Vehicle

Abstract

To solve the problem that in a conventional vehicle, a wind throb reduction device operates when a predetermined condition is satisfied during running, thereby making it difficult to reduce a power amount consumed by the vehicle.SOLUTION: In a vehicle 10 according to the present invention, traveling wind flowing through an air intake port 23 into a wind duct is caused to blow toward a window opening part 18E when the vehicle 10 travels. This configuration makes the traveling wind blowing from an exhaust port 27 collide against traveling wind in a rectified state flowing rearward along a side of a vehicle body 11, which disturbs the traveling wind in the rectified state. As a result, frequencies of the traveling wind flowing along the side of the vehicle body 11 vary from frequencies thereof in the rectified state and therefore deviate from resonant frequencies in a vehicle interior 13, so as to reduce wind throb. In addition, by utilizing the traveling wind, a power amount consumed by the vehicle 10 can be prevented from increasing.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle that reduces wind throbbing. [Background technology]

[0002] A conventional vehicle structure for reducing wind slump is known, for example, from the structure described in Patent Document 1. The conventional vehicle is equipped with a wind deflector for reducing wind slump, and the wind deflector is attached to the door frame of the vehicle's rear door. The wind deflector includes a deflector plate and a plurality of legs for fixing the deflector plate to the door frame. The deflector plate has a wing-shaped cross section, and is fixed at an angle such that the tip end of the deflector plate in the vehicle length direction approaches the door frame.

[0003] With this structure, when the vehicle is moving, the wind blowing rearward along the side of the vehicle passes through the deflector plate, changing its direction so that it is away from the rear door window opening. This makes it difficult for most of the wind to blow into the passenger compartment via the window opening, thereby reducing wind throbbing.

[0004] Furthermore, a conventional vehicle structure for reducing wind slump is known, for example, as described in Patent Document 2. The conventional vehicle is equipped with a wind slump reduction device, which is disposed inside the B-pillar of the vehicle. The wind slump reduction device is an air blower that has a blower and a duct and blows air from the inside of the vehicle toward the window opening.

[0005] This structure activates the blower when certain conditions are met, such as when the rear door glass is open a predetermined amount or more, and blows air from the vehicle interior toward the window opening. At the window opening in the area where the rear door glass is lowered, the airflow blown toward the rear of the vehicle is pushed outward by the blown air. This reduces the amount of airflow blowing into the vehicle interior and the amount of airflow hitting the rear door division bar, thereby reducing wind throttling. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-301943 [Patent Document 2] Japanese Patent Application Laid-Open No. 2008-174128 Summary of the Invention [Problem to be solved by the invention]

[0007] In the vehicle described in Patent Document 1, a wind deflector is attached to the door frame of the rear door of the vehicle so that traveling wind is directed away from the window opening of the rear door. Therefore, there is a problem that the wind deflector protrudes outward in the vehicle width direction more than necessary from the design surface of the rear door, which increases wind noise while traveling. In addition, there is a problem that the wind deflector protrudes from the design surface of the rear door, which reduces the design of the vehicle.

[0008] Furthermore, the vehicle described in Patent Document 2 has a problem in that a new wind throbbing reduction device is installed on the vehicle body, which increases manufacturing costs. Furthermore, in the vehicle, in order to reduce wind throbbing, the wind throbbing reduction device operates each time the predetermined conditions described above are met, and air is blown from the blower toward the window opening. As a result, there is a problem in that the amount of power consumed by the vehicle battery increases. In particular, in electric vehicles, it is necessary to ensure a minimum amount of power supply to the electronic control device that controls the vehicle's running, stopping, and steering, and measures to reduce the overall power consumption of the vehicle are required.

[0009] The present invention has been made in consideration of the above circumstances, and relates to a vehicle that reduces wind slump by taking in wind from the front of the vehicle body and blowing it downward from the top of the window opening, while preventing an increase in the vehicle's power consumption. [Means for solving the problem]

[0010] One embodiment of the present invention is a vehicle having a window opening on the side of the vehicle body, and is characterized in that it comprises an air intake formed on the vehicle body forward of the window opening in the vehicle length direction, an exhaust outlet formed on the vehicle body above the window opening, and an air passage connecting the air intake and the exhaust outlet, and the wind generated by driving blown from the air intake to the air passage is blown from the exhaust outlet towards the window opening. [Effects of the Invention]

