Beam for vehicles

Abstract

To upgrade the sealability at a junction of adjoining beam connection parts.SOLUTION: An upper duct division body 15 includes as beam connection parts an upper front connection part 16 having an upper front opposed surface 17 on which an upper front weld rib 18 extending in a lateral direction (orthogonal direction in a sheet of paper) is formed, and an upper back connection part 21 having an upper back opposed surface 22 on which an upper back weld rib 23 extending in the lateral direction is formed. A lower duct division body 30 includes a lower front connection part 31 having a lower front opposed surface 32 on which a lower front weld rib 33 extending in the lateral direction is formed, and a lower back connection part 36 having a lower back opposed surface 37 on which a lower back weld rib 38 extending in the lateral direction is formed. The upper front weld rib 18 and lower front weld rib 33 are welded, whereby the upper front connection part 16 and lower front connection part 31 are joined. The upper back weld rib 23 and lower back weld rib 38 are welded, whereby the upper back connection part 21 and lower back connection part 36 are joined. The upper duct division body 15 and lower duct division body 30 are coupled with each other. Eventually, a duct body 11 is formed as a beam outer shell part.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a vehicle beam.

Background Art

[0002] As one form of a vehicle beam that supports an instrument panel of a vehicle, there is one having a function of a duct through which air sent from an air conditioner flows, as described in, for example, Patent Document 1.

[0003] The skeleton portion of the vehicle beam is formed by a hollow duct main body portion that is cylindrical and has an air flow path. The outer shell portion of the vehicle beam is composed of a beam outer shell portion formed in a cylindrical shape from a resin material. The beam outer shell portion is divided into a plurality of beam segments in the circumferential direction of the beam outer shell portion. In each beam segment, a beam connection portion is formed at the boundary portion with an adjacent beam segment. And adjacent beam connection portions are fastened by a plurality of bolts. By coupling adjacent beam connection portions by the above fastening, adjacent beam segments are connected. By performing the above connection for all beam segments, the beam outer shell portion is formed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the vehicle beam described in Patent Document 1, in order to join adjacent beam connection parts, they are fastened by a plurality of bolts arranged at regular intervals. Therefore, the fastening force by the bolts weakens as the distance from the bolts increases. Along with this, the sealing performance of the joint part decreases as the distance from the bolts increases. Therefore, there is room for improvement in the vehicle beam described in Patent Document 1 in terms of improving the sealing performance of the joint part.

Means for Solving the Problems

[0006] Each aspect of the vehicle beam for solving the above problems is described. [Aspect 1] A vehicle beam that extends in the vehicle width direction within the instrument panel of a vehicle and is attached to the vehicle body to support the instrument panel. It includes a cylindrical duct main body having an air flow path as a skeleton part, a peripheral part connected to the duct main body, and further, an outer shell part is constituted by a beam outer shell part formed in a cylindrical shape using a resin material. The beam outer shell part is divided into a plurality of beam divided bodies in the circumferential direction of the beam outer shell part. Each beam divided body has a beam connection part at the boundary part with an adjacent beam divided body. Adjacent beam divided bodies are connected by joining adjacent beam connection parts. Adjacent beam connection parts have a pair of beam opposing surfaces facing each other. On at least one of the pair of beam opposing surfaces, beam welding ribs extending along the pair of beam opposing surfaces are formed in a direction intersecting the direction in which the pair of beam opposing surfaces face each other. The joining of adjacent beam connection parts is achieved by welding the adjacent beam connection parts at the beam welding ribs.

[0007] According to the above configuration, adjacent beam segments are connected by joining adjacent beam connection parts together. By performing the above connection for all the beam segments, a beam outer shell part is formed. The above joining is made by welding adjacent beam connection parts at the beam welding rib. The beam welding rib extends in a direction intersecting with the direction in which a pair of beam facing surfaces of adjacent beam connection parts face each other, along the beam facing surface of at least one of the adjacent beam connection parts. Therefore, adjacent beam connection parts are joined in a wider area in the above intersecting direction than in the case of fastening with bolts. The sealing performance at the joint part of adjacent beam connection parts is improved compared to the case of bolt fastening.

[0008] [Aspect 2] The duct main body part is formed of a resin material, the duct main body part is divided into a plurality of duct segments in the circumferential direction of the duct main body part, and the plurality of beam segments in the beam outer shell part are constituted by the plurality of duct segments in the duct main body part. Each duct segment has a duct connection part as the beam connection part at a boundary part with an adjacent duct segment. Adjacent duct connection parts face each other and have a pair of duct facing surfaces that constitute the beam facing surface. When the direction in which the pair of duct facing surfaces face each other is defined as the facing direction, a duct welding rib that extends along the pair of duct facing surfaces in a direction intersecting with the facing direction is formed as the beam welding rib on at least one of the pair of duct facing surfaces. Adjacent duct connection parts are joined by being welded at the duct welding rib. By this joining, adjacent duct segments are connected and adjacent beam segments are connected. The vehicle beam according to [Aspect 1].

[0009] According to the above configuration, a plurality of duct segments in the duct main body part constitute a plurality of beam segments in the beam outer shell part. A duct connection part having a duct facing surface constitutes a beam connection part having a beam facing surface. The duct welding rib constitutes the beam welding rib.

[0010] When adjacent duct connection parts are welded at the duct welding ribs, the adjacent duct connection parts are joined together. Also, adjacent beam connection parts are welded at the beam welding ribs, and the adjacent beam connection parts are joined together.

[0011] And by the above joining, adjacent duct segments are connected, and adjacent beam segments are connected. When the above connection is performed for all the duct segments, the above connection is performed for all the beam segments. By the above connection, a duct main body part is formed and a beam outer shell part is formed.

[0012] In the duct main body part formed as described above, adjacent duct connection parts are joined in a wider area in a direction intersecting the opposing direction than in the case of fastening with bolts. The sealing performance at the joint of adjacent duct connection parts is improved compared to the case of bolt fastening. Also, due to the improvement of the sealing performance, the phenomenon that air flowing through the flow path leaks from the above joint is suppressed more than in the case of bolt fastening.

[0013] Also, in the beam outer shell part formed as described above, adjacent beam connection parts are joined in a wider area in a direction intersecting the opposing direction than in the case of fastening with bolts. The sealing performance at the joint of adjacent beam connection parts is improved compared to the case of bolt fastening.

[0014] [Aspect 3] The duct welding rib is formed on each of a pair of the duct opposing surfaces in the adjacent duct connection parts, and the duct welding rib formed on one of the duct opposing surfaces and the duct welding rib formed on the other duct opposing surface face each other in the opposing direction. The adjacent duct connection parts are joined by welding the pair of duct welding ribs facing each other in the opposing direction, and by the joining, the adjacent duct segments are connected. The vehicle beam according to [Aspect 2].

[0015] According to the above configuration, when the duct welding rib is formed only on one of the pair of duct facing surfaces in the adjacent duct connection portions, the duct welding rib is welded to the duct connection portion on the other duct facing surface. In the duct welding rib, when welding, the tip surface of the duct welding rib is heated. On the other hand, in the duct connection portion having the other duct facing surface, when welding, among the duct facing surfaces, the portion where the duct welding rib faces and the peripheral portion thereof are heated. The area of the surface that needs to be heated is larger than the tip surface of the duct welding rib. Accordingly, heat is more likely to be dispersed, and the heating efficiency decreases.

[0016] In this regard, according to the above configuration in which the duct welding rib formed on one duct facing surface and the duct welding rib formed on the other duct facing surface face each other in the facing direction, the duct welding ribs are welded to each other. In each duct welding rib, the tip surface is heated when welding. Among the tip surfaces of the respective duct welding ribs, the area of the tip surface that needs to be heated is smaller than the area of the portion that needs to be heated on the duct facing surface. Accordingly, heat is less likely to be dispersed, and the heating efficiency is improved.

[0017] [Aspect 4] Each duct segment has the duct connection portion at each of both ends in the circumferential direction of the duct main body portion, and the duct facing surface of the duct connection portion at one end and the duct facing surface of the duct connection portion at the other end face in different directions from each other. The vehicle beam according to [Aspect 3].

[0018] According to the above configuration, the duct main body portion is formed by connecting adjacent duct segments for all the duct segments. This connection is made by joining adjacent duct connection portions. The joining is made by welding the duct welding ribs of adjacent duct connection portions to each other.

[0019] When making the above joining, prior to welding, for all the duct segments, adjacent duct segments are brought closer to each other, and the duct welding ribs in the adjacent duct connection portions are brought closer to each other.

[0020] Here, if, for each duct segment, the duct facing surfaces of the duct connection portions at one end and the duct facing surfaces of the duct connection portions at the other end among both ends in the circumferential direction of the duct main body portion both face the same direction, the following phenomenon may occur. That is, the duct welding ribs of the adjacent duct connection portions are not facing each other, that is, the two duct welding ribs are brought close to each other in a state of being displaced in the direction along the duct facing surface.

[0021] In this regard, according to the above configuration, for each duct segment, the duct facing surface of the duct connection portion at one end and the duct facing surface of the duct connection portion at the other end face different directions from each other.

[0022] Therefore, prior to welding, when adjacent duct segments are brought close to each other and the duct welding ribs of the adjacent duct connection portions are brought close to each other, the duct welding rib of the duct connection portion at one end and the duct welding rib of the adjacent duct connection portion come into contact. Due to this contact, positioning is performed for the adjacent duct segments in the direction in which the duct facing surface of the above duct connection portion faces. Along with this, for the adjacent duct segments, positioning is performed for the duct welding rib of the duct connection portion at the other end and the duct welding rib of the adjacent duct connection portion in the above direction. By this positioning, it becomes possible to bring the duct welding rib of the duct connection portion at the other end and the duct welding rib of the adjacent duct connection portion close to each other and weld them in a state where they face each other. Then, welding in the above positioned state is performed for all the duct segments.

[0023] Similar to the above, prior to welding, when adjacent duct segments are brought closer to each other and the duct welding ribs of adjacent duct connection parts are brought closer to each other, the duct welding rib of the duct connection part at the other end contacts the duct welding rib of the adjacent duct connection part. Due to this contact, positioning is performed for adjacent duct segments in the direction in which the duct facing surface of the duct connection part faces. Along with this, for adjacent duct segments, positioning is performed in the above direction between the duct welding rib of the duct connection part at one end and the duct welding rib of the adjacent duct connection part. By this positioning, it becomes possible to bring the duct welding ribs of the duct connection part at one end and the duct welding rib of the adjacent duct connection part closer to each other and weld them in a state where they face each other. Then, welding in the above positioned state is performed for all duct segments.

[0024] [Aspect 5] The duct main body portion is divided into two of the duct segments as a plurality of the duct segments, the duct connection part for each duct segment is located at both side portions of the flow path in the radial direction of the duct main body portion, and the duct facing surface of the duct connection part at one end for each duct segment faces in a direction different from the direction in which the duct facing surface of the duct connection part at the other end faces, facing in a crossing direction, the vehicle beam according to [Aspect 4].

[0025] According to the above configuration, for each duct segment, the duct facing surface of the duct connection portion at one end faces a direction intersecting with the direction in which the duct facing surface of the duct connection portion at the other end faces. Therefore, prior to welding, the two duct segments are brought closer to each other, and the duct welding ribs of adjacent duct connection portions are brought closer to each other. For example, the duct welding rib of the duct connection portion at one end and the duct welding rib of the adjacent duct connection portion come into contact. This contact positions the two duct segments in the direction in which the duct facing surface of the duct connection portion faces. Along with this, in both duct segments, the duct welding ribs of the duct connection portion at the other end and the duct welding ribs of the adjacent duct connection portion are positioned in the above direction. By this positioning, it becomes possible to bring the duct welding ribs of the duct connection portion at the other end and the duct welding ribs of the adjacent duct connection portion closer to each other and weld them in a state where they face each other.

[0026] Similarly to the above, prior to welding, the two duct segments are brought closer to each other, and the duct welding ribs of adjacent duct connection portions are brought closer to each other. For example, the duct welding rib of the duct connection portion at the other end and the duct welding rib of the adjacent duct connection portion come into contact. This contact positions the two duct segments in the direction in which the duct facing surface of the duct connection portion faces. Along with this, in both duct segments, the duct welding ribs of the duct connection portion at one end and the duct welding ribs of the adjacent duct connection portion are positioned in the above direction. By this positioning, it becomes possible to bring the duct welding ribs of the duct connection portion at one end and the duct welding ribs of the adjacent duct connection portion closer to each other and weld them in a state where they face each other.

[0027] [Aspect 6] The peripheral part includes an intake duct part that protrudes outward in the radial direction of the duct main body part from the duct main body part and sucks the air outside the duct main body part into the flow path. The intake duct part is divided into a plurality of intake duct segments in the circumferential direction of the duct main body part. In each intake duct segment, an intake connection part is formed at the boundary part with an adjacent intake duct segment, and adjacent intake duct segments are connected by joining a pair of adjacent intake connection parts. At least one of the adjacent intake connection parts has an intake welding rib that extends in a direction intersecting the direction in which the pair of intake connection parts face and is connected to the duct welding rib of the duct segment. The joining of the adjacent intake connection parts is achieved by welding the pair of intake connection parts to each other at the intake welding rib. The vehicle beam according to any one of [Aspect 2] to [Aspect 5].

[0028] According to the above configuration, adjacent intake duct segments are connected by joining adjacent intake connection parts. By performing the above connection for all the intake duct segments, the intake duct part is formed. The joining of adjacent intake connection parts is achieved by welding both intake connection parts to each other at the intake welding rib. The intake welding rib extends in a direction intersecting the direction in which adjacent intake connection parts face and is connected to the duct welding rib of the duct segment. Therefore, the airtightness at the joint part of adjacent intake connection parts is ensured, and the phenomenon of air leaking from the joint part through the intake duct part is suppressed.

[0029] In addition, since adjacent intake connection parts are joined by welding, the number of welded parts increases, and the welding strength of the entire vehicle beam is improved. [Aspect 7] The duct main body part is further divided into a plurality of duct main body components in the vehicle width direction, and adjacent duct main body components are connected by welding. The vehicle beam according to any one of [Aspect 2] to [Aspect 6].

[0030] According to the above configuration, since the duct main body portion is divided into a plurality of duct main body components in the vehicle width direction, the length of each duct main body component in the same direction is shorter than the length of the duct main body portion that is not divided in the same direction. Therefore, it becomes possible to weld with a smaller welding facility, for example, an existing welding facility, compared to the case where the duct main body portion is not divided. Also, it is easier to achieve welding accuracy compared to the case of welding the duct divided bodies of the duct main body portion that is not divided. Furthermore, it becomes possible to use a part of the plurality of duct main body components for vehicle beams mounted on different types of vehicles, that is, to achieve so-called commonization of parts.

[0031] [Aspect 8] In each duct main body component, an auxiliary connection portion is formed at a boundary portion with an adjacent duct main body component, and the adjacent duct main body components are connected by joining the adjacent auxiliary connection portions to each other. The adjacent auxiliary connection portions have a pair of auxiliary opposing surfaces facing each other in the vehicle width direction, and an annular auxiliary welding rib surrounding the flow path is formed on at least one of the auxiliary opposing surfaces of the adjacent auxiliary connection portions. The joining of the adjacent auxiliary connection portions is performed by welding the adjacent auxiliary connection portions at the auxiliary welding rib. The vehicle beam according to [Aspect 7].

[0032] According to the above configuration, the duct main body components adjacent to each other in the vehicle width direction are connected by joining the adjacent auxiliary connection portions to each other in the same direction. By performing the above connection for all the duct main body components, the duct main body portion is formed. The joining of the adjacent auxiliary connection portions is performed by welding the same auxiliary connection portions at the auxiliary welding rib. The auxiliary welding rib is formed in an annular shape so as to surround the flow path with respect to the auxiliary opposing surface of at least one of the adjacent auxiliary connection portions. Therefore, the airtightness at the joint portion of the adjacent auxiliary connection portions is ensured, and the phenomenon of air flowing through the duct main body portion leaking from the joint portion is suppressed.

[0033] [Aspect 9] When one of the adjacent duct body components is the first duct body component and the other is the second duct body component, the first duct body component has a first cylindrical portion at an end in the vehicle width direction, and the second duct body component has a second cylindrical portion at an end in the vehicle width direction. By inserting the second cylindrical portion into the first cylindrical portion, the first duct body component overlaps the second cylindrical portion of the second duct body component in the radial direction at the first cylindrical portion. At least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion is formed with a linear welding rib extending in the vehicle width direction. The first duct body component and the second duct body component are connected by welding and joining the first cylindrical portion and the second cylindrical portion at the linear welding rib. The vehicle beam according to [Aspect 7] or [Aspect 8].

[0034] According to the above configuration, when connecting the first duct body component and the second duct body component adjacent to each other in the vehicle width direction, the second cylindrical portion is inserted into the first cylindrical portion. Then, the first duct body component overlaps the second cylindrical portion of the second duct body component in the radial direction at the first cylindrical portion. The first cylindrical portion and the second cylindrical portion are welded at a linear welding rib formed on at least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion.

[0035] Since the first cylindrical portion and the second cylindrical portion overlap in the radial direction, the coupling strength between the first duct body component and the second duct body component is increased. Furthermore, since the first cylindrical portion and the second cylindrical portion are joined by welding of the linear welding rib, the above coupling strength is further increased.

