KR100325003B1 - A hood of vehicle - Google Patents

Abstract

The present invention relates to a car hood. The present invention provides a hood for protecting an engine room of an automobile, wherein a flat surface is formed in an end region of the other surface of the hood, and the flat surface is gradually formed with a small angle toward both sides with the center of the hood as a vertex. It is composed.

The present invention configured as described above forms a flat surface of 20 mm at the end of the hood of the MPV (Multe Purpose Vehicle) type vehicle so that the hood and the windshield maintain the angle, thereby changing the flow of air passing through the cowl area during driving. As a result, the pressure average coefficient (Cp) is maintained at 0.17 or more on the flat surface and the cowl area of the hood, so that the pressure average coefficient (Cp = 0.3) is less than that of the sedan type (Cp = 0.3). When the air conditioner is turned off, the amount of air flowing from the cowl area into the room is increased, which makes it possible to maintain comfortable indoor air. Accordingly, the window is prevented from becoming fogged, thereby improving the driving performance of the driver. Ventilation is possible without the switch being operated.

Description

Car hood {A HOOD OF VEHICLE}

The present invention relates to an automobile hood, and in particular, a flat surface of 20 mm is formed in the end region of the other surface of the hood, and the flat surface has the other surface of the hood and a windshield by forming a small angle on both sides of the hood. By forming the angle of the vehicle to change the flow of air passing through the cowl area to improve the average pressure coefficient (Cp) generated in the cowl area to increase the amount of air flowing into the room.

In general, the hood is installed in the car to protect the engine room, and the hood is variously made according to the type of the car. In the conventional sedan type, the hood and the windshield are formed at regular angles. The average pressure coefficient (Cp) generated in the cowl area during driving is about 0.3 to 0.5, and the average pressure coefficient (Cp) is 0.3 for the MPV (Multe Purpose Vehicle) type, that is, the vehicle close to the angle formed between the hood and the windshield. It happens less often. This average pressure coefficient (Cp) is

It is made of.

Where Ps is the pressure on the surface area of the car hood, ρ is the density of air (1.225Kg / m 3), V Is the car speed, and P Is the pressure on the car surface.

If the average pressure coefficient made by the above formula is positive, it means that the outside air naturally flows into the room even if the air conditioner is not operated, and if it is negative, the air inside the room is reversed through the cowl. . However, the sedan type car is not a problem because the pressure in the cowl area is Cp> 0.3 or more, but the MPV type car has a case where Cp = 0.

Therefore, in order to ensure ventilation performance by natural air even when the air conditioner is turned off while driving, the pressure in the cowl area must be secured to some extent to overcome the air conditioner module and duct resistance (about 36 Pa) in the vent module state of the air conditioner, and the vehicle speed (60K / In order to secure the indoor airflow of about 50CMH in H), the average pressure coefficient (Cp) of the cowl area should be 0.21 or more.

An average pressure coefficient generated in the cowl area when driving such a conventional vehicle will be described with reference to the accompanying drawings.

1 is a perspective view of a conventional vehicle hood is installed, Figure 2 is an enlarged cross-sectional view of the AA line of Figure 1, Figure 3 is a schematic diagram showing the flow of air in the hood and cowl area when driving a conventional vehicle, Figure 4 5 is a configuration diagram showing a position of measuring an average pressure coefficient generated in a hood and a cowl region in a wind tunnel test of a conventional vehicle, and FIG. 5 is a graph of the average pressure coefficient according to the wind tunnel test of FIG. 4. As shown in Figures 1 and 2, the hood 100 completely covers the engine room (not shown) of the vehicle to protect the engine.

The hood 100 is composed of inner and outer panels 110 and 120 and is formed to maintain a rectangular shape in the longitudinal direction. In addition, a weather strip 200 is provided on the inner panel 110 of the hood 100 to cushion the shock 100 when the hood 100 is closed to protect the hood 100.

One end of the weather strip 200 is in contact with the inner panel 110 of the hood 100, and the fitting piece 300 is inserted into the other end. In addition, the fitting piece 300 is provided with a cowl 400 in which a windshield wiper (not shown) is installed.

The cowl 400 is integrally bent to maintain an appropriate shape, one end of which is fixed to the fitting piece 300, and the other end of the cowl 400 is provided to be in contact with the molding member 500 into which the wind shield 600 is inserted.

On the other hand, the angle between the outer panel 120 and the wind shield 600 of the hood 100 is made to be nearly parallel. That is, the hood 100 and the windshield 600 do not form an angle.

