JP2015137033A - Vehicle body structure - Google Patents

Vehicle body structure Download PDF

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JP2015137033A
JP2015137033A JP2014010349A JP2014010349A JP2015137033A JP 2015137033 A JP2015137033 A JP 2015137033A JP 2014010349 A JP2014010349 A JP 2014010349A JP 2014010349 A JP2014010349 A JP 2014010349A JP 2015137033 A JP2015137033 A JP 2015137033A
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intake
vehicle body
engine
section
body structure
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JP6196906B2 (en
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佐藤　勝春
Katsuharu Sato
勝春 佐藤
望 西宮
Nozomu Nishimiya
望 西宮
田中　克宜
Katsunori Tanaka
克宜 田中
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Subaru Corp
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Fuji Heavy Industries Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body structure which is reduced in intake noise.SOLUTION: In a vehicle body structure comprising an engine room which is formed at a part of a vehicle body 1, and in which an engine is accommodated, and a closed cross section part C which is arranged adjacent to the engine room and substantially constituted as a closed cross section, and to which an inlet port of an intake system of the engine is inserted, an area of an opening part O in which outside air is introduced into the closed cross section part, a neck length along an air flow direction of the opening part, and a volume of the closed cross section part are set so that a resonance frequency which Helmholtz-resonates with the closed cross section part is alienated from a peak frequency of an intake sound which is dissipated from an intake port 60.

Description

本発明は、エンジンの吸気管入口部が設けられる閉断面部を有する車両の車体構造に関し、特には吸気騒音を低減したものに関する。   The present invention relates to a vehicle body structure having a closed cross-sectional portion in which an intake pipe inlet of an engine is provided, and particularly relates to a vehicle with reduced intake noise.

自動車等の車両において、エンジンの吸気装置の吸気効率を確保するとともに、吸気温度の上昇を防止するため、エンジンルームに隣接して形成され、エンジンルーム内とは実質的に区画された閉断面部に吸気管の先端部を挿入し、この閉断面部から吸気することが知られている。   In a vehicle such as an automobile, a closed cross-section formed adjacent to the engine room and substantially partitioned from the engine room in order to ensure the intake efficiency of the engine intake device and prevent the intake air temperature from rising It is known that the end of the intake pipe is inserted into the intake pipe and the air is sucked from the closed cross section.

例えば、特許文献１には、車両前端部に設けられるバンパフェイスの内部に、衝撃吸収体を一体的に形成するとともに、衝撃吸収体の内部からエンジンの吸気ダクトに空気を導入することが記載されている。
また、特許文献２には、フロントバンパーに形成された開口部から、フロントフェンダー内に外気を導入し、フロントフェンダーから吸気ダクトを介してエンジンに供給することが記載されている。 For example, Patent Document 1 describes that a shock absorber is integrally formed inside a bumper face provided at the front end of a vehicle, and air is introduced from the inside of the shock absorber into an intake duct of an engine. ing.
Patent Document 2 describes that outside air is introduced into the front fender from an opening formed in the front bumper, and is supplied from the front fender to the engine via an intake duct.

特願２００５− １４２９号公報Japanese Patent Application No. 2005-1429 特開２００６−３２７３７１号公報JP 2006-327371 A

上述したように、車体の閉断面部からエンジンが吸気する場合、この閉断面部がバスレフ型スピーカとして作用して吸気騒音を増幅し、車外騒音等を悪化させる場合があった。
上述した問題に鑑み、本発明の課題は、吸気騒音を低減した車体構造を提供することである。 As described above, when the engine sucks air from the closed cross-section portion of the vehicle body, the closed cross-section portion acts as a bass reflex type speaker to amplify the intake noise and sometimes deteriorate the outside noise.
In view of the above problems, an object of the present invention is to provide a vehicle body structure with reduced intake noise.