[0036] [Aspect 10] When one of the adjacent duct body components is defined as the first duct body component and the other as the second duct body component, the first duct body component has a first cylindrical portion at an end in the vehicle width direction, and the second duct body component has a second cylindrical portion at an end in the vehicle width direction. By inserting the second cylindrical portion into the first cylindrical portion, the first duct body component overlaps the second cylindrical portion of the second duct body component in the radial direction at the first cylindrical portion. An annular welding rib extending in the circumferential direction of the duct body is formed on at least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion. The first duct body component and the second duct body component are connected by welding and joining the first cylindrical portion and the second cylindrical portion at the annular welding rib. The vehicle beam according to any one of [Aspect 7] to [Aspect 9].

[0037] According to the above configuration, when connecting the first duct body component and the second duct body component adjacent to each other in the vehicle width direction, the second cylindrical portion is inserted into the first cylindrical portion. Then, the first duct body component overlaps the second cylindrical portion of the second duct body component in the radial direction at the first cylindrical portion. The first cylindrical portion and the second cylindrical portion are welded at the annular welding rib formed on at least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion.

[0038] Therefore, the bonding strength of the first duct body component and the second duct body component is increased by the amount of overlap of the first cylindrical portion and the second cylindrical portion in the radial direction. Furthermore, since the first cylindrical portion and the second cylindrical portion are joined by welding of the annular welding rib, the above bonding strength is further increased.

[0039] [Aspect 11] The duct main body portion and the peripheral portion are arranged above the steering column of the vehicle. The duct main body portion is divided into an upper duct divided body and a lower duct divided body located below the upper duct divided body as a plurality of the duct divided bodies. The peripheral portion includes an upper support portion connected to the upper duct divided body and a lower support portion connected to the lower duct divided body. The upper support portion includes a front upper support portion arranged on the front side of the upper duct divided body and connected to the duct connection portion on the front side of the upper duct divided body, and a rear upper support portion arranged on the rear side of the upper duct divided body and connected to the duct connection portion on the rear side of the upper duct divided body. The lower support portion includes a front lower support portion connected to the lower duct divided body at its rear end portion and having a portion arranged below the front upper support portion, and a rear lower support portion located on the rear side of the lower duct divided body, arranged below the rear upper support portion, and connected to the duct connection portion on the rear side of the lower duct divided body. At least one of the front upper support portion and the front lower support portion is provided with a location where the steering column is suspended in front of the duct main body portion. Each of the rear upper support portion and the rear lower support portion is provided with a location where the steering column is suspended behind the duct main body portion. The vehicle beam according to any one of [Aspect 2] to [Aspect 10].

[0040] According to the above configuration, the steering column arranged below the duct main body portion and the peripheral portion is suspended by the peripheral portion on the front side and the peripheral portion on the rear side of the duct main body portion. Here, if the duct main body portion is divided into two duct divided bodies in the front-rear direction, the steering column is suspended by the front peripheral portion connected to the front duct divided body in front of the duct main body portion. Also, the steering column is suspended by the rear peripheral portion connected to the rear duct divided body behind the duct main body portion. In this case, the load of the steering column is received by the front peripheral portion in front of the duct main body portion. Also, the above load is received by the rear peripheral portion behind the duct main body portion.

[0041] In contrast, according to the above configuration, the steering column is suspended from at least one of the upper front support portion and the lower front support portion in front of the duct main body portion. Further, the steering column is suspended from the upper rear support portion and the lower rear support portion behind the duct main body portion.

[0042] In this case, the load of the steering column is received by one or two front support portions in front of the duct main body portion. Further, the above load is received by the upper and lower two rear support portions behind the duct main body portion. Such a form of receiving the load is made possible by dividing the duct main body portion into two duct divided bodies (an upper duct divided body and a lower duct divided body) vertically.

[0043] Therefore, the above configuration is advantageous in terms of receiving the load of the steering column as compared with the case where the duct main body portion is divided into two duct divided bodies front and rear. [Aspect 12] At least one of the pair of duct facing surfaces in the adjacent duct connection portions, at a position radially separated from the duct welding rib from the duct main body portion, a trap rib is formed to hold burrs generated during welding between the pair of duct facing surfaces, and the trap rib extends along the pair of duct facing surfaces in a direction intersecting the facing direction, the vehicle beam according to any one of [Aspect 2] to [Aspect 11].

[0044] When burrs are generated when the adjacent duct connection portions are welded at the duct welding rib, if there is no structure for restricting the movement of the burrs, the burrs may come out between the two duct facing surfaces.

[0045] In this regard, according to the above configuration, the trap rib provided at a position radially separated from the duct welding rib in the duct main body portion attempts to prevent the movement of burrs between the pair of duct opposing surfaces. When the burr moves, a part of each of the trap rib, the duct welding rib, and the duct opposing surface in the duct connection portion serves as a wall, and attempts to capture the burr by restricting the movement of the burr. The burrs that are not captured change their moving direction. As the burr changes its moving direction along the shape of the trap rib or the like, the number of times the movement of the burr is restricted by the wall increases. Along with this, the chance of capturing the burr increases, and the amount of burrs captured between the pair of opposing surfaces increases. Moreover, the trap rib extends along the pair of duct opposing surfaces in a direction intersecting the opposing direction. Therefore, the action of the trap rib capturing the burr is performed in a wide area in the above-described intersecting direction. In this way, the phenomenon of the burr coming out between the pair of duct opposing surfaces is suppressed.

[0046] [Aspect 13] In the radial direction of the cylindrical duct main body portion, when the side closer to the flow path of the air is defined as the inner side, the trap rib is formed on the inner side in the radial direction than the duct welding rib, for the vehicle beam according to [Aspect 12].

[0047] According to the above configuration, even if the burrs generated during welding attempt to move between the pair of duct opposing surfaces to the inner side in the radial direction of the duct main body portion than the duct welding rib, the movement is restricted by the trap rib. Therefore, the phenomenon of the burrs entering the duct main body portion is restricted by the trap rib. The phenomenon of the burrs being carried into the passenger compartment by riding on the air flowing through the flow path in the duct main body portion is restricted.

[0048] [Aspect 14] A plurality of trap ribs are provided, and two of the plurality of trap ribs are respectively on a pair of duct opposing surfaces in adjacent duct connection parts, and are formed at positions spaced apart from each other in the radial direction of the duct main body part. The two trap ribs project in opposite directions along the opposing direction while being adjacent in the radial direction. A part in the opposing direction of one of the trap ribs and including the tip part of the one trap rib, and a part in the opposing direction of the other trap rib and including the tip part of the other trap rib wrap around in the opposing direction when the two trap ribs are viewed from the radial direction. The vehicle beam according to [Aspect 12] or [Aspect 13].

[0049] According to the above configuration in which parts of the trap ribs formed for each pair of duct opposing surfaces wrap around in the opposing direction, the number of times of restricting the movement of burrs by the wall increases compared to the case where the configuration is not present. Also, among a pair of trap ribs adjacent in the radial direction of the duct main body part, the gap formed between the wrapping parts functions as a space for capturing burrs, and thus the number of burr capturing locations increases accordingly. As a result, the phenomenon of burrs coming out between the pair of duct opposing surfaces is further suppressed.

[0050] [Aspect 15] The trap rib projects from one of the pair of duct opposing surfaces in the adjacent duct connection part toward the other duct opposing surface, and a trap reinforcing part made of a material softer than the trap rib is attached to the other duct opposing surface, and at least the tip part of the trap rib in the projecting direction enters the trap reinforcing part. The vehicle beam according to any one of [Aspect 12] to [Aspect 14].

[0051] According to the above configuration, between the portion of the trap rib that enters the trap reinforcement portion and the trap reinforcement portion, there is no gap or the gap is extremely small, making it more difficult for burrs to pass through than when there is no trap reinforcement portion. As a result, burrs do not come out or hardly come out from between the pair of duct opposing surfaces.

[0052] [Aspect 16] The duct welding rib and the trap rib project in opposite directions along the opposing direction while being separated from each other in the radial direction of the duct main body portion. The duct welding rib includes a welding base portion located on the proximal end side in the protruding direction of the duct welding rib, and a welding tip portion adjacent to the proximal end side in the protruding direction of the duct welding rib with respect to the welding base portion. The trap rib includes a trap base portion located on the proximal end side in the protruding direction of the trap rib, and a trap tip portion adjacent to the proximal end side in the protruding direction of the trap rib with respect to the trap base portion. The duct welding rib is formed such that the dimension of the welding tip portion in the radial direction is smaller than the dimension of the welding base portion in the radial direction. The trap rib is formed such that the dimension of the trap tip portion in the radial direction is smaller than the dimension of the trap base portion in the radial direction. The trap base portion and the welding tip portion are separated from each other in the radial direction via a first gap extending in the opposing direction. The welding base portion and the trap tip portion are separated from each other in the radial direction via a second gap extending in the opposing direction. The trap base portion and the welding base portion are separated from each other in the opposing direction via a communication gap that extends in the radial direction and communicates the first gap and the second gap. The vehicle beam according to any one of [Aspect 12] to [Aspect 15].

[0053] According to the above configuration, when burrs move between the trap rib and the duct welding rib in order to come out from between the pair of duct opposing surfaces, they move in the order of the first gap, the communication gap, and the second gap.

[0054] When the burr moves in the facing direction of the first gap, it hits the welding base. The welding base serves as a wall and attempts to capture the burr by restricting the movement of the burr in the facing direction. The burr that is not captured by the welding base changes its moving direction from the direction approaching the welding base among the facing directions to the direction moving away from the welding part in the radial direction of the duct main body part.

[0055] When the burr moves in the above radial direction through the communication gap, it hits the trapping tip. The trapping tip serves as a wall and attempts to capture the burr by restricting the movement of the burr in the above radial direction. The burr that is not captured by the trapping tip changes its moving direction from the direction from the welding part towards the trapping tip among the above radial directions to the direction opposite to the protruding direction of the duct welding rib among the facing directions.

[0056] When the burr moves through the second gap, it hits the duct facing surface where the duct welding rib is formed. The above duct facing surface serves as a wall and attempts to capture the burr by restricting the movement of the burr in the facing direction. The burr that is not captured by the above duct facing surface changes its moving direction to the direction moving away from the welding base among the above radial directions. The burr whose moving direction has changed passes through the gap between the above duct facing surface and the trapping tip.

[0057] In this way, the number of times of restricting the movement of the burr by the wall increases, and accordingly, the chance of capturing the burr increases. The amount of burrs captured between the pair of duct facing surfaces increases. Also, the gap between the trap rib and the duct welding rib functions as a space for confining the burr. In this regard, the total volume of the first gap, the communication gap, and the second gap is larger than the total volume when the first gap and the second gap are directly connected without passing through the communication gap. Therefore, it becomes possible to confine more burrs.

Advantages of the Invention

[0058] According to the present invention, it is possible to improve the sealing performance at the joint of adjacent beam connection parts.

Brief Description of the Drawings

[0059]

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BEST MODE FOR CARRYING OUT THE INVENTION

[0060] (First Embodiment) Hereinafter, a first embodiment of a vehicle beam will be described with reference to FIGS. 1 to 8. In the following description, the forward direction of the vehicle 6 will be described as the front, and the reverse direction of the vehicle 6 will be described as the rear. Also, the up-down direction in the following description means the up-down direction of the vehicle 6, and the left-right direction is the vehicle width direction of the vehicle 6 and coincides with the left-right direction when the vehicle is moving forward.

[0061] As shown in FIGS. 1 and 3, an instrument panel 9 is provided in front of the driver's seat 8A and the passenger seat 8B of the vehicle 6. Inside the instrument panel 9 and above the steering column SC shown by the two-dot chain line in FIG. 3, a vehicle beam 10 extending in the left-right direction is arranged. The vehicle beam 10 is attached to the vehicle body 7 and supports the instrument panel 9.

[0062] The outer shell portion of the vehicle beam 10 is constituted by a beam outer shell portion formed in a cylindrical shape using a resin material. Next, the schematic configuration of this beam outer shell portion will be described. The cylindrical beam outer shell portion is divided into a plurality of beam segments in the circumferential direction. Each beam segment has a beam connection portion at the boundary portion with an adjacent beam segment. The adjacent beam segments are connected by joining the adjacent beam connection portions to each other. The adjacent beam connection portions have a pair of beam facing surfaces facing each other. On at least one of the beam facing surfaces of the adjacent beam connection portions, beam welding ribs extending in a direction intersecting the direction in which the beam facing surfaces face each other along the pair of beam facing surfaces are formed. The joining of the adjacent beam connection portions to each other is made by welding both beam connection portions at the beam welding ribs.

[0063] The vehicle beam 10 includes a duct main body portion 11 and a peripheral portion each formed using a resin material. In the first embodiment, a polyamide resin reinforced with glass fibers is used as the resin material, but other resin materials may be used.

[0064] As shown in FIGS. 4 to 6, the duct main body 11 is a part that constitutes the skeletal part of the vehicle beam 10. Further, the duct main body 11 constitutes the beam outer shell part. The duct main body 11 has a cylindrical shape and has a flow path 12 for air A1 (see FIGS. 2 and 6). Both ends of the duct main body 11 in the left-right direction are closed. The duct main body 11 of the first embodiment has a circular cross-section on a vertical plane extending in the front-rear direction and the up-down direction of the vehicle 6. Further, the duct main body 11 has a central axis CL extending in the left-right direction passing through the center of the circular cross-section.

[0065] In addition, in order to specify each part of the duct main body 11, the direction radially extending around the central axis CL is referred to as the radial direction. Also, in a circle centered on the central axis CL, the direction along the circle is referred to as the circumferential direction. Further, based on the flow path 12, among the above radial directions, the side approaching the flow path 12 may be referred to as "inner", "inside", etc., and the side moving away from the flow path 12 may be referred to as "outer", "outside", etc.

[0066] Next, the details of the duct main body 11 will be described. <Upper duct split body 15 and lower duct split body 30> The duct main body 11 is divided into a plurality of duct split bodies in the circumferential direction. The plurality of beam split bodies in the beam outer shell part are constituted by the plurality of duct split bodies in the duct main body. In the first embodiment, the duct main body 11 is divided into two parts: an upper duct split body 15 that constitutes the upper half thereof, and a lower duct split body 30 that is adjacent to the lower side of the upper duct split body 15 and constitutes the lower half of the duct main body 11.

[0067] <Connection part> The upper duct split body 15 has a semi-circular cross-section on the vertical plane. The lower end of the upper duct split body 15 is open. The upper duct split body 15 has a duct connection part as the beam connection part at the boundary part with the lower duct split body 30. In other words, the upper duct split body 15 has a duct connection part as the beam connection part at each of both ends in the circumferential direction. Both duct connection parts are located at both side parts of the flow path 12 in the radial direction. The duct connection part of the upper duct split body 15 is located at the front side part and the rear side part of the flow path 12 in the radial direction. Here, in order to distinguish both duct connection parts, the one located at the front side of the flow path 12 is referred to as the "upper front connection part 16", and the one located at the rear side of the same flow path 12 is referred to as the "upper rear connection part 21". The upper front connection part 16 has a flange part 16a protruding outward in the radial direction, here forward, from the upper duct split body 15. The upper rear connection part 21 has a flange part 21a protruding outward in the radial direction, here rearward, from the upper duct split body 15.

[0068] The lower duct split body 30 has a semi-circular cross-section on the vertical plane. The upper end of the lower duct split body 30 is open. The lower duct split body 30 has a duct connection part as the beam connection part at the boundary part with the upper duct split body 15. In other words, the lower duct split body 30 has a duct connection part as the beam connection part at each of both ends in the circumferential direction. Both duct connection parts are located at both side parts of the flow path 12 in the radial direction. The duct connection part of the lower duct split body 30 is located at the front side part and the rear side part of the flow path 12 in the radial direction. Here, in order to distinguish both duct connection parts, the one located at the front side of the flow path 12 is referred to as the "lower front connection part 31", and the one located at the rear side of the same flow path 12 is referred to as the "lower rear connection part 36". The lower front connection part 31 has a flange part 31a protruding outward in the radial direction, here forward, from the lower duct split body 30. The lower rear connection part 36 has a flange part 36a protruding outward in the radial direction, here rearward, from the lower duct split body 30.

[0069] Although detailed descriptions are omitted, as shown in FIGS. 1 and 2, the upper duct split body 15 is provided with upper end connection parts 25 at both ends in the left-right direction. Similarly, the lower duct split body 30 has lower end connection parts 39 at both ends in the left-right direction.

[0070] As shown in FIGS. 4 to 6, the upper duct split body 15 and the lower duct split body 30 are connected to each other by joining at the following parts. · Joining of the upper front connection part 16 and the lower front connection part 31.

[0071] · Joining of the upper rear connection part 21 and the lower rear connection part 36. · Joining of the upper end connection part 25 and the lower end connection part 39 adjacent to each other in the vertical direction (see FIG. 1). <Opposing surface> A pair of duct connection parts adjacent to each other in the vertical direction face each other in the same direction and have a pair of duct opposing surfaces that constitute a pair of beam opposing surfaces.

[0072] More specifically, the upper front connection part 16 and the lower front connection part 31 are adjacent to each other in the vertical direction as described above. The upper front connection part 16 has an upper front opposing surface 17 extending in the front-rear direction and the left-right direction on its lower surface in a downward-facing state. The lower front connection part 31 has a lower front opposing surface 32 extending in the front-rear direction and the left-right direction on its upper surface in an upward-facing state. The upper front opposing surface 17 and the lower front opposing surface 32 face each other in the vertical direction. The upper front opposing surface 17 and the lower front opposing surface 32 constitute a pair of duct opposing surfaces and also constitute a pair of beam opposing surfaces.

