WO2013005685A1 - 車両前部構造 - Google Patents
車両前部構造 Download PDFInfo
- Publication number
- WO2013005685A1 WO2013005685A1 PCT/JP2012/066762 JP2012066762W WO2013005685A1 WO 2013005685 A1 WO2013005685 A1 WO 2013005685A1 JP 2012066762 W JP2012066762 W JP 2012066762W WO 2013005685 A1 WO2013005685 A1 WO 2013005685A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- base
- windshield lower
- windshield
- width direction
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/081—Cowls
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
Definitions
- the present invention relates to a vehicle front structure.
- an insulator having vibration and sound insulation is attached to the dashboard that separates the engine room and the vehicle interior. Has been done.
- Patent Document 1 discloses an invention in which an insulator made of a foam is fixed to a substantially horizontal horizontal portion formed on a dashboard. Since vibration and sound transmitted from the engine room to the dashboard are attenuated by the insulator, resonance of the dashboard is suppressed. As a result, vibrations and sounds generated in the engine room are suppressed from being transmitted to the passenger compartment.
- the present invention has been developed from such a viewpoint, and provides a vehicle front structure that can reduce the manufacturing cost while suppressing vibrations and sounds generated in the engine room from being transmitted to the vehicle interior. This is the issue.
- the present invention provides a dashboard upper that extends forward from an upper portion of a dashboard lower that separates the engine room and the vehicle compartment, a windshield lower that supports a lower end portion of a windshield glass,
- a vehicle front structure comprising a cowl top covering an opening formed between a dashboard upper and the windshield lower, wherein the windshield lower includes a wind seal lower body and the wind seal lower body Extending from the front end portion of the windshield lower body, and the extension portion is formed obliquely from the front end portion of the base portion. It extends in the vehicle width direction at the weight part extending forward and upward, and at the boundary between the base part and the weight part, and is more rigid than the base part. And having a low brittle portion.
- the weight part farthest from the windshield lower body vibrates up and down starting from a weak part having rigidity lower than that of the base part. (Oscillate).
- the vibration of the weight part has an opposite phase to the vibration and sound transmitted to the windshield lower.
- the extending portion is integrally formed on the windshield lower body, the windshield lower conventionally provided in the vehicle exhibits a vibration-proof function and a sound-proof function. There is no need to provide it, and the number of parts can be reduced. Furthermore, according to the present invention, if the extending portion is formed integrally with the windshield lower body, the number of manufacturing steps can be reduced as compared with the conventional technique that requires a fixing step of fixing the insulator to the dashboard. Therefore, since the number of parts and the number of manufacturing processes can be reduced, the manufacturing cost can be reduced as compared with the prior art.
- the present invention when a weak portion having rigidity lower than that of the base portion is extended in the vehicle width direction at the boundary portion between the base portion and the weight portion, a collision load is applied to the weight portion from above. Since the extension part (weight part) is easily bent downward from the fragile part, the collision energy can be suitably absorbed.
- the base portion has a stepped step portion in the vicinity of the boundary portion with the front end portion of the windshield lower body.
- the base portion has a stepped step portion in the vicinity of the boundary portion with the front end portion of the windshield lower body, so that the rigidity of the base portion is increased.
- the weight portion is likely to vibrate up and down, so that the damping effect can be further enhanced.
- the weight portion is configured to have a protrusion protruding outward in the vehicle width direction from the outer end portion in the vehicle width direction of the base portion and the fragile portion.
- the weight portion since the weight portion has the protruding portion that protrudes outward in the vehicle width direction from the outer end portion in the vehicle width direction of the base portion and the fragile portion, the mass of the weight portion increases. As a result, the weight portion is likely to vibrate up and down, so that the damping effect can be further enhanced.
- the base portion is configured to have a connecting portion connected to the cowl top.
- the base portion is connected to the cowl top via the connecting portion, so that the rigidity of the base portion is increased.
- the weight portion is likely to vibrate up and down, so that the damping effect can be further enhanced.
- the windshield lower body has a maximum width dimension in the front-rear direction on either side of the vehicle width direction across a center line along the front-rear direction passing through the center of the windshield lower body in the vehicle width direction. It is preferable that the extended portion is configured to be provided on the opposite side of the maximum portion with respect to the center line.