本発明は、以下のような解決手段により、上述した課題を解決する。
請求項１に係る発明は、車体の一部に形成されエンジンが収容されるエンジンルームと、前記エンジンルームに隣接して配意され実質的に閉断面として構成されるとともに、前記エンジンの吸気装置の吸気口が挿入された閉断面部とを備える車体構造であって、前記閉断面部に外気が導入される開口部の面積、前記開口部の気流方向に沿った首長さ、及び、前記閉断面部の容積を、前記閉断面部のヘルムホルツ共鳴の共鳴周波数が前記吸気口から放射される吸気音のピーク周波数と離間するよう設定したことを特徴とする車体構造である。
これによれば、吸気管の吸気口から放射される吸気音が、閉断面部のヘルムホルツ共鳴によって増幅されることが防止され、車外に放射される吸気騒音を低減することができる。 The present invention solves the above-described problems by the following means.
According to a first aspect of the present invention, there is provided an engine room that is formed in a part of a vehicle body and accommodates an engine, and is arranged adjacent to the engine room and configured as a substantially closed cross section, and the engine intake device. A closed cross-section portion into which the air inlet is inserted, the area of the opening through which the outside air is introduced into the closed cross-section portion, the neck length along the air flow direction of the opening, and the closed section The vehicle body structure is characterized in that the volume of the cross section is set so that the resonance frequency of the Helmholtz resonance of the closed cross section is separated from the peak frequency of the intake sound radiated from the intake port.
According to this, the intake sound radiated from the intake port of the intake pipe is prevented from being amplified by the Helmholtz resonance of the closed cross section, and the intake noise radiated outside the vehicle can be reduced.

請求項２に係る発明は、前記ヘルムホルツ共鳴の共鳴周波数と前記吸気音のピーク周波数とが、車両の使用が想定される温度範囲の実質的に全域にわたって離間するよう設定したことを特徴とする請求項１に記載の車体構造である。
これによれば、温度変化によって吸気音の特性やヘルムホルツ共鳴の共鳴周波数が変化した場合であっても上述した効果を確実に得ることができる。 The invention according to claim 2 is characterized in that the resonance frequency of the Helmholtz resonance and the peak frequency of the intake sound are set so as to be separated over substantially the entire temperature range in which the vehicle is assumed to be used. The vehicle body structure according to Item 1.
According to this, even if the characteristics of the intake sound and the resonance frequency of the Helmholtz resonance change due to a temperature change, the above-described effects can be reliably obtained.

以上説明したように、本発明によれば、吸気騒音を低減した車体構造を提供することができる。   As described above, according to the present invention, a vehicle body structure with reduced intake noise can be provided.

本発明を適用した車体構造の実施例を車幅方向中央部で切って見た模式的断面図である。It is typical sectional drawing which cut and looked at the Example of the vehicle body structure to which this invention was applied in the vehicle width direction center part. 図１のII−II部矢視模式的断面図である。FIG. 2 is a schematic cross-sectional view taken along the line II-II in FIG. 1. 実施例及び比較例の車体構造におけるエンジンの吸気音特性と空間部のヘルムホルツ共鳴の共鳴周波数との関係を示す図である。It is a figure which shows the relationship between the engine intake sound characteristic in the vehicle body structure of an Example and a comparative example, and the resonance frequency of the Helmholtz resonance of a space part. 実施例及び比較例の車体構造を有する車両における車外騒音の分布を示す模式図である。It is a schematic diagram which shows distribution of the outside noise in the vehicle which has the vehicle body structure of an Example and a comparative example.

本発明は、吸気騒音を低減した車体構造を提供する課題を、バンパ内に形成された閉断面部内に、吸気管の吸気口を挿入した車体構造において、閉断面部のヘルムホルツ共鳴の共鳴周波数が、吸気口から放射される吸気音のピーク周波数と離間するように閉断面部の開口（隙間）面積等を設定することによって解決した。   An object of the present invention is to provide a vehicle body structure in which intake noise is reduced. In a vehicle body structure in which an intake port of an intake pipe is inserted into a closed cross section formed in a bumper, the resonance frequency of Helmholtz resonance in the closed cross section is The problem was solved by setting the opening (gap) area of the closed cross section so as to be separated from the peak frequency of the intake sound radiated from the intake port.

