WO2013073649A1 - Cowl louver - Google Patents

Cowl louver Download PDF

Info

Publication number
WO2013073649A1
WO2013073649A1 PCT/JP2012/079735 JP2012079735W WO2013073649A1 WO 2013073649 A1 WO2013073649 A1 WO 2013073649A1 JP 2012079735 W JP2012079735 W JP 2012079735W WO 2013073649 A1 WO2013073649 A1 WO 2013073649A1
Authority
WO
WIPO (PCT)
Prior art keywords
cowl louver
windshield
window glass
gap
attachment
Prior art date
Application number
PCT/JP2012/079735
Other languages
French (fr)
Japanese (ja)
Inventor
高治 中村
祐史 水野
卓 神谷
Original Assignee
アイシン精機株式会社
アイシン化工株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン精機株式会社, アイシン化工株式会社 filed Critical アイシン精機株式会社
Publication of WO2013073649A1 publication Critical patent/WO2013073649A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/081—Cowls

Definitions

  • the present invention relates to a cowl louver for a vehicle.
  • the present invention particularly relates to a cowl louver mounting structure.
  • a vehicle cowl louver is disposed between a hood panel of a vehicle body and a front end surface (lower end surface) of a windshield provided on the rear side of the vehicle with a space from the hood panel.
  • the cowl louver covers the gap between the hood panel and the windshield, thereby preventing foreign matter from entering the space formed by the cowl louver and the cowl panel disposed below the cowl louver.
  • the cowl louver is formed so that the height position of the upper surface (front surface) of the cowl louver at the connecting portion and the upper surface of the windshield (surface facing the outside of the vehicle) coincide, that is, the connecting portion is formed in a flat shape. Is preferably attached to the windshield from the viewpoint of design. Further, due to the presence of the step, when the wiper (especially the wiper blade) attached to the windshield enters the cowl louver side beyond the step, the step cannot be returned to the windshield due to the step. A malfunction is caused. Such a defect not only impairs the function of the wiper but also causes overloading of the motor for driving the wiper. Therefore, in terms of functionality, a flat connection between the cowl louver and the windshield is desired.
  • Patent Document 1 discloses an example of a mounting structure between a cowl louver and a windshield.
  • the molded body is disposed between the windshield and the cowl louver. This molded body is connected to the lower surface of the windshield (the surface facing the vehicle interior) via an adhesive.
  • a molded object has a hook part and tongue-shaped part by which the cross section was formed in hook shape.
  • the molded body is attached to the cowl louver by fitting the hook portion to a rib formed at the rear end of the cowl louver.
  • the tongue portion is disposed between the rear end of the cowl louver and the front end surface of the windshield.
  • the upper surface of the tongue-shaped portion and the upper surface of the windshield at the connection portion between the tongue-shaped portion and the windshield are formed on the same plane.
  • Patent Document 2 also discloses an example of a mounting structure between a cowl louver and a windshield.
  • the support member is attached to the lower surface of the windshield (the surface facing the vehicle interior).
  • an extension portion is provided at the rear end portion of the cowl louver, and the extension portion is inserted between the lower surface of the windshield and the support member, whereby the cowl louver is attached to the windshield.
  • the upper surface of the cowl louver and the upper surface of the windshield at the connection portion between the cowl louver and the windshield are formed on the same plane.
  • Patent Document 3 discloses a cowl louver including a main body portion attached to a hood panel, and a lip portion extending from the main body portion toward the windshield side and having an end face disposed opposite to an end face of a lower end portion of the windshield. To do. According to the cowl louver described in Patent Document 3, the end surface of the lip portion is disposed to face the end surface of the windshield without overlapping the lip portion and the windshield in the thickness direction. Therefore, it is possible to prevent a step corresponding to the thickness of the lip portion from being formed between the design surface of the windshield and the design surface of the cowl louver.
  • the size of the gap formed between the cowl louver and the windshield due to the dimensional error that occurs when the windshield is mounted on the vehicle, the dimensional error of the windshield itself, or the dimensional error or mounting error of the cowl louver It varies.
  • the variation in the size of the gap cannot be absorbed by the cowl louver mounting structure described in Patent Documents 1 to 3.
  • a gap is generated at the connecting portion between the cowl louver and the windshield.
  • the design is deteriorated by the formation of the gap.
  • foreign matter water, dust, dust, etc.
  • the cowl louver of the present invention includes a main body portion extending from the hood panel side of the vehicle body toward the window glass side, and an attachment portion disposed between the main body portion and the window glass.
  • the attachment part is connected to the base part fitted to the main body part, a roof part covering a gap formed between the main body part and the window glass, the base part and the roof part, and the roof part And a glass end surface contact portion extending from the roof portion and elastically contacting an end surface facing the attachment portion of the end surface of the window glass.
  • the support portion is configured to swing around a portion connected to the base portion according to a change in the size of the gap formed between the main body portion and the window glass.
  • the roof portion is configured such that the height position of the upper surface of the roof portion and the height position of the upper surface of the window glass (particularly the upper surface in the vicinity of the connection portion with the attachment portion) coincide. That is, the roof portion is configured such that the upper surface of the roof portion and the upper surface of the window glass (particularly, the upper surface in the vicinity of the connection portion with the attachment portion) are formed on the same plane.
  • the attachment portion of the cowl louver makes elastic contact with the end surface of the window glass facing the attachment portion at the glass end surface contact portion.
  • the clearance gap formed between a main-body part and window glass is covered with the roof part of an attachment part.
  • the height position of the upper surface (outer surface) of the roof portion is the height position of the upper surface of the window glass (surface facing the outside of the vehicle), particularly the height position of the upper surface of the window glass in the vicinity of the connection portion with the attachment portion. Configured to match.
  • the height position represents a position in a direction perpendicular to the upper surface of the window glass.
  • the connection part (boundary part) of a cowl louver (attachment part) and window glass is formed in flat shape. As a result, design properties are improved.
  • the problem that the function of the wiper is impaired by the step does not occur.
  • the roof part of the attachment part is supported by a support part connected to the base part.
  • the support portion is configured to swing around a portion connected to the base portion in accordance with a change in the size of a gap formed between the main body portion and the window glass. Therefore, the variation in the size of the gap formed between the main body portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion covering the gap varies with the swing. Is absorbed. Therefore, even when the size of the gap varies, the roof portion can always cover the gap, and no gap is formed between the main body portion and the window glass.
  • the roof portion so that the height position of the upper surface of the roof portion and the height position of the upper surface of the window glass (particularly the height position of the upper surface of the window glass in the vicinity of the connection portion with the attachment portion) coincide.
  • the height position matches does not mean that the height positions do not match, but it is sufficient if they substantially match.
  • substantially match is visually considered that there is no step formed in the connection portion between the roof portion and the window glass, and the wiper enters the attachment portion side from the window glass side.
  • the height position of the upper surface of the roof portion and the window glass are such that the wiper can move to the window glass side without overloading the motor that drives the wiper.
  • the height position of the upper surface of is set. Therefore, in the present invention, the height position of the upper surface of the roof portion and the window are formed even if a level difference that does not impair the design and the function of the wiper is formed at the connection portion between the attachment portion (roof portion) and the window glass. It is interpreted that the height position of the upper surface of the glass coincides.
  • the “lower surface of the window glass” is a surface facing the vehicle interior when the window glass is attached to the vehicle.
  • the “upper surface of the window glass” is a surface facing the outside of the vehicle when the window glass is attached to the vehicle.
  • the “upper surface of the roof portion” is a surface facing the outside of the vehicle when the cowl louver is attached to the vehicle.
  • the support portion is configured such that a space is formed between the support portion and the main body portion and between the support portion and the window glass. According to this, when the size of the gap between the main body part of the cowl louver and the window glass changes, the space formed between the support part and the main body part or the support part and the window glass (especially the window glass) The support portion oscillates in a space formed with the one end surface.
  • the cowl louver of the present invention preferably has a vehicle body part contact portion that elastically contacts a vehicle front portion located on the vehicle front side with respect to the base portion of the vehicle body component. And this vehicle body component contact part is good to be provided in the base so that an attachment part may receive force in the direction which goes to the window glass side by the reaction force of the elastic force generated by contacting a vehicle front part. .
  • the gap between the cowl louver and the window glass is larger than the length of the roof part of the attachment part, there is a possibility that a gap is generated between the glass end face contact part of the attachment part and the end face of the window glass.
  • the reaction of the elastic force generated when the vehicle body component contact portion provided at the base portion of the attachment portion contacts the vehicle front portion located on the vehicle front side of the base portion. Force can be applied to the attachment part.
  • the reaction force received by the attachment part acts in the direction toward the window glass side. Therefore, the attachment portion is pulled toward the window glass side by this reaction force, and the gap between the cowl louver and the window glass is narrowed. For this reason, the gap between the cowl louver and the window glass can be covered by the roof portion.
  • the body part contact portion may be a lip formed so as to protrude forward from the front side of the base (the side opposite to the side where the window glass is disposed).
  • a vehicle front part which contacts a vehicle body component contact part a cowl panel etc. are mentioned, for example.
  • the attachment part is preferably made of resin, particularly soft resin.
  • the support part may be inclined toward the window glass.
  • the attachment part is attached to the main body part and disposed between the main body part and the window glass in the natural state, before and after the end part connected to the roof part among the end parts of the support part Attachment of the window glass so that the direction position (position in the direction parallel to the window glass) is closer to the window glass than the front-rear direction position of the end part of the support part connected to the base part It is good to incline with respect to the perpendicular of the upper surface in the vicinity of the connection site with the part.
  • the attachment portion when the gap formed between the main body and the window glass is wide, the attachment portion is elastically contacted with the window glass in a state where the support portion is inclined toward the window glass, and the gap is appropriate.
  • the attachment part In the state where the support part stands upright in a direction parallel to the vertical line of the upper surface near the connection part with the attachment part of the window glass, the attachment part makes elastic contact with the window glass.
  • the attachment part makes elastic contact with the window glass in an inclined state. In this way, by changing the size of the gap so that the support portion is tilted to one side, the support portion is changed from the upright state to the other tilted state. The change in the height position of the roof part is minimized.
  • the attachment part may further include a riding part that extends from the roof part and rides on the main body part.
  • a riding part that extends from the roof part and rides on the main body part.
  • the main body portion has an inclined surface inclined from the upper surface side to the lower surface side of the window glass toward the window glass side, and the riding-up portion rides on the inclined surface. According to this, when the riding part of the attachment part rides on the inclined surface formed in the main body part, the riding part warps so as to learn from the inclined surface. The elastic force acting on the inclined surface from the riding portion increases as the riding portion warps. For this reason, it is prevented that the riding-up part is wound up by, for example, wind power.
  • the main body has a parallel surface formed at a height position equal to the height position of the upper surface of the window glass (in particular, the height position of the upper surface at the connection portion with the attachment portion of the window glass), An inclined surface may be formed from the end of the parallel surface near the window glass toward the window glass. According to this, since the height position of the parallel surface of the main body is equal to the height position of the upper surface of the window glass (particularly the height position of the upper surface at the connection portion with the attachment portion of the window glass), the cowl louver and the windshield It is possible to further improve the appearance of the connection site.
  • the main body portion has a first parallel surface formed at a height position equal to the height position of the upper surface of the window glass (in particular, the height position of the upper surface at the connection portion with the attachment portion of the window glass), A step surface formed at an end portion of the first parallel surface near the window glass and extending in a direction from the upper surface side to the lower surface side of the window glass, and extending in a direction from the lower end portion of the step surface toward the window glass. And a second parallel surface parallel to the upper surface of the window glass.
  • the ride-up portion may be configured to ride on the second parallel surface.
  • the variation in the size of the gap formed between the attachment portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion accordingly depends on the size of the gap. And the ride-up portion is absorbed by sliding in the second parallel plane.
  • the “lower end portion of the step surface” is an end portion of the end portion of the step surface in the direction from the upper surface to the lower surface of the window glass.
  • the main body has a parallel surface parallel to the upper surface of the window glass (particularly, the height position of the upper surface at the connection portion with the attachment portion of the window glass), and the ride-up portion rides on the parallel surface. It may be configured. According to this, the variation in the size of the gap formed between the attachment portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion accordingly depends on the size of the gap. Further, it is absorbed by the rider sliding on the parallel plane.
  • the main body has a wall facing the end surface of the window glass, and the attachment is extended from the roof and elastically contacts the wall of the main body. You may be comprised so that it may have a part.
  • the attachment portion elastically contacts the end surface of the window glass at the glass end surface contact portion and elastically contacts the wall portion of the main body portion of the cowl louver at the main body wall surface contact portion.
  • the roof portion is tightly attached between the window glass and the main body portion of the cowl louver, and the attachment portion is prevented from falling off, and the gap between the cowl louver and the window glass is reliably covered by the roof portion.
  • the support portion swings according to the change in the size of the gap between the cowl louver and the window glass, the change in the height position of the upper surface of the roof portion can be minimized.
  • an engagement portion that engages with the front portion of the vehicle is formed in the vehicle body component contact portion. According to this, the contact between the vehicle body component contact portion and the vehicle front portion is maintained by the engagement portion of the vehicle body component contact portion engaging with the vehicle front portion. For this reason, the vehicle body component contact portion reliably generates an elastic force, and the reaction force of the elastic force can be reliably transmitted to the attachment portion.
  • the attachment portion may further include a glass lower surface contact portion that elastically contacts the lower surface of the window glass.
  • the attachment part may further include an elastic part for applying an elastic force to the glass lower surface contact part so that the glass lower surface contact part elastically contacts the lower surface of the window glass. According to this, the glass lower surface contact portion of the attachment portion elastically contacts the lower surface of the window glass by the elastic portion.
  • FIG. 1 is a cross-sectional view of a cowl louver according to a first embodiment attached to a vehicle, cut along a plane including the vehicle front-rear direction and the vehicle vertical direction.
  • FIG. 2 is a detailed view of part A of FIG.
  • FIG. 3 is a cross-sectional view of the attachment portion according to the first embodiment in a natural state.
  • FIG. 4A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the first embodiment.
  • FIG. 4B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is appropriate in the first embodiment.
  • FIG. 1 is a cross-sectional view of a cowl louver according to a first embodiment attached to a vehicle, cut along a plane including the vehicle front-rear direction and the vehicle vertical direction.
  • FIG. 2 is a detailed view of part A of FIG.
  • FIG. 3 is a cross-sectional
  • FIG. 4C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the first embodiment.
  • FIG. 5 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the second embodiment.
  • FIG. 6A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the second embodiment.
  • FIG. 6B is a diagram illustrating an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is appropriate in the second embodiment.
  • FIG. 6C is a diagram showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the second embodiment.
  • FIG. 7 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the third embodiment.
  • FIG. 8A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the third embodiment.
  • FIG. 8B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the third embodiment.
  • FIG. 8A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the third embodiment.
  • FIG. 9 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the fourth embodiment.
  • FIG. 10A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the fourth embodiment.
  • FIG. 10B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the fourth embodiment.
  • FIG. 10C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the fourth embodiment.
  • FIG. 11 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the fifth embodiment.
  • FIG. 12 is a cross-sectional view showing the natural state of the attachment unit according to the fifth embodiment.
  • FIG. 13A is a cross-sectional view showing an arrangement state of an attachment portion when the gap between the cowl louver and the windshield is wide in the fifth embodiment.
  • FIG. 13B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the fifth embodiment.
  • FIG. 13C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the fifth embodiment.
  • FIG. 14 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the sixth embodiment.
  • FIG. 15: is sectional drawing which shows the natural state of the attachment part which concerns on 6th Embodiment.
  • FIG. 15 is sectional drawing which shows the natural state of the attachment part which concerns on 6th Embodiment.
  • FIG. 16A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the sixth embodiment.
  • FIG. 16B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the sixth embodiment.
  • FIG. 16C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the sixth embodiment.
  • FIG. 17A is a cross-sectional view showing an arrangement state of the attachment portion before the gap between the cowl louver and the windshield is adjusted in the sixth embodiment.
  • FIG. 17B is a cross-sectional view showing an arrangement state of the attachment portion after the gap between the cowl louver and the windshield is adjusted in the sixth embodiment.
  • FIG. 18 is a cross-sectional view showing details of the attachment structure to the cowl louver 3 windshield according to the seventh embodiment.
  • FIG. 19A is a cross-sectional view showing an arrangement state of the attachment part before the vertical height position of the cowl louver is adjusted.
  • FIG. 19B is a cross-sectional view showing the arrangement state of the attachment portion before the height position of the cowl louver is adjusted.
  • FIG. 1 is a cross-sectional view of a cowl louver according to the present embodiment attached to a vehicle, cut along a plane including the vehicle front-rear direction and the vehicle vertical direction.
  • the cowl louver 1 according to the present embodiment includes a hood panel HP of a vehicle body and a windshield FG disposed on the vehicle rear side with a predetermined distance from the hood panel HP. Arranged between.
  • a cowl panel CP is disposed on the cowl louver 1 below the vehicle.
  • the cowl panel CP is fixed to the vehicle body (body) at the vehicle rear end.
  • the wiper WI is attached to the upper surface FGO, which is the surface of the windshield FG facing the outside of the vehicle.
  • the food panel HP is made of a steel plate and has an outer panel HPO and an inner panel HPI.
  • the inner panel HPI is disposed on the vehicle lower side of the outer panel HPO, and both are connected at the rear end of each vehicle.
  • the cowl louver 1 includes a main body portion 10 and an attachment portion 20.