- the maximum part where the width dimension in the front-rear direction is the maximum is the part that is most likely to resonate due to vibration and sound transmitted from the engine room. Since the windshield lower body is provided on the side opposite to the maximum portion with respect to the center line along the front-rear direction passing through the center in the vehicle width direction of the windshield lower body, the damping effect can be further enhanced.
- the present invention it is possible to provide a vehicle front structure that can reduce the manufacturing cost while suppressing vibration and sound generated in the engine room from being transmitted to the vehicle interior.
- FIG. 3 is a perspective view showing a state where a cowl top is assembled to the lid dashboard upper and the windshield lower of FIG. 2.
- FIG. 3 is a partially enlarged perspective view of an extended portion of the windshield lower as viewed from the direction of arrow X shown in FIG. 2.
- (A) is a cross-sectional view taken along the line II shown in FIG.
- (b) is a cross-sectional view taken along the line II-II shown in FIG. It is a top view which shows the lid dashboard upper and windshield lower which concern on embodiment of this invention.
- (A) is a graph comparing the vertical vibration sensitivity of the example and the vertical vibration sensitivity of the comparative example, and (b) is a graph comparing the acoustic sensitivity of the example and the acoustic sensitivity of the comparative example.
- (A) is a schematic plan view which shows the vehicle front part structure which concerns on the comparative example outside this invention, (b) is the elements on larger scale of (a).
- a vehicle front structure 1 is a structure applied to a front engine vehicle, and includes a dashboard upper 11, a lid dashboard upper 12, a windshield lower 20, and the like.
- a cowl top 30 is shown in FIG. 1, and includes a dashboard upper 11, a lid dashboard upper 12, a windshield lower 20, and the like.
- the dashboard upper 11 is a steel plate member that extends forward from the upper part of the dashboard lower 4 that separates the engine room 2 and the vehicle compartment 3. In the present embodiment, the dashboard upper 11 is fixed to the dashboard lower 4 by welding or the like.
- the lid dashboard upper 12 is a steel plate member that extends forward and upward from the front end of the dashboard upper 11. In the present embodiment, the lid dashboard upper 12 is fixed to the dashboard upper 11 by welding or the like.
- the dashboard upper 11 and the lid dashboard upper 12 correspond to a “dashboard upper” in the claims.
- symbol 8 in FIG. 1 shows a bonnet food
- the windshield lower 20 is a steel plate member that supports the lower end of the windshield glass 5. As shown in FIGS. 1 and 2, an opening 6 is formed between the lid dashboard upper 12 and the windshield lower 20. In the present embodiment, the windshield lower 20 supports the windshield glass 5 in a cantilever structure, and a buffer material 7 is provided between the windshield lower 20 and the windshield glass 5.
- the windshield lower 20 is formed by press-molding a single steel plate, and extends forward from the windshield lower body 21 and the front end portion 21 a of the windshield lower body 21. And an exit portion 22.
- the windshield lower 20 may be formed by press-molding another metal plate such as an aluminum plate.
- the windshield lower body 21 and the extending portion 22 will be described in detail later with reference to FIGS.
- the cowl top 30 is a resin member that forms a so-called cowl box together with the lid dashboard upper 12 and the windshield lower 20 by covering the opening 6.
- the cowl top 30 includes an air conditioner inlet 30a and a frame number confirmation opening 30b formed in the vicinity of the center in the vehicle width direction, positioning ribs 30c as a plurality of locking portions provided at the lower end, and And a locking clip 30d.
- the frame number confirmation opening 30b is located obliquely in front of the extending portion 22 shown in FIG.
- the cowl top 30 locks the positioning rib 30 c and the locking clip 30 d in the hole, notch or edge formed in the lid dashboard upper 12 and the windshield lower 20. It is fixed across the lid dashboard upper 12 and the windshield lower 20.
- FIG. 5 is a partially enlarged perspective view of the extending portion 22 of the windshield lower 20 as viewed from the direction of the arrow X shown in FIG. 6A is a cross-sectional view taken along line II shown in FIG. 5, and FIG. 6B is a cross-sectional view taken along line II-II shown in FIG.
- FIG. 7 is a plan view showing the lid dashboard upper 12 and the windshield lower 20 according to the embodiment of the present invention.