以下、本発明を適用した車体構造の実施例について説明する。
実施例の車体構造は、例えば、ガソリンエンジンを走行用動力源として車体前部に搭載する乗用車等の自動車に適用されるものである。
図１は、実施例の車体構造を、車幅方向における中央部で鉛直面に沿って切って見た模式的断面図である。
図２は、図１のII−II部矢視模式的断面図である。 Embodiments of a vehicle body structure to which the present invention is applied will be described below.
The vehicle body structure of the embodiment is applied to an automobile such as a passenger car mounted on the front of the vehicle body using, for example, a gasoline engine as a driving power source.
FIG. 1 is a schematic cross-sectional view of the vehicle body structure of the embodiment as viewed along the vertical plane at the center in the vehicle width direction.
2 is a schematic cross-sectional view taken along the line II-II in FIG.

車体１は、バンパフェイス１０、ラジエータ２０、バンパビーム３０、ＥＡ部材４０、水侵入防止板５０等を有する。   The vehicle body 1 includes a bumper face 10, a radiator 20, a bumper beam 30, an EA member 40, a water intrusion prevention plate 50, and the like.

バンパフェイス１０は、車体前端部に設けられ、例えばＰＰ等の樹脂系材料によって形成された外装部材である。
バンパフェイス１０の前面には、車両外部に露出する意匠面が形成されている。 The bumper face 10 is an exterior member that is provided at the front end of the vehicle body and is formed of a resin material such as PP.
A design surface exposed to the outside of the vehicle is formed on the front surface of the bumper face 10.

ラジエータ２０は、車両の走行用動力源であるエンジンの冷却水を、走行風（走行時に車両内外で発生する気流）との熱交換によって冷却する熱交換器である。
ラジエータ２０は、冷却水が通流される複数のチューブを並行に配置し、その周囲に多数の冷却フィンを形成して構成され、全体としての外形は矩形のパネル状となっている。
ラジエータ２０は、バンパフェイス１０の車両後方側に、冷却水が実質的に鉛直方向に沿って流下するよう、ほぼ直立して配置されている。
ラジエータ２０の後方側は、図示しないエンジンが収容されるエンジンルームとなっている。 The radiator 20 is a heat exchanger that cools cooling water of an engine, which is a power source for traveling of the vehicle, by heat exchange with traveling wind (airflow generated inside and outside the vehicle during traveling).
The radiator 20 is configured by arranging a plurality of tubes through which cooling water flows in parallel and forming a large number of cooling fins around the tubes, and the outer shape as a whole is a rectangular panel shape.
The radiator 20 is disposed substantially upright on the rear side of the bumper face 10 so that the cooling water flows substantially along the vertical direction.
The rear side of the radiator 20 is an engine room in which an engine (not shown) is accommodated.

バンパビーム３０は、バンパフェイス１０の後方側でありかつラジエータ２０の前方側に配置された車体構造部材である。
バンパビーム３０は、車両の前面衝突時等に、前方側からの荷重を車体後方側へ伝達する荷重伝達部材である。
バンパビーム３０は、車幅方向に延在する梁状に形成され、その両端部近傍において、図示しない左右のフロントサイドフレーム（メインフレーム）の前端部に、ステーを介して連結されている。 The bumper beam 30 is a vehicle body structural member disposed on the rear side of the bumper face 10 and on the front side of the radiator 20.
The bumper beam 30 is a load transmission member that transmits a load from the front side to the rear side of the vehicle body at the time of a frontal collision of the vehicle.
The bumper beam 30 is formed in a beam shape extending in the vehicle width direction, and is connected to the front end portions of left and right front side frames (main frames) (not shown) via stays in the vicinity of both ends thereof.

