple and elongated shape.

  As specifically illustrated in FIGS. 1 and 4, the duct wall member 40 constituting the vehicle duct 30 of the first embodiment extends in the longitudinal direction and protrudes toward the molded ceiling member 20. And has a total of three hollow cylindrical portions 42 (42A, 42B, 42C) connected in the width direction at every required interval. That is, each cylindrical portion 42A, 42B, 42C has Are connected in the short direction of the duct wall member 40 by connecting portions 44, 44 extending in the longitudinal direction on the side adjacent to the roof side rail 16, and accordingly, between the adjacent cylindrical portions 42A and 42B. Between the cylindrical portions 42B and 42C, a groove-like recess 46 opened toward the above-described molded ceiling member 20 is formed, where each cylindrical portion 42A, 42B, 42C is described later. Sent from the air conditioner unit Or to serve as a duct flow path for that temperature-controlled air, so that the can to function as a shock absorbing ribs.

  As illustrated in FIG. 3, the duct wall member 40 having such a configuration causes the heated parison P to arrive between the first mold 72 and the second mold 74 separated from each other by opening the mold (FIG. 3 ( a)) Next, the blow molding die 70 is closed by moving the first molding die 72 and the second molding die 74 close to each other while blowing air into the parison P (FIG. 3B). The portions 42 </ b> A, 42 </ b> B, 42 </ b> C are integrally formed in a state where they are connected by the connecting portions 44, 44. The connecting portions 44 and 44 are portions formed by being directly clamped by the mold surfaces of the first molding die 72 and the second molding die 74, and have a wall thickness T (in the cylindrical portions 42A, 42B, and 42C. The thickness is about twice as large as 1 to 2 mm), and the strength is increased. The duct wall member 40 is not bent and deformed in the width direction at these connecting portions 44 and 44.

  Note that the duct wall member 40 immediately after being blow-molded by the blow mold 70 described above is formed as a closed space in which the respective cylindrical portions 42A, 42B, and 42C are completely formed. For this reason, the function setting with respect to cylindrical part 42A, 42B, 42C can be changed based on the cutting mode of the both ends in a longitudinal direction. For example, as illustrated in FIG. 4, when both end portions in the longitudinal direction are completely cut across the width direction, openings 43 are formed at both end portions of each of the cylindrical portions 42 </ b> A, 42 </ b> B, 42 </ b> C. Therefore, all of these cylindrical portions 42A, 42B, and 42C function as duct flow paths that guide and distribute the temperature-controlled air, and also function as shock absorbing ribs. On the other hand, as illustrated in FIG. 5, when both end portions in the longitudinal direction are partially cut (for example, only both end portions of the cylindrical portion 42B located in the center), openings are opened at both ends of the cylindrical portion 42B. Since the portion 43 is formed, only the cylindrical portion 42B functions as a duct flow path and a shock absorbing rib, and the remaining cylindrical portions 42A and 42C remain in a closed space, so that the shock absorbing rib is merely used. Will only function as. In the first embodiment, as illustrated in FIG. 4, when both end portions are completely cut, the cylindrical portions 42 </ b> A, 42 </ b> B, 42 </ b> C function as duct flow paths and shock absorbing ribs. This is illustrated in

  As illustrated in FIG. 6, the duct wall member 40 according to the first embodiment has a top surface 48 that extends in the longitudinal direction in each of the cylindrical portions 42 </ b> A, 42 </ b> B, 42 </ b> C. It functions as a joint surface for tightly joining to a required position. That is, the top surface 48 is firmly attached and fixed to a required position of the molded ceiling member 20 by an adhesive 38 such as hot melt applied to the top surface 48. The vehicle duct 30 of the first embodiment formed in this way is attached to the roof from the passenger compartment 12 to the roof as shown in FIG. It arrange | positions in the state which adjoined to the rail 16, and is arrange | positioned in the state accommodated suitably in the space 18 defined by this roof side part 14. As shown in FIG. One opening end is connected to the air conditioner unit side, and the other opening end is connected to the air outlet side.

  The vehicle duct of the first embodiment formed by a molded ceiling member 20 attached from inside the passenger compartment 12 so as to face the roof side portion 14 and a duct wall member 40 assembled along the back side of the molded ceiling member 20. 1, as illustrated in FIG. 1, first duct flow paths 32, 32, and 32 are defined inside the cylindrical portions 42 </ b> A, 42 </ b> B, and 42 </ b> C provided on the duct wall member 40, and When the member 40 is assembled to the molded ceiling member 20, the second duct flow paths 34, 34 are defined between the two 40, 20 corresponding to the groove-like recesses 46, 46. That is, each first duct flow path 32 is defined by the duct wall member 40 alone, and each second duct flow path 34 is defined by assembling the duct wall member 40 and the molded ceiling member 20. It is made. Therefore, the temperature-controlled air sent from the air conditioner unit is distributed and guided through both the first duct flow paths 32 and the second duct flow paths 34.