[0073] The upper rear connection part 21 and the lower rear connection part 36 are adjacent to each other in the vertical direction as described above. The upper rear connection part 21 has an upper rear opposing surface 22 extending in the front-rear direction and the left-right direction on its lower surface in a downward-facing state. The lower rear connection part 36 has a lower rear opposing surface 37 extending in the front-rear direction and the left-right direction on its upper surface in an upward-facing state. The upper rear opposing surface 22 and the lower rear opposing surface 37 face each other in the vertical direction. The upper rear opposing surface 22 and the lower rear opposing surface 37 constitute a pair of duct opposing surfaces and also constitute a pair of beam opposing surfaces.

[0074] <Duct welding rib> Here, the direction in which a pair of duct opposing surfaces face each other is defined as the opposing direction. The opposing direction of the upper front opposing surface 17 and the lower front opposing surface 32 is the vertical direction. The opposing direction of the upper rear opposing surface 22 and the lower rear opposing surface 37 is the vertical direction.

[0075] On each of a pair of adjacent duct opposing surfaces, two types of inner and outer duct welding ribs extending along both duct opposing surfaces in a direction intersecting the opposing direction are formed as the beam welding ribs. The intersecting direction includes a direction intersecting (orthogonal) at 90° with respect to the opposing direction, and also includes a direction intersecting at an angle different from 90°, that is, an inclined direction.

[0076] Further, the duct welding rib formed on one duct opposing surface and the duct welding rib formed on the other duct opposing surface face each other in the opposing direction. Examples of the duct welding rib are as follows.

[0077] · As shown in FIG. 8, on the upper front opposing surface 17, two upper front welding ribs 18 formed to extend in the left - right direction while being spaced apart from each other in the front - rear direction in a parallel state. · As shown in FIG. 8, on the upper rear opposing surface 22, two upper rear welding ribs 23 formed to extend in the left - right direction while being spaced apart from each other in the front - rear direction in a parallel state.

[0078] · At each of the left - right upper end connection portions 25 (see FIG. 1), two upper end welding ribs (not shown) formed to extend in the front - rear direction while being spaced apart from each other in the left - right direction in a parallel state. · As shown in FIG. 7, on the lower front opposing surface 32, two lower front welding ribs 33 formed to extend in the left - right direction while being spaced apart from each other in the front - rear direction in a parallel state.

[0079] · As shown in FIG. 7, on the lower rear opposing surface 37, two lower rear welding ribs 38 formed to extend in the left - right direction while being spaced apart from each other in the front - rear direction in a parallel state. · At each of the left and right lower connection parts 39, two lower welding ribs 42 (see FIG. 2) are formed so as to extend in the front-rear direction while being spaced apart in parallel in the left-right direction.

[0080] An outer upper welding rib 28 is formed by the upper front welding rib 18, the upper rear welding rib 23, and the left and right upper end welding ribs, each of which is located on the outside. Similarly, an inner upper welding rib 29 is formed by the upper front welding rib 18, the upper rear welding rib 23, and the left and right upper end welding ribs, each of which is located on the inside.

[0081] Also, an outer lower welding rib 43 is formed by the lower front welding rib 33, the lower rear welding rib 38, and the left and right lower end welding ribs 42, each of which is located on the outside. Similarly, an inner lower welding rib 44 is formed by the lower front welding rib 33, the lower rear welding rib 38, and the left and right lower end welding ribs 42, each of which is located on the inside.

[0082] <Junction of adjacent duct connection parts> Adjacent duct connection parts are joined by welding a pair of duct welding ribs facing each other in the above-mentioned facing direction to each other by a welding method such as infrared (IR) welding, hot plate welding, vibration welding.

[0083] · As shown in FIGS. 4 to 6, the junction of the upper front connection part 16 and the lower front connection part 31 is made by welding the upper front welding rib 18 and the lower front welding rib 33 located below the upper front welding rib 18.

[0084] · The junction of the upper rear connection part 21 and the lower rear connection part 36 is made by welding the upper rear welding rib 23 and the lower rear welding rib 38 located below the upper rear welding rib 23. · The junction of the upper end connection part 25 and the lower end connection part 39 adjacent in the vertical direction is made by welding the upper end welding rib and the lower end welding rib 42 located below the upper end welding rib (see FIG. 2).

[0085] And by the above-mentioned junction, adjacent duct split bodies are connected, and adjacent beam split bodies are connected. As described above, the vehicle beam 10 includes a peripheral portion in addition to the duct main body portion 11. As shown in FIGS. 1, 2, and 6, the peripheral portion is connected to the duct main body portion 11. The peripheral portion includes a suction duct portion 51 and a blow-out duct portion 65. Both the suction duct portion 51 and the blow-out duct portion 65 project outward in the radial direction from the duct main body portion 11. In the first embodiment, the peripheral portion includes one suction duct portion 51 and four blow-out duct portions 65.

[0086] Next, each part constituting the peripheral portion will be described. <Suction Duct Portion 51> As shown in FIGS. 1 and 2, the suction duct portion 51 projects forward from near the central portion of the duct main body portion 11 in the left-right direction. The suction duct portion 51 has a vertically flattened cylindrical shape and has an air inflow path 52. The inflow path 52 communicates with the flow path 12 of the duct main body portion 11. The inflow path 52 has a function of guiding the air A1 sent from an air conditioner outside the vehicle beam 10 to the flow path 12.

[0087] The suction duct portion 51 is divided into a plurality of suction duct divided bodies in the circumferential direction. In the first embodiment, the suction duct portion 51 is divided into two, an upper suction duct divided body 53 that constitutes the upper half thereof, and a lower suction duct divided body 57 that is adjacent to the lower side of the upper suction duct divided body 53 and constitutes the lower half of the suction duct portion 51.

[0088] The lower end of the upper suction duct divided body 53 is open. The upper suction duct divided body 53 has two upper suction connection portions 54 at the boundary portion with the lower suction duct divided body 57. Both upper suction connection portions 54 extend in the front-rear direction at two locations separated from each other in the left-right direction.

[0089] In the upper duct split body 15 described above, the upper front connection part 16 (see FIG. 5 etc.) is divided at the location where the upper suction duct split body 53 protrudes from the upper duct split body 15. The rear end parts of both upper suction connection parts 54 are connected to the divided location in the upper front connection part 16 as described above.

[0090] The upper end of the lower suction duct split body 57 is open. The lower suction duct split body 57 has two lower suction connection parts 58 at the boundary part with the upper suction duct split body 53. Both lower suction connection parts 58 extend in the front-rear direction at two locations separated from each other in the left-right direction.

[0091] In the lower duct split body 30 described above, the lower front connection part 31 (see FIG. 5 etc.) is divided at the location where the lower suction duct split body 57 protrudes from the lower duct split body 30. The rear end parts of both lower suction connection parts 58 are connected to the divided location in the lower front connection part 31 as described above.

[0092] The upper suction duct split body 53 and the lower suction duct split body 57 are interconnected by joining the upper suction connection part 54 and the lower suction connection part 58 adjacent to the lower side thereof. On each upper suction connection part 54, two upper suction welding ribs (not shown) extending in a direction intersecting with the direction in which the same upper suction connection part 54 and the lower suction connection part 58 face each other are formed. Both upper suction welding ribs are spaced apart in parallel in the left-right direction. Among the two upper suction welding ribs on each upper suction connection part 54, the upper suction welding rib on the side far from the inflow path 52 is connected to the above-described outer upper welding rib 28 (upper front welding rib 18). The upper suction welding rib on the side close to the inflow path 52 is connected to the above-described inner upper welding rib 29 (upper front welding rib 18).

[0093] Similarly, two lower suction welding ribs 61 extending in a direction intersecting the direction in which the upper suction connection part 54 and the lower suction connection part 58 face each other are formed on each lower suction connection part 58. The two lower suction welding ribs 61 are spaced apart from each other in parallel in the left - right direction. Among the two lower suction welding ribs 61 in each lower suction connection part 58, the lower suction welding rib 61 on the side far from the inflow path 52 is connected to the above - mentioned outer lower welding rib 43 (lower front welding rib 33). The lower suction welding rib 61 on the side close to the inflow path 52 is connected to the above - mentioned inner lower welding rib 44 (lower front welding rib 33).

[0094] Note that the intersecting direction includes not only the direction intersecting (orthogonal) at 90° with respect to the direction in which the upper suction connection part 54 and the lower suction connection part 58 face each other, but also the direction intersecting at an angle different from 90°, that is, the inclined direction. In the first embodiment, both the upper suction welding ribs and the two lower suction welding ribs 61 extend in the front - rear direction which is the orthogonal direction.

[0095] The joining of the upper suction connection part 54 and the lower suction connection part 58 is achieved by welding the upper suction welding rib and the lower suction welding rib 61 located below it. <Blow - out duct part 65> The four blow - out duct parts 65 project rearward as outward in the radial direction of the duct main body part 11 from both side parts and the vicinity of the center part of the duct main body part 11 in the left - right direction. The blow - out duct part 65 on the right side is located in front of the driver's seat 8A. The blow - out duct part 65 on the left side is located in front of the passenger seat 8B. The two blow - out duct parts 65 near the center part are located in front of the boundary part between the driver's seat 8A and the passenger seat 8B. The four blow - out duct parts 65 have the same configuration as each other. Each blow - out duct part 65 has a flat cylindrical shape in the vertical direction and has a blow - out flow path 66 for the air A1. Each blow - out flow path 66 communicates with the flow path 12 of the duct main body part 11. Each blow - out flow path 66 functions to guide the air A1 flowing through the flow path 12 to a duct (not shown) provided between the blow - out duct part 65 and the blow - out port of the air A1 on the instrument panel 9.

[0096] Each blowing duct portion 65 is divided into a plurality of blowing duct segments in the circumferential direction. In the first embodiment, each blowing duct portion 65 is divided into an upper blowing duct segment 67 that constitutes the upper half thereof and a lower blowing duct segment 72 that is adjacent to the lower side of the upper blowing duct segment 67 and constitutes the lower half of the blowing duct portion 65.

[0097] As shown in FIGS. 1, 2, and 6, the lower end of the upper blowing duct segment 67 is open. The upper blowing duct segment 67 has two upper blowing connection portions 68 at the boundary portion with the lower blowing duct segment 72. The two upper blowing connection portions 68 extend in the front-rear direction at two locations separated from each other in the left-right direction.

[0098] The above-described upper rear connection portion 21 (see FIG. 5, etc.) is divided at the location where the upper blowing duct segment 67 protrudes from the upper duct segment 15. The front end portions of the two left and right upper blowing connection portions 68 are connected to the divided location in the upper rear connection portion 21 as described above.

[0099] As shown in FIG. 2, the upper end of the lower blowing duct segment 72 is open. The lower blowing duct segment 72 has two lower blowing connection portions 73 at the boundary portion with the upper blowing duct segment 67. The two lower blowing connection portions 73 extend in the front-rear direction at two locations separated from each other in the left-right direction.

[0100] The above-described lower rear connection portion 36 (see FIG. 5, etc.) is divided at the location where the lower blowing duct segment 72 protrudes from the lower duct segment 30. The front end portions of the two lower blowing connection portions 73 are connected to the divided location in the lower rear connection portion 36 as described above.

[0101] As shown in FIGS. 1 and 2, the upper blowing duct segment 67 and the lower blowing duct segment 72 are interconnected by joining the upper blowing connection portion 68 and the lower blowing connection portion 73.

[0102] Each upper blowing connection part 68 is formed with two upper blowing welding ribs (not shown) extending in a direction intersecting the direction in which the upper blowing connection part 68 and the lower blowing connection part 73 face each other. The two upper blowing welding ribs are spaced apart from each other in parallel in the left-right direction. Among the two upper blowing welding ribs in each upper blowing connection part 68, the upper blowing welding rib on the side far from the blowing channel 66 is connected to the above-mentioned outer upper welding rib 28 (upper rear welding rib 23). The upper blowing welding rib on the side close to the blowing channel 66 is connected to the above-mentioned inner upper welding rib 29 (upper rear welding rib 23).

[0103] Similarly, each lower blowing connection part 73 is formed with two lower blowing welding ribs 75 extending in a direction intersecting the direction in which the upper blowing connection part 68 and the lower blowing connection part 73 face each other. The two lower blowing welding ribs 75 are spaced apart from each other in parallel in the left-right direction. Among the two lower blowing welding ribs 75 in each lower blowing connection part 73, the lower blowing welding rib 75 on the side far from the blowing channel 66 is connected to the above-mentioned outer lower welding rib 43 (lower rear welding rib 38). The lower blowing welding rib 75 on the side close to the blowing channel 66 is connected to the above-mentioned inner lower welding rib 44 (lower rear welding rib 38).

[0104] Note that the intersecting direction includes a direction intersecting (orthogonal) at 90° with respect to the direction in which the upper blowing connection part 68 and the lower blowing connection part 73 face each other, and also includes a direction intersecting at an angle different from 90°, that is, an inclined direction. In the first embodiment, both the upper blowing welding ribs and both the lower blowing welding ribs 75 extend in the front-rear direction which is the orthogonal direction.

[0105] The joining of the upper blowing connection part 68 and the lower blowing connection part 73 is achieved by welding the upper blowing welding rib and the lower blowing welding rib 75 located below it. <Upper support part 76 and lower support part 81> As shown in FIGS. 1, 3, and 4, the peripheral part further includes an upper support part 76 connected to the upper duct split body 15 and a lower support part 81 connected to the lower duct split body 30.

[0106] The upper support portion 76 includes an upper front support portion 77 and an upper rear support portion 78. The upper front support portion 77 is disposed on the front side of the upper duct split body 15 and is connected to the upper front connection portion 16 at its rear end portion. The upper rear support portion 78 is disposed on the rear side of the upper duct split body 15 and is connected to the upper rear connection portion 21 at its front end portion.

[0107] The lower support portion 81 includes a lower front support portion 82 and a lower rear support portion 83. The lower front support portion 82 is connected to the lower end portion of the lower duct split body 30 at its rear end portion. In the first embodiment, the rear end portion of the lower front support portion 82 is connected from below to the central portion in the front-rear direction of the lower duct split body 30. The lower front support portion 82 has a portion disposed adjacent to the lower side of the upper front support portion 77, or in other words, has an overlapping portion.

[0108] The lower rear support portion 83 is disposed on the rear side of the lower duct split body 30. The lower rear support portion 83 has a portion disposed below the upper rear support portion 78. The front end portion of the lower rear support portion 83 is connected to the lower rear connection portion 36.

[0109] At least one of the upper front support portion 77 and the lower front support portion 82 is provided with a location where the steering column SC is suspended in front of the duct main body portion 11. Each of the upper rear support portion 78 and the lower rear support portion 83 is provided with a location where the steering column SC is suspended behind the duct main body portion 11.

[0110] As shown by the two-dot chain line in FIG. 3, the steering column SC is suspended at the location of at least one of the upper front support portion 77 and the lower front support portion 82 in front of the duct main body portion 11. Also, the steering column SC is suspended at the location of the upper rear support portion 78 and the lower rear support portion 83 behind the duct main body portion 11.

[0111] Furthermore, as shown in FIGS. 1, 2, and 6, in the first embodiment, two upper and lower reinforcing ribs 84 and two types of reinforcing ribs 85 are integrally formed on the outer peripheral surface of the duct main body 11. Both the reinforcing ribs 84 and both the reinforcing ribs 85 are formed for the region excluding both ends of the duct main body 11 in the left - right direction.

[0112] The two reinforcing ribs 84 extend in the left - right direction at the upper end (top) of the upper duct split body 15 and the lower end (bottom) of the lower duct split body 30, respectively. In contrast, the two types of reinforcing ribs 85 are formed so as to proceed from right to left or vice versa from left to right while spirally winding around the duct main body 11. One of the reinforcing ribs 85 intersects obliquely with both the reinforcing ribs 84 and the other reinforcing rib 85 at a plurality of positions in the left - right direction. In addition, in FIGS. 7 and 8, the illustration of the reinforcing ribs 84 and 85 is omitted. This also applies to FIGS. 10 to 15 described later.

[0113] <Operation of the First Embodiment> In the manufacture of the vehicle beam 10, adjacent duct connection portions are joined by being welded at the duct welding ribs. The corresponding duct connection portions are the upper front connection portion 16 and the lower front connection portion 31, the upper rear connection portion 21 and the lower rear connection portion 36, and the upper end connection portion 25 and the lower end connection portion 39. The corresponding duct welding ribs are the upper front welding rib 18 and the lower front welding rib 33, the upper rear welding rib 23 and the lower rear welding rib 38, and the upper end welding rib and the lower end welding rib 42.

[0114] Here, if the duct welding rib is formed only on one of a pair of opposing duct opposing surfaces, the duct welding rib is welded to the duct connection portion on the other duct opposing surface. In this case, when welding the duct welding rib, the tip surface of the duct welding rib is heated. On the other hand, in the duct connection portion having the other duct opposing surface, when welding, the portion where the duct welding rib faces and the peripheral portion thereof on the other duct opposing surface are heated. The area that needs to be heated on the other duct opposing surface is larger than the tip surface of the duct welding rib. Accordingly, heat is more likely to be dispersed, and the heating efficiency decreases.

[0115] In this regard, in the first embodiment, the duct welding rib formed on one duct opposing surface and the duct welding rib formed on the other duct opposing surface face each other in the opposing direction. The duct welding ribs are welded to each other. In this case, when welding each duct welding rib, the tip surface of each duct welding rib is heated. Among the tip surfaces of the duct welding ribs, the area of the tip surface that needs to be heated is smaller than the area of the portion that needs to be heated on the duct opposing surface. Accordingly, heat is less likely to be dispersed, and the heating efficiency is improved.

[0116] The actions regarding the heating area and heating efficiency of the duct welding rib described above are the same for the heating area and heating efficiency of the upper suction welding rib, the lower suction welding rib 61, the upper blowout welding rib, and the lower blowout welding rib 75.