ＥＡ部材４０は、バンパビーム３０の前面部から突出して設けられ、衝突時に変形することによってエネルギを吸収するものである。
ＥＡ部材４０の前端部は、バンパフェイス１０の後面部と隙間を隔てて対向して配置されている。
ＥＡ部材４０は、車両の前面衝突時においては、バンパフェイス１０とバンパビーム３０との間で挟まれ、圧壊することによって衝撃エネルギを吸収する。 The EA member 40 is provided so as to protrude from the front surface portion of the bumper beam 30, and absorbs energy by being deformed at the time of collision.
The front end portion of the EA member 40 is disposed to face the rear surface portion of the bumper face 10 with a gap.
The EA member 40 is sandwiched between the bumper face 10 and the bumper beam 30 during a frontal collision of the vehicle, and absorbs impact energy by being crushed.

水侵入防止板５０は、バンパフェイス１０、ラジエータ２０、バンパビーム３０等によって囲まれた領域に形成される空間部Ｃへの、車体下方からの水等の侵入を防止する部材である。
水侵入防止板５０は、実質的に水平方向にほぼ沿った平板状に形成されている。
水侵入防止板５０は、下面部がバンパビーム３０の上面部と微小な間隔を隔てて対向して配置されている。
水侵入防止板５０の後端部は、ラジエータ２０の前面部と隣接して配置されている。
水侵入防止板５０の前端部は、バンパビーム３０の上面部における前後方向中央部と隣接して配置されている。 The water intrusion prevention plate 50 is a member that prevents water or the like from entering the space C formed in a region surrounded by the bumper face 10, the radiator 20, the bumper beam 30, and the like from below the vehicle body.
The water intrusion prevention plate 50 is formed in a flat plate shape substantially along the horizontal direction.
The water intrusion prevention plate 50 is disposed such that the lower surface portion thereof is opposed to the upper surface portion of the bumper beam 30 with a minute gap.
The rear end portion of the water intrusion prevention plate 50 is disposed adjacent to the front surface portion of the radiator 20.
The front end portion of the water intrusion prevention plate 50 is disposed adjacent to the central portion in the front-rear direction on the upper surface portion of the bumper beam 30.

空間部Ｃは、バンパフェイス１０の後方側、ラジエータ２０の前方側、バンパビーム３０、ＥＡ部材４０、水侵入防止板５０の上方側に設けられている。
空間部Ｃは、一部の開口（隙間）Ｏを除き、実質的に閉断面となるように構成されている。
空間部Ｃは、図示しない左右のヘッドランプの間、及び、左右のヘッドランプの下方等に延在して形成されている。 The space C is provided on the rear side of the bumper face 10, the front side of the radiator 20, the bumper beam 30, the EA member 40, and the water intrusion prevention plate 50.
The space C is configured to have a substantially closed cross section except for some openings (gap) O.
The space C is formed to extend between left and right headlamps (not shown) and below the left and right headlamps.

図２に示すように、空間部Ｃには、図示しないエンジンの吸気管６０の入口部が挿入されている。
空間部Ｃには、複数の開口（隙間）Ｏが形成され、この開口Ｏから外気を導入可能となっている。
吸気管６０は、開口Ｏから空間部Ｃに導入された外気を吸入し、エンジンに燃焼用空気として供給する。
吸気管６０から吸入された空気は、エアクリーナ、スロットルバルブ等を介して、エンジンの各気筒の吸気ポートに供給される。
吸気管６０内の空気は、吸気ポート側から伝達される吸気脈動によって加振され、周期的に圧力が変動しており、吸気管６０の入口部からは、この圧力変動等に起因する吸気音が外部に放射される。 As shown in FIG. 2, in the space C, an inlet portion of an intake pipe 60 of an engine (not shown) is inserted.
A plurality of openings (gap) O are formed in the space C, and outside air can be introduced from the openings O.
The intake pipe 60 sucks outside air introduced into the space C from the opening O and supplies the air as combustion air to the engine.
Air sucked from the intake pipe 60 is supplied to the intake port of each cylinder of the engine via an air cleaner, a throttle valve, and the like.
The air in the intake pipe 60 is vibrated by the intake pulsation transmitted from the intake port side, and the pressure fluctuates periodically. From the inlet portion of the intake pipe 60, the intake noise caused by the pressure fluctuation and the like Is emitted to the outside.