  In the vehicle duct 30 of the first embodiment, as is apparent from FIG. 1, the adjacent first duct flow path 32 and second duct flow path 34 are only separated by a thin wall portion. All of the interior is defined as an air circulation space. Therefore, when the outer shape and size are the same, an air circulation space substantially equal to that of the conventional vehicle duct 100 illustrated in FIG. 12 is secured, and air larger than the conventional vehicle duct 110 illustrated in FIG. Distribution space is secured. In other words, the vehicular duct 30 of the first embodiment has an air circulation space that is substantially equivalent to the vehicular duct having the same outer shape without the shock absorbing rib.

  In the vehicle duct 30 according to the first embodiment, for example, when a side collision accident occurs and the head H of an occupant seated on the seat collides with the roof side portion 14, the above-described tubular portions 42A, 42B, and 42C. Functions as an impact absorbing rib, and the cylindrical portions 42A, 42B, 42C are deformed in a crushed manner so that the impact force can be suitably absorbed. That is, since each of the cylindrical portions 42A, 42B, and 42C described above is provided so as to extend in the longitudinal direction of the duct wall member 40 and protrude toward the molded ceiling member 20, as illustrated in FIG. In addition, when the occupant head H collides with an appropriate part of the roof side portion 14 via the molded ceiling member 20, the impact force is directly applied to the cylindrical portions 42A, 42B, 42C. The cylindrical portions 42A, 42B, and 42C that have received the impact force can be appropriately crushed and appropriately absorb the impact.

  Moreover, since the connecting portions 44 and 44 are located on the side of the duct wall member 40 adjacent to the roof side rail 16, the cylindrical portions 42 </ b> A, 42 </ b> B and 42 </ b> C are connected to the occupant head H and the roof side rail 16. The duct wall member 40 is not deformed so as to expand in the width direction when it is clamped between and the cylindrical portions 42A, 42B, 42C are always applied to the roof side rail 16 even when pressed. Received status. Accordingly, the cylindrical portions 42A, 42B, and 42C are appropriately deformed in a crushing manner, so that effective shock absorption is achieved and the occupant's injury is reduced.

  In addition, regarding the cylindrical part 42, the cross-sectional shape, thickness T, formation position, number of formations, etc. are not limited to what was illustrated in FIG. That is, as long as it has a cross-sectional area that can satisfy the duct function required as the vehicle duct 30 and satisfies the condition of the head injury value HIC (d) <1000 as the shock absorbing function, the setting is appropriately changed. Is possible.

  As described above, the vehicle duct 30 of the first embodiment defines the first duct flow path 32 in the cylindrical portion 42 (42A, 42B, 42C) provided in the duct wall member 40, and the duct wall member 40. Since the second duct flow path 34 is defined between the both 40 and 20 when assembled to the molded ceiling member 20, the air circulation space can be expanded without increasing the outer size. Further, since the cylindrical portion 42 (42A, 42B, 42C) provided on the duct wall member 40 functions as a shock absorbing rib, when the occupant head H collides with the roof side portion 14 due to a side collision accident or the like, The cylindrical portion 42 (42A, 42B, 42C) can be deformed in a crushed manner, and the injury of the occupant can be suitably reduced.

( Reference example)
FIGS. 8A and 8B are schematic cross-sectional views illustrating a vehicular duct 50 according to a reference example with a purely rectangular cross-sectional shape. The vehicle duct 50 of the reference example is similar to the vehicle duct 30 of the first embodiment and the conventional vehicle ducts 100 and 110 illustrated in FIGS. 12 and 13, and the roof side portion in the passenger compartment 12 of the vehicle 10. 14, a molded ceiling member 20 that is a vehicle interior member attached from inside the passenger compartment 12 so as to face the roof side portion 14, and a duct wall that is assembled to the back side of the molded ceiling member 20 The member 52 is formed. The molded ceiling member 20 is basically the same as that of the first embodiment described above, and the configuration of the duct wall member 52 is different. Therefore, description of the molded ceiling member 20 is omitted here.