- the windshield lower main body 21 is a plate-like part formed by bending a plurality of places. As shown in FIG. 7, the windshield lower body 21 has a left-right asymmetric shape in a plan view, and the left end portion 21b has a maximum portion 21d having the largest width dimension L in the front-rear direction. Yes. A plurality of holes 21e and 21e are formed through the windshield lower body 21 at appropriate positions. A locking clip 30d of the cowl top 30 is locked in the holes 21e and 21e (see FIGS. 1 and 3B).
- the extending part 22 is a part in which a chassis number (so-called frame number) for identifying each automobile is impressed and the vibration and sound transmitted to the windshield lower 20 are attenuated.
- the extending portion 22 of the present embodiment is a so-called frame number plate formed on the windshield lower 20, and is configured by adding a vibration proof function and a sound proof function to the frame number plate.
- the extending portion 22 is integrally formed with the windshield lower main body 21, and is bent in a substantially central portion in the front-rear direction so as to be inclined downward and upward to project downward.
- the extending part 22 mainly includes a base part 23, a weight part 24, and a fragile part 25.
- the base portion 23 is a plate-like portion that is formed continuously with the front end portion 21a of the windshield lower body 21 and extends diagonally forward and downward from the front end portion 21a.
- a stepped first step portion 23a is provided in the vicinity of the boundary portion with the front end portion 21a (a portion adjacent to the front end portion 21a) of the base portion 23 as shown in FIGS. 5 and 6A.
- the first step portion 23a is formed so as to protrude upward.
- a stepped second step portion 23b is provided on the right edge portion of the base portion 23, and the second step portion 23b is projected upward. It is formed to become.
- a long hole-like hole portion 23c having a rectangular shape in plan view and extending in the oblique front-rear direction is formed so as to penetrate therethrough.
- the locking clip 30d of the cowl top 30 is locked in the hole 23c serving as the connecting portion (see FIGS. 1 and 3B).
- portions other than the first step portion 23 a, the second step portion 23 b, and the hole portion 23 c are formed on a flat surface.
- the weight portion 24 is a plate-like portion extending diagonally forward and upward from the front end portion 23d of the base portion 23.
- the weight portion 24 vibrates up and down (vibrates) the vibration and sound transmitted from the engine room 2 to the windshield lower 20. And has a function of attenuating in the opposite phase.
- flange-like projections 24a and 24a are formed to extend outward in the vehicle width direction.
- the protrusion 24 a protrudes outward in the vehicle width direction from the left and right end portions of the base portion 23 and the fragile portion 25.
- the third step portion 24 c is formed so as to protrude upward in substantially the entire area of the weight portion 24.
- a chassis number (not shown) is stamped on the lower surface 24 b of the weight portion 24. When it is necessary to confirm the chassis number, the operator can read the chassis number by visually recognizing the lower surface 24b of the extension 22 through the frame number confirmation opening 30b (see FIG. 1).
- the plate thickness of the base portion 23 and the weight portion 24 (extension portion 22) is not particularly limited, but is preferably set to 0.6 mm, for example, and the plate of the windshield lower body 21 It is preferable to set it thinner than the thickness.
- an angle ⁇ formed by the base 23 and the weight portion 24 is, for example, It is preferable to set the angle around 60 degrees.
- the fragile portion 25 is a portion that extends linearly in the vehicle width direction at the boundary portion between the base portion 23 and the weight portion 24.
- the fragile portion 25 is formed by bending a substantially central portion of the extending portion 22 in the front-rear direction obliquely forward and upward. Since the fragile portion 25 does not have a step portion that increases the rigidity, the fragile portion 25 has a lower rigidity than the base portion 23 and the weight portion 24 having the step portion. Therefore, the fragile portion 25 becomes a starting point of the vertical vibration of the weight portion 24 and also becomes a starting point that bends when a collision load is applied to the weight portion 24 from above.
- the weight portion 24 farthest from the windshield lower body 21 starts from the weak portion 25 having rigidity lower than that of the base portion 23. Vibrates vertically. As a result, the vibration of the weight portion 24 has an opposite phase to the vibration and sound transmitted to the windshield lower 20. Thereby, the vibration and sound transmitted to the windshield lower 20 can be attenuated by the weight portion 24.
- the position of the maximum part 21d and the extension part 22 is demonstrated in detail. Since a wiper member (not shown) is installed above the right end portion 21c of the windshield lower body 21 (the broken line portion in FIG. 7) via the cowl top 30 (see FIG. 4), the shape of these members It is necessary to change the shape on the end 21c side in accordance with the above. As a result, the shape of the windshield lower body 21 becomes asymmetrical in the left-right direction, and therefore the width dimension in the front-rear direction differs between the left and right. In this embodiment, the left-side end portion 21b of the windshield lower body 21 A maximum portion 21d having the largest width dimension L is formed.