[0117] As shown in FIGS. 1, 2, and 6, in the vehicle beam 10, the air A1 for air conditioning sent from the air conditioner flows through the inflow path 52 in the suction duct portion 51 and is then guided to the flow path 12 in the duct main body portion 11. After flowing through the flow path 12, the air A1 flows through the blowout flow path 66 in each blowout duct portion 65 and is then blown out to the rear of the vehicle beam 10. This air A1 flows through the duct between the blowout duct portion 65 and the blowout port of the instrument panel 9, and then is blown out from the blowout port into the passenger compartment.

[0118] As shown in FIGS. 1, 2, and 5, the upper duct split body 15 and the lower duct split body 30 are connected by joining the upper front connection part 16 and the lower front connection part 31, joining the upper rear connection part 21 and the lower rear connection part 36, and joining the upper end connection part 25 and the lower end connection part 39. By the above connection, the duct main body part 11 is formed.

[0119] The joining of the upper front connection part 16 and the lower front connection part 31 is achieved by welding the upper front welding rib 18 and the lower front welding rib 33 located below it. The joining of the upper rear connection part 21 and the lower rear connection part 36 is achieved by welding the upper rear welding rib 23 and the lower rear welding rib 38 located below it. The joining of the upper end connection part 25 and the lower end connection part 39 adjacent in the vertical direction is achieved by welding the upper end welding rib and the lower end welding rib 42 located below it.

[0120] Each of the upper front welding rib 18 and the lower front welding rib 33 extends in the left - right direction. Therefore, compared with the case of joining the upper front connection part 16 and the lower front connection part 31 by fastening bolts arranged at a plurality of positions spaced apart in the left - right direction, the upper front connection part 16 and the lower front connection part 31 are joined in a wider area in the same direction. The sealing performance at the joint of the upper front connection part 16 and the lower front connection part 31 is improved compared with the case of bolt fastening.

[0121] Also, each of the upper rear welding rib 23 and the lower rear welding rib 38 extends in the left - right direction. Therefore, compared with the case of joining the upper rear connection part 21 and the lower rear connection part 36 by fastening bolts arranged at a plurality of positions spaced apart in the left - right direction, the upper rear connection part 21 and the lower rear connection part 36 are joined in a wider area in the same direction. The sealing performance at the joint of the upper rear connection part 21 and the lower rear connection part 36 is improved compared with the case of bolt fastening.

[0122] Each of the upper end welding rib and the lower end welding rib 42 facing each other in the vertical direction extends in the front - rear direction. Therefore, the upper end connection part 25 and the lower end connection part 39 are joined in a wide area in the front - rear direction. The sealing performance at the joint of the upper end connection part 25 and the lower end connection part 39 adjacent in the vertical direction is ensured.

[0123] Also, as shown in FIGS. 1 and 2, in the first embodiment, the upper intake duct split body 53 and the lower intake duct split body 57 are connected by joining the upper intake connection portion 54 and the lower intake connection portion 58. By this connection, the intake duct portion 51 is formed. The joining of the upper intake connection portion 54 and the lower intake connection portion 58 is achieved by welding the upper intake welding rib and the lower intake welding rib 61 adjacent to each other in the vertical direction. Each upper intake welding rib extends in the front-rear direction and is connected to the upper front welding rib 18 (see FIG. 5) of the upper duct split body 15 at the rear end portion thereof. Each lower intake welding rib 61 extends in the front-rear direction and is connected to the lower front welding rib 33 of the lower duct split body 30 at the rear end portion thereof. Therefore, the sealing performance at the joint portion of the upper intake connection portion 54 and the lower intake connection portion 58 is ensured.

[0124] Also, since the upper intake connection portion 54 and the lower intake connection portion 58 adjacent to each other in the vertical direction are joined by welding, the number of welding points in the entire vehicle beam 10 increases. Furthermore, in the first embodiment, the upper blowout duct split body 67 and the lower blowout duct split body 72 are connected by joining the upper blowout connection portion 68 and the lower blowout connection portion 73. By this connection, each blowout duct portion 65 is formed. The joining of the upper blowout connection portion 68 and the lower blowout connection portion 73 is achieved by welding the upper blowout welding rib and the lower blowout welding rib 75. The upper blowout welding rib extends in the front-rear direction and is connected to the upper rear welding rib 23 (see FIG. 5) of the upper duct split body 15 at the front end portion thereof. The lower blowout welding rib 75 extends in the front-rear direction and is connected to the lower rear welding rib 38 of the lower duct split body 30 at the front end portion thereof. Therefore, the sealing performance at the joint portion of the upper blowout connection portion 68 and the lower blowout connection portion 73 is ensured.

[0125] Also, since the upper blowout connection portion 68 and the lower blowout connection portion 73 are joined by welding, the number of welding points in the entire vehicle beam 10 increases. Incidentally, the steering column SC disposed below the duct main body 11 and the peripheral portion is suspended from the peripheral portion on the front side and the peripheral portion on the rear side of the duct main body 11.

[0126] Here, if the duct main body 11 is divided into two duct split bodies in the front-rear direction, the steering column SC is suspended from the front peripheral portion connected to the front duct split body in front of the duct main body 11. Further, the steering column SC is suspended from the rear peripheral portion connected to the rear duct split body behind the duct main body 11. In this case, the load of the steering column SC is received by the front peripheral portion in front of the duct main body 11. The above load is received by the rear peripheral portion behind the duct main body 11.

[0127] On the other hand, in the first embodiment, as shown in FIGS. 3 and 4, the steering column SC is suspended from at least one of the upper front support portion 77 and the lower front support portion 82 in front of the duct main body 11. The steering column SC is suspended from the upper rear support portion 78 and the lower rear support portion 83 behind the duct main body 11. In this case, the load of the steering column SC is received by one or two front support portions in front of the duct main body 11. Further, the above load is received by the upper and lower two rear support portions behind the duct main body 11. Such a form of receiving the load becomes possible by dividing the duct main body 11 into two duct split bodies (upper duct split body 15 and lower duct split body 30) in the vertical direction.

[0128] <Effect of the First Embodiment> (1-1) As shown in FIG. 5, the upper front connection portion 16 and the lower front connection portion 31 are joined by welding the upper front welding rib 18 and the lower front welding rib 33 extending in the left-right direction. Therefore, the sealing performance at the joint portion of the upper front connection portion 16 and the lower front connection portion 31 can be improved.

[0129] In addition, the upper rear connection part 21 and the lower rear connection part 36 are joined by welding an upper rear welding rib 23 and a lower rear welding rib 38 that each extend in the left - right direction. Therefore, the sealing performance at the joint of the upper rear connection part 21 and the lower rear connection part 36 can be enhanced.

[0130] Furthermore, as shown in FIGS. 1 and 2, the upper - end connection part 25 and the lower - end connection part 39 adjacent to each other in the vertical direction are joined by welding an upper - end welding rib and a lower - end welding rib 42 located below it. Therefore, the sealing performance at the joint of the upper - end connection part 25 and the lower - end connection part 39 adjacent to each other in the vertical direction can be enhanced.

[0131] As a result, the overall sealing performance of the duct main body part 11 is enhanced, and the phenomenon that the air A1 flowing through the flow path 12 leaks from the joint of the adjacent connection parts can be suppressed more effectively than when joined by bolt fastening.

[0132] (1 - 2) When forming the intake duct part 51 by connecting the upper intake duct split body 53 and the lower intake duct split body 57, the upper intake connection part 54 and the lower intake connection part 58 are joined by welding an upper intake welding rib and a lower intake welding rib 61. The upper intake welding rib extends in the front - rear direction and is connected to the upper front welding rib 18 of the upper duct split body 15 at its rear end. The lower intake welding rib 61 extends in the front - rear direction and is connected to the lower front welding rib 33 of the lower duct split body 30 at its rear end.

[0133] Therefore, the sealing performance at the joint of the upper intake connection part 54 and the lower intake connection part 58 is ensured, and the air A1 flowing through the inflow path 52 can be prevented from leaking to the outside of the vehicle beam 10 from the joint. Also, due to the welding of the upper intake welding rib and the lower intake welding rib 61, the number of welding points is increased, and the welding strength of the entire vehicle beam 10 can be enhanced.

[0134] (1-3) By welding the upper blowout welding rib and the lower blowout welding rib 75, the upper blowout connection part 68 and the lower blowout connection part 73 are joined. The upper blowout welding rib extends in the front-rear direction and is connected to the upper rear welding rib 23 of the upper duct split body 15 at its front end. The lower blowout welding rib 75 extends in the front-rear direction and is connected to the lower rear welding rib 38 of the lower duct split body 30 at its front end.

[0135] Therefore, the sealing performance at the joint of the upper blowout connection part 68 and the lower blowout connection part 73 is ensured, and it is possible to suppress the air A1 flowing through the blowout flow path 66 from leaking out of the joint to the outside of the vehicle beam 10. Also, due to the welding of the upper blowout welding rib and the lower blowout welding rib 75, the welded parts can be increased, and the welding strength of the entire vehicle beam 10 can be enhanced.

[0136] (1-4) As shown in FIG. 3, the duct main body 11 is divided into an upper duct split body 15 and a lower duct split body 30. As peripheral parts, an upper support part 76 having an upper front support part 77 and an upper rear support part 78, and a lower support part 81 having a lower front support part 82 and a lower rear support part 83 are provided. At least one of the upper front support part 77 and the lower front support part 82 is provided with a location where the steering column SC is suspended in front of the duct main body 11. Each of the upper rear support part 78 and the lower rear support part 83 is provided with a location where the steering column SC is suspended behind the duct main body 11. And the steering column SC is suspended at the above location in front of the duct main body 11 and at the above location behind the duct main body 11.

[0137] Therefore, it is advantageous in terms of receiving the load of the steering column SC compared to the case where the duct main body 11 is divided into two duct split bodies in the front-rear direction. (1-5) As shown in FIG. 5 and the like, since the duct main body 11 has a circular cross section, it exhibits a relatively high strength at any location in the circumferential direction. The duct main body 11 exhibits a high strength compared to the case where it has other cross-sectional shapes.

[0138] (1-6) Since the reinforcing ribs 84 and 85 are formed on the outer peripheral surface of the duct main body 11, the strength and rigidity of the duct main body 11 can be increased. (1-7) The upper front welding rib 18 is formed on the upper front facing surface 17, and the lower front welding rib 33 is formed on the lower front facing surface 32. The upper front welding rib 18 and the lower front welding rib 33 face each other in the vertical direction. Then, by welding the upper front welding rib 18 and the lower front welding rib 33 to each other, the upper front connecting portion 16 and the lower front connecting portion 31 are joined.

[0139] Therefore, the area of the portion that needs to be heated can be made smaller than when the upper front welding rib 18 is formed on the upper front facing surface 17 and the lower front welding rib 33 is not formed on the lower front facing surface 32. Also, the area of the portion that needs to be heated can be made smaller than when the lower front welding rib 33 is formed on the lower front facing surface 32 and the upper front welding rib 18 is not formed on the upper front facing surface 17. As a result, heat dispersion can be suppressed and the efficiency of temperature rise can be improved.

[0140] Similarly, the upper rear welding rib 23 is formed on the upper rear facing surface 22, and the lower rear welding rib 38 is formed on the lower rear facing surface 37. The upper rear welding rib 23 and the lower rear welding rib 38 face each other in the vertical direction. Then, by welding the upper rear welding rib 23 and the lower rear welding rib 38 to each other, the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined.

[0141] Therefore, the area of the portion that needs to be heated can be made smaller than when the upper rear welding rib 23 is formed on the upper rear facing surface 22 and the lower rear welding rib 38 is not formed on the lower rear facing surface 37. Also, the area of the portion that needs to be heated can be made smaller than when the lower rear welding rib 38 is formed on the lower rear facing surface 37 and the upper rear welding rib 23 is not formed on the upper rear facing surface 22. As a result, heat dispersion can be suppressed and the efficiency of temperature rise can be improved.

[0142] The above-described effects can also be similarly obtained for the joint portions of the upper end connection portion 25 and the lower end connection portion 39, the joint portions of the upper suction connection portion 54 and the lower suction connection portion 58, and the joint portions of the upper blowout connection portion 68 and the lower blowout connection portion 73.

[0143] (Second Embodiment) Next, a second embodiment of the vehicle beam will be described with reference to FIGS. 9 to 11. In the second embodiment, the shapes of the upper rear connection portion 21 and the lower rear connection portion 36 are different from those in the first embodiment. The upper rear connection portion 21 has a bent portion 21b that bends downward from the rear end portion of the flange portion 21a. The upper rear connection portion 21 has the front surface of the bent portion 21b as the upper rear facing surface 22. The upper rear facing surface 22 extends in the vertical direction and the horizontal direction and faces forward. On the other hand, as described above, the upper front facing surface 17 in the upper front connection portion 16 extends in the front-rear direction and the horizontal direction and faces downward. Thus, the upper rear facing surface 22 faces a direction different from the direction in which the upper front facing surface 17 faces. In the second embodiment, it faces a direction intersecting the direction in which the upper front facing surface 17 faces.

[0144] The lower rear connection portion 36 does not have a flange portion 36a. The lower rear connection portion 36 is constituted by a portion adjacent to the lower side in the circumferential direction with respect to the upper surface 30a at the rear end portion of the lower duct split body 30. The lower rear connection portion 36 has its outer peripheral surface as the lower rear facing surface 37. The lower rear facing surface 37 faces rearward. On the other hand, as described above, the lower front facing surface 32 in the lower front connection portion 31 extends in the front-rear direction and the horizontal direction and faces upward. Thus, the lower rear facing surface 37 faces a direction different from the direction in which the lower front facing surface 32 faces. In the second embodiment, it faces a direction intersecting the direction in which the lower front facing surface 32 faces.

[0145] On the upper rear facing surface 22, two upper rear welding ribs 23 extending in a direction intersecting with the direction in which the lower rear facing surface 37 and the upper rear facing surface 22 face each other are formed. On the lower rear facing surface 37, two lower rear welding ribs 38 extending in the intersecting direction are formed. In the second embodiment, both upper rear welding ribs 23 extend in the left - right direction in a state of being spaced apart in parallel in the vertical direction. Similarly, both lower rear welding ribs 38 extend in the left - right direction in a state of being spaced apart in parallel in the vertical direction.

[0146] And the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined by welding together those that face each other in the front - rear direction among the upper rear welding ribs 23 and the lower rear welding ribs 38. The configuration other than the above is the same as that of the first embodiment. Therefore, the same reference numerals are given to the same elements as those described in the first embodiment, and the overlapping explanations are omitted.

[0147] <Operation of the Second Embodiment> In the second embodiment, in addition to the same operation as that of the first embodiment, the following operation is performed. Prior to the welding of the upper front welding rib 18 and the lower front welding rib 33 and the welding of the upper rear welding rib 23 and the lower rear welding rib 38, the upper duct split body 15 and the lower duct split body 30 are brought closer to each other in the vertical direction, which is, for example, the direction in which the upper front facing surface 17 and the lower front facing surface 32 face.

[0148] When the upper front welding rib 18 and the lower front welding rib 33 are brought into contact with each other, the upper duct split body 15 and the lower duct split body 30 are positioned in the vertical direction. Along with this, the upper rear welding rib 23 and the lower rear welding rib 38 are positioned in the vertical direction. By this positioning, it becomes possible to oppose the upper rear welding rib 23 and the lower rear welding rib 38 in the front - rear direction.

[0149] Also, prior to the welding, the upper duct split body 15 and the lower duct split body 30 are approximated in the front-rear direction, which is, for example, the direction in which the upper rear facing surface 22 and the lower rear facing surface 37 face. By bringing the upper rear welding rib 23 and the lower rear welding rib 38 into contact with each other, the upper duct split body 15 and the lower duct split body 30 are positioned in the front-rear direction. Along with this, the upper front welding rib 18 and the lower front welding rib 33 are positioned in the front-rear direction. By this positioning, it becomes possible to oppose the upper front welding rib 18 and the lower front welding rib 33 in the vertical direction.

[0150] Then, the upper front welding rib 18 and the lower front welding rib 33 are welded, and the upper rear welding rib 23 and the lower rear welding rib 38 are welded. By the former welding, the upper front connection portion 16 and the lower front connection portion 31 are joined. By the latter welding, the upper rear connection portion 21 and the lower rear connection portion 36 are joined. By these joins and the joins of the respective upper end connection portions 25 and the respective lower end connection portions 39 (see FIG. 1) on the left and right, the upper duct split body 15 and the lower duct split body 30 are connected to form the duct main body portion 11.

[0151] <Effects of the Second Embodiment> According to the second embodiment, in addition to obtaining the same effects as (1-1) to (1-7) in the first embodiment, the following effects are obtained.

[0152] (2-1) The upper rear facing surface 22 of the upper rear connection portion 21 in the upper duct split body 15 faces in a direction intersecting the direction in which the upper front facing surface 17 of the upper front connection portion 16 faces. Also, the lower rear facing surface 37 of the lower rear connection portion 36 in the lower duct split body 30 faces in a direction intersecting the direction in which the lower front facing surface 32 of the lower front connection portion 31 faces.

[0153] Therefore, prior to welding, the upper duct split body 15 and the lower duct split body 30 are brought closer in the front-rear direction, and the upper rear welding rib 23 and the lower rear welding rib 38 are brought into contact with each other, so that the front-rear positioning of the upper front welding rib 18 and the lower front welding rib 33 can be performed. The upper front welding rib 18 and the lower front welding rib 33 can be welded in a state where they face each other vertically. It is possible to suppress the welding of the upper front welding rib 18 and the lower front welding rib 33 in a state where they are displaced in the front-rear direction.