  • the main body 10 is made of hard resin (for example, made of PP resin), and is formed in an elongated shape along the vehicle width direction (direction perpendicular to the paper surface).
  • the main body portion 10 includes a hood panel side seal portion 11, a cowl panel side fixing portion 12, and a cover portion 13, and extends from the hood panel HP side toward the windshield FG side as can be seen from FIG. .
  • the hood panel side seal portion 11 is disposed on the vehicle lower side of the inner panel HPI. The gap between the hood panel HP (inner panel HPI) and the main body 10 is sealed by interposing the soft extruded resin part R in a compressed state between the hood panel side seal portion 11 and the inner panel HPI.
  • the hood panel side seal portion 11 extends from the vehicle front end portion sealing the gap with the hood panel HP to the vehicle rear side, and is connected to the cowl panel side fixing portion 12 at the front end (vehicle rear end).
  • the cowl louver 1 is connected to the front part of the cowl panel CP at the cowl panel side fixing portion 12.
  • the cowl panel CP constitutes a part of the vehicle body. Therefore, the cowl louver 1 is fixed to the vehicle body at the cowl panel side fixing portion 12.
  • the cover portion 13 is formed so as to protrude from the cowl panel side fixing portion 12 to the vehicle upper side and the vehicle front side. Further, the vehicle rear side portion of the cover portion 13 extends toward the windshield FG in a direction parallel to the windshield FG so as to be attached to the windshield FG with a predetermined interval.
  • the cowl panel CP includes a connecting part CP1 connected to the cowl panel side fixing part 12, a front wall part CP2 extending from the connecting part CP1 to the vehicle lower side, and a vehicle rear end from the vehicle lower end part of the front wall part CP2.
  • a bottom wall portion CP3 extending to the side, a rear wall portion CP4 extending from the vehicle rear end portion of the bottom wall portion CP3 to the vehicle upper side, and a windshield FG from the vehicle upper end portion of the rear wall portion CP4.
  • 1 has a support portion CP5 extending to the front side of the vehicle along a surface (lower surface) FGI facing the vehicle interior, and these portions are integrally formed to form a bag shape as shown in FIG. The cross-sectional shape is formed.
  • FIG. 2 is a detailed view of part A of FIG.
  • a direction perpendicular to the vehicle width direction and parallel to the windshield FG is defined as the front-rear direction, and is perpendicular to the vehicle width direction.
  • the vertical direction is the direction perpendicular to the windshield FG (when the windshield FG is formed in a curved surface, the direction perpendicular to the vehicle width direction and perpendicular to the front end portion of the windshield FG). It is defined as
  • a direction from the windshield FG toward the cowl louver 1 in the front-rear direction is defined as a front side
  • a direction from the cowl louver 1 toward the windshield FG is defined as a rear side.
  • the direction from the surface (lower surface) FGI facing the interior side of the windshield FG to the surface (upper surface) FGO facing the vehicle outer side is the upper side
  • the direction from the upper surface FGO to the lower surface FGI is the lower side. It is defined as
  • a parallel part 131, an inclined part 132, a vertical wall part 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1.
  • the parallel part 131 is parallel to the windshield FG.
  • the vertical position of the upper surface of the parallel part 131 is slightly higher than the vertical position of the upper surface FGO of the windshield FG.
  • the inclined portion 132 extends from the rear end portion of the parallel portion 131 to the rear side.
  • the inclined portion 132 is inclined from the upper side toward the lower side (that is, from the upper surface FGO side to the lower surface FGI side of the windshield FG) as it goes from the front side to the rear side (that is, toward the windshield FG side).
  • An inclined surface 132a is formed.
  • the inclination angle of the inclined surface 132a with respect to the front-rear direction is preferably about 20 °.
  • the inclined surface 132a may be a flat surface or a curved surface.
  • the vertical wall portion 133 extends downward from the rear side end portion of the inclined portion 132.
  • the protruding portion 134 extends from the lower end portion of the vertical wall portion 133 to the rear side.
  • the protrusion 134 is formed such that the thickness (vertical length) of the distal end portion is larger than the thickness of the proximal end portion.
  • the front glass FG is attached to the vehicle body such that its front end face (front end face) FGE is located behind the vertical wall 133 of the cover part 13. And the attachment part 20 is arrange
  • the attachment unit 20 is made of a soft resin such as TPO, EPDM, or vinyl chloride. Note that the shape of the attachment unit 20 shown in FIG. 2 represents a natural state, that is, a state in which the attachment unit 20 is not deformed by an external force or the like.
  • the attachment part 20 is also formed in a long shape in the vehicle width direction, like the main body part 10.
  • FIG. 3 is a cross-sectional view of the attachment portion 20 in a natural state cut along a plane perpendicular to the longitudinal direction.
  • the attachment part 20 includes a base part 21, a lower lip part (elastic part) 22, a raised part (glass lower surface contact part) 23, an upper lip part (glass lower surface contact part) 24, a support part 25, and a roof part. 26, a rear wall portion (glass end surface contact portion) 27, and a ride-up portion 28.
  • a recess 211 is formed in the base 21.
  • the recess 211 is formed so as to open upward and to extend rearward.
  • the recess 211 has a cross-sectional shape that matches the cross-sectional shape of the protrusion 134 so that the protrusion 134 of the cover 13 is fitted.
  • the attachment part 20 is attached to the main body part 10 by fitting the protruding part 134 of the cover part 13 into the concave part 211.
  • a protrusion may be provided on the base 21 of the attachment part 20, and a fitting hole in which the protrusion is fitted may be provided in the vertical wall part 133 of the main body part 10.
  • the base 21 may be formed of a relatively hard resin.
  • a lower lip portion 22 is provided on the lower surface of the base portion 21. Further, as shown in FIG. 2, a support part CP ⁇ b> 5 of the cowl panel CP is disposed below the base part 21. Accordingly, the lower lip portion 22 contacts the upper surface of the support portion CP5. By this contact, the lower lip portion 22 is elastically deformed.
  • a raised portion 23 and an upper lip portion 24 that are raised upward are formed on the upper surface side of the base portion 21.
  • a windshield FG is disposed on the upper portion of the raised portion 23 and the upper lip portion 24. Therefore, the raised portion 23 and the upper lip portion 24 are in elastic contact with the lower surface FGI of the windshield FG.
  • an upward reaction force against the elastic deformation of the lower lip portion 22 formed on the lower surface of the base portion 21 acts on the raised portion 23 and the upper lip portion 24, whereby the raised portion 23 with respect to the lower surface FGI of the windshield FG.
  • the elastic force of the upper lip portion 24 is strengthened.
  • the support portion 25 is provided on the upper surface of the base portion 21 at a position ahead of the position where the raised portion 23 and the upper lip portion 24 are formed.
  • the support portion 25 is connected to the base portion 21 at the lower end portion 252 and extends upward from the lower end portion 252.
  • the roof portion 26 is connected to the upper end portion 251 of the support portion 25.
  • the longitudinal length (thickness) of the support portion 25 is a gap between the upper end of the vertical wall portion 133 of the cover portion 13 and the front end face FGE of the windshield FG (hereinafter, this gap is referred to as a cowl louver-windshield gap). Is shorter than the length in the front-rear direction. Therefore, as shown in FIG.
  • the support portion 25 is configured such that when the attachment portion 20 is in a natural state, the front glass FG is positioned such that the front-rear direction position of the upper end portion 251 of the support portion 25 is located behind the front-rear direction position of the lower end portion 252. Is inclined rearward with respect to a plane perpendicular (vertical axis) to the front glass FG, with the lower end 252 connected to the base 21 as a base point.
  • the roof portion 26 is extended in the front-rear direction so as to cover the gap between the cowl louver and the windshield.
  • a rear wall portion 27 is formed from the rear end of the roof portion 26.
  • the rear wall portion 27 extends downward from the rear end of the roof portion 26.
  • the ride-up portion 28 extends forward from the front side of the roof portion 26.
  • the riding-up unit 28 rides on the inclined surface 132a of the cover unit 13 when the attachment unit 20 is assembled to the main body unit 10.
  • the roof portion 26, the rear wall portion 27, and the climbing portion 28 are supported by the support portion 25.
  • the roof part 26 and the riding part 28 are integrally formed as a part extending in the front-rear direction among the parts supported by the support part 25.
  • FIGS. 4A to 4C are cross-sectional views showing the arrangement state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 4A shows a case where the gap between the cowl louver and the windshield is G1
  • FIG. 4B shows a case where the gap between the cowl louver and the windshield is G2
  • FIG. 4C shows that the gap between the cowl louver and the windshield is G3.
  • the arrangement state of the attachment part 20 in each case is shown.
  • G1 is larger than G2
  • G2 is larger than G3 (G1> G2> G3).
  • the natural state of the attachment part 20 is drawn with the dotted line in the figure.
  • the raised portion 23 of the attachment unit 20 is provided.
  • the upper lip portion 24 is in elastic contact with the lower surface FGI of the windshield FG
  • the rear wall portion 27 is in contact with the front end surface FGE facing the attachment portion 20 among the end surfaces of the windshield FG.
  • the front-rear direction position of the front end face FGE of the windshield FG is the attachment part when the attachment part 20 in the natural state is assembled to the main body part 10. 20 is located in front of the position of the rear wall portion 27 in the front-rear direction.
  • the rear wall 27 of the attachment part 20 is pressed forward by the windshield FG. Since a space is formed between the support portion 25 and the vertical wall portion 133, the support portion 25 swings around the lower end portion 252 by such pressing force, and a restoring force with respect to the pressing force is applied to the rear wall portion 27. It acts on the front end face FGE of the windshield FG via. Therefore, the rear wall portion 27 is in elastic contact with the front end face FGE of the windshield FG.
  • the attachment part 20 attached to the main-body part 10 elastically contacts the lower surface FGI and front end surface FGE of the windshield FG.
  • the roof portion 26 of the attachment portion 20 covers the gaps G1, G2, and G3, and the riding portion 28 is the inclined portion 132 (inclined surface 132a) of the cover portion 13.
  • the length in the front-rear direction of the roof portion 26 and the ride-up portion 28 is designed so as to ride on the vehicle.
  • the vertical height position of the upper surface FGO at the connection portion between the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG that is, the vertical height position near the front end portion FGE of the upper surface FGO.
  • the vertical length of the support portion 25 and the thickness of the roof portion 26 are substantially the same.
  • the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. For this reason, the designability is improved. Further, since no step is formed at the connection portion between the cowl louver 1 and the windshield FG, when the wiper WI attached to the windshield FG rides on the cowl louver 1 side, the wiper WI is moved toward the windshield FG due to the level difference. Occurrence of problems such as hindering the return is prevented.
  • the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side.
  • the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Furthermore, as shown in FIG. 4A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side.
  • the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Furthermore, as shown in FIG.
  • the support 25 of the attachment unit 20 when the gap between the cowl louver and the windshield is narrow (when the size of the gap between the cowl louver and the windshield is G3), the support 25 of the attachment unit 20 has an upper end 251 at the lower end. It inclines forward so that it may be located in front of part 252. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 4A to the size shown in FIG. 4C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
  • the riding amount of the riding part 28 on the inclined surface 132a that is, the length in the front-rear direction of the riding part 28 is as shown in FIG. 4B.
  • the gap between the glasses is moderate, it is less than the ride amount of the ride-up portion 28.
  • the amount of ride on the ride-up portion 28 in the case shown in FIG. 4B is smaller than the amount of ride on the ride-up portion 28 when the gap between the cowl louver and the windshield is narrow as shown in FIG. 4C. That is, the amount of riding on the inclined surface 132a of the riding portion 28 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
  • the attachment unit 20 swings the support unit 25 about the lower end 252 in accordance with the change.
  • the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the inclined surface 132a.
  • the change in the size of the gap between the cowl louver and the windshield that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the riding-up portion 28 rides on the inclined surface 132a
  • the riding-up portion 28 is warped so as to learn the inclination angle of the inclined surface 132a. Due to the warping of the riding-up portion 28, the pressing force of the riding-up portion 28 against the inclined surface 132a increases. For this reason, it is suppressed that the riding-up part 28 winds up receiving the wind which flows toward the back side from the front side, for example. As a result, it can be expected to reduce the thickness of the riding-up portion 28.
  • the support portion 25 is tilted in one direction according to a change in the size of the gap between the cowl louver and the windshield, and then forward tilted in the other direction through the upright state along the vertical direction. Configured to change state. That is, the support portion 25 swings in one or the other about the upright state. For this reason, the change of the height position of the upper surface 26a of the roof part 26 which changes according to the rocking
  • FIG. 5 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment.
  • FIG. 5 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment.
  • 133 and the protrusion part 134 are formed.
  • a stepped surface 136 is formed at the rear end portion of the upper surface (first parallel surface) 135a of the first parallel portion 135, which is the end portion near the windshield FG.
  • the step surface 136 extends from the upper surface FGO side of the windshield FG to the lower surface FGI side, that is, from the upper side to the lower side.
  • a second parallel portion 137 is formed on the rear side of the step surface 136. Therefore, the upper surface (second parallel surface) 137a of the second parallel portion 137 extends rearward (in the direction toward the windshield FG) from the lower end portion of the step surface 136.
  • the first parallel part 135 and the second parallel part 137 are parallel to the windshield FG.
  • the vertical height position of the first parallel surface 135a is equal to the vertical height position of the upper surface FGO in the vicinity of the connection portion with the attachment portion 20 of the windshield FG, and the vertical height position of the second parallel surface 137a. Higher than.
  • the difference between the vertical height position of the first parallel surface 135a and the vertical height position of the second parallel surface 137a, that is, the vertical length of the step surface 136 is determined by the thickness (vertical height) of the mount portion 28 of the attachment portion 20. (Length in the direction) should be about the same.
  • a vertical wall 133 is formed downward from the rear end of the second parallel part 137.
  • a projecting portion 134 extends rearward from the lower end portion of the vertical wall portion 133.
  • the shapes of the vertical wall portion 133 and the protruding portion 134 are the same as the shapes of the vertical wall portion 133 and the protruding portion 134 described in the first embodiment.
  • FIGS. 6A to 6C are cross-sectional views showing the disposition state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 6A shows a case where the gap between the cowl louver and the windshield is G1
  • FIG. 6B shows a case where the gap between the cowl louver and the windshield is G2
  • FIG. 6C shows that the gap between the cowl louver and the windshield is G3.
  • G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
  • the natural state of the attachment part 20 is drawn with the dotted line in the figure.
  • the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side.
  • the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Further, as shown in FIG. 6A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side.
  • the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Further, as shown in FIG.
  • the upper end 251 of the support part 25 of the attachment part 20 has a lower end. It inclines forward so that it may be located in front of part 252. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 6A to the size shown in FIG. 6C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
  • the climbing portion 28 of the attachment unit 20 rides on the second parallel surface 137a.
  • the riding amount of the riding part 28 on the second parallel surface 137a that is, the longitudinal length of the riding part 28 is as shown in FIG. 6B.
  • the gap between the glasses is moderate, it is less than the ride amount of the ride-up portion 28.
  • the amount of ride on the ride-up portion 28 in the case shown in FIG. 6B is smaller than the amount of ride on the ride-up portion 28 in the case where the gap between the cowl louver and the windshield is narrow as shown in FIG. 6C.
  • the riding amount of the riding portion 28 on the second parallel surface 137a changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
  • the attachment portion 20 swings the support portion 25 around the lower end portion 252 in accordance with the change.
  • the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by sliding the riding portion 28 on the second parallel surface 137a.
  • the change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the sliding of the riding portion 28 on the second parallel surface 137a.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same.
  • the vertical length of the support portion 25 and the thickness of the roof portion 26 are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved.
  • the vertical height position of the first parallel surface 135a is configured to coincide with the vertical height position of the upper surface FGO at the connection portion with the attachment part 20 of the windshield FG.
  • connection part of the cowl louver 1 and the windshield FG is seen, a further flat feeling can be obtained and the appearance is improved.
  • the difference between the vertical height position of the first parallel surface 135a and the vertical height position of the second parallel surface 137a is approximately the same as the thickness of the riding portion 28 of the attachment unit 20, the first parallel surface 135a.
  • the vertical height position of the upper surface of the riding portion 28 of the attachment portion 20, the vertical height position of the upper surface 26a of the roof portion 26, and the connection portion of the attachment portion 20 of the windshield FG Almost coincides with the height position of the upper surface FGO. For this reason, a further flat feeling is obtained and the design is further improved.
  • FIG. 7 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 according to the present embodiment to the windshield FG.
  • FIG. 7 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment.
  • a parallel part 131, an inclined part 132, and a vertical wall part are provided as in the first embodiment.
  • 133 and the protrusion part 134 are formed. Further, as can be seen from FIG.
  • the vertical height position of the upper surface (parallel surface) 131 a of the parallel portion 131 is equal to the vertical height position of the upper surface FGO at the connection portion with the attachment portion 20 of the windshield FG. That is, the cowl louver 1 is disposed on the windshield FG so that the upper surface (parallel surface) 131a of the parallel part 131 and the upper surface FGO of the windshield FG are formed on the same plane.
  • the inclined surface 132a of the inclined portion 132 is formed from the rear end portion (end portion close to the windshield FG) of the parallel surface 131a toward the rear side (front glass FG side). Since the other configuration including the attachment unit 20 is the same as the configuration described in the first embodiment, the same portions are denoted by the same reference numerals, and the detailed description thereof is omitted.