- the maximum portion 21d is a portion that is most likely to resonate due to vibrations and sounds transmitted from the engine room 2 (see FIG. 1).
- the extension portion 22 of the present embodiment is opposite to the maximum portion 21d (on the right end portion 21c side) with respect to the center line C1 along the front-rear direction passing through the center of the windshield lower body 21 in the vehicle width direction. It is provided in the area.
- the center line C2 along the front-rear direction passing through the center in the vehicle width direction of the extending portion 22 is spaced apart from the center line C1 by a predetermined distance in the vehicle width direction, and this distance is set as appropriate.
- the vehicle front structure 1 according to the embodiment of the present invention is basically configured as described above. Next, the function and effect will be described.
- the furthest part 25 having lower rigidity than the base 23 is the starting point and the furthest from the windshield lower body 21.
- the weight part 24 vibrates up and down (oscillates).
- the vibration of the weight portion 24 has an opposite phase to the vibration and sound transmitted to the windshield lower 20.
- the extending portion 22 is integrally formed with the windshield lower body 21, the windshield lower 20 that has been conventionally provided in the vehicle exhibits a vibration-proof function and a sound-proof function. It is not necessary to provide an insulator separately, and the number of parts can be reduced. Furthermore, according to the present embodiment, the extension portion 22 is integrally formed with the windshield lower body 21, thereby requiring a fixing process for fixing the insulator to the dashboard (for example, the invention described in Patent Document 1). ), The number of manufacturing steps can be reduced. Therefore, since the number of parts and the number of manufacturing processes can be reduced, the manufacturing cost can be reduced as compared with the prior art.
- the fragile portion 25 having a rigidity lower than that of the base portion 23 is extended in the vehicle width direction at the boundary portion between the base portion 23 and the weight portion 24, so that the weight portion 24 can be seen from above.
- the extension portion 22 (the weight portion 24) is easily bent downward from the fragile portion 25, so that the collision energy can be suitably absorbed.
- the base portion 23 has the stepped first step portion 23a in the vicinity of the boundary portion with the front end portion 21a of the windshield lower body 21 and the stepped second stepped portion on the right edge portion. Since it has the part 23b, the rigidity of the base part 23 increases. Thereby, since the weight part 24 becomes easy to vibrate up and down, the damping effect can be further enhanced.
- the rigidity of the base 23 is further increased. Therefore, since the weight part 24 becomes easy to vibrate up and down, the damping effect can be further enhanced.
- the weight portion 24 includes the protrusions 24a and 24a that protrude outward in the vehicle width direction from the vehicle width direction outer end portions of the base portion 23 and the fragile portion 25. Will increase. Thereby, since the weight part 24 becomes easy to vibrate up and down, the damping effect can be further enhanced.
- the extending portion 22 is opposite to the maximum portion 21d (right end portion 21c) with respect to the center line C1 along the front-rear direction passing through the center of the windshield lower body 21 in the vehicle width direction. ), The damping effect can be further enhanced.
- the rigidity of the fragile part 25 of this embodiment is lower than the rigidity of the base part 23 and the weight part 24, but the present invention is not limited to this, and it is sufficient that it is at least lower than the rigidity of the base part 23.
- the maximum portion 21d of the present embodiment is formed at the left end portion 21b of the windshield lower main body 21, but the present invention is not limited to this, and is formed at the right end portion 21c of the windshield lower main body 21. May be.
- the extension part 22 is provided in the left end part 21b.
- the above-described dashboard upper 11 and lid dashboard upper 12 may be integrally formed from a single steel plate member.
- the dashboard lower 4, the dashboard upper 11, and the lid dashboard upper 12 may be integrally formed from a single steel plate member. That is, regardless of whether the dashboard lower 4, the dashboard upper 11, and the lid dashboard upper 12 according to the embodiment are integrally formed or separately formed, the dashboard lower that separates the engine room and the vehicle compartment from each other. The portion extending forward corresponds to the dashboard upper of the present invention.
- FIG. 8A is a graph comparing the vertical vibration sensitivity of the example and the vertical vibration sensitivity of the comparative example
- FIG. 8B is a graph comparing the acoustic sensitivity of the example and the acoustic sensitivity of the comparative example. It is the graph which compared.