[0154] Also, prior to welding, the upper duct split body 15 and the lower duct split body 30 are brought closer in the vertical direction, and the upper front welding rib 18 and the lower front welding rib 33 are brought into contact with each other, so that the vertical positioning of the upper rear welding rib 23 and the lower rear welding rib 38 can be performed. The upper rear welding rib 23 and the lower rear welding rib 38 can be welded in a state where they face each other front-rear. It is possible to suppress the welding of the upper rear welding rib 23 and the lower rear welding rib 38 in a state where they are displaced in the vertical direction.

[0155] (Third Embodiment) Next, a third embodiment of the vehicle beam will be described with reference to FIGS. 12 and 13. In the third embodiment, the duct main body portion 11 formed by connecting the upper duct split body 15 and the lower duct split body 30 as described above is further divided into a plurality of duct main body components in the left-right direction, and adjacent duct main body components are connected by welding. In this regard, the third embodiment is different from the first and second embodiments in which the duct main body portion 11 is not divided in the left-right direction.

[0156] Here, one of the two duct main body components adjacent in the left-right direction (the left side in FIGS. 12 and 13) is defined as the first duct main body component 86, and the other (the right side in FIGS. 12 and 13) is defined as the second duct main body component 95.

[0157] At the boundary between the first duct main body component 86 and the second duct main body component 95, a first auxiliary connection part 87 is formed. The first auxiliary connection part 87 has an annular flange part 87a that protrudes radially outward from the outer peripheral surface of the first duct main body component 86. At the boundary between the second duct main body component 95 and the first duct main body component 86, a second auxiliary connection part 96 is formed. The second auxiliary connection part 96 has an annular flange part 96a that protrudes radially outward from the outer peripheral surface of the second duct main body component 95.

[0158] The first duct main body component 86 and the second duct main body component 95 are connected by joining the first auxiliary connection part 87 and the second auxiliary connection part 96. The first auxiliary connection part 87 has an annular first auxiliary opposing surface 88 that surrounds the flow path 12. The second auxiliary connection part 96 has an annular second auxiliary opposing surface 97 that surrounds the flow path 12. The first auxiliary opposing surface 88 and the second auxiliary opposing surface 97 face each other in the left - right direction.

[0159] On the first auxiliary opposing surface 88, two annular first auxiliary welding ribs 89 with the central axis CL as their center and different diameters from each other are formed. On the second auxiliary opposing surface 97, two annular second auxiliary welding ribs 98 with the central axis CL as their center and different diameters from each other are formed. The first auxiliary connection part 87 and the second auxiliary connection part 96 are joined by welding the first auxiliary welding ribs 89 and the second auxiliary welding ribs 98 that face each other in the left - right direction.

[0160] The configurations other than the above are the same as those in the second embodiment. Therefore, the same reference numerals are given to the same elements as those described in the second embodiment, and duplicate explanations are omitted. <Operation of the Third Embodiment> The lengths of the first duct main body component 86 and the second duct main body component 95 formed by dividing the duct main body part 11 in the left - right direction are shorter than the length of the undivided duct main body part 11.

[0161] Also, the joining of the adjacent first duct main body component 86 and second duct main body component 95 is achieved by welding the first auxiliary welding rib 89 and the second auxiliary welding rib 98 that face each other in the left - right direction. Both the first auxiliary welding rib 89 and the second auxiliary welding rib 98 are annular and surround the flow path 12. Therefore, the air A1 flowing through the flow path 12 is restricted by the first auxiliary welding rib 89 and the second auxiliary welding rib 98 from passing through the joint portion of the first auxiliary connection portion 87 and the second auxiliary connection portion 96.

[0162] <Effects of the Third Embodiment> According to the third embodiment, in addition to the same effects as those in (1 - 1) to (1 - 7) of the first embodiment and (2 - 1) of the second embodiment, the following effects can be obtained.

[0163] (3 - 1) As shown in FIG. 13, the first duct main body component 86 and the second duct main body component 95, which are shorter than the non - divided duct main body portion 11, are connected by welding. Therefore, the following various effects can be obtained.

[0164] · The first duct main body component 86 and the second duct main body component 95 are not divided in the left - right direction, and can be welded with smaller welding equipment, for example, existing welding equipment, compared with the case of welding the upper duct divided body 15 and the lower duct divided body 30 that are long in the same direction. Also, the first duct main body component 86 and the second duct main body component 95 are easier to achieve welding accuracy than the non - divided duct main body portion 11.

[0165] · It is possible to use a part (for example, one) of the plurality of duct main body components for the vehicle beam 10 mounted on different types of vehicles 6, that is, to achieve so - called parts commonality. As shown in Fig. 12 of (3-2), an annular first auxiliary welding rib 89 is formed on the first auxiliary opposing surface 88 of the first auxiliary connection part 87, and an annular second auxiliary welding rib 98 is formed on the second auxiliary opposing surface 97 of the second auxiliary connection part 96. By welding the first auxiliary welding rib 89 and the second auxiliary welding rib 98 that face each other in the left-right direction, the first auxiliary connection part 87 and the second auxiliary connection part 96 are joined.

[0166] Therefore, the airtightness at the joint of the first auxiliary connection part 87 and the second auxiliary connection part 96 can be ensured, and the air A1 flowing through the duct main body part 11 can be suppressed from leaking out of the joint to the outside of the vehicle beam 10.

[0167] (Fourth Embodiment) Next, a fourth embodiment of the vehicle beam will be described with reference to Fig. 14. In the fourth embodiment, the duct main body part 11 is divided into a plurality of duct main body components in the left-right direction. Also, one of the adjacent duct main body components (the left side in Fig. 14) is defined as the first duct main body component 86, and the other (the right side in Fig. 14) is defined as the second duct main body component 95. In these aspects, the fourth embodiment is common to the third embodiment.

[0168] In the fourth embodiment, the first duct main body component 86 has a cylindrical first cylinder part 91 at one end (the right side in Fig. 14) in the left-right direction. The second duct main body component 95 has a cylindrical second cylinder part 101 at one end (the left side in Fig. 14) in the left-right direction.

[0169] The first cylindrical portion 91 has an insertion port 91a for the second cylindrical portion 101 at one end face in the left-right direction (the right side in FIG. 14). At least the inner surface (inner peripheral surface 91b) in the radial direction of the first cylindrical portion 91 is constituted by a tapered surface that expands in diameter as it approaches the insertion port 91a along the central axis CL. At least the outer surface (outer peripheral surface 101a) in the radial direction of the second cylindrical portion 101 is constituted by a tapered surface that expands in diameter as it moves away from the tip along the central axis CL. Then, when the entire second cylindrical portion 101 is inserted into the first cylindrical portion 91, the first duct main body component 86 overlaps the second cylindrical portion 101 of the second duct main body component 95 in the radial direction within the first cylindrical portion 91.

[0170] A plurality of straight welding ribs 92 extending substantially in the left-right direction along the inner peripheral surface 91b are formed on the inner peripheral surface 91b of the first cylindrical portion 91. Adjacent straight welding ribs 92 are spaced apart from each other in the circumferential direction of the inner peripheral surface 91b. A plurality of straight welding ribs 102 extending substantially in the left-right direction along the outer peripheral surface 101a are formed at a position on the outer peripheral surface 101a of the second cylindrical portion 101 that is located inside the straight welding ribs 92 in the radial direction. That is, a plurality of straight welding ribs 102 are formed on the outer peripheral surface 101a in a state of being spaced apart from each other in the circumferential direction. By welding the straight welding ribs 92 and the straight welding ribs 102, the first cylindrical portion 91 and the second cylindrical portion 101 are joined. By this joining, the first duct main body component 86 and the second duct main body component 95 are connected, and the duct main body portion 11 is formed.

[0171] Although not shown in the drawings, in the second cylindrical portion 101, the flange portion 16a of the upper front connection portion 16 and the flange portion 21a of the upper rear connection portion 21 both project inward in the radial direction. Also, the flange portion 31a of the lower front connection portion 31 and the flange portion 36a of the lower rear connection portion 36 both project inward in the radial direction. Then, the upper front connection portion 16 and the lower front connection portion 31 are joined inside the second cylindrical portion 101 in the radial direction with respect to the outer peripheral surface 101a. Also, the upper rear connection portion 21 and the lower rear connection portion 36 are joined inside the second cylindrical portion 101 in the radial direction with respect to the outer peripheral surface 101a.

[0172] The configuration other than the above is the same as that of the second embodiment. Therefore, the same elements as those described in the second embodiment are denoted by the same reference numerals, and redundant descriptions are omitted. <Operation of the Fourth Embodiment> When connecting the adjacent first duct body component 86 and second duct body component 95, the second cylinder part 101 is inserted into the first cylinder part 91. Then, the first duct body component 86 overlaps with the second cylinder part 101 of the second duct body component 95 in the radial direction in the first cylinder part 91. The first cylinder part 91 and the second cylinder part 101 are joined by welding the linear welding rib 92 and the linear welding rib 102 located inside the linear welding rib 92 in the radial direction.

[0173] <Effect of the Fourth Embodiment> According to the fourth embodiment, in addition to the same effects as those in (1-1) to (1-7) in the first embodiment and (2-1) in the second embodiment, the following effects can be obtained.

[0174] (4-1) When forming the duct main body portion 11, the second cylinder part 101 having the linear welding rib 102 formed on the outer peripheral surface 101a is inserted into the first cylinder part 91 having the linear welding rib 92 formed on the inner peripheral surface 91b. The first cylinder part 91 and the second cylinder part 101 are joined by welding the linear welding rib 92 and the linear welding rib 102, and the first duct body component 86 and the second duct body component 95 are connected.

[0175] Therefore, since the first cylinder part 91 and the second cylinder part 101 overlap in the radial direction, the coupling strength between the first duct body component 86 and the second duct body component 95 can be increased as compared with the case where they do not overlap. Further, since the first cylinder part 91 and the second cylinder part 101 are joined by welding the linear welding ribs 92 and 102, the above coupling strength can be further increased.

[0176] (Fifth Embodiment) Next, a fifth embodiment of the vehicle beam will be described with reference to FIG. 15. In the fifth embodiment, the linear welding ribs 92 and 102 in the fourth embodiment are changed to annular welding ribs 93 and 103. More specifically, a plurality of annular welding ribs 93 extending in the circumferential direction are formed on the inner circumferential surface 91b of the first cylindrical portion 91. Each annular welding rib 93 is formed over the entire circumference of the inner circumferential surface 91b and forms an annulus. Adjacent annular welding ribs 93 are spaced apart from each other in the left - right direction. On the outer circumferential surface 101a of the second cylindrical portion 101, at positions located inside the annular welding ribs 93 in the radial direction, annular welding ribs 103 are respectively formed. That is, on the outer circumferential surface 101a of the second cylindrical portion 101, a plurality of annular welding ribs 103 spaced apart from each other in the left - right direction are formed. Each annular welding rib 103 is formed over the entire circumference of the outer circumferential surface 101a and forms an annulus.

[0177] By welding the annular welding ribs 93 and the annular welding ribs 103, the first cylindrical portion 91 and the second cylindrical portion 101 are joined. By this joining, the first duct body component 86 and the second duct body component 95 are connected.

[0178] According to the fifth embodiment, although the form of the welding ribs is different, it is common with the fourth embodiment in that the first cylindrical portion 91 and the second cylindrical portion 101 are joined by welding. Therefore, the same operations and effects as those of the fourth embodiment can be obtained also by the fifth embodiment.

[0179] (Sixth Embodiment) Next, a sixth embodiment of the vehicle beam will be described with reference to FIGS. 16 to 18. The main differences between the sixth embodiment and the first embodiment are the following two points.

[0180] · The duct welding rib is formed on one of a pair of duct opposing surfaces facing each other. · A trap rib for retaining burrs generated during welding between the pair of duct opposing surfaces is formed on the duct opposing surface.

[0181] Next, the details of the sixth embodiment will be described centering on the above - mentioned differences. As shown in FIG. 16, the joining of the upper front connecting portion 16 and the lower front connecting portion 31 is made by welding. Also, the joining of the upper rear connecting portion 21 and the lower rear connecting portion 36 is made by welding. The joining structure of the upper front connecting portion 16 and the lower front connecting portion 31 and the joining structure of the upper rear connecting portion 21 and the lower rear connecting portion 36 are in a plane-symmetrical relationship with respect to a plane passing through the central axis CL and extending in the vertical direction. Therefore, here, the joining structure of the upper rear connecting portion 21 and the lower rear connecting portion 36 will be described, and the description of the joining structure of the upper front connecting portion 16 and the lower front connecting portion 31 will be omitted.

[0182] As shown in FIGS. 17 and 18, the upper rear connecting portion 21 of the upper duct split body 15 has an upper rear opposing surface 22 extending in the front-rear direction and the left-right direction on its lower surface. The lower rear connecting portion 36 of the lower duct split body 30 has a lower rear opposing surface 37 extending in the front-rear direction and the left-right direction on its upper surface.

[0183] In the middle portion of the upper rear opposing surface 22 in the front-rear direction, as a duct welding rib, one upper rear welding rib 23 is formed. The upper rear welding rib 23 extends in the left-right direction in a state of protruding downward from the upper rear opposing surface 22. In the sixth embodiment, the upper rear welding rib 23 is formed at the front portion of the upper rear opposing surface 22, at a location slightly separated rearward from the front end. On the other hand, no lower rear welding rib is formed on the lower rear opposing surface 37.

[0184] The upper rear welding rib 23 includes a welding base portion 23a located on the proximal end side (upper side) in the protruding direction and a welding tip portion 23b adjacent to the welding base portion 23a on the distal end side (lower side) in the protruding direction.

[0185] The upper rear welding rib 23 is formed such that the dimension of the welding tip portion 23b in the front-rear direction is smaller than the dimension of the welding base portion 23a in the same direction. The above front-rear direction is one of the radial directions of the duct main body portion 11. The welding tip portion 23b is located in the middle portion of the welding base portion 23a in the above front-rear direction.

[0186] The front surface of the welding tip portion 23b is located behind the front surface of the welding base portion 23a. The front surface of the welding base portion 23a and the front surface of the welding tip portion 23b are connected via the front portion of the lower surface of the same welding base portion 23a as a stepped surface.

[0187] The rear surface of the welding tip portion 23b is located in front of the rear surface of the welding base portion 23a. The rear surface of the welding base portion 23a and the rear surface of the welding tip portion 23b are connected via the rear portion of the lower surface of the same welding base portion 23a.

[0188] At the rear end portion of the upper rear facing surface 22, one upper rear trap rib 105 extending in the left - right direction in a downward - protruding state is formed as one of a plurality of trap ribs. The upper rear trap rib 105 is formed such that its dimension in the front - rear direction is substantially uniform in the up - down direction. The up - down direction is the direction in which the upper rear facing surface 22 and the lower rear facing surface 37 face each other.

[0189] On the lower rear facing surface 37, a pair of lower rear trap ribs 107, 111 are formed as part of a plurality of trap ribs. One lower rear trap rib 107 is formed at the front end portion of the lower rear facing surface 37. The other lower rear trap rib 111 is formed at the middle portion in the front - rear direction of the lower rear facing surface 37. Each of the lower rear trap ribs 107, 111 extends in the left - right direction in an upward - protruding state.

[0190] The direction (left - right direction) in which the upper rear welding rib 23, the upper rear trap rib 105, and both lower rear trap ribs 107, 111 extend is, as described above, the direction along the upper rear facing surface 22 and the lower rear facing surface 37, and is a direction intersecting the above - mentioned up - down direction.

[0191] As described above, between the upper rear facing surface 22 and the lower rear facing surface 37, one upper rear trap rib 105 and two lower rear trap ribs 107, 111 are formed. Among these trap ribs, the rear lower rear trap rib 111 and the upper rear trap rib 105 are formed at two locations spaced apart from each other in the front - rear direction on the upper rear facing surface 22 and the lower rear facing surface 37, respectively.

[0192] The upper rear welding rib 23 and the front lower rear trap rib 107 project in opposite directions along the vertical direction while being spaced apart from each other in the front-rear direction. Similarly, the upper rear welding rib 23 and the rear lower rear trap rib 111 project in opposite directions along the vertical direction while being spaced apart from each other in the front-rear direction.

[0193] The front lower rear trap rib 107 includes a trap base portion 107a located on the lower side which is the proximal end side in the projecting direction thereof, and a trap tip portion 107b adjacent to the upper side which is the distal end side in the projecting direction with respect to the trap base portion 107a.

[0194] The front lower rear trap rib 107 is formed such that the dimension of the trap tip portion 107b in the front-rear direction is smaller than the dimension of the trap base portion 107a in the same direction. The trap tip portion 107b is located at the front portion of the trap base portion 107a.

[0195] The rear surface of the trap tip portion 107b is located in front of the rear surface of the trap base portion 107a. The rear surface of the trap base portion 107a and the rear surface of the trap tip portion 107b are connected via the upper rear portion of the same trap base portion 107a as a stepped surface.

[0196] Similarly, the rear lower rear trap rib 111 includes a trap base portion 111a located on the lower side which is the proximal end side in the projecting direction thereof, and a trap tip portion 111b adjacent to the upper side which is the front side in the projecting direction with respect to the trap base portion 111a.

[0197] The rear lower rear trap rib 111 is formed such that the dimension of the trap tip portion 111b in the front-rear direction is smaller than the dimension of the trap base portion 111a in the same direction. The trap tip portion 111b is located at the rear portion of the trap base portion 111a.