次に、上述した実施例の効果を、以下説明する本発明の比較例と対比して説明する。
なお、比較例において、上述した実施例と実質的に共通する箇所については説明を省略し、主に相違点について説明する。
比較例の車体構造は、空間部Ｃが外気を導入する開口（隙間）Ｏの面積を、実施例の０．０６７ｍ３に対して、０．００６１ｍ２と縮小したものである。
実施例においては、比較例に対して、各部隙間の間隔の拡大等によって、開口Ｏの面積を拡大している。 Next, the effect of the above-described embodiment will be described in comparison with a comparative example of the present invention described below.
Note that, in the comparative example, description of portions that are substantially common to the above-described embodiment is omitted, and differences are mainly described.
In the vehicle body structure of the comparative example, the area of the opening (gap) O through which the space C introduces outside air is reduced to 0.0061 m 2 with respect to 0.067 m 3 of the example.
In the embodiment, the area of the opening O is enlarged by increasing the gaps between the respective portions as compared with the comparative example.

実施例及び比較例の空間部Ｃにおけるヘルムホルツ共鳴の周波数ｆは、以下の式１によって表される。

Figure 2015137033


式１における各パラメータを表１に示す。
Figure 2015137033
 The frequency f of Helmholtz resonance in the space C of the example and the comparative example is expressed by the following formula 1.
Figure 2015137033

Table 1 shows each parameter in Equation 1.
Figure 2015137033

図３は、実施例及び比較例の車体構造におけるエンジンの吸気音特性と空間部のヘルムホルツ共鳴の共鳴周波数との関係を示す図である。
グラフの横軸は吸気管６０から放射される吸気音の周波数を示し、縦軸は音圧を示している。
グラフにおいて、実線、破線は、それぞれ空間部Ｃ内の気温が１０℃、３０℃の場合において、吸気管６０から空間部Ｃ内に放射される吸気音の周波数特性を示している。
また、図中各矢印は、実施例、比較例の気温１０℃、３０℃におけるヘルムホルツ共鳴の共鳴周波数ｆを示している。 FIG. 3 is a graph showing the relationship between the engine intake sound characteristics and the resonance frequency of the Helmholtz resonance in the space in the vehicle body structures of the example and the comparative example.
The horizontal axis of the graph indicates the frequency of the intake sound radiated from the intake pipe 60, and the vertical axis indicates the sound pressure.
In the graph, the solid line and the broken line indicate the frequency characteristics of the intake sound radiated from the intake pipe 60 into the space C when the temperature in the space C is 10 ° C. and 30 ° C., respectively.
In addition, each arrow in the figure indicates the resonance frequency f of Helmholtz resonance at temperatures of 10 ° C. and 30 ° C. in the examples and comparative examples.