- Fig.9 (a) is a schematic plan view which shows the vehicle front part structure concerning the comparative example outside this invention
- (b) is the elements on larger scale of (a).
- the vertical vibration sensitivity and the acoustic sensitivity at the center of the lower end portion of the windshield glass when the engine is driven were measured.
- the horizontal axis indicates the frequency [Hz]
- the vertical axis in (a) indicates the vibration level [dB / N]
- the vertical axis in (b) indicates the sound pressure level [ dB / N].
- the configuration is the same as that of the above-described embodiment, and the extending portion 22 has the fragile portion 25.
- the plate thickness of the extending portion 22 is set to be thinner than the plate thickness of the windshield lower body 21.
- the vertical vibration sensitivity of the Example and the vertical vibration sensitivity of the comparative example resulted as shown in the graph of FIG. That is, when both were compared, it was confirmed that the vibration level [dB / N] of the example was lower than the vibration level [dB / N] of the comparative example in the resonance region (the broken line in FIG. 8A). See section). Accordingly, in the embodiment, the vertical vibration frequency [Hz] of the windshield glass over the resonance region and the vertical vibration frequency [Hz] of the extending portion 22 (weight portion 24) are shifted. It has been demonstrated that vertical vibration can be damped.
- the acoustic sensitivity of the example and the acoustic sensitivity of the comparative example were as shown in the graph of FIG. 8B. That is, when both were compared, it was confirmed that the sound pressure level [dB / N] of the example was lower than the sound pressure level [dB / N] of the comparative example in the resonance region (FIG. 8B). (See the broken line part). Thereby, in the Example, since the sound pressure level [dB / N] concerning a resonance region falls, it was proved that the noise (noise) in a windshield glass can be reduced.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Instrument Panels (AREA)
- Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
Abstract
Description
そして、エンジンルーム内からダッシュボードに伝達された振動や音は、インシュレータで減衰されるため、ダッシュボードの共振が抑制されるようになっている。その結果、エンジンルーム内で発生した振動や音が車室内に伝達されることが抑制されている。
更に、本発明によれば、ウインドシールドロア本体に延出部を一体的に形成すれば、ダッシュボードにインシュレータを固定する固定工程が必要な従来技術に比較して、製造工程数を削減できる。
したがって、部品点数及び製造工程数を削減できるため、従来技術に比較して製造コストを低減できる。
また、説明において方向を示すときは、車両の前後左右上下を基準にして説明する。なお、「車幅方向」と「左右方向」は同義である。
ダッシュボードアッパ11は、エンジンルーム2と車室3とを隔離するダッシュボードロア4の上部から前方へ延出する鋼板製部材である。本実施形態において、ダッシュボードアッパ11は、ダッシュボードロア4に溶接等によって固定されている。リッドダッシュボードアッパ12は、ダッシュボードアッパ11の前端から前上方へ延出する鋼板製部材である。本実施形態において、リッドダッシュボードアッパ12は、ダッシュボードアッパ11に溶接等で固定されている。これらダッシュボードアッパ11及びリッドダッシュボードアッパ12が、請求の範囲における「ダッシュボードアッパ」に相当する。