[0198] The front surface of the trap tip portion 111b is located behind the front surface of the trap base portion 111a. The front surface of the trap base portion 111a and the front surface of the trap tip portion 111b are connected via a stepped surface formed by the front portion of the upper surface of the same trap base portion 111a.

[0199] And as shown in FIG. 17, the lower end portion, which is the tip of the welding tip portion 23b, is welded to the lower rear facing surface 37. By this welding, the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined. In the state where the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined, the respective portions related to the joining satisfy the following relationships.

[0200] · The front lower rear trap rib 107 is located at a position spaced forward in the front-rear direction from the upper rear trap rib 105, i.e., on the front side which is the inner side in the front-rear direction. The rear lower rear trap rib 111 is located at a position spaced forward from the upper rear trap rib 105, and in the sixth embodiment, it is located between the upper rear welding rib 23 and the upper rear trap rib 105.

[0201] · The rear lower rear trap rib 111 and the upper rear trap rib 105 protrude in opposite directions along the vertical direction while being adjacent to each other in the front-rear direction. · The upper rear trap rib 105 is spaced upward from the lower rear facing surface 37 via a gap 106.

[0202] · The trap tip portion 107b of the front lower rear trap rib 107 is spaced downward from the upper rear facing surface 22 via a gap 108. Similarly, the trap tip portion 111b of the rear lower rear trap rib 111 is spaced downward from the upper rear facing surface 22 via a gap 112.

[0203] · The rear lower rear trap rib 111 and the upper rear trap rib 105 are spaced apart from each other in the front-rear direction via a gap 113. · The trap base 107a and the welding tip 23b are spaced apart from each other in the front-rear direction via a first gap 114 extending in the vertical direction. The welding base 23a and the trap tip 107b are spaced apart from each other in the front-rear direction via a second gap 115 extending in the vertical direction. The trap base 107a and the welding base 23a are spaced apart from each other in the vertical direction via a communication gap 116 extending in the front-rear direction and communicating the first gap 114 and the second gap 115.

[0204] Similarly, the trap base 111a and the welding tip 23b are spaced apart from each other in the front-rear direction via a first gap 117 extending in the vertical direction. The welding base 23a and the trap tip 111b are spaced apart from each other in the front-rear direction via a second gap 118 extending in the vertical direction. The trap base 111a and the welding base 23a are spaced apart from each other in the vertical direction via a communication gap 119 extending in the front-rear direction and communicating the first gap 117 and the second gap 118.

[0205] · A part of the lower rear trap rib 111 on the rear side in the vertical direction and a part of the upper rear trap rib 105 in the same direction overlap in the vertical direction when viewed from the front-rear direction. The upper end portion, which is the tip of the lower rear trap rib 111, is included in the former part. The lower end portion, which is the tip of the upper rear trap rib 105, is included in the latter part.

[0206] Although not shown in the drawings, the trap ribs described above are also provided at both ends of the duct main body 11 in the left-right direction, the suction duct portion 51, and the blowout duct portion 65 (see FIG. 1 etc.).

[0207] The configuration other than the above is the same as that of the first embodiment. Therefore, the same reference numerals are given to the same elements as those described in the first embodiment, and redundant descriptions are omitted. <Operation of the Sixth Embodiment> In the sixth embodiment, in addition to the same operation as that of the first embodiment, the following operation is performed.

[0208] When burrs are generated when the adjacent upper rear connection part 21 and the lower rear connection part 36 are welded at the upper rear welding rib 23, if there is no structure to restrict the movement of the burrs, there is a risk that the burrs may come out between the upper rear facing surface 22 and the lower rear facing surface 37.

[0209] In this regard, in the sixth embodiment, the upper rear trap rib 105 and the lower rear trap ribs 107, 111 provided at positions spaced apart from the upper rear welding rib 23 in the front-rear direction restrict the phenomenon of burrs moving between the upper rear facing surface 22 and the lower rear facing surface 37.

[0210] More specifically, when the burrs come out from between the upper rear facing surface 22 and the lower rear facing surface 37 to the front side, they move in the order of the first gap 114, the communication gap 116, the second gap 115, and the gap 108. When the burrs move upward in the first gap 114, they hit the welding base 23a. The welding base 23a serves as a wall and attempts to capture the burrs by restricting the upward movement of the burrs. The burrs not captured by the welding base 23a change their moving direction from upward to forward.

[0211] The burrs that have changed their moving direction hit the trap tip 107b when moving forward in the communication gap 116. The trap tip 107b serves as a wall and attempts to capture the burrs by restricting the forward movement of the burrs. The burrs not captured by the trap tip 107b change their moving direction from forward to upward.

[0212] The burrs that have changed their moving direction hit the upper rear facing surface 22 when moving upward in the second gap 115. The upper rear facing surface 22 serves as a wall and attempts to capture the burrs by restricting the upward movement of the burrs. The burrs not captured by the upper rear facing surface 22 change their moving direction from upward to forward. The burrs that have changed their moving direction move forward in the gap 108.

[0213] In this way, the number of times of restricting the movement of the burrs by the wall increases, and accordingly, the chance of capturing the burrs increases. The amount of burrs captured between the upper rear facing surface 22 and the lower rear facing surface 37 increases. Similarly, when the burr exits rearward between the upper rear facing surface 22 and the lower rear facing surface 37, it moves in the order of the first gap 117, the communication gap 119, the second gap 118, the gap 112, the gap 113, and the gap 106.

[0214] When the burr moves upward in the first gap 117, it hits the welding base 23a. The welding base 23a serves as a wall and attempts to capture the burr by restricting the upward movement of the burr. The burr not captured by the welding base 23a changes its moving direction from upward to rearward.

[0215] When the burr whose moving direction has changed moves rearward in the communication gap 119, it hits the trap tip portion 111b. The trap tip portion 111b serves as a wall and attempts to capture the burr by restricting the rearward movement of the burr. The burr not captured by the trap tip portion 111b changes its moving direction from rearward to upward.

[0216] When the burr whose moving direction has changed moves upward in the second gap 118, it hits the upper rear facing surface 22. The upper rear facing surface 22 serves as a wall and attempts to capture the burr by restricting the upward movement of the burr. The burr not captured by the upper rear facing surface 22 changes its moving direction from upward to rearward.

[0217] When the burr whose moving direction has changed moves rearward in the gap 112, it hits the upper rear trap rib 105. The upper rear trap rib 105 serves as a wall and attempts to capture the burr by restricting the rearward movement of the burr. The burr not captured by the upper rear trap rib 105 changes its moving direction from rearward to downward.

[0218] When the burr whose moving direction has changed moves downward in the gap 113, it hits the lower rear facing surface 37. The lower rear facing surface 37 serves as a wall and attempts to capture the burr by restricting the downward movement of the burr. The burr not captured by the lower rear facing surface 37 changes its moving direction from downward to rearward.

[0219] In this way, the number of times of restricting the movement of burrs by the wall increases, and accordingly, the chance of capturing burrs increases. The amount of burrs captured between the upper rear facing surface 22 and the lower rear facing surface 37 increases. Also, the first gaps 114, 117, the second gaps 115, 118, and the communication gaps 116, 119 each function as a space for confining burrs. The total volume of the first gaps 114, 117, the communication gaps 116, 119, and the second gaps 115, 118 is larger than the total volume when the first gaps 114, 117 and the second gaps 115, 118 are directly connected without passing through the communication gaps 116, 119. Therefore, it becomes possible to confine more burrs.

[0220] Moreover, the upper rear trap ribs 105 and the lower rear trap ribs 111 extend along the upper rear facing surface 22 and the lower rear facing surface 37 in a direction (left - right direction) intersecting the vertical direction. Therefore, the capture of burrs by the upper rear trap ribs 105 and the lower rear trap ribs 111 is performed in a wide area in the intersecting direction (left - right direction). In this way, the phenomenon of burrs coming out between the upper rear facing surface 22 and the lower rear facing surface 37 is suppressed.

[0221] Particularly, in the sixth embodiment, a part of the upper rear trap rib 105 formed on the upper rear facing surface 22 and a part of the lower rear trap rib 111 formed on the lower rear facing surface 37 wrap in the vertical direction when viewed from the front - rear direction. Therefore, compared with the case where such a configuration is not provided, the number of times of restricting the movement of burrs by the wall increases.

[0222] When not having the above - described configuration, it includes the case where the upper rear trap rib 105 and the lower rear trap rib 111 do not wrap, or the case where the trap rib is formed only on one of the upper rear facing surface 22 and the lower rear facing surface 37.

[0223] The number of times of restricting the movement of burrs by the wall increases by the division of the movement restriction when the burr moves from the gap 112 to the gap 113 and the movement restriction when the burr moves from the gap 113 to the gap 106. In addition, the gap 113 at the portion where the upper rear trap rib 105 and the lower rear trap rib 111 wrap around functions as a space for capturing burrs.

[0224] Therefore, burrs attempting to pass through the upper rear trap rib 105 and the lower rear trap rib 111 that wrap around are likely to be captured by the gap 113 during their passage, increasing the number of burr capture locations accordingly. The phenomenon of burrs emerging from between the upper rear opposing surface 22 and the lower rear opposing surface 37 is further suppressed.

[0225] Also, as described above, the front lower rear trap rib 107 restricts the movement of burrs between the upper rear opposing surface 22 and the lower rear opposing surface 37 to the front side inside the duct main body 11 in the radial direction, closer to the upper rear welding rib 23. Therefore, the phenomenon of burrs entering the duct main body 11 is restricted by the lower rear trap rib 107.

[0226] <Effects of the Sixth Embodiment> According to the sixth embodiment, in addition to the same effects as (1-1) to (1-6) in the first embodiment, the following effects are obtained.

[0227] (6-1) On the upper rear opposing surface 22 and the lower rear opposing surface 37, at locations spaced apart in the front-rear direction from the upper rear welding rib 23, the upper rear trap rib 105 and the lower rear trap ribs 107 and 111 are formed. The upper rear trap rib 105 and the lower rear trap ribs 107 and 111 extend in the left-right direction.

[0228] Therefore, even if burrs are generated during welding, by retaining the burrs between the upper rear opposing surface 22 and the lower rear opposing surface 37, it is possible to suppress the burrs from emerging from between the upper rear opposing surface 22 and the lower rear opposing surface 37.

[0229] (6-2) The lower rear trap rib 107 is formed on the front side, which is inside the duct main body 11 in the radial direction, closer to the upper rear welding rib 23. Therefore, after the burr moves forward between the upper rear facing surface 22 and the lower rear facing surface 37, it enters the duct main body 11 and can be restricted from being carried into the passenger compartment by riding on the air A1 flowing through the flow path 12.

[0230] (6-3) The lower rear trap rib 111 and the upper rear trap rib 105 are formed at two positions spaced apart from each other in the front-rear direction on the upper rear facing surface 22 and the lower rear facing surface 37. The lower rear trap rib 111 and the upper rear trap rib 105 project in opposite directions along the vertical direction while being adjacent to each other in the front-rear direction. A part of the lower rear trap rib 111 and a part of the upper rear trap rib 105 wrap around in the vertical direction when viewed from the front-rear direction.

[0231] Therefore, by increasing the number of times of restricting the movement of the burr by the wall, the opportunity to capture the burr can be increased. Also, the space for capturing the burr can be expanded by the gap 113 formed by the wrap. As a result, it is possible to further suppress the burr from coming out between the upper rear facing surface 22 and the lower rear facing surface 37.

[0232] (6-4) The upper rear welding rib 23 having a welding base portion 23a and a welding tip portion 23b and the lower rear trap rib 107 having a trap base portion 107a and a trap tip portion 107b project in opposite directions along the vertical direction while being spaced apart from each other in the front-rear direction.

[0233] In the upper rear welding rib 23, the dimension of the welding tip portion 23b in the front-rear direction is smaller than the dimension of the welding base portion 23a in the same direction. In the lower rear trap rib 107, the dimension of the trap tip portion 107b in the front-rear direction is smaller than the dimension of the trap base portion 107a in the same direction. The rear surface of the trap tip portion 107b is located in front of the rear surface of the trap base portion 107a. The front surface of the welding tip portion 23b is located behind the front surface of the welding base portion 23a.

[0234] The trap base 107a and the welding tip portion 23b are separated from each other in the front-rear direction via a first gap 114 extending in the vertical direction. The welding base 23a and the trap tip portion 107b are separated from each other in the front-rear direction via a second gap 115 extending in the vertical direction. The trap base 107a and the welding base 23a are separated from each other in the vertical direction via a communication gap 116 extending in the front-rear direction and communicating the first gap 114 and the second gap 115.

[0235] Therefore, when burrs move between the upper rear welding rib 23 and the lower rear trap rib 107, the number of times the movement of the burrs is restricted by the walls can be increased, thereby increasing the chance of capturing the burrs. As a result, it is possible to further suppress the burrs from coming out to the front side from between the upper rear facing surface 22 and the lower rear facing surface 37.

[0236] In addition, the space for confining the burrs can be enlarged. Even if the amount of burr generation varies, the burrs can be retained between the upper rear facing surface 22 and the lower rear facing surface 37. Also in this regard, the performance of suppressing the burrs from coming out to the front side from between the upper rear facing surface 22 and the lower rear facing surface 37 can be improved.

[0237] (6-5) Related to the above (6-4), the upper rear welding rib 23 and the lower rear trap rib 111 including the trap base 111a and the trap tip portion 111b project in opposite directions along the vertical direction while being separated from each other in the front-rear direction.

[0238] In the lower rear trap rib 111, the dimension of the trap tip portion 111b in the front-rear direction is smaller than the dimension of the trap base 111a in the same direction. The front surface of the trap tip portion 111b is located behind the front surface of the trap base 111a. The rear surface of the welding tip portion 23b is located in front of the rear surface of the welding base 23a.

[0239] The welding start portion 23b and the trap base portion 111a are separated from each other in the front-rear direction via a first gap portion 117 extending in the vertical direction. The welding base portion 23a and the trap tip portion 111b are separated from each other in the front-rear direction via a second gap portion 118 extending in the vertical direction. The trap base portion 111a and the welding base portion 23a extend in the front-rear direction and are separated from each other in the vertical direction via a communication gap portion 119 that communicates the first gap portion 117 and the second gap portion 118.

[0240] Therefore, when burrs move between the upper rear welding rib 23 and the lower rear trap rib 111, the number of times the movement of the burrs is restricted by the walls can be increased, thereby increasing the opportunity to capture the burrs. As a result, it is possible to further suppress the burrs from coming out to the rear side between the upper rear facing surface 22 and the lower rear facing surface 37.

[0241] In addition, the space for confining the burrs can be enlarged. Even if the amount of burr generation varies, the burrs can be retained between the upper rear facing surface 22 and the lower rear facing surface 37. Also in this regard, the performance of suppressing the burrs from coming out to the rear side between the upper rear facing surface 22 and the lower rear facing surface 37 can be improved.

[0242] (Seventh Embodiment) Next, a seventh embodiment of the vehicle beam will be described with reference to FIGS. 19 and 20. The main difference between the seventh embodiment and the sixth embodiment is as follows.

[0243] · The duct welding ribs are formed on both of a pair of duct facing surfaces facing each other. Next, the details of the seventh embodiment will be described centering on the above-mentioned difference. Here, similar to the sixth embodiment, the joining structure by welding of the upper rear connecting portion 21 and the lower rear connecting portion 36 will be described. In this joining structure, as shown in FIG. 20, the duct facing surface is constituted by the upper rear facing surface 22 of the upper rear connecting portion 21 and the lower rear facing surface 37 of the lower rear connecting portion 36.

[0244] Most of the upper rear welding rib 23 that protrudes downward from the upper rear facing surface 22, excluding the upper end portion, is formed such that the dimension in the front-rear direction is uniform in the vertical direction. On the lower rear facing surface 37, a lower rear welding rib 38 is formed at a position below the upper rear welding rib 23. The lower rear welding rib 38 extends in the left-right direction in a state of protruding upward from the lower rear facing surface 37. The lower rear welding rib 38 is formed such that the dimension in the front-rear direction is larger than that of the upper rear welding rib 23. Also, the lower rear welding rib 38 is formed such that the dimension in the front-rear direction is uniform in the vertical direction.

[0245] The upper rear trap rib 105 is formed on the upper rear facing surface 22 at a position spaced rearward from the upper rear welding rib 23 and in front of the rear end of the upper rear facing surface 22. The front lower rear trap rib 107 protrudes upward from the front end portion of the lower rear facing surface 37. The lower rear trap rib 107 is formed such that the dimension in the front-rear direction is substantially uniform in the vertical direction.

[0246] The rear lower rear trap rib 111 is formed at a substantially rear end portion of the lower rear facing surface 37. The lower rear trap rib 111 is formed such that the dimension in the front-rear direction is uniform in the vertical direction.

[0247] As shown in FIG. 19, the lower end portion, which is the tip of the upper rear welding rib 23, is welded to the upper end portion, which is the tip of the lower rear welding rib 38. By this welding, the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined. In a state where the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined, each part between the upper rear facing surface 22 and the lower rear facing surface 37 satisfies the following relationship.

[0248] · The rear lower rear trap rib 111 is spaced rearward from the upper rear trap rib 105. · The front lower rear trap rib 107 and the upper rear facing surface 22 are vertically spaced apart from each other via a gap 108 extending in the front-rear direction. The lower rear trap rib 107, the upper rear welding rib 23, and the lower rear welding rib 38 are spaced apart from each other in the front-rear direction via a gap 121 extending in the vertical direction. The upper rear welding rib 23 and the lower rear welding rib 38 and the upper rear trap rib 105 are spaced apart from each other in the front-rear direction via a gap 122 extending in the vertical direction. The upper rear trap rib 105 and the lower rear facing surface 37 are vertically spaced apart from each other via a gap 124 extending in the front-rear direction. The upper rear trap rib 105 and the lower rear trap rib 111 are spaced apart from each other in the front-rear direction via a gap 123 extending in the vertical direction. The lower rear trap rib 111 and the upper rear facing surface 22 are vertically spaced apart from each other via a gap 112 extending in the front-rear direction.