比較例においては、空間部Ｃのヘルムホルツ共鳴の共鳴周波数ｆが、１０℃、３０℃の場合ともに、エンジンの吸気音のピーク周波数（２９０Ｈｚ近傍）と実質的に一致しており、空間部Ｃがバスレフ型スピーカとして作用し、吸気音を増幅してしまう。
これに対し、実施例においては、空間部Ｃの開口Ｏの面積を、比較例に対して約１０％程度増加させることによって、空間部Ｃのヘルムホルツ共鳴の共鳴周波数を比較例よりも高くし、１０℃、３０℃の場合ともに、吸気騒音のピーク周波数からずらしている。
なお、エンジンの吸気音のピーク周波数とヘルムホルツ共鳴の共鳴周波数とは、少なくとも通常の車両の使用が想定される温度範囲内（例えば、０〜４０℃）において、上述したように離間していることが望ましい。 In the comparative example, the resonance frequency f of the Helmholtz resonance in the space C is substantially the same as the peak frequency of the engine intake sound (near 290 Hz) in both cases of 10 ° C. and 30 ° C. Acts as a bass reflex speaker and amplifies the intake sound.
In contrast, in the example, by increasing the area of the opening O of the space C by about 10% compared to the comparative example, the resonance frequency of the Helmholtz resonance of the space C is made higher than that of the comparative example, In both cases of 10 ° C. and 30 ° C., it is shifted from the peak frequency of the intake noise.
It should be noted that the peak frequency of the engine intake noise and the resonance frequency of Helmholtz resonance are separated as described above at least within the temperature range in which normal vehicle use is assumed (for example, 0 to 40 ° C.). Is desirable.

図４は、実施例及び比較例の車体構造を有する車両における車外騒音の分布を示す模式図である。
図４（ａ）、図４（ｂ）は、それぞれ実施例、比較例における車両側方及び前方の吸気騒音の音圧分布を示している。図４において、濃色ほど音圧が高いことを示している。
図４（ｂ）に示す実施例においては、図４（ａ）に示す比較例に対して、顕著に車外騒音が低減されていることがわかる。 FIG. 4 is a schematic diagram showing the distribution of outside-vehicle noise in vehicles having the vehicle body structures of the example and the comparative example.
FIGS. 4A and 4B show the sound pressure distributions of the intake noise on the side and front of the vehicle in the example and the comparative example, respectively. In FIG. 4, the darker the color, the higher the sound pressure.
In the example shown in FIG. 4B, it can be seen that the noise outside the vehicle is significantly reduced as compared with the comparative example shown in FIG.

以上説明したように、本実施例によれば、以下の効果を得ることができる。
（１）吸気音のピーク周波数とヘルムホルツ共鳴の共鳴周波数とを離間させることによって、吸気管の吸気口から放射される吸気音が、閉断面部のヘルムホルツ共鳴によって増幅されることが防止され、車外に放射される吸気騒音を低減することができる。
（２）車両の使用が想定される温度範囲の全域にわたって吸気音のピーク周波数とヘルムホルツ共鳴の共鳴周波数とを離間させることによって、温度変化によって吸気音の特性やヘルムホルツ共鳴の共鳴周波数が変化した場合であっても上述した効果を確実に得ることができる。 As described above, according to the present embodiment, the following effects can be obtained.
(1) By separating the peak frequency of the intake sound from the resonance frequency of the Helmholtz resonance, the intake sound radiated from the intake port of the intake pipe is prevented from being amplified by the Helmholtz resonance of the closed cross section, and the outside of the vehicle It is possible to reduce the intake noise radiated to.
(2) When the peak frequency of the intake sound and the resonance frequency of the Helmholtz resonance are separated from each other over the entire temperature range in which the vehicle is assumed to be used, and the characteristics of the intake sound and the resonance frequency of the Helmholtz resonance change due to temperature changes Even so, the effects described above can be obtained with certainty.