  • 8A to 8C are cross-sectional views showing the disposition state of the attachment part 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 8A shows a case where the gap between the cowl louver and the windshield is G1
  • FIG. 8B shows a case where the gap between the cowl louver and the windshield is G2
  • FIG. 8C shows that the gap between the cowl louver and the windshield is G3.
  • G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
  • FIG. 8A to 8C show the arrangement state of the attachment portion 20 (the swinging state of the support portion 25, the moving state of the roof portion 26, and the riding state of the riding portion 28 on the inclined surface 132a). 4A to FIG. 4C described above in FIG. 4 and are not described in detail.
  • the support part 25 swings around the lower end part 252 in accordance with the change.
  • the roof portion 26 is displaced in the front-rear direction, and the riding-up portion 28 slides on the inclined surface 132a, whereby the riding-up amount of the riding-up portion 28 is changed.
  • the change in the size of the gap between the cowl louver and the windshield that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same.
  • the vertical length of the support portion 25 and the thickness of the roof portion 26 are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved.
  • the cowl louver 1 is disposed so that the vertical height position of the upper surface of the parallel part 131 matches the vertical height position of the upper surface FGO at the connection portion of the attachment part 20 of the windshield FG. It is arranged with respect to the windshield FG. For this reason, it is possible to obtain a further flat feeling at the connection portion between the cowl louver 1 and the windshield FG, and the design is further improved.
  • the attachment structure via the attachment part 20 described in the present embodiment can also be applied to products other than the cowl louver.
  • the garnish and the glass for vehicles can be connected flatly, and design property improves. .
  • FIG. 9 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment.
  • FIG. 9 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment.
  • a parallel part 131, a vertical wall part 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to the present embodiment.
  • a portion corresponding to the inclined portion described in the first embodiment is not formed.
  • the cowl louver is such that the vertical height position of the upper surface (parallel surface) 131b of the parallel portion 131 is slightly lower than the vertical height position of the upper surface FGO at the connection portion with the attachment portion 20 of the windshield FG. 1 is arranged with respect to the windshield FG. Since the other configuration including the attachment unit 20 is the same as the configuration described in the first embodiment, the same portions are denoted by the same reference numerals, and the detailed description thereof is omitted.
  • FIGS. 10A to 10C are cross-sectional views showing the arrangement state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 10A shows a case where the gap between the cowl louver and the windshield is G1
  • FIG. 10B shows a case where the gap between the cowl louver and the windshield is G2
  • FIG. 10C shows that the gap between the cowl louver and the windshield is G3.
  • G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
  • the natural state of the attachment part 20 is drawn with the dotted line in the figure.
  • the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 10B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands almost vertically. Further, as shown in FIG. 10A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 10B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands almost vertically. Further, as shown in FIG.
  • the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 10A to the size shown in FIG. 10C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
  • the riding-up portion 28 of the attachment unit 20 rides on the parallel surface 131b.
  • the amount of ride on the parallel surface 131b of the rider 28 is that of the rider 28 when the gap between the cowl louver and the windshield is moderate as shown in FIG. 10B. Less than the amount of ride.
  • the amount of riding on the riding-up portion 28 in the case shown in FIG. 10B is smaller than the amount of riding on the riding-up portion 28 when the gap between the cowl louver and the windshield is narrow as shown in FIG. 10C.
  • the amount of riding on the parallel surface 131b of the riding-up portion 28 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
  • the attachment part 20 swings around the lower end part 252 according to the change.
  • the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the parallel surface 131b.
  • the change in the size of the gap between the cowl louver and the windshield that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the parallel surface 131b of the riding portion 28.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same.
  • the vertical length of the support portion 25 and the thickness of the roof portion 26 are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved.
  • FIG. 11 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment.
  • FIG. 11 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment.
  • a parallel part 131, a vertical wall part (wall part) 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to the present embodiment. Therefore, a portion corresponding to the inclined portion described in the first embodiment is not formed.
  • FIG. 12 is a cross-sectional view of the attachment unit 20 according to the present embodiment in a natural state.
  • the attachment portion 20 includes a base portion 21, a lower lip portion 22, a raised portion 23, an upper lip portion 24, a support portion 25, a roof portion 26, and a rear wall portion. 27. Since these structures are the same as the corresponding structure of the attachment part 20 demonstrated in the said 1st Embodiment, the specific description is abbreviate
  • the attachment part 20 does not have a configuration corresponding to the riding part described in the first to fourth embodiments, and has a front wall part (main body part wall surface contact part) 29 instead.
  • the front wall portion 29 is extended from the front end side of the roof portion 26 so as to be bent in a curved line downward. Since other configurations are the same as those described in the first embodiment, the same portions are denoted by the same reference numerals, and detailed description thereof is omitted.
  • FIGS. 13A to 13C are cross-sectional views showing the disposition state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 13A shows the case where the gap between the cowl louver and the windshield is G1
  • FIG. 13B shows the case where the gap between the cowl louver and the windshield is G2
  • FIG. 13C shows that the gap between the cowl louver and the windshield is G3.
  • G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
  • the natural state of the attachment part 20 is drawn with the dotted line in the figure.
  • the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 13B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands upright substantially in the vertical direction. Further, as shown in FIG. 13A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 13B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands upright substantially in the vertical direction. Further, as shown in FIG.
  • the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 13A to the size shown in FIG. 13C, the support portion 25 swings around the lower end portion 252 in accordance with the change. Further, as the support portion 25 swings, the posture (deflection state) of the roof portion 26 changes.
  • the front wall portion 29 of the attachment portion 20 is in elastic contact with the vertical wall portion 133 of the cover portion 13.
  • the gap between the cowl louver and the front glass is wide as shown in FIG. 13A, the amount of bending of the front wall portion 29 is small, and when the gap between the cowl louver and the front glass is moderate as shown in FIG.
  • the gap between the cowl louver and the windshield is narrow as shown in FIG. 13C, the amount of deflection of the front wall portion 29 is large.
  • the front wall 29 has a smaller length in the front-rear direction as the amount of deflection of the front wall 29 increases. Therefore, the length in the front-rear direction of the front wall portion 29 in the case shown in FIG.
  • the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13B is longer than the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13B, and the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. Is longer than the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13C. That is, the length in the front-rear direction of the front wall portion 29 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the greater the amount of deflection of the front wall portion 29, and the shorter the longitudinal length of the front wall portion 29.
  • the attachment portion 20 swings the support portion 25 around the lower end portion 252 in accordance with the change.
  • the posture of the roof portion 26 is changed, the amount of bending of the front wall portion 29 is changed, and the longitudinal length of the front wall portion 29 is changed.
  • the gap between the cowl louver and the windshield is changed by the swing of the support portion 25 and the change in the posture of the roof portion 26 accompanying the swing and the change in the longitudinal length of the front wall portion 29 (change in the amount of deflection of the front wall portion 29). Changes in size, i.e. variations, are absorbed.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the size of the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the vertical height position of the upper surface FGO at the connection portion between the vertical position of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG are designed so that the vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are substantially the same. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved. Furthermore, according to this embodiment, since the attachment part 20 does not run on the cover part 13, the design property of the connection part of the cowl louver 1 and the windshield FG can be improved more.
  • the height position of the upper surface 26a of the roof part 26 and the attachment part of the windshield FG is small. Therefore, a flat feeling at the connection portion between the cowl louver 1 and the windshield FG is further obtained, and the design is further improved.
  • FIG. 14 is a cross-sectional view showing details of a structure for attaching the cowl louver 2 to the windshield FG according to the present embodiment.
  • FIG. 14 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment.
  • the cowl louver 2 according to the present embodiment includes a main body portion 10 and an attachment portion 20 ′. Since the structure of the cover part 13 of the main body part 10 is the same as the structure of the cover part 13 shown in the first embodiment, the same parts are denoted by the same reference numerals and their detailed description is omitted.
  • the front glass FG is attached to the vehicle body such that its front end face (front end face) FGE is located behind the vertical wall 133 of the cover part 13. And the attachment part 20 'is arrange
  • the attachment part 20 ' is made of a soft resin such as TPO, EPDM, or vinyl chloride.
  • TPO thermoplastic polyurethane
  • a soft resin such as TPO, EPDM, or vinyl chloride.
  • the shape of the attachment portion 20 ′ shown in FIG. 14 represents a natural state, that is, a state in which the attachment portion 20 ′ is not deformed by an external force or the like.
  • the attachment portion 20 ′ is also formed in a long shape in the vehicle width direction, like the main body portion 10.
  • FIG. 15 is a cross-sectional view of the attachment portion 20 ′ in a natural state cut along a plane perpendicular to the longitudinal direction.
  • the attachment part 20 ′ includes a base part 21, a lower lip part (elastic part) 22, a raised part (glass lower surface contact part) 23, an upper lip part (glass lower surface contact part) 24, a support part 25, and a roof.
  • a portion 26, a rear wall portion (glass end surface contact portion) 27, a riding-up portion 28, and a front lip portion 30 (vehicle body component contact portion) are included.
  • the structure of the attachment part 20 ′ of this embodiment is basically the same as that of the first embodiment except that the number of the raised parts 23 is one and the front lip part 30 is provided.
  • the structure is the same as that of the attachment unit 20. Therefore, the same parts are denoted by the same reference numerals, and the detailed description thereof is omitted.
  • the front lip portion 30 extends forward from the front side of the base portion 21 of the attachment portion 20 ′. Further, the front lip portion 30 is formed in an elongated shape along a direction perpendicular to the cross section shown in FIG.
  • the support part CP5 of the cowl panel CP is disposed below the attachment part 20 '.
  • the support portion CP5 is formed with a vertical wall portion A extending upward from the front end thereof and a horizontal wall portion B extending forward from the upper end of the vertical wall portion A.
  • the vertical wall portion A and the horizontal wall portion B are formed on the vehicle front side with respect to the base portion 21 of the attachment portion 20 ′.
  • the front lip portion 30 is located between the vertical wall portion A and the base portion 21, and the front lip portion 30 is in elastic contact with the vertical wall portion A.
  • the cowl panel CP is a body part.
  • the vertical wall portion A and the horizontal wall portion B correspond to the vehicle front portion of the present invention.
  • FIGS. 16A to 16C are cross-sectional views showing the disposition state of the attachment portion 20 'that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass.
  • 16A shows a case where the gap between the cowl louver and the windshield is G1
  • FIG. 16B shows a case where the gap between the cowl louver and the windshield is G2
  • FIG. 16C shows that the gap between the cowl louver and the windshield is G3.
  • G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
  • the upper end 251 of the support portion 25 of the attachment portion 20 ′ has the lower end 252. It inclines in the back side so that it may be located in the back side.
  • the support portion 25 stands upright substantially along the vertical direction. .
  • the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 16A to the size shown in FIG. 16C, the support portion 25 swings around the lower end portion 252 in accordance with the change. Further, as the support portion 25 swings, the roof portion 26 is displaced in the front-rear direction.
  • the attachment portion 20 ′ causes the support portion 25 to swing around the lower end portion 252 in accordance with the change.
  • the roof portion 26 is displaced in the front-rear direction while moving, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the inclined surface 132a.
  • the change in the size of the gap between the cowl louver and the windshield that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28.
  • the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
  • the attachment part 20 'of the present embodiment has a function of adjusting the gap between the cowl louver and the front glass.
  • the attachment part 20 ' when the gap 20a between the cowl louver and the windshield is not wide enough to be covered with the roof part 26, the attachment part 20 'has a cowl louver so that the gap between the cowl louver and the windshield can be covered with the roof part 26.
  • the gap between the cowl louver and the windshield is adjusted by using the elastic force generated when the front lip portion 30 contacts the vertical wall portion A of the support portion CP5 of the cowl panel CP.
  • FIG. 17A is a cross-sectional view showing an arrangement state of the attachment part 20 ′ before the cowl louver-front glass gap is adjusted
  • FIG. 17B is an attachment part 20 ′ after the cowl louver-winder gap is adjusted.
  • It is sectional drawing which shows the arrangement
  • the gap G4 between the cowl louver and the windshield is considerably large, which is longer than the longitudinal length of the roof portion 26 of the attachment portion 20 ′. long. For this reason, the entire gap between the cowl louver and the windshield cannot be covered by the roof portion 26. As a result, a gap is formed between the rear wall portion 27 of the attachment portion 20 ′ and the front end face FGE of the windshield FG.
  • cowl louver 2 is arranged on the front side with respect to the windshield FG, a gap between the vertical wall portion A of the cowl panel CP fixed to the vehicle body side and the base portion 21 of the attachment portion 20 'is narrowed. For this reason, the front lip portion 30 formed on the front side of the base portion 21 is pressed against the vertical wall portion A and is greatly bent. At this time, the reaction force of the elastic force generated by the front lip 30 elastically contacting the vertical wall A acts on the rear side as indicated by the arrow X in FIG. 17A.
  • the reaction force of the elastic force generated when the front lip portion 30 contacts the vertical wall portion A of the cowl panel CP acts on the attachment portion 20 '.
  • the cowl louver 2 having the attachment portion 20 ' is attracted to the windshield FG side by this reaction force, and the gap between the cowl louver and the windshield is narrowed. For this reason, the gap between the cowl louver and the windshield can be covered by the roof portion 26.
  • FIG. 18 is a cross-sectional view showing details of a structure for attaching the cowl louver 3 to the windshield FG according to the present embodiment.
  • the cowl louver 3 according to the present embodiment has a main body 10 and an attachment 20 ′′. Since the configuration of the cover 13 of the main body 10 is the same as the configuration of the cover 13 shown in the first embodiment, About the same part, it shows with the same code
  • the attachment part 20 ′′ has basically the same structure as the attachment part 20 ′ described in the sixth embodiment except that a protrusion (engagement part) 30a is formed on the front lip part 30. Therefore, the same parts are denoted by the same reference numerals, and a specific description thereof is omitted.
  • the protrusion 30 a is formed in a portion where the front lip portion 30 contacts the vertical wall portion A and engages with the vertical wall portion A.
  • the state where the front lip portion 30 is pressed against the vertical wall portion A and generates elastic force is maintained. For this reason, it is prevented that the front lip portion 30 is detached from the vertical wall portion A after the cowl louver 3 is assembled to the windshield FG. Therefore, the reaction force of the elastic force of the front lip portion 30 can be reliably transmitted to the attachment portion 20 ′′.
  • the cowl louver shown in the first to seventh embodiments is disposed between the main body 10 extending from the hood panel HP side toward the windshield FG, and between the main body 10 and the windshield FG.
  • the attachment portion 20 (20 ′, 20 ′′) is provided.
  • the attachment portion 20 (20 ′, 20 ′′) is a base portion in which a recess 211 that fits into the protruding portion 134 formed in the main body portion 10 is formed. 21, a roof portion 26 covering a gap between the cowl louver and the windshield formed between the vertical wall portion 133 of the cover portion 13 of the main body portion 10 and the windshield FG, and a roof portion connected to the base portion 21 and the roof portion 26.
  • a raised portion 23 and an upper lip portion 24 that are in elastic contact with the lower surface FGI of the windshield FG, and a chlorofluorocarbon that extends rearward from the roof portion 26.
  • a rear wall portion 27 which elastically contacts the front end surface FGE glass FG.
  • the support portion 25 is configured to swing around the lower end portion 252 in accordance with a change in the size of the gap between the cowl louver and the windshield.
  • the roof part 26 is comprised so that the up-down direction height position of the upper surface 26a of the roof part 26 may become equal to the up-down direction height position of the upper surface FGO of the windshield FG.
  • the height position of the upper surface 26a of the roof portion 26 of the attachment portion 20 (20 ′, 20 ′′) is the connection site with the attachment portion 20 (20 ′, 20 ′′) of the windshield FG. Since the upper surface FGO is configured to coincide with the vertical position of the upper surface FGO, a connection portion (boundary portion) between the cowl louver 1 (attachment portion 20) and the windshield FG is formed in a flat shape. As a result, design properties are improved. Further, since no step is formed at the connection portion between the cowl louver 1 and the windshield FG, there is no problem that the function of the wiper WI is impaired by the step.
  • the support portion 25 that supports the roof portion 26 of the attachment portion 20 (20 ′, 20 ′′) is configured to swing around the lower end portion 252 in accordance with a change in the size of the gap between the cowl louver and the windshield. Therefore, the variation in the size of the gap between the cowl louver and the windshield is absorbed by the swinging of the support portion 25 and the fluctuation of the roof portion 26 along with the swinging. Even when the size varies, the gap between the cowl louver and the windshield is always covered by the roof portion 26.
  • cowl louver 1 when the cowl louver 1 is fixed to the vehicle body (for example, a cowl panel), there is a high possibility that the size of the gap between the cowl louver and the windshield varies due to a dimensional error or mounting error of the windshield FG. Since the cowl louver described in the present embodiment is configured to be able to absorb the variation in such a case, the work for correcting the variation is not required. Therefore, workability can also be improved.
  • a member (attachment portion) for mounting the cowl louver to the windshield is fixed to the windshield side.
  • the molded body is fixed to the inner side surface of the windshield via an adhesive.
  • a primer or the like must be applied. For this reason, the assembly man-hour increases and the cost increases.
  • the cowl louver when the cowl louver is attached to the vehicle body, the workability is poor because the rib at the rear end of the cowl louver must be accurately inserted into the hook portion of the molded body attached to the windshield.
  • the attachment part 20 (20 ′, 20 ′′) described in the present embodiment is only in elastic contact with the windshield FG and is not fixed to the windshield FG.