なお、図1中の符号8は、ボンネットフードを示す。
ウインドシールドロア20は、ウインドシールドガラス5の下端部を支持する鋼板製部材である。図1及び図2に示すように、リッドダッシュボードアッパ12とウインドシールドロア20との間には、開口部6が形成されている。本実施形態において、ウインドシールドロア20は、片持ち構造にてウインドシールドガラス5を支持しており、ウインドシールドロア20とウインドシールドガラス5との間には、緩衝材7が設けられている。
ウインドシールドロア本体21及び延出部22については、図5乃至図7を参照して後に詳しく説明する。
図1に示すように、カウルトップ30は、開口部6を覆うことによって、リッドダッシュボードアッパ12及びウインドシールドロア20とともに所謂カウルボックスを構成する樹脂性部材である。
図5は、図2に示す矢印X方向から見たウインドシールドロア20の延出部22の部分拡大斜視図である。図6(a)は図5に示すI-I線断面図であり、(b)は図5に示すII-II線断面図である。図7は、本発明の実施形態に係るリッドダッシュボードアッパ12及びウインドシールドロア20を示す平面図である。
延出部22は、基部23と、ウエイト部24と、脆弱部25と、を主に有する。
また、図6(a)に示すように、基部23とウエイト部24とのなす角度θ(基部23を斜め前下方に延長した延長面Tとウエイト部24とのなす角度θ)は、例えば、60度前後に設定されることが好ましい。これにより、フレームナンバ確認用開口30b(図1参照)から車台番号を視認しやすくなるため高い視認性を確保しつつ、ウエイト部24が振動しやすくなるため減衰効果を更に高めることができる。
ウインドシールドロア本体21の右側の端部21cの上方(図7の破線部分)には、カウルトップ30(図4参照)を介して図示しないワイパー部材等が設置されるため、これらの部材の形状に合わせて端部21c側の形状を変更する必要が生じる。その結果、ウインドシールドロア本体21の形状が左右非対称になるため、左右で前後方向の幅寸法が異なってしまい、本実施形態では、ウインドシールドロア本体21の左側の端部21bに、前後方向の幅寸法Lが最も大きい最大部21dが形成される。最大部21dは、エンジンルーム2(図1参照)内から伝達された振動や音により最も共振しやすい部分であり、この最大共振部分から離間した位置に延出部22を設置すると減衰効果が高まる。そこで、本実施形態の延出部22は、ウインドシールドロア本体21の車幅方向の中心を通る前後方向に沿う中心線C1に対して、最大部21dと反対側(右側の端部21c側)の領域に設けられている。ちなみに、延出部22の車幅方向の中心を通る前後方向に沿う中心線C2は、中心線C1に対して車幅方向外側に所定間隔離間しており、この間隔は適宜設定される。
更に、本実施形態によれば、ウインドシールドロア本体21に延出部22を一体成形したことにより、ダッシュボードにインシュレータを固定する固定工程が必要な従来技術(例えば、特許文献1に記載の発明)に比較して、製造工程数を削減できる。
したがって、部品点数及び製造工程数を削減できるため、従来技術に比較して製造コストを低減できる。
参照する図面において、図8(a)は、実施例の上下振動感度と、比較例の上下振動感度を比較したグラフであり、(b)は、実施例の音響感度と、比較例の音響感度を比較したグラフである。図9(a)は、本発明外の比較例に係る車両前部構造を示す概略平面図であり、(b)は(a)の部分拡大平面図である。
なお、図8(a),(b)の横軸は周波数[Hz]を示し、(a)の縦軸は振動レベル[dB/N]を示し、(b)の縦軸は音圧レベル[dB/N]を示す。
本実施例は、前記実施形態と同様の構成にして、延出部22が脆弱部25を有する構成とした。また、本実施例では、延出部22の板厚をウインドシールドロア本体21の板厚よりも薄く設定した。
本比較例は、図9(a),(b)に示すように、延出部の折曲部分の左右両端部に剛性を高めるための段部が形成されており、脆弱部を有しない構成とした。また、本比較例では、延出部の板厚をウインドシールドロア本体の板厚と等しく設定した。
2 エンジンルーム
3 車室
5 ウインドシールドガラス
6 開口部
11 ダッシュボードアッパ
12 リッドダッシュボードアッパ(ダッシュボードアッパ)
20 ウインドシールドロア
21 ウインドシールドロア本体
21a 前端部
21d 最大部
22 延出部
23 基部
23a 第1段部
23b 第2段部
23c 孔部(連結部)
23d 前端部
24 ウエイト部
24a 突部
25 脆弱部
30 カウルトップ
C1 中心線
L 幅寸法
Claims (9)
- エンジンルームと車室とを隔離するダッシュボードロアの上部から前方へ延出するダッシュボードアッパと、
ウインドシールドガラスの下端部を支持するウインドシールドロアと、
前記ダッシュボードアッパと前記ウインドシールドロアとの間に形成された開口部を覆うカウルトップと、
を備える車両前部構造であって、
前記ウインドシールドロアは、
ウインドシールロア本体と、
前記ウインドシールロア本体の前端部から前方に延出形成された延出部と、を含み、
前記延出部は、
前記ウインドシールドロア本体の前端部に連続して形成された基部と、
前記基部の前端部から斜め前上方に延出するウエイト部と、
前記基部と前記ウエイト部との境界部分において車幅方向に延設され、前記基部よりも剛性が低い脆弱部と、
を有することを特徴とする車両前部構造。 - 前記基部は、前記ウインドシールドロア本体の前端部との境界部分近傍に階段状の段部を有することを特徴とする請求の範囲第1項に記載の車両前部構造。
- 前記ウエイト部は、前記基部及び前記脆弱部の車幅方向外側端部よりも車幅方向外側に突出する突部を有することを特徴とする請求の範囲第1項に記載の車両前部構造。
- 前記ウエイト部は、前記基部及び前記脆弱部の車幅方向外側端部よりも車幅方向外側に突出する突部を有することを特徴とする請求の範囲第2項に記載の車両前部構造。
- 前記基部は、前記カウルトップに連結する連結部を有することを特徴とする請求の範囲第1項に記載の車両前部構造。