[0011] In one embodiment of the present invention, when the vehicle is moving, wind entering the air passage through the intake port is directed toward the window opening. This structure allows the wind blown out of the exhaust port to collide with the rectified wind flowing rearward along the side of the vehicle body, disrupting the rectified wind. As a result, the frequency of the wind on the side of the vehicle body deviates from the rectified state and moves away from the resonant frequency within the vehicle cabin, thereby reducing wind throb. Furthermore, utilizing the wind helps prevent an increase in the vehicle's power consumption. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a perspective view illustrating a vehicle according to an embodiment of the present invention; [Figure 2] 1 is a side view illustrating a structure for reducing wind throbbing in a vehicle according to an embodiment of the present invention; [Figure 3] 1 is a cross-sectional view illustrating a structure for reducing wind throbbing in a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] A vehicle 10 according to one embodiment of the present invention will be described in detail below with reference to the drawings. When describing this embodiment, the same components will generally be designated by the same reference numerals, and repeated description will be omitted. The front-to-rear direction of the paper indicates the vehicle length direction of the vehicle 10, the left-to-right direction of the paper indicates the vehicle width direction of the vehicle 10, and the up-to-down direction of the paper indicates the vehicle height direction of the vehicle 10.

[0014] Fig. 1 is a perspective view illustrating a vehicle 10 according to this embodiment. Fig. 2 is a side view illustrating a structure for reducing wind slump in the vehicle 10 according to this embodiment. Fig. 3 is a cross-sectional view illustrating a structure for reducing wind slump in the vehicle 10 according to this embodiment.

[0015] 1, for example, a BEV (Battery Electric Vehicle), an HEV (Hybrid Electric Vehicle), or a PHEV (Plug-in Hybrid Electric Vehicle) may be used as the vehicle 10. Note that the vehicle 10 is not limited to the above-mentioned electric vehicles, but also includes vehicles 10 that run on an internal combustion engine fueled by gasoline or the like.

[0016] The left and right sides of the body 11 of the vehicle 10 are provided with side sills (not shown) extending in the vehicle length direction below the passenger compartment 13 (see FIG. 2), side rails (not shown) extending in the vehicle length direction above the passenger compartment 13, and A-pillars 14, B-pillars 15, and C-pillars 16 extending in the vehicle height direction and joined to the side sills and side rails. Note that although the A-pillars 14, B-pillars 15, and C-pillars 16 are disposed inside the body panels in FIG. 1, for convenience of explanation, their locations are shown.

[0017] A front side door 17 is attached to the front side opening between the A pillar 14 and the B pillar 15 so as to be openable and closable relative to the vehicle body 11. Similarly, a rear side door 18 is attached to the rear side opening between the B pillar 15 and the C pillar 16 so as to be openable and closable relative to the vehicle body 11.

[0018] The roof 19 is joined to the vehicle body 11 so as to extend rearward in the vehicle length direction from the upper end of the windshield 20. The roof 19 is a member that constitutes the ceiling of the passenger compartment 13, and is formed as a hollow structure made up of a roof panel 19A and a roof trim 19B (see FIG. 3). The roof carrier 12 is attached to the upper surface of the roof 19. The roof carrier 12 has, for example, two roof rails 21, 22 that extend in the vehicle length direction. As will be described in detail later, air intakes 23, 24 are formed at the ends of the roof rails 21, 22 in the vehicle length direction to take in airflow generated by running the vehicle into a first hollow space 25 (see FIG. 3) therein.

[0019] 2, the rear side door 18 has a main body 18A, a door glass 18B, a sash 18C, and a pillar cover 18D. The main body 18A is located below the window shoulder and is formed, for example, by press-molding a steel plate. A mechanism (not shown) for raising and lowering the door glass 18B and other components are disposed inside the main body 18A.

[0020] The door glass 18B is disposed in a window opening 18E surrounded by the main body 18A and the sash 18C. The door glass 18B moves up and down relative to the window opening 18E via the lifting mechanism. When the door glass 18B moves up and down to the top end of the window opening 18E, the window opening 18E is fully closed.

[0021] The sash 18C is attached to the main body 18A and extends above the main body 18A to surround the window opening 18E. The sash 18C is a frame-shaped member that holds the edge of the door glass 18B when the door glass 18B moves up and down. The sash 18C is formed, for example, by roll-forming a steel plate.

[0022] The pillar cover 18D is an exterior member fixed to the sash 18C so as to cover the outside of the B-pillar 15 in the vehicle width direction when the rear side door 18 is fully closed relative to the vehicle body 11. The pillar cover 18D is formed by injection molding using a resin material such as PP.