  • a degreasing and cleaning step and a primer application step are not required, and the attaching operation of the cowl louver main body 10 and the attachment portion 20 (20 ', 20 ") can be performed before the cowl louver is attached to the vehicle body.
  • the assembly of the cowl louver to the vehicle body is completed by assembling the cowl louver to which the attachment unit 20 (20 ′, 20 ′′) is attached to the body unit 10.
  • the assembly of the cowl louver to the vehicle body is completed. Since the attachment work of the attachment portion 20 (20 ′, 20 ′′) has been completed, the cowl louver can be easily attached to the vehicle body. Therefore, workability when attaching the cowl louver to the vehicle body can be improved.
  • the front lip portion 30 is formed on the base portion 21 of the attachment portion 20 ′ (20 ′′), and the front lip portion 30 is the support portion of the cowl panel CP. It is configured to elastically contact the vertical wall portion A (the vehicle front portion) of CP 5. Therefore, the gap between the cowl louver and the windshield cannot be covered with the roof portion 26, and the rear wall portion 27 and the windshield FG Even if a gap is generated between the cowl louver 2 and the cowl louver 2 on the windshield FG side, the reaction force of the elastic force generated by the elastic contact between the front lip portion 30 and the vertical wall portion A acts on the attachment portion. For this reason, the gap between the cowl louver and the windshield is narrowed, and the roof 26 reduces the gap between the cowl louver and the windshield. It can be covered.
  • the lower lip portion 22 provided in the attachment portion may have a function of adjusting the height position of the cowl louver in the vertical direction.
  • the vertical height position of the cowl louver may be adjusted using the reaction force of the elastic force generated when the lower lip portion 22 contacts the support portion CP5 of the cowl panel CP.
  • FIG. 19A is a cross-sectional view showing an arrangement state of the attachment portion 20 ′ before the vertical height position of the cowl louver is adjusted by the lower lip portion 22, and FIG. It is sectional drawing which shows the state after being done.
  • a step is formed at the boundary between the windshield FG and the attachment portion 20 '.
  • the lower lip portion 22 comes into elastic contact with the support portion CP5 of the cowl panel CP fixed to the vehicle body side, and the lower lip portion 22
  • the support part CP5 is pressed and greatly bent.
  • the reaction force of the elastic force generated by the lower lip portion 22 elastically contacting the support portion CP5 works in the upward direction as indicated by an arrow Y in FIG. 19A.
  • the reaction force acts on the attachment portion 20 ′, so that the cowl louver 2 moves upward.
  • the roof part 26 of the attachment part 20 ' also moves upwards, and the windshield FG and the attachment part 20' are connected in a flat shape.
  • the attachment part of the present invention can be used not only as an attachment member for the cowl louver and the window glass but also as a member for connecting two members flatly.
  • the attachment part of the present invention may be used to connect the molding member of the vehicle to the window glass in a flat shape.
  • An attachment member disposed between the first member and the flat plate-like second member, A base that fits into the first member; A roof portion covering a gap formed between the first member and the second member; A support part connected to the base part and the roof part and supporting the roof part; A contact portion extending from the roof portion and elastically contacting an end surface of the second member facing the attachment portion among the end surfaces of the second member;
  • the support portion is configured to swing around a portion connected to the base portion according to a change in the size of the gap formed between the first member and the second member,
  • the mounting member, wherein the roof portion is configured such that the height position of the upper surface of the roof portion matches the height position of the outer surface of the second member.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Abstract

A cowl louver is provided between the hood panel of a vehicle body and window glass and comprises: a body section extending from the hood panel side toward the window glass side; and an attachment section provided between the body section and the window glass. The attachment section is provided with: a base section fitted to the body section; a roof section for covering the gap between the body section and the window glass; a support section connecting to both the base section and the roof section and supporting the roof section; and a glass end surface contact section extended from the roof section and in elastic contact with a portion of an end surface of the window glass, the portion facing the attachment section. The support section is configured so that, in response to a change in the size of the gap formed between the body section and the window glass section, the support section pivots about the portion thereof which connects to the base section. The roof section is configured so that the position in height of the roof section and the position in height of the upper surface of the window glass agree with each other.

Description

カウルルーバCowl louva
　本発明は、車両用のカウルルーバに関する。本発明は特に、カウルルーバの取付構造に関する。 The present invention relates to a cowl louver for a vehicle. The present invention particularly relates to a cowl louver mounting structure.
　車両用のカウルルーバは、車体のフードパネルと、そのフードパネルに対して間隔をあけて車両後方側に設けられるフロントガラスの前端面（下端面）との間に配設される。カウルルーバがフードパネルとフロントガラスとの間の隙間を覆うことにより、カウルルーバとこのカウルルーバの下方に配設されたカウルパネルにより形成される空間内への異物の混入が防止される。 A vehicle cowl louver is disposed between a hood panel of a vehicle body and a front end surface (lower end surface) of a windshield provided on the rear side of the vehicle with a space from the hood panel. The cowl louver covers the gap between the hood panel and the windshield, thereby preventing foreign matter from entering the space formed by the cowl louver and the cowl panel disposed below the cowl louver.
　カウルルーバとフロントガラスとの接続部位（境界部位）に段差が形成されると意匠性が損なわれる。故に、上記接続部位におけるカウルルーバの上面（表面）とフロントガラスの上面（車外側を向いた面）の高さ位置が一致するように、つまり上記接続部位がフラット状に形成されるように、カウルルーバがフロントガラスに対して取り付けられることが意匠性の面から好ましい。また、上記段差の存在により、フロントガラスに取り付けられるワイパー（特にワイパーブレード）が段差を越えてカウルルーバ側に進入したときに、段差が障害となってワイパーがフロントガラス側に復帰することができないといった不具合が引き起こされる。このような不具合は、ワイパーの機能を損なうばかりでなく、ワイパーを駆動させるためのモータの過負荷を誘因する。よって、機能性の面からも、カウルルーバとフロントガラスとのフラットな接続が望まれる。 If the step is formed at the connecting part (boundary part) between the cowl louver and the windshield, the design is impaired. Therefore, the cowl louver is formed so that the height position of the upper surface (front surface) of the cowl louver at the connecting portion and the upper surface of the windshield (surface facing the outside of the vehicle) coincide, that is, the connecting portion is formed in a flat shape. Is preferably attached to the windshield from the viewpoint of design. Further, due to the presence of the step, when the wiper (especially the wiper blade) attached to the windshield enters the cowl louver side beyond the step, the step cannot be returned to the windshield due to the step. A malfunction is caused. Such a defect not only impairs the function of the wiper but also causes overloading of the motor for driving the wiper. Therefore, in terms of functionality, a flat connection between the cowl louver and the windshield is desired.
　特許文献１は、カウルルーバとフロントガラスとの取付構造の一例を開示する。特許文献１によれば、フロントガラスとカウルルーバとの間に成形体が配設される。この成形体は、フロントガラスの下面（車内側を向いた面）に接着材を介して接続される。また、成形体は、断面がフック状に形成されたフック部分と舌状部とを有する。フック部分がカウルルーバの後端部に形成されたリブに嵌め合わされることにより成形体がカウルルーバに取り付けられる。舌状部はカウルルーバの後端とフロントガラスの前端面との間に配設される。舌状部とフロントガラスとの接続部位における舌状部の上面とフロントガラスの上面が同一平面上に形成される。 Patent Document 1 discloses an example of a mounting structure between a cowl louver and a windshield. According to Patent Document 1, the molded body is disposed between the windshield and the cowl louver. This molded body is connected to the lower surface of the windshield (the surface facing the vehicle interior) via an adhesive. Moreover, a molded object has a hook part and tongue-shaped part by which the cross section was formed in hook shape. The molded body is attached to the cowl louver by fitting the hook portion to a rib formed at the rear end of the cowl louver. The tongue portion is disposed between the rear end of the cowl louver and the front end surface of the windshield. The upper surface of the tongue-shaped portion and the upper surface of the windshield at the connection portion between the tongue-shaped portion and the windshield are formed on the same plane.
　特許文献２も、カウルルーバとフロントガラスとの取付構造の一例を開示する。特許文献２によれば、フロントガラスの下面（車内側を向いた面）に支持部材が取り付けられる。また、カウルルーバの後端部に延設部が設けられ、この延設部がフロントガラスの下面と支持部材との間に差し込まれることにより、カウルルーバがフロントガラスに取り付けられる。カウルルーバがフロントガラスに取り付けられた状態において、カウルルーバとフロントガラスとの接続部位におけるカウルルーバの上面とフロントガラスの上面が同一平面上に形成される。 Patent Document 2 also discloses an example of a mounting structure between a cowl louver and a windshield. According to Patent Document 2, the support member is attached to the lower surface of the windshield (the surface facing the vehicle interior). Further, an extension portion is provided at the rear end portion of the cowl louver, and the extension portion is inserted between the lower surface of the windshield and the support member, whereby the cowl louver is attached to the windshield. In a state where the cowl louver is attached to the windshield, the upper surface of the cowl louver and the upper surface of the windshield at the connection portion between the cowl louver and the windshield are formed on the same plane.
　特許文献３は、フードパネルに取り付けられる本体部と、本体部からフロントガラス側に向かって延設されフロントガラスの下端部の端面に対向配置される端面を有するリップ部と、を備えるカウルルーバを開示する。特許文献３に記載のカウルルーバによれば、リップ部とフロントガラスが板厚方向に重なることなくリップ部の端面がフロントガラスの端面に対向配置される。よって、フロントガラスの意匠面とカウルルーバの意匠面との間でリップ部の肉厚分の段差が形成されることが防止される。 Patent Document 3 discloses a cowl louver including a main body portion attached to a hood panel, and a lip portion extending from the main body portion toward the windshield side and having an end face disposed opposite to an end face of a lower end portion of the windshield. To do. According to the cowl louver described in Patent Document 3, the end surface of the lip portion is disposed to face the end surface of the windshield without overlapping the lip portion and the windshield in the thickness direction. Therefore, it is possible to prevent a step corresponding to the thickness of the lip portion from being formed between the design surface of the windshield and the design surface of the cowl louver.
特許第３６２１９１９号公報Japanese Patent No. 3621919 特許第４７０４７８６号公報Japanese Patent No. 4704786 特開２００７－５５２９３号公報JP 2007-55293 A
（発明が解決しようとする課題）
　フロントガラスを車両に取り付ける際に発生する寸法誤差やフロントガラス自体の寸法誤差等、あるいはカウルルーバの寸法誤差や取付誤差に起因して、カウルルーバとフロントガラスとの間に形成される隙間の大きさはばらつく。この隙間の大きさのばらつきは、特許文献１乃至特許文献３に記載されたカウルルーバの取付構造によって吸収することができない。隙間の大きさのばらつきを吸収することができない場合、カウルルーバとフロントガラスとの接続部位に隙間が生じる。この隙間の形成により意匠性が悪化する。また、隙間内に異物（水、埃、ゴミ等）が溜まる。 (Problems to be solved by the invention)
The size of the gap formed between the cowl louver and the windshield due to the dimensional error that occurs when the windshield is mounted on the vehicle, the dimensional error of the windshield itself, or the dimensional error or mounting error of the cowl louver It varies. The variation in the size of the gap cannot be absorbed by the cowl louver mounting structure described in Patent Documents 1 to 3. When the variation in the size of the gap cannot be absorbed, a gap is generated at the connecting portion between the cowl louver and the windshield. The design is deteriorated by the formation of the gap. In addition, foreign matter (water, dust, dust, etc.) accumulates in the gap.
　故に、上記不具合が改良されたカウルルーバが望まれる。 Therefore, a cowl louver in which the above problems are improved is desired.
（課題を解決するための手段）
　本発明のカウルルーバは、車体のフードパネル側から前記ウインドウガラス側に向かって延在する本体部と、前記本体部と前記ウインドウガラスとの間に配設されるアタッチメント部と、を備える。前記アタッチメント部は、前記本体部に嵌合する基部と、前記本体部と前記ウインドウガラスとの間に形成される隙間を覆う屋根部と、前記基部および前記屋根部に接続し、前記屋根部を支持する支持部と、前記屋根部から延設され前記ウインドウガラスの端面のうち前記アタッチメント部に面する端面に弾性接触するガラス端面接触部と、を備える。前記支持部は、前記本体部と前記ウインドウガラスとの間に形成される前記隙間の大きさの変化に応じて前記基部に接続する部分を中心として揺動するように構成されている。また、前記屋根部の上面の高さ位置と前記ウインドウガラスの上面（特にアタッチメント部との接続部位付近における上面）の高さ位置とが一致するように前記屋根部が構成されている。つまり、前記屋根部の上面と前記ウインドウガラスの上面（特にアタッチメント部との接続部位付近における上面）が同一平面上に形成されるように前記屋根部が構成されている。 (Means for solving the problem)
The cowl louver of the present invention includes a main body portion extending from the hood panel side of the vehicle body toward the window glass side, and an attachment portion disposed between the main body portion and the window glass. The attachment part is connected to the base part fitted to the main body part, a roof part covering a gap formed between the main body part and the window glass, the base part and the roof part, and the roof part And a glass end surface contact portion extending from the roof portion and elastically contacting an end surface facing the attachment portion of the end surface of the window glass. The support portion is configured to swing around a portion connected to the base portion according to a change in the size of the gap formed between the main body portion and the window glass. Further, the roof portion is configured such that the height position of the upper surface of the roof portion and the height position of the upper surface of the window glass (particularly the upper surface in the vicinity of the connection portion with the attachment portion) coincide. That is, the roof portion is configured such that the upper surface of the roof portion and the upper surface of the window glass (particularly, the upper surface in the vicinity of the connection portion with the attachment portion) are formed on the same plane.
　本発明によれば、カウルルーバのアタッチメント部が、ウインドウガラスの端面のうちアタッチメント部に面する端面にガラス端面接触部にて弾性接触する。また、アタッチメント部の屋根部によって、本体部とウインドウガラスとの間に形成される隙間が覆われる。屋根部はその上面（外表面）の高さ位置が、ウインドウガラスの上面（車外側を向いた面）の高さ位置、特にアタッチメント部との接続部位付近におけるウインドウガラスの上面の高さ位置と一致するように構成されている。ここで、高さ位置とは、ウインドウガラスの上面に垂直な方向における位置を表す。このためカウルルーバ（アタッチメント部）とウインドウガラスとの接続部位（境界部位）がフラット状に形成される。その結果、意匠性が向上する。また、カウルルーバとウインドウガラスとの接続部位に段差が形成されないため、段差によりワイパーの機能が損なわれるといった不具合が発生しない。 According to the present invention, the attachment portion of the cowl louver makes elastic contact with the end surface of the window glass facing the attachment portion at the glass end surface contact portion. Moreover, the clearance gap formed between a main-body part and window glass is covered with the roof part of an attachment part. The height position of the upper surface (outer surface) of the roof portion is the height position of the upper surface of the window glass (surface facing the outside of the vehicle), particularly the height position of the upper surface of the window glass in the vicinity of the connection portion with the attachment portion. Configured to match. Here, the height position represents a position in a direction perpendicular to the upper surface of the window glass. For this reason, the connection part (boundary part) of a cowl louver (attachment part) and window glass is formed in flat shape. As a result, design properties are improved. In addition, since no step is formed at the connection portion between the cowl louver and the window glass, the problem that the function of the wiper is impaired by the step does not occur.
　また、アタッチメント部の屋根部は基部に接続した支持部により支持されている。この支持部が、本体部とウインドウガラスとの間に形成される隙間の大きさの変化に応じて基部に接続する部分を中心として揺動するように構成されている。したがって、本体部とウインドウガラスとの間に形成される隙間の大きさのばらつきは、隙間の大きさに応じて支持部が揺動し、その揺動にともなって隙間を覆う屋根部が変動することにより吸収される。故に、上記隙間の大きさがばらついた場合においても、常に屋根部が上記隙間を覆うことができ、本体部とウインドウガラスとの間に隙間が形成されない。 Also, the roof part of the attachment part is supported by a support part connected to the base part. The support portion is configured to swing around a portion connected to the base portion in accordance with a change in the size of a gap formed between the main body portion and the window glass. Therefore, the variation in the size of the gap formed between the main body portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion covering the gap varies with the swing. Is absorbed. Therefore, even when the size of the gap varies, the roof portion can always cover the gap, and no gap is formed between the main body portion and the window glass.
　本発明においては、屋根部の上面の高さ位置とウインドウガラスの上面の高さ位置（特にアタッチメント部との接続部位付近におけるウインドウガラスの上面の高さ位置）とが一致するように、屋根部が構成される。この場合、「高さ位置が一致する」とは、寸分のくるいも無く一致するという意味ではなく、実質的に一致すれば足りる。ここで、「実質的に一致する」とは、屋根部とウインドウガラスとの接続部位に段差が形成されていないと視覚的にみなされ、且つ、ウインドウガラス側からアタッチメント部側にワイパーが進入してワイパーが例えば屋根部に乗り上げたときに、ワイパーを駆動させるモータ等に負荷をかけ過ぎることなくワイパーがウインドウガラス側に移動することができる程度に、屋根部の上面の高さ位置とウインドウガラスの上面の高さ位置が設定されていることを意味する。したがって、意匠性及びワイパーの機能を損なわない程度の段差がアタッチメント部（屋根部）とウインドウガラスとの接続部位に形成されていても、本発明においては、屋根部の上面の高さ位置とウインドウガラスの上面の高さ位置とが一致すると解釈される。 In the present invention, the roof portion so that the height position of the upper surface of the roof portion and the height position of the upper surface of the window glass (particularly the height position of the upper surface of the window glass in the vicinity of the connection portion with the attachment portion) coincide. Is configured. In this case, “the height position matches” does not mean that the height positions do not match, but it is sufficient if they substantially match. Here, “substantially match” is visually considered that there is no step formed in the connection portion between the roof portion and the window glass, and the wiper enters the attachment portion side from the window glass side. For example, when the wiper rides on the roof portion, the height position of the upper surface of the roof portion and the window glass are such that the wiper can move to the window glass side without overloading the motor that drives the wiper. This means that the height position of the upper surface of is set. Therefore, in the present invention, the height position of the upper surface of the roof portion and the window are formed even if a level difference that does not impair the design and the function of the wiper is formed at the connection portion between the attachment portion (roof portion) and the window glass. It is interpreted that the height position of the upper surface of the glass coincides.