Looking at the average pressure coefficient (Cp) generated when driving the vehicle in the conventional hood 100 and the cowl 400 region is installed as described above, as shown in Figure 3 and the upper surface of the outer panel 120 of the hood 100 when the vehicle is running Air flows by maintaining a constant pressure along the upper surface of the windshield 600 and the roof panel. At this time, a recirculation region of the air flow is generated at the end of the hood 100 and the region of the cowl 400. Accordingly, the pressure is higher than the room (+) in the area of the cowl 400, the cowl 400 in the fitting piece 300 is inserted into the weather strip 200 to cushion the shock when closing the hood 100 ) Is fixed, and the windshield 600 and the hood 100 inserted into the molding member 500 with which the other end is in contact are almost parallel, that is, the angle is not achieved because the average pressure coefficient (Cp) It becomes <0.3.

Meanwhile, referring to FIG. 4, a state in which an average pressure coefficient Cp is generated in the region of the hood hood 100 and the cowl 400 of the MPV (Multe Purpose Vehicle) type less than 0.3 will be described with reference to FIG. 4. The average pressure coefficient is measured in the cowl 400 region by forcibly blowing the wind corresponding to the same condition, that is, the vehicle speed, in the actual vehicle driving of the vehicle. This divides the area of the hood 100 and the cowl 400 uniformly by maintaining a 100mm interval from the center to the left and right. That is, the center portion is set to 6, and the distance is set by dividing it into 6 to 1 on the left side of 6 and 6 to 11 on the right side.

In this state, the air pressure measuring sensors are connected to each of the numbers 1 to 11, and then the wind is introduced while maintaining the same speed as the traveling speed of the actual vehicle.

That is, at 6, the center of the cowl 400, the average pressure coefficient (Cp) is 0.18, 6 to 1 to the left based on 6 is 0.18, 0.15, 0.13, 0.09, 0.12, 0.11, 6 to 11 to the right The average pressure coefficients of 0.18, 0.11, 0.15, 0.11, 0.11, and 0.05 are generated.

When the average value of the average pressure coefficients is obtained, 0.15 is obtained. Therefore, less than 0.3, which is a pressure average coefficient (Cp) applied in a conventional sedan, the amount of air flowing into the room from the cowl 400 area while the air conditioner is turned off during driving of the car is less than the design target air volume. It has become impossible to maintain comfortable indoor air, resulting in steaming on the windows, which deteriorates the driver's running performance, and also causes the driver to operate an air conditioner switch due to insufficient ventilation.

The present invention has been made to solve such a conventional problem, the present invention is to partially modify the other end of the hood by changing the flow form of air in the cowl area to increase the average pressure coefficient, the amount of inflow air in the room The purpose is to increase.

The technical problem of the present invention, in the hood for protecting the engine room of the vehicle, to form a separate flat surface in the end region of the other surface of the hood, the flat surface is angled to both sides of the top center of the hood with a vertex Is achieved so as to be continuously reduced.

1 is a perspective view of a conventional vehicle hood installed.

2 is an enlarged sectional view taken along the line A-A of FIG.

Figure 3 is a schematic diagram showing the flow of air in the hood and cowl area when driving a conventional vehicle.

Figure 4 is a block diagram showing a position for measuring the average pressure coefficient generated in the hood and cowl area in the wind tunnel test of a conventional vehicle.

Figure 5 is a graph of the average pressure coefficient according to the wind tunnel test of FIG.

6 is a perspective view of a state in which a hood is installed to increase the average pressure coefficient when driving the vehicle according to the present invention.

7 is an enlarged sectional view taken along the line A-A of FIG.

FIG. 8 is a schematic diagram showing the flow of air when driving a car around a hood and a cowl in the state of FIG. 6; FIG.

9 is a configuration diagram showing a position for measuring the average pressure coefficient generated in the hood and cowl region in the wind test of the vehicle according to the present invention.

10 is a graph of the average pressure coefficient according to the wind tunnel test of FIG. 9.

<Explanation of symbols for main parts of drawing>

10 hood 13 flat surface

40: cowl

Hereinafter, with reference to the accompanying drawings will be described the configuration of the present invention.

FIG. 6 is a perspective view of a hood in which an average pressure coefficient is increased when driving a vehicle according to the present invention. FIG. 7 is an enlarged sectional view taken along line AA of FIG. 6, and FIG. Figure 9 is a schematic diagram showing the flow of, Figure 9 is a configuration diagram showing a position for measuring the average pressure coefficient generated in the hood and cowl region in the wind tunnel test (Wind Tunnel Test) of the present invention, Figure 10 9 is a graph of the average pressure coefficient according to the wind tunnel test of FIG. 9. As shown in FIGS. 6 and 7, the hood 10 of the present invention completely covers an engine room (not shown) of an automobile to protect the engine.

The hood 10 is composed of inner and outer panels 11 and 12 and is formed to maintain a rectangular shape in the longitudinal direction. In addition, a weather strip 20 is provided on the inner panel 11 of the hood 10 to cushion the shock when the hood 10 is closed to protect the hood 10.