[0249] The configuration other than the above is the same as that of the sixth embodiment. Therefore, the same reference numerals are given to the same elements as those described in the sixth embodiment, and the overlapping description is omitted. <Operation of the Seventh Embodiment> In the seventh embodiment, in addition to the same operations as those of the first and sixth embodiments, the following operations are performed.

[0250] In the seventh embodiment, the upper rear welding rib 23 formed on the upper rear facing surface 22 and the lower rear welding rib 38 formed on the lower rear facing surface 37 face each other in the vertical direction. The upper rear welding rib 23 and the lower rear welding rib 38 are welded to each other. During this welding, the tip surfaces of the upper rear welding rib 23 and the lower rear welding rib 38 are heated. The area of each tip surface that needs to be heated is small. Accordingly, heat is less likely to be dispersed, and the heating efficiency is improved.

[0251] When the burr generated during welding comes out from between the upper rear facing surface 22 and the lower rear facing surface 37 to the front side, it moves in the order of the gap 121 and the gap 108. When the burr moves upward through the gap 121, it hits the upper rear facing surface 22. The upper rear facing surface 22 serves as a wall and attempts to capture the burr by restricting its upward movement. The burr that is not captured by the upper rear facing surface 22 changes its moving direction from upward to forward. In this way, the movement of the burr is restricted by the wall. Therefore, the burr moving from between the upper rear facing surface 22 and the lower rear facing surface 37 toward the front side is likely to be captured during its movement. As a result, the phenomenon that the burr enters the duct main body 11 and rides on the air A1 flowing through the flow path 12 and is carried into the passenger compartment is restricted.

[0252] Also, when the burr comes out from between the upper rear facing surface 22 and the lower rear facing surface 37 to the rear side, it moves in the order of the gap 122, the gap 124, the gap 123, and the gap 112. When the burr moves downward through the gap 122, it hits the lower rear facing surface 37. The lower rear facing surface 37 serves as a wall and attempts to capture the burr by restricting its downward movement. The burr that is not captured by the lower rear facing surface 37 changes its moving direction from downward to rearward.

[0253] The burr whose moving direction has changed hits the lower rear trap rib 111 when moving rearward through the gap 124. The lower rear trap rib 111 serves as a wall and attempts to capture the burr by restricting its rearward movement. The burr that is not captured by the lower rear trap rib 111 changes its moving direction from rearward to upward.

[0254] The burr whose moving direction has changed hits the upper rear facing surface 22 when moving upward through the gap 123. The upper rear facing surface 22 serves as a wall and attempts to capture the burr by restricting its upward movement. The burr that is not captured by the upper rear facing surface 22 changes its moving direction from upward to rearward. The burr moves rearward through the gap 112.

[0255] In this way, the number of times of restricting the movement of burrs by the wall increases, and accordingly, the opportunity to capture burrs increases. Therefore, the amount of burrs captured between the upper rear facing surface 22 and the lower rear facing surface 37 increases. Further, the gaps 122, 124, and 123 function as spaces for confining burrs.

[0256] Also in the seventh embodiment, a part of the upper rear trap rib 105 protruding downward from the upper rear facing surface 22 and a part of the lower rear trap rib 111 protruding upward from the lower rear facing surface 37 wrap in the vertical direction when viewed from the front-rear direction. Therefore, compared with the case where such a configuration is not provided, the number of times of restricting the movement of burrs by the wall increases. This number increases by the amount of restricting the movement of burrs when moving from the gap 124 to the gap 123 and the amount of restricting the movement of burrs when moving from the gap 123 to the gap 112.

[0257] Further, as described above, the gap 123 formed by the wrapping of the lower rear trap rib 111 and the upper rear trap rib 105 functions as a space for capturing burrs. Therefore, burrs attempting to pass rearward between the upper rear facing surface 22 and the lower rear facing surface 37 are more likely to be captured during their passage. The phenomenon of burrs exiting rearward from between the upper rear facing surface 22 and the lower rear facing surface 37 is further suppressed.

[0258] <Effects of the Seventh Embodiment> According to the seventh embodiment, the same effects as those in (1-1) to (1-7) in the first embodiment and (6-1) to (6-3) in the sixth embodiment can be obtained.

[0259] (Eighth Embodiment) Next, the eighth embodiment of the vehicle beam will be described with reference to FIGS. 21 to 23. The main difference between the eighth embodiment and the sixth embodiment is as follows.

[0260] · The duct welding ribs are formed on both of a pair of duct facing surfaces facing each other. ·The gap between the duct facing surface located on the front side in the protruding direction of a specific trap rib and the trap rib is filled by a trap reinforcement part made of a material softer than the trap rib.

[0261] Next, the details of the eighth embodiment will be described centering on the above differences. Here, similar to the sixth embodiment, the joining structure by welding of the upper rear connecting part 21 and the lower rear connecting part 36 will be described. In this joining structure, the duct facing surface is constituted by the upper rear facing surface 22 of the upper rear connecting part 21 and the lower rear facing surface 37 of the lower rear connecting part 36. The duct welding rib is constituted by the upper rear welding rib 23 and the lower rear welding rib 38. The trap rib is constituted by the upper rear trap rib 105 and the lower rear trap rib 107.

[0262] As shown in FIG. 23, the upper rear welding rib 23 is formed at a location behind the central part in the same direction, in the middle part in the front - rear direction of the upper rear facing surface 22 in the eighth embodiment. The upper rear welding rib 23 is formed such that the dimension in the front - rear direction is substantially uniform in the up - down direction.

[0263] The lower rear welding rib 38 is formed at a location behind the central part in the same direction, in the middle part in the front - rear direction of the lower rear facing surface 37 in the eighth embodiment. The lower rear welding rib 38 is formed such that the dimension in the front - rear direction is slightly larger than that of the upper rear welding rib 23. Also, the lower rear welding rib 38 is formed such that the dimension in the front - rear direction is substantially uniform in the up - down direction.

[0264] The upper rear trap rib 105 is formed at an intermediate location between the front end of the upper rear facing surface 22 and the upper rear welding rib 23. The upper rear trap rib 105 protrudes from the upper rear facing surface 22 toward the lower rear facing surface 37.

[0265] The lower rear trap rib 107 is formed at the front end part of the lower rear facing surface 37. On the lower rear facing surface 37, a positioning rib 126 is formed at a location that is behind the lower rear trap rib 107 and spaced forward from the lower rear welding rib 38. The positioning rib 126 extends in the left - right direction while protruding upward from the lower rear facing surface 37.

[0266] As shown in FIG. 22, on the lower rear facing surface 37, a trap reinforcing portion 127 extending in the left - right direction is disposed. The trap reinforcing portion 127 is formed of a material softer than the upper rear trap rib 105, for example, urethane. The trap reinforcing portion 127 has a rectangular cross - sectional shape in the eighth embodiment, but may have a cross - sectional shape different from a rectangle. The cross - sectional shape of the trap reinforcing portion 127 in the left - right direction is uniform.

[0267] As shown in FIGS. 22 and 23, the trap reinforcing portion 127 is attached to the lower rear connecting portion 36 before the upper rear connecting portion 21 and the lower rear connecting portion 36 are joined by welding. When attaching, the trap reinforcing portion 127 is positioned so as to be located on the front side of the positioning rib 126 by contacting the positioning rib 126. The trap reinforcing portion 127 positioned in this way is attached to the lower rear connecting portion 36 by being pasted to the lower rear facing surface 37 with a double - sided tape, an adhesive, or the like.

[0268] And the lower end portion, which is the tip of the upper rear welding rib 23, is welded to the upper end portion, which is the tip of the lower rear welding rib 38. When performing the above - mentioned welding, as shown in FIG. 23, one of the upper rear connecting portion 21 and the lower rear connecting portion 36 is moved closer to the other. In FIG. 23, the upper rear connecting portion 21 is moved downward to approach the lower rear connecting portion 36. In the process of this approach, as shown in FIG. 21, a region including at least the lower end portion, which is the tip in the protruding direction of the upper rear trap rib 105, enters the trap reinforcing portion 127 from above. Due to the external force applied with this entry, the trap reinforcing portion 127 deforms. The above - mentioned region of the upper rear trap rib 105 adheres to the deformed portion of the trap reinforcing portion 127. In this state, the upper rear welding rib 23 and the lower rear welding rib 38 are welded.

[0269] In a state where the upper rear connection part 21 and the lower rear connection part 36 are joined by the above welding, each part between the upper rear facing surface 22 and the lower rear facing surface 37 satisfies the following relationship. · The upper rear trap rib 105 is spaced upward from the lower rear facing surface 37 with a gap 106 therebetween.

[0270] · The lower rear trap rib 107 is spaced downward from the upper rear facing surface 22 with a gap 108 therebetween. · The positioning rib 126 is located at a position behind the upper rear trap rib 105.

[0271] · Let the interval between the upper rear facing surface 22 and the lower rear facing surface 37 be the joint surface interval D1. The dimension of the trap reinforcing part 127 in the vertical direction is set to be larger than the value obtained by subtracting the dimension of the upper rear trap rib 105 in the same direction from the joint surface interval D1.

[0272] <Operation of the Eighth Embodiment> In the eighth embodiment, in addition to the same operation as in the sixth embodiment, the following operation is performed. Between the part of the upper rear trap rib 105 that enters the trap reinforcing part 127 and the trap reinforcing part 127, there is no gap or a state with an extremely small gap. Also, the gap 106 is filled by the trap reinforcing part 127. Therefore, compared with the case where the trap reinforcing part 127 is not provided, it becomes more difficult for burrs to pass through the gap 106. As a result, burrs do not come out or hardly come out to the front side from between the upper rear facing surface 22 and the lower rear facing surface 37.

[0273] <Effect of the Eighth Embodiment> According to the eighth embodiment, in addition to the same effects as in (1-1) to (1-7) in the first embodiment and (6-1), (6-2) in the sixth embodiment, the following effects can be obtained.

[0274] On the front lower rear facing surface 37 in the protruding direction of the upper rear trap rib 105, a trap reinforcing portion 127 made of a material softer than the upper rear trap rib 105 is attached. At least the tip portion in the protruding direction of the upper rear trap rib 105 is inserted into the trap reinforcing portion 127. The trap reinforcing portion 127 fills the gap 106 between the upper rear trap rib 105 and the lower rear facing surface 37.

[0275] The portion where the upper rear trap rib 105 is inserted into the trap reinforcing portion 127 and the trap reinforcing portion 127 can be in a state without a gap or in a state with an extremely small gap. The trap reinforcing portion 127 can enhance the performance of the upper rear trap rib 105 in capturing burrs. It can be made so that the burrs do not come out or hardly come out from between the upper rear facing surface 22 and the lower rear facing surface 37.

[0276] (8-2) Although related to the above (8-1), in the eighth embodiment, the upper rear trap rib 105 and the trap reinforcing portion 127 are provided on the front side, which is the inner side in the radial direction, rather than the upper rear welding rib 23 and the lower rear welding rib 38.

[0277] Therefore, it is possible to more powerfully regulate the burrs from entering the duct main body 11 and being carried into the passenger compartment on the air A1 flowing through the flow path 12. <Modified Example> Each of the above embodiments can be implemented with the following modifications. The above embodiments and the following modified examples can be implemented in combination with each other within a technically non-conflicting range.

[0278] · In each of the embodiments including the first embodiment, the location where the steering column SC is suspended in front of the duct main body 11 may be provided only at one of the upper front support portion 77 and the lower front support portion 82.

[0279] · Each of the third to fifth embodiments may be applied to the vehicle beam 10 of the first embodiment instead of the second embodiment. ·Both the linear welding rib 92 (FIG. 14) in the fourth embodiment and the annular welding rib 93 (FIG. 15) in the fifth embodiment may be formed on the inner peripheral surface 91b of the first cylindrical portion 91. Also, both the linear welding rib 102 (FIG. 14) in the fourth embodiment and the annular welding rib 103 (FIG. 15) in the fifth embodiment may be formed on the outer peripheral surface 101a of the second cylindrical portion 101. Then, by welding the linear welding ribs 92 and 102 and welding the annular welding ribs 93 and 103, the first cylindrical portion 91 and the second cylindrical portion 101 may be joined.

[0280] ·In the second embodiment, the duct main body portion 11 may be divided into three or more duct divided bodies in the circumferential direction. In this case, each duct divided body has a duct connection portion at both ends in the circumferential direction. The duct facing surfaces of the duct connection portions at one end and the duct facing surfaces of the duct connection portions at the other end face in different directions from each other. The duct welding ribs are formed on the respective duct facing surfaces of adjacent duct connection portions. The adjacent duct connection portions are joined to each other by welding the respective duct welding ribs.

[0281] In this modification example, the duct main body portion 11 is formed by connecting adjacent duct divided bodies for all the duct divided bodies. This connection is made by joining adjacent duct connection portions. This joining is made by welding the duct welding ribs of adjacent duct connection portions to each other.

[0282] At the time of the above joining, prior to welding, for all the duct divided bodies, the adjacent duct divided bodies are brought close to each other, and the duct welding ribs at the adjacent duct connection portions are brought close to each other.

[0283] Here, if, for each duct segment, the duct facing surfaces of the duct connection parts at one end and the duct facing surfaces of the duct connection parts at the other end both face the same direction, the following phenomenon may occur. That is, the duct welding ribs of adjacent duct connection parts may approach each other in a state where they do not face each other, that is, in a state where they are displaced in the direction along the duct facing surface.

[0284] In this regard, according to the above modification example, for each duct segment, the duct facing surface of the duct connection part at one end and the duct facing surface of the duct connection part at the other end face different directions from each other.

[0285] Therefore, prior to welding, when adjacent duct segments are brought closer to each other and the duct welding ribs of adjacent duct connection parts approach each other, the duct welding rib of the duct connection part at one end comes into contact with the duct welding rib of the adjacent duct connection part. Due to this contact, positioning is performed for adjacent duct segments in the direction in which the duct facing surface of the above duct connection part faces. Along with this, for adjacent duct segments, positioning is performed for the duct welding rib of the duct connection part at the other end and the duct welding rib of the adjacent duct connection part in the above direction. By this positioning, it becomes possible to bring the duct welding rib of the duct connection part at the other end and the duct welding rib of the adjacent duct connection part closer to each other and weld them in a state where they face each other. Then, welding in the above positioned state is performed for all duct segments.

[0286] Similar to the above, prior to welding, when adjacent duct segments are brought closer to each other such that the duct welding ribs of adjacent duct connection parts are brought closer to each other, the duct welding rib of the duct connection part at one end contacts the duct welding rib of the adjacent duct connection part. Due to this contact, positioning is performed for adjacent duct segments in the direction in which the duct opposing surfaces of the above duct connection parts face. Along with this, for adjacent duct segments, positioning is performed for the duct welding rib of the duct connection part at one end and the duct welding rib of the adjacent duct connection part in the above direction. Due to this positioning, it becomes possible to bring the duct welding ribs of the duct connection part at one end and the duct welding rib of the adjacent duct connection part closer to each other and weld them while facing each other. Then, welding in the state where the above positioning has been performed is carried out for all duct segments.

[0287] · When the duct main body portion 11 is divided into two duct segments in the circumferential direction, it may be divided in the front-rear direction. In this case, the duct main body portion 11 is divided into a front duct segment that constitutes the front half and a rear duct segment that is adjacent to the rear side of the front duct segment and constitutes the rear half of the duct main body portion 11.

[0288] · The duct main body portion 11 may have a cross-sectional shape different from a circular shape, for example, a rectangular cross-sectional shape. · When the duct main body portion 11 is divided into two duct segments in the circumferential direction, one duct segment may be formed in a flat plate shape. As the other duct segment, similar to the first embodiment, one having a semi-circular cross-sectional shape may be used. In this case, the duct main body portion 11 will have a D-shaped cross-sectional shape. Note that, as the other duct segment, one having a U-shaped cross-sectional shape may be used. In this case, the cross-sectional shape of the duct main body portion 11 will be rectangular.

[0289] · The intake duct portion 51 may be divided into three or more intake duct segments in the circumferential direction of the duct main body portion 11. · The blowout duct portion 65 may be divided into three or more blowout duct segments in the circumferential direction of the duct main body portion 11.

[0290] · The number of the same type of welding ribs may be changed to 1 or 3 or more. The corresponding welding ribs include duct welding ribs, namely, the upper front welding rib 18, the upper rear welding rib 23, the upper end welding rib, the lower front welding rib 33, the lower rear welding rib 38, and the lower end welding rib 42. Further, the corresponding welding ribs include the upper suction welding rib, the lower suction welding rib 61, the upper blowout welding rib, the lower blowout welding rib 75, the first auxiliary welding rib 89, and the second auxiliary welding rib 98.

[0291] · When adjacent connecting portions are joined by welding, the welding ribs may be formed on both of the two opposing surfaces facing each other, or may be formed only on one of the opposing surfaces, in the same manner as in the above embodiments.

[0292] The corresponding connecting portions include duct connecting portions, namely, the upper front connecting portion 16, the upper rear connecting portion 21, the upper end connecting portion 25, the lower front connecting portion 31, the lower rear connecting portion 36, and the lower end connecting portion 39. Further, the corresponding connecting portions include the upper suction connecting portion 54, the lower suction connecting portion 58, the upper blowout connecting portion 68, the lower blowout connecting portion 73, the first auxiliary connecting portion 87, and the second auxiliary connecting portion 96.