　また、本発明において、「ウインドウガラスの下面」は、ウインドウガラスが車両に取り付けられた場合に車内側を向く面である。「ウインドウガラスの上面」は、ウインドウガラスが車両に取り付けられた場合に車外側を向く面である。「屋根部の上面」は、カウルルーバが車両に取り付けられた場合に車外側を向く面である。 In the present invention, the “lower surface of the window glass” is a surface facing the vehicle interior when the window glass is attached to the vehicle. The “upper surface of the window glass” is a surface facing the outside of the vehicle when the window glass is attached to the vehicle. The “upper surface of the roof portion” is a surface facing the outside of the vehicle when the cowl louver is attached to the vehicle.
　前記支持部と前記本体部との間および前記支持部と前記ウインドウガラスとの間に空間が形成されるように前記支持部が構成されているのがよい。これによれば、カウルルーバの本体部とウインドウガラスとの間の隙間の大きさが変化した場合、支持部と本体部との間に形成される空間内または支持部とウインドウガラス（特にウインドウガラスの一方端面）との間に形成される空間内を支持部が揺動する。 It is preferable that the support portion is configured such that a space is formed between the support portion and the main body portion and between the support portion and the window glass. According to this, when the size of the gap between the main body part of the cowl louver and the window glass changes, the space formed between the support part and the main body part or the support part and the window glass (especially the window glass) The support portion oscillates in a space formed with the one end surface.
　本発明のカウルルーバは、車体部品における前記基部よりも車両前方側に位置している車両前方部に弾性的に接触する車体部品接触部を有するのがよい。そして、この車体部品接触部は、車両前方部に接触することにより発生する弾性力の反力によりアタッチメント部がウインドウガラス側に向かう方向に力を受けるように、基部に設けられているのがよい。 The cowl louver of the present invention preferably has a vehicle body part contact portion that elastically contacts a vehicle front portion located on the vehicle front side with respect to the base portion of the vehicle body component. And this vehicle body component contact part is good to be provided in the base so that an attachment part may receive force in the direction which goes to the window glass side by the reaction force of the elastic force generated by contacting a vehicle front part. .
　カウルルーバとウインドウガラスとの間の隙間がアタッチメント部の屋根部の長さよりも大きい場合、アタッチメント部のガラス端面接触部とウインドウガラスの端面との間に隙間が生じる可能性がある。このような場合、上記本発明によれば、アタッチメント部の基部に備えられる車体部品接触部が、基部よりも車両前方側に位置している車両前方部と接触することにより発生する弾性力の反力をアタッチメント部に作用させることができる。アタッチメント部が受ける反力はウインドウガラス側に向かう方向に作用する。したがってアタッチメント部はこの反力によってウインドウガラス側に引き寄せられて、カウルルーバとウインドウガラスとの間の隙間が狭められる。このため屋根部によりカウルルーバとウインドウガラスとの間の隙間を覆うことができる。 When the gap between the cowl louver and the window glass is larger than the length of the roof part of the attachment part, there is a possibility that a gap is generated between the glass end face contact part of the attachment part and the end face of the window glass. In such a case, according to the present invention, the reaction of the elastic force generated when the vehicle body component contact portion provided at the base portion of the attachment portion contacts the vehicle front portion located on the vehicle front side of the base portion. Force can be applied to the attachment part. The reaction force received by the attachment part acts in the direction toward the window glass side. Therefore, the attachment portion is pulled toward the window glass side by this reaction force, and the gap between the cowl louver and the window glass is narrowed. For this reason, the gap between the cowl louver and the window glass can be covered by the roof portion.
　上記車体部品接触部として、例えば基部の前方側（ウインドウガラスが配設されている側と反対側）から前方に突出するように形成されたリップであるのがよい。また、車体部品接触部に接触する車両前方部としては、例えばカウルパネル等が挙げられる。 For example, the body part contact portion may be a lip formed so as to protrude forward from the front side of the base (the side opposite to the side where the window glass is disposed). Moreover, as a vehicle front part which contacts a vehicle body component contact part, a cowl panel etc. are mentioned, for example.
　前記アタッチメント部は樹脂製、特に軟質樹脂製であるのがよい。また、アタッチメント部が、外力を受けて変形していない自然状態であるときに、前記支持部が前記ウインドウガラス側に傾斜しているのがよい。具体的には、上記自然状態でアタッチメント部が本体部に取り付けられ且つ本体部とウインドウガラスとの間に配設されたときに、支持部の端部のうち屋根部に接続する端部の前後方向位置（ウインドウガラスに平行な方向における位置）が、支持部の端部のうち基部に接続する端部の前後方向位置よりもウインドウガラスに近い位置であるように、支持部がウインドウガラスのアタッチメント部との接続部位付近における上面の垂線に対して傾斜しているのがよい。これによれば、本体部とウインドウガラスとの間に形成される隙間が広い場合は支持部がウインドウガラス側に傾斜した状態でアタッチメント部がウインドウガラスに弾性接触し、上記隙間が適度である場合は支持部がウインドウガラスのアタッチメント部との接続部位付近における上面の垂線に平行な方向に直立した状態でアタッチメント部がウインドウガラスに弾性接触し、上記隙間が狭い場合は支持部が本体部側に傾斜した状態でアタッチメント部がウインドウガラスに弾性接触する。このように隙間の大きさの変化に応じて支持部が一方に傾斜した状態から直立状態を経て他方に傾斜した状態に変化するように構成することにより、支持部の揺動状態に応じて変化する屋根部の高さ位置の変化が最小化される。 The attachment part is preferably made of resin, particularly soft resin. Moreover, when the attachment part is in a natural state that is not deformed by receiving an external force, the support part may be inclined toward the window glass. Specifically, when the attachment part is attached to the main body part and disposed between the main body part and the window glass in the natural state, before and after the end part connected to the roof part among the end parts of the support part Attachment of the window glass so that the direction position (position in the direction parallel to the window glass) is closer to the window glass than the front-rear direction position of the end part of the support part connected to the base part It is good to incline with respect to the perpendicular of the upper surface in the vicinity of the connection site with the part. According to this, when the gap formed between the main body and the window glass is wide, the attachment portion is elastically contacted with the window glass in a state where the support portion is inclined toward the window glass, and the gap is appropriate. In the state where the support part stands upright in a direction parallel to the vertical line of the upper surface near the connection part with the attachment part of the window glass, the attachment part makes elastic contact with the window glass. The attachment part makes elastic contact with the window glass in an inclined state. In this way, by changing the size of the gap so that the support portion is tilted to one side, the support portion is changed from the upright state to the other tilted state. The change in the height position of the roof part is minimized.
　前記アタッチメント部は、前記屋根部から延設され前記本体部に乗り上げる乗り上げ部をさらに備えるのがよい。これによれば、屋根部から延設された乗り上げ部が本体部に乗り上げることにより、屋根部で確実に本体部とウインドウガラスとの間に形成される隙間を覆うことができる。また、本体部とウインドウガラスとの間に形成される隙間の大きさのばらつきは、隙間の大きさに応じて支持部が揺動し、それに伴い屋根部が隙間の大きさに応じて変位し、さらに乗り上げ部が本体部をスライドすることにより吸収される。 The attachment part may further include a riding part that extends from the roof part and rides on the main body part. According to this, when the riding-up part extended from the roof part rides on the main-body part, the clearance gap formed between a main-body part and window glass can be reliably covered with a roof part. In addition, the variation in the size of the gap formed between the main body and the window glass is such that the support portion swings according to the size of the gap, and the roof portion is accordingly displaced according to the size of the gap. Further, the rider is absorbed by sliding the main body.
　この場合において、前記本体部は、前記ウインドウガラス側に向かうにつれて前記ウインドウガラスの上面側から下面側に向けて傾斜した傾斜面を有し、前記乗り上げ部が前記傾斜面に乗り上げるのがよい。これによれば、本体部に形成された傾斜面にアタッチメント部の乗り上げ部が乗り上げることにより、乗り上げ部が傾斜面に習うように反る。乗り上げ部が反ることにより乗り上げ部から傾斜面に作用する弾性力が増加する。このため乗り上げ部が例えば風力等によって巻き上げられることが防止される。 In this case, it is preferable that the main body portion has an inclined surface inclined from the upper surface side to the lower surface side of the window glass toward the window glass side, and the riding-up portion rides on the inclined surface. According to this, when the riding part of the attachment part rides on the inclined surface formed in the main body part, the riding part warps so as to learn from the inclined surface. The elastic force acting on the inclined surface from the riding portion increases as the riding portion warps. For this reason, it is prevented that the riding-up part is wound up by, for example, wind power.
　また、前記本体部は、前記ウインドウガラスの上面の高さ位置（特にウインドウガラスのアタッチメント部との接続部位における上面の高さ位置）と等しい高さ位置に形成された平行面を有し、前記傾斜面が前記平行面の前記ウインドウガラス寄りの端部から前記ウインドウガラス側に向かって形成されていてもよい。これによれば、本体部の平行面の高さ位置がウインドウガラスの上面の高さ位置（特にウインドウガラスのアタッチメント部との接続部位における上面の高さ位置）に等しいので、カウルルーバとフロントガラスとの接続部位の見栄えをより一層向上させることができる。 Further, the main body has a parallel surface formed at a height position equal to the height position of the upper surface of the window glass (in particular, the height position of the upper surface at the connection portion with the attachment portion of the window glass), An inclined surface may be formed from the end of the parallel surface near the window glass toward the window glass. According to this, since the height position of the parallel surface of the main body is equal to the height position of the upper surface of the window glass (particularly the height position of the upper surface at the connection portion with the attachment portion of the window glass), the cowl louver and the windshield It is possible to further improve the appearance of the connection site.
　また、前記本体部は、前記ウインドウガラスの上面の高さ位置（特にウインドウガラスのアタッチメント部との接続部位における上面の高さ位置）と等しい高さ位置に形成された第１平行面と、前記第１平行面の前記ウインドウガラス寄りの端部に形成され前記ウインドウガラスの上面側から下面側に向かう方向に延びた段差面と、前記段差面の下方端部から前記ウインドウガラスに向かう方向に延び、前記ウインドウガラスの上面と平行な第２平行面とを有していてもよい。そして、前記乗り上げ部が前記第２平行面に乗り上げるように構成されていてもよい。これによれば、アタッチメント部とウインドウガラスとの間に形成される隙間の大きさのばらつきは、隙間の大きさに応じて支持部が揺動し、それに伴い屋根部が隙間の大きさに応じて変位し、さらに乗り上げ部が第２平行面内をスライドすることにより吸収される。尚、上記において、「段差面の下方端部」とは、段差面の端部のうちウインドウガラスの上面から下面に向かう方向における端部である。 In addition, the main body portion has a first parallel surface formed at a height position equal to the height position of the upper surface of the window glass (in particular, the height position of the upper surface at the connection portion with the attachment portion of the window glass), A step surface formed at an end portion of the first parallel surface near the window glass and extending in a direction from the upper surface side to the lower surface side of the window glass, and extending in a direction from the lower end portion of the step surface toward the window glass. And a second parallel surface parallel to the upper surface of the window glass. The ride-up portion may be configured to ride on the second parallel surface. According to this, the variation in the size of the gap formed between the attachment portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion accordingly depends on the size of the gap. And the ride-up portion is absorbed by sliding in the second parallel plane. In the above description, the “lower end portion of the step surface” is an end portion of the end portion of the step surface in the direction from the upper surface to the lower surface of the window glass.
　また、前記本体部は、前記ウインドウガラスの上面（特にウインドウガラスのアタッチメント部との接続部位における上面の高さ位置）に平行な平行面を有し、前記乗り上げ部が前記平行面に乗り上げるように構成してもよい。これによれば、アタッチメント部とウインドウガラスとの間に形成される隙間の大きさのばらつきは、隙間の大きさに応じて支持部が揺動し、それに伴い屋根部が隙間の大きさに応じて変位し、さらに乗り上げ部が平行面内をスライドすることにより吸収される。 Further, the main body has a parallel surface parallel to the upper surface of the window glass (particularly, the height position of the upper surface at the connection portion with the attachment portion of the window glass), and the ride-up portion rides on the parallel surface. It may be configured. According to this, the variation in the size of the gap formed between the attachment portion and the window glass causes the support portion to swing according to the size of the gap, and the roof portion accordingly depends on the size of the gap. Further, it is absorbed by the rider sliding on the parallel plane.
　また、前記本体部は、前記ウインドウガラスの端面に面する壁部を有し、前記アタッチメント部は、前記屋根部から延設されるとともに前記本体部の前記壁部に弾性接触する本体部壁面接触部を有するように構成されていてもよい。これによれば、アタッチメント部は、ウインドウガラスの端面にガラス端面接触部にて弾性接触するとともに、カウルルーバの本体部の壁部に本体部壁面接触部にて弾性接触する。このため屋根部がウインドウガラスとカウルルーバの本体部との間に狭着され、アタッチメント部の脱落が防止されるとともに屋根部によりカウルルーバとウインドウガラスとの間の隙間が確実に覆われる。また、カウルルーバとウインドウガラスとの間の隙間の大きさの変化に応じて支持部が揺動した場合に、屋根部の上面の高さ位置の変化が最小限に抑えられる。 The main body has a wall facing the end surface of the window glass, and the attachment is extended from the roof and elastically contacts the wall of the main body. You may be comprised so that it may have a part. According to this, the attachment portion elastically contacts the end surface of the window glass at the glass end surface contact portion and elastically contacts the wall portion of the main body portion of the cowl louver at the main body wall surface contact portion. For this reason, the roof portion is tightly attached between the window glass and the main body portion of the cowl louver, and the attachment portion is prevented from falling off, and the gap between the cowl louver and the window glass is reliably covered by the roof portion. Further, when the support portion swings according to the change in the size of the gap between the cowl louver and the window glass, the change in the height position of the upper surface of the roof portion can be minimized.
　また、前記車体部品接触部には、前記車両前方部に係合する係合部が形成されているとよい。これによれば、車体部品接触部の係合部が車両前方部に係合することにより車体部品接触部と車両前方部との接触が維持される。このため確実に車体部品接触部が弾性力を発生し、その弾性力の反力を確実にアタッチメント部に伝達することができる。 Further, it is preferable that an engagement portion that engages with the front portion of the vehicle is formed in the vehicle body component contact portion. According to this, the contact between the vehicle body component contact portion and the vehicle front portion is maintained by the engagement portion of the vehicle body component contact portion engaging with the vehicle front portion. For this reason, the vehicle body component contact portion reliably generates an elastic force, and the reaction force of the elastic force can be reliably transmitted to the attachment portion.
　前記アタッチメント部は、前記ウインドウガラスの下面に弾性接触するガラス下面接触部をさらに備えるとよい。この場合、前記アタッチメント部は、前記ガラス下面接触部が前記ウインドウガラスの下面に弾性接触するように前記ガラス下面接触部に弾性力を付与するための弾性部をさらに備えるのがよい。これによれば、弾性部によって、アタッチメント部のガラス下面接触部がウインドウガラスの下面に弾性接触する。 The attachment portion may further include a glass lower surface contact portion that elastically contacts the lower surface of the window glass. In this case, the attachment part may further include an elastic part for applying an elastic force to the glass lower surface contact part so that the glass lower surface contact part elastically contacts the lower surface of the window glass. According to this, the glass lower surface contact portion of the attachment portion elastically contacts the lower surface of the window glass by the elastic portion.