- 前記基部は、前記カウルトップに連結する連結部を有することを特徴とする請求の範囲第2項に記載の車両前部構造。
- 前記基部は、前記カウルトップに連結する連結部を有することを特徴とする請求の範囲第3項に記載の車両前部構造。
- 前記基部は、前記カウルトップに連結する連結部を有することを特徴とする請求の範囲第4項に記載の車両前部構造。
- 前記ウインドシールドロア本体は、当該ウインドシールドロア本体の車幅方向の中心を通る前後方向に沿う中心線を挟んで車幅方向両側のいずれか一方の側において、前後方向の幅寸法が最大になる最大部を有しており、
前記延出部は、前記中心線に対して、前記最大部と反対側に設けられていることを特徴とする請求の範囲第1項乃至第8項のいずれか一項に記載の車両前部構造。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013522989A JP5747079B2 (ja) | 2011-07-04 | 2012-06-29 | 車両前部構造 |
EP12807669.2A EP2730486B1 (en) | 2011-07-04 | 2012-06-29 | Structure for front portion of vehicle |
CN201280033315.5A CN103648891B (zh) | 2011-07-04 | 2012-06-29 | 车辆前部构造 |
US14/130,641 US8915539B2 (en) | 2011-07-04 | 2012-06-29 | Structure for front portion of vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011148067 | 2011-07-04 | ||
JP2011-148067 | 2011-07-04 |
Publications (1)
Publication Number | Publication Date |
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WO2013005685A1 true WO2013005685A1 (ja) | 2013-01-10 |
Family
ID=47437037
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2012/066762 WO2013005685A1 (ja) | 2011-07-04 | 2012-06-29 | 車両前部構造 |
Country Status (5)
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US (1) | US8915539B2 (ja) |
EP (1) | EP2730486B1 (ja) |
JP (1) | JP5747079B2 (ja) |
CN (1) | CN103648891B (ja) |
WO (1) | WO2013005685A1 (ja) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3127788B1 (en) * | 2014-04-03 | 2019-08-28 | Toyota Jidosha Kabushiki Kaisha | Cowl structure for vehicle |
FR3021286B1 (fr) * | 2014-05-20 | 2016-05-13 | Renault Sa | Ecope pour boite a eau integree a la paroi de separation |
JP2017001621A (ja) * | 2015-06-15 | 2017-01-05 | トヨタ自動車株式会社 | 車両前部構造 |
US10308287B2 (en) * | 2017-08-14 | 2019-06-04 | GM Global Technology Operations LLC | Air inlet splash panel assembly for a vehicle |
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- 2012-06-29 WO PCT/JP2012/066762 patent/WO2013005685A1/ja active Application Filing
- 2012-06-29 JP JP2013522989A patent/JP5747079B2/ja not_active Expired - Fee Related
- 2012-06-29 US US14/130,641 patent/US8915539B2/en active Active
- 2012-06-29 CN CN201280033315.5A patent/CN103648891B/zh active Active
- 2012-06-29 EP EP12807669.2A patent/EP2730486B1/en not_active Not-in-force
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Also Published As
Publication number | Publication date |
---|---|
CN103648891B (zh) | 2017-05-17 |
US8915539B2 (en) | 2014-12-23 |
CN103648891A (zh) | 2014-03-19 |
JP5747079B2 (ja) | 2015-07-08 |
EP2730486A1 (en) | 2014-05-14 |
EP2730486B1 (en) | 2016-04-27 |
EP2730486A4 (en) | 2015-02-11 |
JPWO2013005685A1 (ja) | 2015-02-23 |
US20140117720A1 (en) | 2014-05-01 |
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