[0023] As shown in the figure, the exhaust ports 27 are formed in the roof panel 19A above the window opening 18E and around the outer periphery of the rear side opening. In this embodiment, for example, two exhaust ports 27 are formed closer to the B-pillar 15 than the center of the window opening 18E in the vehicle length direction.

[0024] As shown by arrow 31, while the vehicle 10 is traveling, the rectified wind flows rearward in the vehicle length direction along the left and right sides of the vehicle body 11. As will be described in detail later, as shown by arrow 32, at the window opening 18E of the rear side door 18, the wind blown downward from the exhaust port 27 collides with the wind indicated by arrow 31. Then, as shown by arrow 33, the wind indicated by arrow 31 is disturbed and flows rearward in the vehicle length direction, thereby reducing wind throbbing in the vehicle 10.

[0025] As shown in Fig. 3, the roof rail 21 is formed, for example, as a hollow structure. A first hollow space 25 is formed inside the roof rail 21. The first hollow space 25 is formed up to the tip end of the roof rail 21 and is continuous to the leg portion 21A of the roof rail 21. An air intake 23 is formed at the tip end of the roof rail 21, and the air intake 23 is in communication with the first hollow space 25.

[0026] In the following explanation, a structure for reducing wind throbbing using the roof rail 21 on the left side of the vehicle body 11 will be described, but a similar structure is also adopted on the roof rail 22 on the right side of the vehicle body 11. For an explanation of the roof rail 22 side, refer to the explanation of the roof rail 21 side, and an explanation of that side will be omitted here.

[0027] A second hollow space 26 is formed below the roof rail 21 and between the roof panel 19A and the roof trim 19B. The second hollow space 26 is formed to extend in the vehicle length direction at least below the roof rail 21, and is formed up to the side of the vehicle body 11 above the window opening 18E.

[0028] In this embodiment, a communication opening 19C is formed in the roof panel 19A in the fixing area of ​​the leg portion 21A of the roof rail 21. The first hollow space 25 and the second hollow space 26 are in communication with each other via the communication opening 19C. As described above, the roof panel 19A constituting the second hollow space 26 has an exhaust opening 27 (see FIG. 2) formed above the window opening 18E.

[0029] With this structure, first hollow space 25 and second hollow space 26 are used as an air passage that connects intake port 23 and exhaust port 27. Then, the running wind, indicated by arrow 34, taken in from intake port 23 into first hollow space 25 is blown downward from exhaust port 27, as indicated by arrow 32.

[0030] 2, as indicated by arrows 31, the wind rectified at the front of the vehicle body 11 flows rearward in the vehicle length direction along the left and right sides of the vehicle body 11. The pillar cover 18D is formed so as to be substantially flush with the pillar cover 17A at the rear end of the front side door 17 in the vehicle length direction.

[0031] With this structure, even in the vehicle 10 of this embodiment, when the door glass 18B of the rear side door 18 is opened while the vehicle 10 is moving, the traveling wind indicated by the arrow 31 enters the passenger compartment 13 through the window opening 18E, or collides with the sash 18C or the like on the rear side of the window opening 18E in the vehicle length direction, resulting in wind throttling as in the conventional case.

[0032] However, in this embodiment, around the pillar cover 18D, at the rear in the vehicle length direction, the traveling wind indicated by arrow 32 is blown downward from the exhaust port 27. As a result, the traveling wind indicated by arrow 31 collides with and disturbs the traveling wind indicated by arrow 32, and the frequency of the new traveling wind indicated by arrow 33 fluctuates relative to the rectified traveling wind indicated by arrow 31.

[0033] The frequency of the new running wind indicated by arrow 33, or the frequency component due to the pressure fluctuations generated when the new running wind collides with the sash 18C, etc., fluctuates away from the resonant frequency within the passenger compartment 13, thereby reducing wind throb.

[0034] Furthermore, the opening area of ​​each exhaust port 27 is smaller than the opening area of ​​intake port 23. With this structure, as shown by arrow 32, the wind pressure of the running wind blown downward from exhaust port 27 is increased, making it easier for the running wind to be blown far from window opening 18E.