One end of the weather strip 20 is in contact with the inner panel 11 of the hood 10, and the fitting piece 30 is inserted into the other end. In addition, the fitting piece 30 is provided with a cowl 40 on which a windshield wiper (not shown) is installed.

The cowl 40 is integrally bent and formed into a proper shape, one end of which is fixed to the fitting piece 30, and the other end of the cowl 40 is provided to contact the molding member 50 into which the wind shield 60 is inserted.

On the other hand, the flat surface 13 is formed in an area from the end of the other surface of the hood 10 to 20mm, the flat surface 13 is gradually extended to the both sides from the center of the hood 10 to both sides gradually smaller That is, the flat surface 13 is formed to extend left and right in an area up to 20 mm of the end portion of the hood 10 of the portion in contact with the cowl 40, and the flat surface 13 is the center of the hood 10. As the angle is gradually extended to the left and right ends at the apex, the flat end surface 13 and the wind shield 50 of the hood 10 are locally angled, so that the hood 10 and the cowl (when driving the vehicle) The average pressure gauge Cp in the area 40) is maintained at 0.17 or more.

Looking at the average pressure coefficient (Cp) generated when driving the vehicle in the hood 10 and the cowl 40 region of the present invention installed as described above, as shown in Figure 8 the air generated when the vehicle is running the outer panel of the hood 10 (12) A constant pressure flows along the upper surface, the upper surface of the windshield 60, and the roof panel. At this time, a recirculation region of the air flow is generated in the region of the flat surface 13 and the cowl 40 at a point 20 mm from the end of the hood 10, and thus pressure in the region of the cowl 40. This (+) pressure than the room is formed, when closing the hood 10, one end of the cowl 40 is fixed to the fitting piece 30 inserted in the weather strip 20 to cushion the shock, the other end The windshield 60 inserted into the contacting molding member 50 and the 20 mm flat surface 13 of the hood 10 form an angle, resulting in an average pressure coefficient Cp> 0.17. That is, the angle is formed with the windshield 60 as the flat surface 13 of the hood 10 to generate an average pressure coefficient Cp greater than 0.17 in the cowl 40 region.

Meanwhile, referring to FIG. 9, a state in which the average pressure coefficient Cp is generated in the region of the flat surface 13 and the cowl 40 of the hood 10 by 0.17 or more will be described with reference to FIG. 9. It is a device that forcibly blows the wind corresponding to the driving conditions, that is, the driving speed, and thus measures the average pressure coefficient in the cowl 40 area. The hood 10 and the cowl 40 are moved from the center to the left and right. It is divided evenly by keeping 100mm interval. That is, the center portion is set to 6, and the distance is set by dividing it into 6 to 1 on the left side of 6 and 6 to 11 on the right side.

In this state, if the air pressure measuring sensor is connected to each number 1 to 11, and the wind is forced to blow at the same speed as the running speed of the actual vehicle, a graph as shown in FIG. 10 is formed.

That is, at 6, which is the center of the cowl 40, the average pressure coefficient Cp is 0.21, and 0.21, 0.19, 0.17, 0.16, 0.16, 0.15 on the left side, and 0.21, 0.15, 0.20, on the right side. Average pressure coefficients of 0.17, 0.15, and 0.10 are generated.

The average of these average pressure coefficients is more than 0.17. Therefore, less than 0.3, which is a pressure average coefficient Cp applied to a conventional sedan, is to achieve a minimum design goal compared to before the hood 10 is improved.

That is, since the pressure average coefficient Cp is generated at 0.17 or more in the region of the flat surface 13 and the cowl 40 of the hood 10, the shape of the hood 10 is smaller than that of the sedan type vehicle. The pressure is maintained higher than the pressure average coefficient before the change.

As described above, the present invention, the hood and wind by forming a flat surface of 20 mm at the end of the hood other side of the vehicle of the MPV (Multe Purpose Vehicle) type, that is, the angle between the hood and the windshield is close to parallel As the shield maintains the angle, it changes the flow of air through the cowl area when driving a car, so the pressure average coefficient (Cp) is maintained at 0.17 or more on the flat surface and cowl area of the hood, compared to the sedan type (Cp = 0.3). Although less is generated, the pressure average coefficient is increased compared to the type before the hood is modified, so that the amount of air flowing into the room from the cowl area can be maintained while the air conditioner is turned off while driving the car. This prevents fog on the windows, which improves the driver's driving performance. Even if the ventilation is possible, the effect is provided.

While the invention has been shown and described with respect to certain preferred embodiments, the invention is not limited to the embodiments described above, but in the field of which the invention pertains without departing from the spirit of the invention as claimed in the claims. Any person with ordinary knowledge will be able to make various modifications.

Claims (1)

In the hood protecting the engine compartment of the car, A separate flat surface 13 is formed in an end region of the other surface of the hood 10, The flat surface (13) is an automobile hood, characterized in that the angle is continuously reduced to both sides with the apex of the center of the hood (10).