  The duct wall member 52 is provided so as to extend in the longitudinal direction of the duct wall member 52 and protrude toward the molded ceiling member 20, and has one hollow cylindrical portion 42 connected in the width direction at every required interval. In addition, the cylindrical portion 42 includes a cylindrical member 54 that is formed separately from the duct wall member 52. The duct wall member 52 is made of a foamed resin sheet material F made of polypropylene (PP) or polyethylene (PE) or the like by using a molding die 80 illustrated in FIG. 9, vacuum forming, pressure forming, vacuum / pressure forming, or the like. Since the thickness is about 5 mm, it has excellent heat insulating properties, sound absorbing properties, and the like. On the other hand, the cylindrical member 54 is made of a synthetic resin obtained by blow-molding an appropriate synthetic resin (polypropylene, polyethylene, etc.) or a metal obtained by drawing an appropriate metal (aluminum, etc.) Presents a rectangular tube with a required width of about 1 mm.

  And as this cylindrical member 54 illustrated in FIG. 8 (a), (b), when the part 52A of the duct wall member 52 bites into the concave groove part 56 formed in the side part of this, It is fixedly attached to the duct wall member 52 while being locked. That is, as illustrated in FIG. 9, when the cylindrical member 54 is set on the set portion 82 of the mold 80 (FIG. 9A), the heated and softened foamed resin sheet material F is added to the mold 80. When the sheet is brought into close contact with the molding surface 84, a part 52A of the foamed resin sheet material F starts to bite into the concave groove portion 56 described above (FIG. 9B). By cooling and hardening, the cylindrical member 54 is locked to the formed duct wall member 52.

As illustrated in FIG. 10, the duct wall member 52 of the reference example has an attachment piece 58 formed on the edge of the duct wall member 52 and a top surface 55 of the cylindrical member 54. The adhesive 38 is applied and fixed in close contact with the required position of the molded ceiling member 20 described above. As described above, the vehicle of the reference example formed by the molded ceiling member 20 attached from the passenger compartment 12 so as to face the roof side portion 14 and the duct wall member 52 assembled along the back side of the molded ceiling member 20. As illustrated in FIG. 8, the duct 50 for use defines a first duct flow path 60 inside a cylindrical portion 42 (cylindrical member 54) provided in the duct wall member 52, and the duct wall member When the 52 is assembled to the molded ceiling member 20, the second duct channels 62 and 62 are defined between the two 52 and 20. That is, the first duct flow path 60 is defined by the duct wall member 52 alone, and each second duct flow path 62 is defined by assembling the duct wall member 52 and the molded ceiling member 20. Is. Accordingly, the temperature-controlled air sent from the air conditioner unit is distributed and guided through both the first duct channel 60 and the second duct channels 62.

In the vehicle duct 50 of the reference example, for example, when a side collision accident occurs and the head H of an occupant seated on the seat collides with the roof side portion 14, the above-described tubular portion 42 (tubular member 54) is provided. It functions as an impact absorbing rib and deforms in a crushed manner, so that the impact force can be suitably absorbed. That is, since the cylindrical member 54 described above is provided so as to extend in the longitudinal direction of the duct wall member 52 and protrude toward the molded ceiling member 20, the occupant head H is interposed via the molded ceiling member 20. When the cylinder collides with an appropriate portion of the roof side portion 14, the impact force is directly applied to the cylindrical portion 42, so that the cylindrical portion 42 receiving the impact force is appropriately crushed and deformed. Thus, shock absorption can be suitably achieved.

As described above, also in the vehicle duct 50 of the reference example, the first duct is disposed in the cylindrical portion 42 (cylindrical member 54) provided in the duct wall member 52 in the same manner as the vehicle duct 30 of the first embodiment described above. The flow path 60 is defined, and the second duct flow path 62 is defined between both the ducts 52 and 20 when the duct wall member 52 is assembled to the molded ceiling member 20, so that the outer size is increased. The air circulation space can be expanded without any problems. Further, since the cylindrical portion 42 (cylindrical member 54) provided on the duct wall member 52 functions as an impact absorbing rib, when the occupant head H collides with the roof side portion 14 due to a side collision accident or the like, The cylindrical portion 42 can be deformed in a crushed manner so that the passenger's injury can be reduced.

The cylindrical portion 42 (42A, 42B, 42C) illustrated in the first embodiment and the reference example does not need to be formed to extend over the entire length of the vehicle ducts 30, 50, and at least the passenger head You may make it form only in the site | part which H may collide.