図１は、車両に取り付けられた第１実施形態に係るカウルルーバを車両の前後方向且つ車両の上下方向を含む平面で切断した断面図である。FIG. 1 is a cross-sectional view of a cowl louver according to a first embodiment attached to a vehicle, cut along a plane including the vehicle front-rear direction and the vehicle vertical direction. 図２は、図１のＡ部詳細図である。FIG. 2 is a detailed view of part A of FIG. 図３は、第１実施形態に係るアタッチメント部の自然状態における断面図である。FIG. 3 is a cross-sectional view of the attachment portion according to the first embodiment in a natural state. 図４Ａは、第１実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 4A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the first embodiment. 図４Ｂは、第１実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 4B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is appropriate in the first embodiment. 図４Ｃは、第１実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 4C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the first embodiment. 図５は、第２実施形態に係るカウルルーバのフロントガラスへの取付構造の詳細を示す断面図である。FIG. 5 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the second embodiment. 図６Ａは、第２実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 6A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the second embodiment. 図６Ｂは、第２実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す図である。FIG. 6B is a diagram illustrating an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is appropriate in the second embodiment. 図６Ｃは、第２実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す図である。FIG. 6C is a diagram showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the second embodiment. 図７は、第３実施形態に係るカウルルーバのフロントガラスへの取付構造の詳細を示す断面図である。FIG. 7 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the third embodiment. 図８Ａは、第３実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 8A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the third embodiment. 図８Ｂは、第３実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 8B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the third embodiment. 図８Ａは、第３実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 8A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the third embodiment. 図９は、第４実施形態に係るカウルルーバのフロントガラスへの取付構造の詳細を示す断面図である。FIG. 9 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the fourth embodiment. 図１０Ａは、第４実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 10A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the fourth embodiment. 図１０Ｂは、第４実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 10B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the fourth embodiment. 図１０Ｃは、第４実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 10C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the fourth embodiment. 図１１は、第５実施形態に係るカウルルーバのフロントガラスへの取付構造の詳細を示す断面図である。FIG. 11 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the fifth embodiment. 図１２は、第５実施形態に係るアタッチメント部の自然状態を示す断面図である。FIG. 12 is a cross-sectional view showing the natural state of the attachment unit according to the fifth embodiment. 図１３Ａは、第５実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 13A is a cross-sectional view showing an arrangement state of an attachment portion when the gap between the cowl louver and the windshield is wide in the fifth embodiment. 図１３Ｂは、第５実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 13B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the fifth embodiment. 図１３Ｃは、第５実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 13C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the fifth embodiment. 図１４は、第６実施形態に係るカウルルーバのフロントガラスへの取付構造の詳細を示す断面図である。FIG. 14 is a cross-sectional view showing details of a structure for attaching the cowl louver to the windshield according to the sixth embodiment. 図１５は、第６実施形態に係るアタッチメント部の自然状態を示す断面図である。FIG. 15: is sectional drawing which shows the natural state of the attachment part which concerns on 6th Embodiment. 図１６Ａは、第６実施形態において、カウルルーバ－フロントガラス間ギャップが広い場合におけるアタッチメント部の配設状態を示す断面図である。FIG. 16A is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is wide in the sixth embodiment. 図１６Ｂは、第６実施形態において、カウルルーバ－フロントガラス間ギャップが適度な場合におけるアタッチメント部の配設状態を示す断面図であるFIG. 16B is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is moderate in the sixth embodiment. 図１６Ｃは、第６実施形態において、カウルルーバ－フロントガラス間ギャップが狭い場合におけるアタッチメント部の配設状態を示す断面図であるFIG. 16C is a cross-sectional view showing an arrangement state of the attachment portion when the gap between the cowl louver and the windshield is narrow in the sixth embodiment. 図１７Ａは、第６実施形態において、カウルルーバ－フロントガラス間ギャップが調整される前のアタッチメント部の配設状態を示す断面図である。FIG. 17A is a cross-sectional view showing an arrangement state of the attachment portion before the gap between the cowl louver and the windshield is adjusted in the sixth embodiment. 図１７Ｂは、第６実施形態において、カウルルーバ－フロントガラス間ギャップが調整された後のアタッチメント部の配設状態を示す断面図である。FIG. 17B is a cross-sectional view showing an arrangement state of the attachment portion after the gap between the cowl louver and the windshield is adjusted in the sixth embodiment. 図１８は、第７実施形態に係るカウルルーバ３フロントガラスへの取付構造の詳細を示す断面図である。FIG. 18 is a cross-sectional view showing details of the attachment structure to the cowl louver 3 windshield according to the seventh embodiment. 図１９Ａは、カウルルーバの上下方向高さ位置が調整される前のアタッチメント部の配設状態を示す断面図である。FIG. 19A is a cross-sectional view showing an arrangement state of the attachment part before the vertical height position of the cowl louver is adjusted. 図１９Ｂは、カウルルーバの上下方向高さ位置が調整された後前のアタッチメント部の配設状態を示す断面図である。FIG. 19B is a cross-sectional view showing the arrangement state of the attachment portion before the height position of the cowl louver is adjusted.
　以下、本発明の実施形態について説明する。 Hereinafter, embodiments of the present invention will be described.
（第１実施形態）
　図１は、車両に取り付けられた本実施形態に係るカウルルーバを車両の前後方向且つ車両の上下方向を含む平面で切断した断面図である。図１に示すように、本実施形態に係るカウルルーバ１は、車体のフードパネルＨＰと、このフードパネルＨＰに対して所定の間隔を隔てて車両後方側に配設されているフロントガラスＦＧとの間に配設される。また、カウルルーバ１の車両下方側にカウルパネルＣＰが配設される。カウルパネルＣＰは、その車両後方端部にて車体（ボディ）に固定されている。なお、フロントガラスＦＧの車外側を向いた面である上面ＦＧＯにワイパーＷＩが取り付けられる。 (First embodiment)
FIG. 1 is a cross-sectional view of a cowl louver according to the present embodiment attached to a vehicle, cut along a plane including the vehicle front-rear direction and the vehicle vertical direction. As shown in FIG. 1, the cowl louver 1 according to the present embodiment includes a hood panel HP of a vehicle body and a windshield FG disposed on the vehicle rear side with a predetermined distance from the hood panel HP. Arranged between. A cowl panel CP is disposed on the cowl louver 1 below the vehicle. The cowl panel CP is fixed to the vehicle body (body) at the vehicle rear end. Note that the wiper WI is attached to the upper surface FGO, which is the surface of the windshield FG facing the outside of the vehicle.
　フードパネルＨＰは鋼板製であり、アウタパネルＨＰＯとインナパネルＨＰＩとを有する。インナパネルＨＰＩはアウタパネルＨＰＯの車両下方側に配置され、両者はそれぞれの車両後方端部にて接続される。 The food panel HP is made of a steel plate and has an outer panel HPO and an inner panel HPI. The inner panel HPI is disposed on the vehicle lower side of the outer panel HPO, and both are connected at the rear end of each vehicle.
　カウルルーバ１は本体部１０とアタッチメント部２０とを備える。本体部１０は硬質樹脂製（例えばＰＰ樹脂製）であり、車幅方向（紙面に垂直な方向）に沿って長尺状に形成される。本体部１０は、フードパネル側シール部１１と、カウルパネル側固定部１２と、カバー部１３とを有し、図１からわかるようにフードパネルＨＰ側からフロントガラスＦＧ側に向かって延在する。フードパネル側シール部１１はインナパネルＨＰＩの車両下方側に配設される。フードパネル側シール部１１とインナパネルＨＰＩとの間に軟質性の押出樹脂部品Ｒを圧縮した状態で介在させることによってフードパネルＨＰ（インナパネルＨＰＩ）と本体部１０との隙間がシールされる。 The cowl louver 1 includes a main body portion 10 and an attachment portion 20. The main body 10 is made of hard resin (for example, made of PP resin), and is formed in an elongated shape along the vehicle width direction (direction perpendicular to the paper surface). The main body portion 10 includes a hood panel side seal portion 11, a cowl panel side fixing portion 12, and a cover portion 13, and extends from the hood panel HP side toward the windshield FG side as can be seen from FIG. . The hood panel side seal portion 11 is disposed on the vehicle lower side of the inner panel HPI. The gap between the hood panel HP (inner panel HPI) and the main body 10 is sealed by interposing the soft extruded resin part R in a compressed state between the hood panel side seal portion 11 and the inner panel HPI.
　フードパネル側シール部１１はフードパネルＨＰとの隙間をシールしている車両前方端部分から車両後方側に延び、その先端（車両後方端）にてカウルパネル側固定部１２に接続する。カウルパネル側固定部１２にてカウルルーバ１がカウルパネルＣＰの車両前方の部位に連結される。カウルパネルＣＰが車体の一部を構成する。よって、カウルパネル側固定部１２にて、カウルルーバ１が車体に固定される。 The hood panel side seal portion 11 extends from the vehicle front end portion sealing the gap with the hood panel HP to the vehicle rear side, and is connected to the cowl panel side fixing portion 12 at the front end (vehicle rear end). The cowl louver 1 is connected to the front part of the cowl panel CP at the cowl panel side fixing portion 12. The cowl panel CP constitutes a part of the vehicle body. Therefore, the cowl louver 1 is fixed to the vehicle body at the cowl panel side fixing portion 12.
　カバー部１３は、カウルパネル側固定部１２から車両上方側且つ車両前方側に***するように形成される。また、カバー部１３の車両後方側の部分は、フロントガラスＦＧに所定の間隔を隔てて付き合わされるように、フロントガラスＦＧに向かってフロントガラスＦＧと平行な方向に延びる。 The cover portion 13 is formed so as to protrude from the cowl panel side fixing portion 12 to the vehicle upper side and the vehicle front side. Further, the vehicle rear side portion of the cover portion 13 extends toward the windshield FG in a direction parallel to the windshield FG so as to be attached to the windshield FG with a predetermined interval.
　カウルパネルＣＰは、カウルパネル側固定部１２に連結される連結部ＣＰ１と、連結部ＣＰ１から車両下方側に延設された前壁部ＣＰ２と、前壁部ＣＰ２の車両下方端部から車両後方側に延設された底壁部ＣＰ３と、底壁部ＣＰ３の車両後方端部から車両上方側に延設された後壁部ＣＰ４と、後壁部ＣＰ４の車両上方端部からフロントガラスＦＧの車内側を向いた面（下面）ＦＧＩに沿って車両前方側に延設された支持部ＣＰ５とを有し、これらの部分が一体的に形成されることによって、図１に示すように袋状の断面形状を有するように形成される。 The cowl panel CP includes a connecting part CP1 connected to the cowl panel side fixing part 12, a front wall part CP2 extending from the connecting part CP1 to the vehicle lower side, and a vehicle rear end from the vehicle lower end part of the front wall part CP2. A bottom wall portion CP3 extending to the side, a rear wall portion CP4 extending from the vehicle rear end portion of the bottom wall portion CP3 to the vehicle upper side, and a windshield FG from the vehicle upper end portion of the rear wall portion CP4. 1 has a support portion CP5 extending to the front side of the vehicle along a surface (lower surface) FGI facing the vehicle interior, and these portions are integrally formed to form a bag shape as shown in FIG. The cross-sectional shape is formed.
　図２は図１のＡ部詳細図である。なお、図２に示すように、本実施形態および本実施形態以降の実施形態においては、車幅方向に垂直であってフロントガラスＦＧに平行な方向を前後方向と定義し、車幅方向に垂直であってフロントガラスＦＧに垂直な方向（フロントガラスＦＧが曲面状に形成されている場合は、車幅方向に垂直であってフロントガラスＦＧの前方端側の部分に垂直な方向）を上下方向と定義する。また、前後方向のうちフロントガラスＦＧからカウルルーバ１側に向かう方向を前方側、カウルルーバ１からフロントガラスＦＧ側に向かう方向を後方側と定義する。さらに、上下方向のうち、フロントガラスＦＧの室内側を向いた面（下面）ＦＧＩから車外側を向いた面（上面）ＦＧＯに向かう方向を上方側、上面ＦＧＯから下面ＦＧＩに向かう方向を下方側と定義する。 FIG. 2 is a detailed view of part A of FIG. As shown in FIG. 2, in the present embodiment and the embodiments after this embodiment, a direction perpendicular to the vehicle width direction and parallel to the windshield FG is defined as the front-rear direction, and is perpendicular to the vehicle width direction. The vertical direction is the direction perpendicular to the windshield FG (when the windshield FG is formed in a curved surface, the direction perpendicular to the vehicle width direction and perpendicular to the front end portion of the windshield FG). It is defined as In addition, a direction from the windshield FG toward the cowl louver 1 in the front-rear direction is defined as a front side, and a direction from the cowl louver 1 toward the windshield FG is defined as a rear side. Further, of the up and down directions, the direction from the surface (lower surface) FGI facing the interior side of the windshield FG to the surface (upper surface) FGO facing the vehicle outer side is the upper side, and the direction from the upper surface FGO to the lower surface FGI is the lower side. It is defined as
　図２に示すように、カウルルーバ１の本体部１０のカバー部１３の後方部分には、平行部１３１と、傾斜部１３２と、縦壁部１３３と、突出部１３４とが形成されている。平行部１３１はフロントガラスＦＧに平行である。平行部１３１の上面の上下方向高さ位置はフロントガラスＦＧの上面ＦＧＯの上下方向高さ位置よりも僅かに高い。傾斜部１３２は平行部１３１の後方側端部から後方側に延設される。傾斜部１３２には、前方側から後方側に向かうにつれて（すなわちフロントガラスＦＧ側に向かうにつれて）上方側から下方側に向けて（すなわちフロントガラスＦＧの上面ＦＧＯ側から下面ＦＧＩ側に向けて）傾斜する傾斜面１３２ａが形成される。前後方向に対する傾斜面１３２ａの傾斜角度は２０°程度であることが好ましい。傾斜面１３２ａは、平面でも良いし曲面でもよい。また、縦壁部１３３は傾斜部１３２の後方側端部から下方に延設される。突出部１３４は縦壁部１３３の下方側端部から後方側に延設される。突出部１３４は、その先端部分の厚さ（上下方向長さ）が基端部分の厚さよりも大きく形成される。 As shown in FIG. 2, a parallel part 131, an inclined part 132, a vertical wall part 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1. The parallel part 131 is parallel to the windshield FG. The vertical position of the upper surface of the parallel part 131 is slightly higher than the vertical position of the upper surface FGO of the windshield FG. The inclined portion 132 extends from the rear end portion of the parallel portion 131 to the rear side. The inclined portion 132 is inclined from the upper side toward the lower side (that is, from the upper surface FGO side to the lower surface FGI side of the windshield FG) as it goes from the front side to the rear side (that is, toward the windshield FG side). An inclined surface 132a is formed. The inclination angle of the inclined surface 132a with respect to the front-rear direction is preferably about 20 °. The inclined surface 132a may be a flat surface or a curved surface. Further, the vertical wall portion 133 extends downward from the rear side end portion of the inclined portion 132. The protruding portion 134 extends from the lower end portion of the vertical wall portion 133 to the rear side. The protrusion 134 is formed such that the thickness (vertical length) of the distal end portion is larger than the thickness of the proximal end portion.
　フロントガラスＦＧは、その前端面（前方側の端面）ＦＧＥがカバー部１３の縦壁部１３３よりも後方側に位置するように、車体に取り付けられる。そして、カウルルーバ１の本体部１０（カバー部１３）とフロントガラスＦＧとの間にアタッチメント部２０が配設される。アタッチメント部２０は例えばＴＰＯ、ＥＰＤＭ、塩ビ等の軟質樹脂製である。尚、図２に示されるアタッチメント部２０の形状は自然状態、つまりアタッチメント部２０が外力等で変形していない状態を表す。アタッチメント部２０も本体部１０と同様に車幅方向に長尺状に形成される。図３は自然状態におけるアタッチメント部２０をその長手方向に垂直な平面で切断した断面図である。 The front glass FG is attached to the vehicle body such that its front end face (front end face) FGE is located behind the vertical wall 133 of the cover part 13. And the attachment part 20 is arrange | positioned between the main-body part 10 (cover part 13) of the cowl louver 1, and the windshield FG. The attachment unit 20 is made of a soft resin such as TPO, EPDM, or vinyl chloride. Note that the shape of the attachment unit 20 shown in FIG. 2 represents a natural state, that is, a state in which the attachment unit 20 is not deformed by an external force or the like. The attachment part 20 is also formed in a long shape in the vehicle width direction, like the main body part 10. FIG. 3 is a cross-sectional view of the attachment portion 20 in a natural state cut along a plane perpendicular to the longitudinal direction.
　アタッチメント部２０は、基部２１と、下側リップ部（弾性部）２２と、***部（ガラス下面接触部）２３と、上側リップ部（ガラス下面接触部）２４と、支持部２５と、屋根部２６と、後壁部（ガラス端面接触部）２７と、乗り上げ部２８とを有する。図３に示すように基部２１内に凹部２１１が形成される。凹部２１１は上方側に開口するとともに後方側に延びるように形成される。この凹部２１１は、カバー部１３の突出部１３４が嵌め合わされるように、突出部１３４の断面外形に適合した断面形状を有する。したがって、凹部２１１にカバー部１３の突出部１３４が嵌合することによりアタッチメント部２０が本体部１０に取り付けられる。なお、アタッチメント部２０の基部２１に突出部を設け、本体部１０の縦壁部１３３に上記突出部が嵌合する嵌合穴を設けてもよい。基部２１は、比較的硬い樹脂で形成されていてもよい。 The attachment part 20 includes a base part 21, a lower lip part (elastic part) 22, a raised part (glass lower surface contact part) 23, an upper lip part (glass lower surface contact part) 24, a support part 25, and a roof part. 26, a rear wall portion (glass end surface contact portion) 27, and a ride-up portion 28. As shown in FIG. 3, a recess 211 is formed in the base 21. The recess 211 is formed so as to open upward and to extend rearward. The recess 211 has a cross-sectional shape that matches the cross-sectional shape of the protrusion 134 so that the protrusion 134 of the cover 13 is fitted. Therefore, the attachment part 20 is attached to the main body part 10 by fitting the protruding part 134 of the cover part 13 into the concave part 211. Note that a protrusion may be provided on the base 21 of the attachment part 20, and a fitting hole in which the protrusion is fitted may be provided in the vertical wall part 133 of the main body part 10. The base 21 may be formed of a relatively hard resin.