（変形例）
本発明は、以上説明した実施例に限定されることなく、種々の変形や変更が可能であって、それらも本発明の技術的範囲内である。
例えば、車体構造及び吸気装置の構成は、上述した実施例に限定されず、適宜変更することができる。
また、実施例においては、バンパ内に形成される空間部（閉断面部）からエンジンが吸気を行う構成となっているが、本発明はこれに限らず、例えばフェンダ内やフレーム内など他の空間部（閉断面部）から吸気を行う車体構造にも適用することが可能である。
また、実施例においては、比較例に対して開口（隙間）面積を変化させることによって吸気音のピーク周波数とヘルムホルツ共鳴の共鳴周波数とを離間（分離）させているが、これに限らず、例えば容積や首長さといった他のパラメータを変化させてもよい。 (Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the structure of the vehicle body structure and the intake device are not limited to the above-described embodiments, and can be changed as appropriate.
In the embodiment, the engine sucks air from the space (closed section) formed in the bumper. However, the present invention is not limited to this. For example, in the fender, the frame, and the like. The present invention can also be applied to a vehicle body structure that sucks air from a space (closed section).
In the embodiment, the peak frequency of the intake sound and the resonance frequency of the Helmholtz resonance are separated (separated) by changing the opening (gap) area with respect to the comparative example. Other parameters such as volume and neck length may be varied.

１ 車体 １０ バンパフェイス
２０ ラジエータ ３０ バンパビーム
４０ ＥＡ部材 ５０ 水侵入防止板
６０ 吸気管
Ｃ 空間部 Ｏ 開口 DESCRIPTION OF SYMBOLS 1 Car body 10 Bumper face 20 Radiator 30 Bumper beam 40 EA member 50 Water intrusion prevention plate 60 Intake pipe C Space part O Opening

Claims (2)

車体の一部に形成されエンジンが収容されるエンジンルームと、
前記エンジンルームに隣接して配意され実質的に閉断面として構成されるとともに、前記エンジンの吸気装置の吸気口が挿入された閉断面部と
を備える車体構造であって、
前記閉断面部に外気が導入される開口部の面積、前記開口部の気流方向に沿った首長さ、及び、前記閉断面部の容積を、前記閉断面部のヘルムホルツ共鳴の共鳴周波数が前記吸気口から放射される吸気音のピーク周波数と離間するよう設定したこと
を特徴とする車体構造。 An engine room formed in a part of the vehicle body and containing the engine;
A vehicle body structure including a closed cross-section portion that is arranged adjacent to the engine room and is substantially configured as a closed cross-section, and into which an intake port of the intake device of the engine is inserted,
The area of the opening through which the outside air is introduced into the closed section, the neck length along the air flow direction of the opening, and the volume of the closed section, and the resonance frequency of the Helmholtz resonance of the closed section is the intake air. A vehicle body structure characterized by being set apart from the peak frequency of the intake sound radiated from the mouth. 前記ヘルムホルツ共鳴の共鳴周波数と前記吸気音のピーク周波数とが、車両の使用が想定される温度範囲の実質的に全域にわたって離間するよう設定したこと
を特徴とする請求項１に記載の車体構造。 2. The vehicle body structure according to claim 1, wherein the resonance frequency of the Helmholtz resonance and the peak frequency of the intake sound are set so as to be separated over substantially the entire temperature range in which the vehicle is assumed to be used.
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57123956U (en) * 1981-01-29 1982-08-02
JPH02235U (en) * 1988-06-14 1990-01-05
JP2000203275A (en) * 1999-01-18 2000-07-25 Fuji Heavy Ind Ltd Intake air device of engine
JP2005127184A (en) * 2003-10-22 2005-05-19 Mitsubishi Automob Eng Co Ltd Intake air introduction mechanism
JP4561429B2 (en) * 2005-03-25 2010-10-13 日産自動車株式会社 Intake system sound propagation structure

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57123956U (en) * 1981-01-29 1982-08-02
JPH02235U (en) * 1988-06-14 1990-01-05
JP2000203275A (en) * 1999-01-18 2000-07-25 Fuji Heavy Ind Ltd Intake air device of engine
JP2005127184A (en) * 2003-10-22 2005-05-19 Mitsubishi Automob Eng Co Ltd Intake air introduction mechanism
JP4561429B2 (en) * 2005-03-25 2010-10-13 日産自動車株式会社 Intake system sound propagation structure

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