[0035] As a result, the volume of the road wind indicated by arrow 31 is greater than that of the road wind indicated by arrow 32, and the wind pressure is higher, but even if window opening 18E is opened widely, the amount of collision between the road winds indicated by arrows 31 and 32 can be increased. Furthermore, the area where the above-mentioned disturbance occurs in the road wind indicated by arrow 31 also increases, and as described above, wind throbbing is more likely to be reduced.

[0036] Furthermore, a plurality of exhaust ports 27 may be formed across the opening width W1 of window opening 18E shown in Fig. 2. In other words, a plurality of exhaust ports 27 may be formed across window opening 18E from the leading end side to the trailing end side.

[0037] As shown in FIG. 3, the leg portion 21A of the roof rail 21 and the first hollow space 25 are disposed rearward in the vehicle length direction from the window opening 18E. The traveling wind, indicated by the arrow 34, taken in through the intake port 23 can travel around the first hollow space 25 to the rearward in the vehicle length direction. The volume of traveling wind blown out from the exhaust port 27 on the rear side of the window opening 18E via the second hollow space 26 is also more likely to be ensured. As a result, the amount of collision of traveling winds, indicated by the arrows 31 and 32, is increased across the entire window opening 18E, and the area where the above-mentioned disturbance occurs is also expanded. As a result, wind throbbing is reduced, as described above.

[0038] Furthermore, by forming the air intake 23 at the tip of the roof rail 21 located at the front of the vehicle body 11, when the vehicle 10 is moving, the traveling wind indicated by the arrow 34 in FIG. 2 can be easily taken into the first hollow space 25 through the air intake 23. This structure makes it possible to ensure traveling wind without using an intake blower in the vehicle 10, and an electronic control structure is not required. As a result, the battery of the vehicle 10 is not used to reduce the above-mentioned wind throbbing, and an increase in the amount of power consumed by the vehicle 10 is prevented.

[0039] In this embodiment, the second hollow space 26 between the roof panel 19A and the roof trim 19B is used as an air passage for the airflow taken in through the air intake 23, but the present invention is not limited to this. For example, a resin duct may be disposed in the second hollow space 26 and used as an air passage, similar to the air duct of the air conditioner of the vehicle 10. Even in the case of this structure, the effect of reducing wind throbbing can be obtained as described above.

[0040] Furthermore, although the case where the air intake 23 is formed at the tip of the roof rail 21 and the first hollow space 25 of the roof rail 21 is used as an air passage has been described, the present invention is not limited to this case. For example, the second hollow space 26 may be formed up to the top of the windshield 20, and the air intake 23 may be formed in the roof panel 19A above the windshield 20, so that the air intake 23 and the second hollow space 26 are in direct communication with each other. Even in the case of this structure, the effect of reducing wind throbbing can be obtained as described above. In addition, various other modifications are possible without departing from the spirit and scope of the present invention. [Explanation of symbols]

[0041] 10 vehicles 11 Body 12 Roof carrier 13 Cabin 14 A-pillar 15 B-pillar 16 C-pillar 17 Front side door 17A Pillar cover 18 Rear side door 18A Main body 18B Door glass 18C Sash 18D Pillar Cover 18E Window opening 19 Roof 19A Roof panel 19B Roof trim 20 Windshield 21 Roof rails 21A Legs 22 Roof rails 23 Air intake 24 Air intake 25 First hollow space 26 Second hollow space 27 Exhaust port

Claims

1. A vehicle equipped with a window opening on the side of the vehicle body, an air intake port formed on the vehicle body forward of the window opening in a vehicle length direction; an exhaust port formed on the vehicle body above the window opening; an air passage that connects the air intake port and the air exhaust port, The vehicle is characterized in that the wind generated while the vehicle is running, which is blown from the intake port into the air passage, is blown from the exhaust port toward the window opening.

2. a roof rail attached to a roof of the vehicle body and having a first hollow space; a second hollow space formed between a roof panel and a roof trim of the roof and communicating with the first hollow space; the air intake port is formed on a tip end side of the roof rail in a vehicle length direction and communicates with the first hollow space, The vehicle according to claim 1 , wherein the exhaust port is formed in communication with the second hollow space.

3. 3. The vehicle according to claim 2, wherein the exhaust port is formed closer to the tip end than the center of the window opening in the vehicle length direction.

4. 3. The vehicle according to claim 2, wherein the exhaust port is formed across the vehicle length direction from the leading end side to the rear end side of the window opening.

5. 5. The vehicle according to claim 1, wherein an opening area of ​​the exhaust port is smaller than an opening area of ​​the intake port.

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