　基部２１の下面に下側リップ部２２が設けられる。また、図２に示すように、基部２１の下方にはカウルパネルＣＰの支持部ＣＰ５が配設されている。したがって、下側リップ部２２が支持部ＣＰ５の上面に当接する。この当接によって下側リップ部２２が弾性変形する。 A lower lip portion 22 is provided on the lower surface of the base portion 21. Further, as shown in FIG. 2, a support part CP <b> 5 of the cowl panel CP is disposed below the base part 21. Accordingly, the lower lip portion 22 contacts the upper surface of the support portion CP5. By this contact, the lower lip portion 22 is elastically deformed.
　基部２１の上面側には上方に***した***部２３および上側リップ部２４が形成される。図２に示すように、***部２３および上側リップ部２４の上部にフロントガラスＦＧが配設されている。したがって、***部２３および上側リップ部２４がフロントガラスＦＧの下面ＦＧＩに弾性接触する。このとき基部２１の下面に形成されている下側リップ部２２の弾性変形に対する上方への反力が***部２３および上側リップ部２４に作用することによって、フロントガラスＦＧの下面ＦＧＩに対する***部２３および上側リップ部２４の弾性力が強められる。 A raised portion 23 and an upper lip portion 24 that are raised upward are formed on the upper surface side of the base portion 21. As shown in FIG. 2, a windshield FG is disposed on the upper portion of the raised portion 23 and the upper lip portion 24. Therefore, the raised portion 23 and the upper lip portion 24 are in elastic contact with the lower surface FGI of the windshield FG. At this time, an upward reaction force against the elastic deformation of the lower lip portion 22 formed on the lower surface of the base portion 21 acts on the raised portion 23 and the upper lip portion 24, whereby the raised portion 23 with respect to the lower surface FGI of the windshield FG. And the elastic force of the upper lip portion 24 is strengthened.
　また、基部２１の上面であって、***部２３および上側リップ部２４が形成されている位置よりも前方位置に支持部２５が設けられる。支持部２５はその下端部２５２にて基部２１に接続し、下端部２５２から上方側に向かって延設される。支持部２５の上端部２５１に屋根部２６が接続される。支持部２５の前後方向長さ（厚さ）はカバー部１３の縦壁部１３３の上方端とフロントガラスＦＧの前端面ＦＧＥとの間の隙間（以下、この隙間を、カウルルーバ－フロントガラス間ギャップと呼ぶ）の前後方向長さよりも短い。そのため図２に示すように支持部２５と縦壁部１３３との間、および、支持部２５とフロントガラスＦＧとの間に空間が形成される。また、支持部２５は、アタッチメント部２０が自然状態であるときに、支持部２５の上端部２５１の前後方向位置が下端部２５２の前後方向位置よりも後方側に位置するように、フロントガラスＦＧに平行な平面の垂線（上下方向軸線）に対して後方側に、つまり基部２１に接続する下端部２５２を基点としてフロントガラスＦＧ側に傾斜している。 Further, the support portion 25 is provided on the upper surface of the base portion 21 at a position ahead of the position where the raised portion 23 and the upper lip portion 24 are formed. The support portion 25 is connected to the base portion 21 at the lower end portion 252 and extends upward from the lower end portion 252. The roof portion 26 is connected to the upper end portion 251 of the support portion 25. The longitudinal length (thickness) of the support portion 25 is a gap between the upper end of the vertical wall portion 133 of the cover portion 13 and the front end face FGE of the windshield FG (hereinafter, this gap is referred to as a cowl louver-windshield gap). Is shorter than the length in the front-rear direction. Therefore, as shown in FIG. 2, spaces are formed between the support portion 25 and the vertical wall portion 133 and between the support portion 25 and the windshield FG. Further, the support portion 25 is configured such that when the attachment portion 20 is in a natural state, the front glass FG is positioned such that the front-rear direction position of the upper end portion 251 of the support portion 25 is located behind the front-rear direction position of the lower end portion 252. Is inclined rearward with respect to a plane perpendicular (vertical axis) to the front glass FG, with the lower end 252 connected to the base 21 as a base point.
　屋根部２６は、カウルルーバ－フロントガラス間ギャップを覆うように前後方向に延設される。この屋根部２６の後方端から後壁部２７が形成される。後壁部２７は屋根部２６の後方端から下方側に延設される。乗り上げ部２８は屋根部２６の前方側から前方に延設される。乗り上げ部２８は、アタッチメント部２０が本体部１０に組み付けられたときにカバー部１３の傾斜面１３２ａに乗り上げる。 The roof portion 26 is extended in the front-rear direction so as to cover the gap between the cowl louver and the windshield. A rear wall portion 27 is formed from the rear end of the roof portion 26. The rear wall portion 27 extends downward from the rear end of the roof portion 26. The ride-up portion 28 extends forward from the front side of the roof portion 26. The riding-up unit 28 rides on the inclined surface 132a of the cover unit 13 when the attachment unit 20 is assembled to the main body unit 10.
　図２に示すように、屋根部２６、後壁部２７および乗り上げ部２８は、支持部２５に支持される。支持部２５に支持される部分のうち前後方向に延びる部分として屋根部２６と乗り上げ部２８が一体的に形成される。カウルルーバ－フロントガラス間ギャップの前後方向長さが変化した場合、その変化に応じて、屋根部２６の前後方向長さと乗り上げ部２８の前後方向長さの比率が変化する。 As shown in FIG. 2, the roof portion 26, the rear wall portion 27, and the climbing portion 28 are supported by the support portion 25. The roof part 26 and the riding part 28 are integrally formed as a part extending in the front-rear direction among the parts supported by the support part 25. When the length of the gap between the cowl louver and the windshield changes in the front-rear direction, the ratio between the front-rear direction length of the roof portion 26 and the front-rear direction length of the riding portion 28 changes according to the change.
　図４Ａ～図４Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０の配設状態を示す断面図である。図４Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図４Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図４Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０の配設状態をそれぞれ示す。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。また、アタッチメント部２０の自然状態が図中に点線で描かれている。 FIGS. 4A to 4C are cross-sectional views showing the arrangement state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 4A shows a case where the gap between the cowl louver and the windshield is G1, FIG. 4B shows a case where the gap between the cowl louver and the windshield is G2, and FIG. 4C shows that the gap between the cowl louver and the windshield is G3. In this case, the arrangement state of the attachment part 20 in each case is shown. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3). Moreover, the natural state of the attachment part 20 is drawn with the dotted line in the figure.
　図４Ａ～図４Ｃに示すように、アタッチメント部２０が本体部１０に組み付けられることにより本体部１０とフロントガラスＦＧとの間にアタッチメント部２０が配設された場合、アタッチメント部２０の***部２３および上側リップ部２４がフロントガラスＦＧの下面ＦＧＩに弾性接触するとともに、後壁部２７がフロントガラスＦＧの端面のうちアタッチメント部２０に面する前端面ＦＧＥに接触する。また、本実施形態および後述する第２～第５実施形態においては、フロントガラスＦＧの前端面ＦＧＥの前後方向位置は、自然状態であるアタッチメント部２０が本体部１０に組み付けられた場合におけるアタッチメント部２０の後壁部２７の前後方向位置よりも前方に位置する。したがって、カウルルーバ１をフロントガラスＦＧに組み付けたときに、アタッチメント部２０の後壁部２７はフロントガラスＦＧによって前方側に押圧される。支持部２５と縦壁部１３３間には空間が形成されているため、斯かる押圧力により支持部２５がその下端部２５２を中心として揺動するとともに、押圧力に対する復元力が後壁部２７を介してフロントガラスＦＧの前端面ＦＧＥに作用する。このため後壁部２７はフロントガラスＦＧの前端面ＦＧＥに弾性接触する。このようにして、本体部１０に取り付けられたアタッチメント部２０がフロントガラスＦＧの下面ＦＧＩおよび前端面ＦＧＥに弾性接触する。 As shown in FIGS. 4A to 4C, when the attachment unit 20 is assembled to the main body unit 10 and the attachment unit 20 is disposed between the main body unit 10 and the windshield FG, the raised portion 23 of the attachment unit 20 is provided. The upper lip portion 24 is in elastic contact with the lower surface FGI of the windshield FG, and the rear wall portion 27 is in contact with the front end surface FGE facing the attachment portion 20 among the end surfaces of the windshield FG. In the present embodiment and the second to fifth embodiments to be described later, the front-rear direction position of the front end face FGE of the windshield FG is the attachment part when the attachment part 20 in the natural state is assembled to the main body part 10. 20 is located in front of the position of the rear wall portion 27 in the front-rear direction. Therefore, when the cowl louver 1 is assembled to the windshield FG, the rear wall 27 of the attachment part 20 is pressed forward by the windshield FG. Since a space is formed between the support portion 25 and the vertical wall portion 133, the support portion 25 swings around the lower end portion 252 by such pressing force, and a restoring force with respect to the pressing force is applied to the rear wall portion 27. It acts on the front end face FGE of the windshield FG via. Therefore, the rear wall portion 27 is in elastic contact with the front end face FGE of the windshield FG. Thus, the attachment part 20 attached to the main-body part 10 elastically contacts the lower surface FGI and front end surface FGE of the windshield FG.
　また、図４Ａ～図４Ｃに示す各状態において、アタッチメント部２０の屋根部２６が各ギャップＧ１，Ｇ２，Ｇ３を覆っているとともに、乗り上げ部２８がカバー部１３の傾斜部１３２（傾斜面１３２ａ）に乗り上げるように、屋根部２６および乗り上げ部２８の前後方向長さが設計されている。さらに、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置、つまり上面ＦＧＯの前端部ＦＧＥ付近の上下方向高さ位置が実質的に一致するように、支持部２５の上下方向長さや屋根部２６の厚さ（上下方向長さ）が設計されている。したがって、カウルルーバ１とフロントガラスＦＧとがフラット状に、つまり段差を形成することなく接続される。このため意匠性が向上する。また、カウルルーバ１とフロントガラスＦＧとの接続部位に段差が形成されないことにより、フロントガラスＦＧに取り付けられているワイパーＷＩがカウルルーバ１側に乗り上げたときに、段差によってワイパーＷＩがフロントガラスＦＧ側に戻ることが阻害されるといった不具合の発生が防止される。 4A to 4C, the roof portion 26 of the attachment portion 20 covers the gaps G1, G2, and G3, and the riding portion 28 is the inclined portion 132 (inclined surface 132a) of the cover portion 13. The length in the front-rear direction of the roof portion 26 and the ride-up portion 28 is designed so as to ride on the vehicle. Furthermore, the vertical height position of the upper surface FGO at the connection portion between the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG, that is, the vertical height position near the front end portion FGE of the upper surface FGO. Are designed so that the vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are substantially the same. Therefore, the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. For this reason, the designability is improved. Further, since no step is formed at the connection portion between the cowl louver 1 and the windshield FG, when the wiper WI attached to the windshield FG rides on the cowl louver 1 side, the wiper WI is moved toward the windshield FG due to the level difference. Occurrence of problems such as hindering the return is prevented.
　図４Ａに示すように、カウルルーバ－フロントガラス間ギャップが広い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも後方側に位置するように、後方側に傾斜する。また、図４Ｂに示すように、カウルルーバ－フロントガラス間ギャップが適度である場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合）、アタッチメント部２０の支持部２５はほぼ上下方向に沿って直立する。さらに、図４Ｃに示すように、カウルルーバ－フロントガラス間ギャップが狭い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも前方側に位置するように、前方側に傾斜する。すなわち、カウルルーバ－フロントガラス間ギャップの大きさが図４Ａに示す大きさから図４Ｃに示す大きさまで変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに、屋根部２６が前後方向に変位する。 As shown in FIG. 4A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. As shown in FIG. 4B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Furthermore, as shown in FIG. 4C, when the gap between the cowl louver and the windshield is narrow (when the size of the gap between the cowl louver and the windshield is G3), the support 25 of the attachment unit 20 has an upper end 251 at the lower end. It inclines forward so that it may be located in front of part 252. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 4A to the size shown in FIG. 4C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
　また、図４Ａに示すようにカウルルーバ－フロントガラス間ギャップが広い場合における乗り上げ部２８の傾斜面１３２ａへの乗り上げ量、すなわち乗り上げ部２８の前後方向長さは、図４Ｂに示すようにカウルルーバ－フロントガラス間ギャップが適度な場合における乗り上げ部２８の乗り上げ量よりも少ない。さらに、図４Ｂに示す場合における乗り上げ部２８の乗り上げ量は、図４Ｃに示すようにカウルルーバ－フロントガラス間ギャップが狭い場合における乗り上げ部２８の乗り上げ量よりも少ない。つまり、乗り上げ部２８の傾斜面１３２ａへの乗り上げ量は、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて変化する。具体的には、カウルルーバ－フロントガラス間ギャップの大きさが小さくなるほど、乗り上げ部２８の乗り上げ量が大きくなる。 Further, as shown in FIG. 4A, when the gap between the cowl louver and the front glass is wide, the riding amount of the riding part 28 on the inclined surface 132a, that is, the length in the front-rear direction of the riding part 28 is as shown in FIG. 4B. When the gap between the glasses is moderate, it is less than the ride amount of the ride-up portion 28. Further, the amount of ride on the ride-up portion 28 in the case shown in FIG. 4B is smaller than the amount of ride on the ride-up portion 28 when the gap between the cowl louver and the windshield is narrow as shown in FIG. 4C. That is, the amount of riding on the inclined surface 132a of the riding portion 28 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
　このように、アタッチメント部２０は、カウルルーバ－フロントガラス間ギャップの大きさが図４Ａ～図４Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに屋根部２６が前後方向に変位し、さらに乗り上げ部２８が傾斜面１３２ａ上をスライドすることにより乗り上げ部２８の乗り上げ量が変化するように構成される。支持部２５の揺動およびその揺動に伴う屋根部２６の変位ならびに乗り上げ部２８の傾斜面１３２ａ上でのスライドによって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図４Ａ～図４Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても常に上記ギャップを覆うことができる。 As described above, when the gap between the cowl louver and the windshield changes as shown in FIGS. 4A to 4C, the attachment unit 20 swings the support unit 25 about the lower end 252 in accordance with the change. In addition, the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the inclined surface 132a. The change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28. In any case shown in FIGS. 4A to 4C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
　さらに、本実施形態によれば、乗り上げ部２８が傾斜面１３２ａに乗り上げたときに、乗り上げ部２８が傾斜面１３２ａの傾斜角度に習うように反らされる。乗り上げ部２８の反りによって傾斜面１３２ａへの乗り上げ部２８の押し付け力が増加する。このため乗り上げ部２８が例えば前方側から後方側に向かって流れる風を受けて巻き上げられることが抑えられる。その結果、乗り上げ部２８の厚みを薄くすることが期待できる。 Furthermore, according to the present embodiment, when the riding-up portion 28 rides on the inclined surface 132a, the riding-up portion 28 is warped so as to learn the inclination angle of the inclined surface 132a. Due to the warping of the riding-up portion 28, the pressing force of the riding-up portion 28 against the inclined surface 132a increases. For this reason, it is suppressed that the riding-up part 28 winds up receiving the wind which flows toward the back side from the front side, for example. As a result, it can be expected to reduce the thickness of the riding-up portion 28.
　さらに、本実施形態によれば、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて支持部２５が一方に傾斜した後傾状態から上下方向に沿った直立状態を経て他方に傾斜した前傾状態に変化するように構成される。つまり支持部２５は、直立状態を中心として一方または他方に揺動する。このため、支持部の揺動状態に応じて変化する屋根部２６の上面２６ａの高さ位置の変化が最小化される。 Furthermore, according to the present embodiment, the support portion 25 is tilted in one direction according to a change in the size of the gap between the cowl louver and the windshield, and then forward tilted in the other direction through the upright state along the vertical direction. Configured to change state. That is, the support portion 25 swings in one or the other about the upright state. For this reason, the change of the height position of the upper surface 26a of the roof part 26 which changes according to the rocking | fluctuation state of a support part is minimized.
（第２実施形態）
　次に、本発明の第２実施形態について説明する。本実施形態に係るカウルルーバ１の本体部１０のカバー部１３の形状は、上記第１実施形態で説明したカバー部１３の形状と異なる。アタッチメント部２０を含むその他の構成については上記第１実施形態で説明した構成と同一である。したがって、上記第１実施形態と同一の構成については同一の符号で示してその具体的説明を省略する。 (Second Embodiment)
Next, a second embodiment of the present invention will be described. The shape of the cover portion 13 of the main body portion 10 of the cowl louver 1 according to the present embodiment is different from the shape of the cover portion 13 described in the first embodiment. Other configurations including the attachment unit 20 are the same as those described in the first embodiment. Accordingly, the same components as those in the first embodiment are denoted by the same reference numerals, and the detailed description thereof is omitted.
　図５は、本実施形態に係るカウルルーバ１のフロントガラスＦＧへの取付構造の詳細を示す断面図である。図５は上記第１実施形態で説明した図２に相当する断面図である。図５に示すように、本実施形態に係るカウルルーバ１の本体部１０のカバー部１３の後方部分には、第１平行部１３５と、段差面１３６と、第２平行部１３７と、縦壁部１３３と、突出部１３４とが形成されている。 FIG. 5 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment. FIG. 5 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment. As shown in FIG. 5, there are a first parallel part 135, a step surface 136, a second parallel part 137, and a vertical wall part at the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to the present embodiment. 133 and the protrusion part 134 are formed.