[0293] The corresponding welding ribs are the same as those listed in the column of the modification example of the number of the same type of welding ribs described above. The corresponding opposing surfaces include duct opposing surfaces, namely, the upper front opposing surface 17, the upper rear opposing surface 22, the lower front opposing surface 32, and the lower rear opposing surface 37. Further, the corresponding opposing surfaces include the first auxiliary opposing surface 88, and the second auxiliary opposing surface 97.

[0294] · In the fourth embodiment, one of the linear welding ribs 92, 102 may be omitted. · In the fifth embodiment, one of the annular welding ribs 93, 103 may be omitted. · In the vehicle beam 10, at least one of the intake duct portion 51, the blowout duct portion 65, the upper support portion 76, and the lower support portion 81, which is a portion different from the duct main body portion 11, may be formed of a material different from the resin material.

[0295] · In the sixth to eighth embodiments, a recess that opens on the duct facing surface may be provided in the front duct connection portion in the protruding direction of the trap rib, and the trap rib may extend forward in the protruding direction. Then, the extended portion of the trap rib may enter the recess in a state of being separated from the wall surface of the recess.

[0296] FIG. 24 shows an example in which the above modification is applied to the sixth embodiment. In this modification, a recess 131 that opens on the upper rear facing surface 22 is formed in the upper rear connection portion 21. The wall surface of the recess 131 is composed of a front wall surface 132 and a rear wall surface 134 that are spaced apart from each other in the front-rear direction, and a bottom wall surface 133. The trap tip portion 111b of the lower rear trap rib 111 extends upward and enters the recess 131.

[0297] The front wall surface 132 and the trap tip portion 111b are spaced apart from each other in the front-rear direction via a gap 135. The bottom wall surface 133 and the trap tip portion 111b are spaced apart from each other in the vertical direction via a gap 136. The rear wall surface 134 and the trap tip portion 111b are spaced apart from each other in the front-rear direction via a gap 137.

[0298] In this modification, the burr that moves the second gap 118 upward moves to the gap 113 after passing through the gaps 135, 136, and 137 in the recess 131. When the burr moves from the second gap 118 to the gap 135, the dimension in the front-rear direction becomes smaller. When the burr moves upward through the gap 135, it hits the bottom wall surface 133. The bottom wall surface 133 serves as a wall and attempts to capture the burr by restricting the upward movement of the burr. The burr not captured by the bottom wall surface 133 changes its moving direction from upward to backward.

[0299] When the burr whose movement direction has been changed hits the rear wall surface 134 when moving rearward through the gap 136. The rear wall surface 134 serves as a wall and attempts to capture the burr by restricting the rearward movement of the burr. The burr that is not captured by the rear wall surface 134 changes its movement direction from rearward to downward.

[0300] In this way, the number of times of restricting the movement of the burr increases, and accordingly, the opportunity to capture the burr increases. The amount of burrs captured between the upper rear facing surface 22 and the lower rear facing surface 37 increases. Also, the gaps 135, 136, and 137 each function as a space for confining the burr. Therefore, it is possible to confine more burrs than when the recess 131 is not provided.

[0301] · The trap rib may be formed on the first auxiliary connection portion 87 and the second auxiliary connection portion 96. · The trap rib may be formed on at least one of a pair of opposing surfaces in adjacent connection portions, that is, only one or both. The corresponding connection portions include duct connection portions, that is, the upper front connection portion 16, the upper rear connection portion 21, the upper end connection portion 25, the lower front connection portion 31, the lower rear connection portion 36, and the lower end connection portion 39. Also, the corresponding connection portions include the upper suction connection portion 54, the lower suction connection portion 58, the upper blowout connection portion 68, the lower blowout connection portion 73, the first auxiliary connection portion 87, and the second auxiliary connection portion 96.

[0302] In the eighth embodiment, the portion where the trap rib (the upper rear trap rib 105) enters the trap reinforcement portion 127 may be at least the tip portion. Therefore, only the tip portion of the trap rib may enter the trap reinforcement portion 127, or more portions of the trap rib than in the eighth embodiment may enter the trap reinforcement portion 127. For example, the entire trap rib may enter the trap reinforcement portion 127.

[0303] · In the eighth embodiment, a sealing material such as a caulking material may be used as the soft material for forming the trap reinforcing portion 127. Also in this case, before joining by welding, a highly viscous sealing material is applied to the lower rear facing surface 37, so that a trap reinforcing portion 127 having a cross section such as a circle or a square and extending in the left - right direction may be formed. Then, when welding, when one of the upper rear connecting portion 21 and the lower rear connecting portion 36 approaches the other, a part including the tip of the upper rear trap rib 105 is made to enter the trap reinforcing portion. Even in this modified example, the same operations and effects as those of the eighth embodiment in which the trap reinforcing portion 127 is formed of urethane or the like can be obtained.

[0304] · The joining structure in the sixth to eighth embodiments may be applied to the coupling structure of the upper end connecting portion 25 and the lower end connecting portion 39, the coupling structure of the upper suction connecting portion 54 and the lower suction connecting portion 58, and the joining structure of the upper blow - out connecting portion 68 and the lower blow - out connecting portion 73.

[0305] · Different from the first to eighth embodiments, the beam outer shell portion may be constituted by a member different from the duct main body portion 11, on the condition that it is a portion constituting the outer shell portion of the vehicle beam 10.

Explanation of Signs

[0306] 6… Vehicle 7… Vehicle body 9… Instrument panel 10… Vehicle beam 11… Duct main body portion (beam outer shell portion) 12… Flow path 15… Upper duct divided body (duct divided body, beam divided body) 16… Upper front connecting portion (duct connecting portion, beam connecting portion) 17… Upper front facing surface (duct facing surface, beam facing surface) 18… Upper front welding rib (duct welding rib, beam welding rib) 21… Upper rear connecting portion (duct connecting portion, beam connecting portion) 22… Upper rear facing surface (duct facing surface, beam facing surface) 23… Upper rear welding rib (duct welding rib, beam welding rib) 23a…Welding base 23b…Welding tip 25…Upper connection part (duct connection part, beam connection part) 30…Lower duct split body (duct split body, beam split body) 31…Lower front connection part (duct connection part, beam connection part) 32…Lower front facing surface (duct facing surface, beam facing surface) 33…Lower front welding rib (duct welding rib, beam welding rib) 36…Lower rear connection part (duct connection part, beam connection part) 37…Lower rear facing surface (duct facing surface, beam facing surface) 38…Lower rear welding rib (duct welding rib, beam welding rib) 39…Lower end connection part (duct connection part, beam connection part) 42…Lower end welding rib (duct welding rib, beam welding rib) 51…Suction duct part (peripheral part) 53…Upper suction duct split body (suction duct split body) 54…Upper suction connection part (suction connection part) 57…Lower suction duct split body (suction duct split body) 58…Lower suction connection part (suction connection part) 61…Lower suction welding rib (suction welding rib) 65…Blowout duct part (peripheral part) 76…Upper support part (peripheral part) 77…Upper front support part 78…Upper rear support part 81…Lower support part (peripheral part) 82…Lower front support part 83…Lower rear support part 86…First duct body component part (duct body component part) 87…First auxiliary connection part (auxiliary connection part) 88…First auxiliary facing surface (auxiliary facing surface) 89…First auxiliary welding rib (auxiliary welding rib) 91…First cylindrical part (cylindrical part) 91b…Inner peripheral surface 92, 102…Linear welding rib 93, 103…Annular welding rib 95…Second Duct Body Component (Duct Body Component) 96…Second Auxiliary Connection Part (Auxiliary Connection Part) 97…Second Auxiliary Opposing Surface (Auxiliary Opposing Surface) 98…Second Auxiliary Welding Rib (Auxiliary Welding Rib) 101…Second Cylindrical Part (Cylindrical Part) 101a…Outer Peripheral Surface 105…Upper Rear Trap Rib (Trap Rib) 107,111…Lower Rear Trap Rib (Trap Rib) 107a,111a…Trap Base 107b,111b…Trap Tip 114,117…First Gap 115,118…Second Gap 116,119…Communication Gap 127…Trap Reinforcement Part A1…Air SC…Steering Column

Claims

1. A vehicle beam that extends in the vehicle width direction within the instrument panel of a vehicle and is attached to the vehicle body to support the instrument panel, comprising a cylindrical duct main body having an air flow path as a skeleton portion, a peripheral portion connected to the duct main body, and further having an outer shell portion formed in a cylindrical shape by a beam outer shell portion made of a resin material, the beam outer shell portion being divided into a plurality of beam segments in the circumferential direction of the beam outer shell portion, each beam segment having a beam connection portion at a boundary portion with an adjacent beam segment, adjacent beam segments being connected by joining adjacent beam connection portions to each other, adjacent beam connection portions having a pair of beam facing surfaces facing each other, at least one of the pair of beam facing surfaces having a beam welding rib formed along the pair of beam facing surfaces in a direction intersecting the direction in which the pair of beam facing surfaces face, a vehicle beam in which the joining of adjacent beam connection portions is performed by welding the adjacent beam connection portions at the beam welding rib.

2. The duct main body is formed of a resin material, the duct main body being divided into a plurality of duct segments in the circumferential direction of the duct main body, the plurality of beam segments in the beam outer shell portion being constituted by the plurality of duct segments in the duct main body, each duct segment having a duct connection portion as the beam connection portion at a boundary portion with an adjacent duct segment, adjacent duct connection portions facing each other and having a pair of duct facing surfaces constituting the beam facing surfaces, when the direction in which the pair of duct facing surfaces face is defined as the facing direction, at least one of the pair of duct facing surfaces having a duct welding rib formed along the pair of duct facing surfaces in a direction intersecting the facing direction, the duct welding rib being formed as the beam welding rib, adjacent duct connection portions being joined by being welded at the duct welding rib, the vehicle beam according to Claim 1, wherein the adjacent duct segments are connected and the adjacent beam segments are connected by the joining.

3. The duct welding rib is formed on each of the pair of duct facing surfaces in adjacent duct connection portions. The duct welding ribs formed on one of the duct facing surfaces and the duct welding ribs formed on the other duct facing surface face each other in the facing direction. The adjacent duct connection portions are joined by welding the pair of duct welding ribs facing each other in the facing direction. The vehicle beam according to claim 2, wherein adjacent duct segments are connected by the joining.

4. Each duct segment has the duct connection portion at each of both ends in the circumferential direction of the duct main body portion. The duct facing surface of the duct connection portion at one end and the duct facing surface of the duct connection portion at the other end face in different directions from each other. The vehicle beam according to claim 3.

5. The duct main body portion is divided into two duct segments as a plurality of the duct segments. The duct connection portion for each duct segment is located on both side portions of the flow path in the radial direction of the duct main body portion. The duct facing surface of the duct connection portion at one end for each duct segment faces in a direction different from the direction in which the duct facing surface of the duct connection portion at the other end faces, and faces a crossing direction. The vehicle beam according to claim 4.

6. The peripheral portion includes an intake duct portion that protrudes outward in the radial direction of the duct main body portion from the duct main body portion and sucks the air outside the duct main body portion into the flow path. The intake duct portion is divided into a plurality of intake duct segments in the circumferential direction of the duct main body portion. In each intake duct segment, an intake connection portion is formed at a boundary portion with an adjacent intake duct segment. The adjacent intake duct segments are connected by joining a pair of adjacent intake connection portions. At least one of the adjacent intake connection portions has an intake welding rib that extends in a direction crossing the direction in which the pair of intake connection portions face and is connected to the duct welding rib of the duct segment. The joining of the adjacent intake connection portions is made by welding the pair of intake connection portions at the intake welding rib. The vehicle beam according to claim 2.

7. The duct main body is further divided into a plurality of duct main body components in the vehicle width direction, and adjacent duct main body components are connected by welding. The vehicle beam according to claim 2.

8. In each duct main body component, an auxiliary connection portion is formed at a boundary portion with an adjacent duct main body component. Adjacent duct main body components are connected by joining adjacent auxiliary connection portions to each other. Adjacent auxiliary connection portions have a pair of auxiliary opposing surfaces facing each other in the vehicle width direction. An annular auxiliary welding rib surrounding the flow path is formed on at least one of the auxiliary opposing surfaces of adjacent auxiliary connection portions. The joining of adjacent auxiliary connection portions is performed by welding the adjacent auxiliary connection portions at the auxiliary welding rib. The vehicle beam according to claim 7.

9. When one of the adjacent duct main body components is a first duct main body component and the other is a second duct main body component. The first duct main body component has a first cylindrical portion at an end in the vehicle width direction. The second duct main body component has a second cylindrical portion at an end in the vehicle width direction. By inserting the second cylindrical portion into the first cylindrical portion, the first duct main body component overlaps the second cylindrical portion of the second duct main body component in the radial direction of the first cylindrical portion and the second cylindrical portion at the first cylindrical portion. A linear welding rib extending in the vehicle width direction is formed on at least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion. The first duct main body component and the second duct main body component are connected by welding and joining the first cylindrical portion and the second cylindrical portion at the linear welding rib. The vehicle beam according to claim 7.

10. When one of the adjacent duct main body components is a first duct main body component and the other is a second duct main body component. The first duct main body component has a first cylindrical portion at an end in the vehicle width direction. The second duct main body component has a second cylindrical portion at an end in the vehicle width direction. By inserting the second cylindrical portion into the first cylindrical portion, the first duct main body component overlaps the second cylindrical portion of the second duct main body component in the radial direction of the first cylindrical portion and the second cylindrical portion at the first cylindrical portion. On at least one of the inner peripheral surface of the first cylindrical portion and the outer peripheral surface of the second cylindrical portion, an annular welding rib extending in the circumferential direction of the duct main body portion is formed, and the first cylindrical portion and the second cylindrical portion are welded and joined to each other on the annular welding rib, whereby the first duct main body component and the second duct main body component are connected. The vehicle beam according to claim 7.

11. The duct main body portion and the peripheral portion are disposed above the steering column of the vehicle. The duct main body portion is divided into an upper duct divided body and a lower duct divided body located below the upper duct divided body as a plurality of the duct divided bodies. The peripheral portion includes an upper support portion connected to the upper duct divided body and a lower support portion connected to the lower duct divided body. The upper support portion includes a front upper support portion disposed on the front side of the upper duct divided body and connected to the duct connection portion on the front side of the upper duct divided body, and a rear upper support portion disposed on the rear side of the upper duct divided body and connected to the duct connection portion on the rear side of the upper duct divided body. The lower support portion includes a lower front support portion having a portion connected to the lower duct divided body at its rear end portion and disposed below the front upper support portion, and a lower rear support portion disposed on the rear side of the lower duct divided body, below the rear upper support portion, and connected to the duct connection portion on the rear side of the lower duct divided body. At least one of the front upper support portion and the lower front support portion is provided with a location where the steering column is suspended forward of the duct main body portion, and each of the rear upper support portion and the lower rear support portion is provided with a location where the steering column is suspended rearward of the duct main body portion. The vehicle beam according to any one of claims 2 to 10.

12. On at least one of a pair of duct facing surfaces in adjacent duct connection portions, at a location radially spaced apart from the duct welding rib from the duct main body portion, a trap rib for retaining burrs generated during welding between the pair of duct facing surfaces is formed, and the trap rib extends along the pair of duct facing surfaces in a direction intersecting the facing direction. The vehicle beam according to claim 2.

13. When the side of the cylindrical duct main body portion that approaches the air flow path in the radial direction is defined as the inner side, the trap rib is formed on the inner side in the radial direction with respect to the duct welding rib, for the vehicle beam according to claim 12.

14. A plurality of the trap ribs are provided, Two of the plurality of trap ribs are respectively on a pair of the duct facing surfaces at adjacent duct connection portions, and are formed at positions spaced apart from each other in the radial direction of the duct main body portion, The two trap ribs project in opposite directions along the facing direction while being adjacent to each other in the radial direction, A part of one of the trap ribs in the facing direction and including the tip portion of the one trap rib, and a part of the other trap rib in the facing direction and including the tip portion of the other trap rib wrap around in the facing direction when the two trap ribs are viewed from the radial direction, for the vehicle beam according to claim 12.

15. The trap rib projects from one of the pair of duct facing surfaces at an adjacent duct connection portion toward the other duct facing surface, A trap reinforcing portion made of a material softer than the trap rib is attached to the other duct facing surface, At least the tip portion of the trap rib in the projecting direction enters the trap reinforcing portion, for the vehicle beam according to claim 12.

16. The duct welding rib and the trap rib project in opposite directions along the facing direction while being spaced apart from each other in the radial direction of the duct main body portion, The duct welding rib includes a welding base portion located on the base end side in the projecting direction of the duct welding rib, and a welding tip portion adjacent to the base end side in the projecting direction of the duct welding rib with respect to the welding base portion, The trap rib includes a trap base portion located on the base end side in the projecting direction of the trap rib, and a trap tip portion adjacent to the base end side in the projecting direction of the trap rib with respect to the trap base portion, The duct welding rib is formed such that the dimension of the welding tip portion in the radial direction is smaller than the dimension of the welding base portion in the radial direction, The trap rib is formed such that the dimension of the trap tip portion in the radial direction is smaller than the dimension of the trap base portion in the radial direction. The trap base portion and the welding tip portion are separated from each other in the radial direction via a first gap extending in the facing direction, and the welding base portion and the trap tip portion are separated from each other in the radial direction via a second gap extending in the facing direction. The trap base portion and the welding base portion are separated from each other in the facing direction via a communication gap that extends in the radial direction and communicates the first gap and the second gap. The vehicle beam according to claim 12.

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