  The first duct channels 32 and 60 defined by the tubular portion 42 and the second duct channels 34 and 62 defined by the duct wall members 40 and 52 and the molded ceiling member 20 communicate with each other. It is good also as a form which carried out, or good also as a form isolate | separated from each other. In the case of a form separated from each other, each of the first duct flow paths 32, 60 and the second duct flow paths 34, 62 are connected to air outlets that are separately positioned, It becomes possible to individually change the air volume, temperature, and the like of the temperature-controlled air that passes through the first duct channels 32 and 60 and the second duct channels 34 and 62.

  The vehicle duct according to the present invention is disposed on the roof side portion in the passenger compartment of the vehicle, and can be implemented in various types of automobiles such as passenger cars.

It is a schematic sectional drawing of the roof side part of the vehicle which arrange | positioned the vehicle duct which concerns on 1st Example. It is explanatory sectional drawing which showed the state which the cylindrical part provided in the duct wall member deforms crushed and aims at impact absorption, when a passenger | crew head collides with a roof side part. It is explanatory sectional drawing which showed the state which blow-molds a duct wall member, Comprising: (a) shows the state in which the parison was located between the blow-molding molds which opened the mold, (b) The state which closed and formed the duct wall member is shown. It is the explanatory perspective view showing the state where the 1st duct channel was defined in all the cylindrical parts by excising the both ends of the blow-formed duct wall member. It is explanatory explanatory drawing which showed the state which defines the 1st duct flow path only in one of three cylindrical parts by partially excising the both ends of the duct wall member by which blow molding was carried out. It is explanatory sectional drawing which showed the state which forms a duct for vehicles by attaching and fixing a duct wall member to the back surface required position of a shaping | molding ceiling member. It is explanatory sectional drawing which showed that this vehicle duct is arrange | positioned by the roof side part by attaching the shaping | molding ceiling member which provided the vehicle duct to the roof of a vehicle. (a) is the schematic sectional drawing which showed the structure of the vehicle duct which concerns on a reference example, (b) is the VIII-VIII sectional view taken on the line of (a). It is explanatory sectional drawing which showed the state which shape | molds a duct wall member from a foamed resin sheet material with a shaping | molding die, Comprising: (a) arrives at the shaping | molding die which set the cylindrical member the foamed resin sheet material heated and softened. (B) has shown the state which made the foamed resin sheet material contact | adhere to the shaping | molding surface of a shaping | molding die. It is explanatory sectional drawing which showed the state which forms the duct for vehicles by attaching and fixing the duct wall member which attached the cylindrical member to the back surface required position of a shaping | molding ceiling member. It is the schematic explanatory drawing which showed the passenger compartment of the motor vehicle. FIG. 12 is a cross-sectional view taken along the line X-X in FIG. 11, in which a conventional vehicle duct provided with an inner rib is disposed in a space defined between the roof side rail and the molded ceiling member. The form which reduced the injury of the head is shown. Shows a form in which a conventional vehicle duct with convex ribs is arranged in the space defined between the roof side rail and the molded ceiling member to reduce injury to the passenger's head ing.

Explanation of symbols

14 Roof side part 20 Molded ceiling member (vehicle interior member)
DESCRIPTION OF SYMBOLS 30 Vehicle duct 32 1st duct flow path 34 2nd duct flow path 40 Duct wall member 42 Cylindrical part 44 Connection part 46 Groove-shaped recessed part 48 Top part

Claims (1)

A vehicle duct (30 ) disposed on a roof side portion (14) in a passenger compartment of a vehicle,
A vehicle interior member (20) attached to the roof side portion (14);
A duct wall member (40 ) which is assembled on the back side of the vehicle interior member (20) and has a cylindrical portion (42) which can be crushed and deformed by defining a first duct flow path (32) therein ; Formed,
The duct wall member (40) is configured such that adjacent cylindrical portions (42, 42) are connected by a connecting portion (44) by blow molding, and the vehicle interior member is interposed between the adjacent cylindrical portions (42, 42). A groove-like recess (46) opened to the (20) side is formed,
The duct wall member (40) has a vehicle interior member (20) whose top portion (48) on the vehicle interior member (20) side of the adjacent cylindrical portions (42, 42) across the groove-shaped recess (46). A second duct channel that is fixedly attached and guides the conditioned air sent from the air conditioner unit through the adjacent cylindrical portions (42, 42), the groove-shaped recess (46), and the vehicle interior member (20). (34) a vehicle duct, characterized in <br/> that is defined.

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