　第１平行部１３５の上面（第１平行面）１３５ａのフロントガラスＦＧ寄りの端部である後方端部に段差面１３６が形成される。この段差面１３６はフロントガラスＦＧの上面ＦＧＯ側から下面ＦＧＩ側に、つまり上方から下方に向かって延びる。段差面１３６の後方側に第２平行部１３７が形成される。したがって第２平行部１３７の上面（第２平行面）１３７ａが、段差面１３６の下方端部から後方（フロントガラスＦＧに向かう方向）に延びる。第１平行部１３５と第２平行部１３７はフロントガラスＦＧに平行である。また、第１平行面１３５ａの上下方向高さ位置は、フロントガラスＦＧのアタッチメント部２０との接続部位付近における上面ＦＧＯの上下方向高さ位置に等しく、第２平行面１３７ａの上下方向高さ位置よりも高い。第１平行面１３５ａの上下方向高さ位置と第２平行面１３７ａの上下方向高さ位置との差、すなわち段差面１３６の上下方向長さは、アタッチメント部２０の乗り上げ部２８の厚さ（上下方向長さ）と同程度であるのがよい。 A stepped surface 136 is formed at the rear end portion of the upper surface (first parallel surface) 135a of the first parallel portion 135, which is the end portion near the windshield FG. The step surface 136 extends from the upper surface FGO side of the windshield FG to the lower surface FGI side, that is, from the upper side to the lower side. A second parallel portion 137 is formed on the rear side of the step surface 136. Therefore, the upper surface (second parallel surface) 137a of the second parallel portion 137 extends rearward (in the direction toward the windshield FG) from the lower end portion of the step surface 136. The first parallel part 135 and the second parallel part 137 are parallel to the windshield FG. The vertical height position of the first parallel surface 135a is equal to the vertical height position of the upper surface FGO in the vicinity of the connection portion with the attachment portion 20 of the windshield FG, and the vertical height position of the second parallel surface 137a. Higher than. The difference between the vertical height position of the first parallel surface 135a and the vertical height position of the second parallel surface 137a, that is, the vertical length of the step surface 136 is determined by the thickness (vertical height) of the mount portion 28 of the attachment portion 20. (Length in the direction) should be about the same.
　第２平行部１３７の後方端部から下方に向かって縦壁部１３３が形成される。縦壁部１３３の下方端部から後方に向かって突出部１３４が延出される。縦壁部１３３および突出部１３４の形状は、上記第１実施形態で説明した縦壁部１３３および突出部１３４の形状と同一である。 A vertical wall 133 is formed downward from the rear end of the second parallel part 137. A projecting portion 134 extends rearward from the lower end portion of the vertical wall portion 133. The shapes of the vertical wall portion 133 and the protruding portion 134 are the same as the shapes of the vertical wall portion 133 and the protruding portion 134 described in the first embodiment.
　図６Ａ～図６Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０の配設状態を示す断面図である。図６Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図６Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図６Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０の配設状態をそれぞれ示す図である。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。また、アタッチメント部２０の自然状態が図中に点線で描かれている。 FIGS. 6A to 6C are cross-sectional views showing the disposition state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 6A shows a case where the gap between the cowl louver and the windshield is G1, FIG. 6B shows a case where the gap between the cowl louver and the windshield is G2, and FIG. 6C shows that the gap between the cowl louver and the windshield is G3. It is a figure which shows the arrangement | positioning state of the attachment part 20 in the case of being respectively. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3). Moreover, the natural state of the attachment part 20 is drawn with the dotted line in the figure.
　図６Ａに示すように、カウルルーバ－フロントガラス間ギャップが広い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも後方側に位置するように、後方側に傾斜する。また、図６Ｂに示すように、カウルルーバ－フロントガラス間ギャップが適度である場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合）、アタッチメント部２０の支持部２５はほぼ上下方向に沿って直立する。さらに、図６Ｃに示すように、カウルルーバ－フロントガラス間ギャップが狭い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも前方側に位置するように、前方側に傾斜する。すなわち、カウルルーバ－フロントガラス間ギャップの大きさが図６Ａに示す大きさから図６Ｃに示す大きさまで変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに、屋根部２６が前後方向に変位する。 As shown in FIG. 6A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. As shown in FIG. 6B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 of the attachment portion 20 is substantially along the vertical direction. Stand upright. Further, as shown in FIG. 6C, when the gap between the cowl louver and the windshield is narrow (when the gap between the cowl louver and the windshield is G3), the upper end 251 of the support part 25 of the attachment part 20 has a lower end. It inclines forward so that it may be located in front of part 252. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 6A to the size shown in FIG. 6C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
　また、図６Ａ～図６Ｃに示すように、本実施形態においてはアタッチメント部２０の乗り上げ部２８が第２平行面１３７ａに乗り上げる。図６Ａに示すようにカウルルーバ－フロントガラス間ギャップが広い場合における乗り上げ部２８の第２平行面１３７ａへの乗り上げ量、すなわち乗り上げ部２８の前後方向長さは、図６Ｂに示すようにカウルルーバ－フロントガラス間ギャップが適度な場合における乗り上げ部２８の乗り上げ量よりも少ない。さらに、図６Ｂに示す場合における乗り上げ部２８の乗り上げ量は、図６Ｃに示すようにカウルルーバ－フロントガラス間ギャップが狭い場合における乗り上げ部２８の乗り上げ量よりも少ない。つまり、乗り上げ部２８の第２平行面１３７ａへの乗り上げ量は、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて変化する。具体的には、カウルルーバ－フロントガラス間ギャップの大きさが小さくなるほど、乗り上げ部２８の乗り上げ量が大きくなる。 In addition, as shown in FIGS. 6A to 6C, in the present embodiment, the climbing portion 28 of the attachment unit 20 rides on the second parallel surface 137a. As shown in FIG. 6A, when the gap between the cowl louver and the windshield is wide, the riding amount of the riding part 28 on the second parallel surface 137a, that is, the longitudinal length of the riding part 28 is as shown in FIG. 6B. When the gap between the glasses is moderate, it is less than the ride amount of the ride-up portion 28. Further, the amount of ride on the ride-up portion 28 in the case shown in FIG. 6B is smaller than the amount of ride on the ride-up portion 28 in the case where the gap between the cowl louver and the windshield is narrow as shown in FIG. 6C. That is, the riding amount of the riding portion 28 on the second parallel surface 137a changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
　このように、アタッチメント部２０は、カウルルーバ－フロントガラス間ギャップの大きさが図６Ａ～図６Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに屋根部２６が前後方向に変位し、さらに、乗り上げ部２８が第２平行面１３７ａ上をスライドすることにより乗り上げ部２８の乗り上げ量が変化するように構成される。支持部２５の揺動およびその揺動に伴う屋根部２６の変位ならびに乗り上げ部２８の第２平行面１３７ａ上でのスライドによって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図６Ａ～図６Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても常に上記ギャップを覆うことができる。 As described above, when the gap between the cowl louver and the windshield changes as shown in FIGS. 6A to 6C, the attachment portion 20 swings the support portion 25 around the lower end portion 252 in accordance with the change. In addition, the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by sliding the riding portion 28 on the second parallel surface 137a. The change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the sliding of the riding portion 28 on the second parallel surface 137a. The In any case shown in FIGS. 6A to 6C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
　また、本実施形態においても上記第１実施形態と同様に、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置が実質的に一致するように、支持部２５の上下方向長さや屋根部２６の厚さ（上下方向長さ）が設計されている。したがって、カウルルーバ１の本体部１０とフロントガラスＦＧとがフラット状に、つまり段差を形成することなく接続される。よって意匠性が向上する。さらに、本実施形態によれば、第１平行面１３５ａの上下方向高さ位置がフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置に一致するように構成されているので、カウルルーバ１とフロントガラスＦＧとの接続部位を見たときにより一層のフラット感を得ることができ、見栄えが向上する。さらに、第１平行面１３５ａの上下方向高さ位置と第２平行面１３７ａの上下方向高さ位置との差がアタッチメント部２０の乗り上げ部２８の厚さと同程度であるので、第１平行面１３５ａの上下方向高さ位置と、アタッチメント部２０の乗り上げ部２８の上面の上下方向高さ位置と、屋根部２６の上面２６ａの上下方向高さ位置と、フロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの高さ位置とがほぼ一致する。このためより一層フラット感が得られ、意匠性がより向上する。 Also in the present embodiment, as in the first embodiment, the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same. The vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved. Further, according to the present embodiment, the vertical height position of the first parallel surface 135a is configured to coincide with the vertical height position of the upper surface FGO at the connection portion with the attachment part 20 of the windshield FG. Therefore, when the connection part of the cowl louver 1 and the windshield FG is seen, a further flat feeling can be obtained and the appearance is improved. Further, since the difference between the vertical height position of the first parallel surface 135a and the vertical height position of the second parallel surface 137a is approximately the same as the thickness of the riding portion 28 of the attachment unit 20, the first parallel surface 135a. The vertical height position of the upper surface of the riding portion 28 of the attachment portion 20, the vertical height position of the upper surface 26a of the roof portion 26, and the connection portion of the attachment portion 20 of the windshield FG Almost coincides with the height position of the upper surface FGO. For this reason, a further flat feeling is obtained and the design is further improved.
（第３実施形態）
　次に、本発明の第３実施形態について説明する。図７は、本実施形態に係るカウルルーバ１のフロントガラスＦＧへの取付構造の詳細を示す断面図である。図７は上記第１実施形態で説明した図２に相当する断面図である。図７に示すように、本実施形態に係るカウルルーバ１の本体部１０のカバー部１３の後方部分には、上記第１実施形態と同様に、平行部１３１と、傾斜部１３２と、縦壁部１３３と、突出部１３４とが形成されている。また、図７からわかるように、平行部１３１の上面（平行面）１３１ａの上下方向高さ位置は、フロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置に等しい。つまり、平行部１３１の上面（平行面）１３１ａとフロントガラスＦＧの上面ＦＧＯとが同一平面上に形成されるように、カウルルーバ１がフロントガラスＦＧに対して配設されている。傾斜部１３２の傾斜面１３２ａは、平行面１３１ａの後端部（フロントガラスＦＧ寄りの端部）から後方側（フロントガラスＦＧ側）に向かって形成されている。アタッチメント部２０を含むそれ以外の構成は、上記第１実施形態で説明した構成と同一であるので、同一部分について同一の符号で示してその具体的説明は省略する。 (Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 7 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 according to the present embodiment to the windshield FG. FIG. 7 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment. As shown in FIG. 7, in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to this embodiment, a parallel part 131, an inclined part 132, and a vertical wall part are provided as in the first embodiment. 133 and the protrusion part 134 are formed. Further, as can be seen from FIG. 7, the vertical height position of the upper surface (parallel surface) 131 a of the parallel portion 131 is equal to the vertical height position of the upper surface FGO at the connection portion with the attachment portion 20 of the windshield FG. That is, the cowl louver 1 is disposed on the windshield FG so that the upper surface (parallel surface) 131a of the parallel part 131 and the upper surface FGO of the windshield FG are formed on the same plane. The inclined surface 132a of the inclined portion 132 is formed from the rear end portion (end portion close to the windshield FG) of the parallel surface 131a toward the rear side (front glass FG side). Since the other configuration including the attachment unit 20 is the same as the configuration described in the first embodiment, the same portions are denoted by the same reference numerals, and the detailed description thereof is omitted.
　図８Ａ～図８Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０の配設状態を示す断面図である。図８Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図８Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図８Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０の配設状態をそれぞれ示す図である。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。また、アタッチメント部２０の自然状態が図中に点線で描かれている。図８Ａ～図８Ｃに示すアタッチメント部２０の配設状態（支持部２５の揺動状態、屋根部２６の移動状態、および乗り上げ部２８の傾斜面１３２ａへの乗り上げ状態）は、上記第１実施形態にて説明した図４Ａ～図４Ｃに示す配設状態と同様であるので、その具体的な説明は省略する。 8A to 8C are cross-sectional views showing the disposition state of the attachment part 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 8A shows a case where the gap between the cowl louver and the windshield is G1, FIG. 8B shows a case where the gap between the cowl louver and the windshield is G2, and FIG. 8C shows that the gap between the cowl louver and the windshield is G3. It is a figure which shows the arrangement | positioning state of the attachment part 20 in the case of being respectively. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3). Moreover, the natural state of the attachment part 20 is drawn with the dotted line in the figure. 8A to 8C show the arrangement state of the attachment portion 20 (the swinging state of the support portion 25, the moving state of the roof portion 26, and the riding state of the riding portion 28 on the inclined surface 132a). 4A to FIG. 4C described above in FIG. 4 and are not described in detail.
　本実施形態のアタッチメント部２０も、カウルルーバ－フロントガラス間ギャップの大きさが図８Ａ～図８Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに、屋根部２６が前後方向に変位し、さらに乗り上げ部２８が傾斜面１３２ａ上をスライドすることにより乗り上げ部２８の乗り上げ量が変化するように構成される。支持部２５の揺動およびその揺動に伴う屋根部２６の変位ならびに乗り上げ部２８の傾斜面１３２ａ上でのスライドによって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図８Ａ～図８Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても常に上記ギャップを覆うことができる。 In the attachment part 20 of the present embodiment, when the size of the gap between the cowl louver and the windshield changes as shown in FIGS. 8A to 8C, the support part 25 swings around the lower end part 252 in accordance with the change. At the same time, the roof portion 26 is displaced in the front-rear direction, and the riding-up portion 28 slides on the inclined surface 132a, whereby the riding-up amount of the riding-up portion 28 is changed. The change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28. In any case shown in FIGS. 8A to 8C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
　また、本実施形態においても上記第１実施形態と同様に、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置が実質的に一致するように、支持部２５の上下方向長さや屋根部２６の厚さ（上下方向長さ）が設計されている。したがって、カウルルーバ１の本体部１０とフロントガラスＦＧとがフラット状に、つまり段差を形成することなく接続される。よって意匠性が向上する。さらに、本実施形態においては、平行部１３１の上面の上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置とが一致するように、カウルルーバ１がフロントガラスＦＧに対して配設されている。このためカウルルーバ１とフロントガラスＦＧとの接続部位におけるより一層のフラット感を得ることができ、意匠性がより一層向上する。 Also in the present embodiment, as in the first embodiment, the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same. The vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved. Further, in the present embodiment, the cowl louver 1 is disposed so that the vertical height position of the upper surface of the parallel part 131 matches the vertical height position of the upper surface FGO at the connection portion of the attachment part 20 of the windshield FG. It is arranged with respect to the windshield FG. For this reason, it is possible to obtain a further flat feeling at the connection portion between the cowl louver 1 and the windshield FG, and the design is further improved.
　また、本実施形態で説明したアタッチメント部２０を介した取付構造は、カウルルーバ以外の製品に適用することもできる。例えば、車両に取り付けられるモール類の断面形状を本実施形態のアタッチメント部のように構成し、モール類とその回りの部材との高さ位置を合わせることにより、フラットで見栄えが向上した車両の外観が醸し出される。また、車両の外装部品であるガーニッシュと車両用ガラス等との間に本実施形態のアタッチメント部２０を取り付けることによって、ガーニッシュと車両用ガラスとをフラットに接続することができ、意匠性が向上する。 Moreover, the attachment structure via the attachment part 20 described in the present embodiment can also be applied to products other than the cowl louver. For example, the appearance of a vehicle that is flat and improved in appearance by configuring the cross-sectional shape of the malls attached to the vehicle like the attachment part of the present embodiment and matching the height positions of the malls and the surrounding members. Is born. Moreover, by attaching the attachment part 20 of this embodiment between the garnish which is an exterior part of a vehicle, and the glass for vehicles, the garnish and the glass for vehicles can be connected flatly, and design property improves. .
（第４実施形態）
　次に、本発明の第４実施形態について説明する。図９は、本実施形態に係るカウルルーバ１のフロントガラスＦＧへの取付構造の詳細を示す断面図である。図９は上記第１実施形態で説明した図２に相当する断面図である。図９に示すように、本実施形態に係るカウルルーバ１の本体部１０のカバー部１３の後方部分には、平行部１３１と、縦壁部１３３と、突出部１３４とが形成されており、上記第１実施形態で説明した傾斜部に相当する部分が形成されていない。また、平行部１３１の上面（平行面）１３１ｂの上下方向高さ位置は、フロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置よりも僅かに低くなるように、カウルルーバ１がフロントガラスＦＧに対して配設されている。アタッチメント部２０を含むそれ以外の構成は、上記第１実施形態で説明した構成と同一であるので、同一部分について同一の符号で示してその具体的説明は省略する。 (Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. FIG. 9 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment. FIG. 9 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment. As shown in FIG. 9, a parallel part 131, a vertical wall part 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to the present embodiment. A portion corresponding to the inclined portion described in the first embodiment is not formed. Further, the cowl louver is such that the vertical height position of the upper surface (parallel surface) 131b of the parallel portion 131 is slightly lower than the vertical height position of the upper surface FGO at the connection portion with the attachment portion 20 of the windshield FG. 1 is arranged with respect to the windshield FG. Since the other configuration including the attachment unit 20 is the same as the configuration described in the first embodiment, the same portions are denoted by the same reference numerals, and the detailed description thereof is omitted.
　図１０Ａ～図１０Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０の配設状態を示す断面図である。図１０Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図１０Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図１０Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０の配設状態をそれぞれ示す図である。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。また、アタッチメント部２０の自然状態が図中に点線で描かれている。 FIGS. 10A to 10C are cross-sectional views showing the arrangement state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 10A shows a case where the gap between the cowl louver and the windshield is G1, FIG. 10B shows a case where the gap between the cowl louver and the windshield is G2, and FIG. 10C shows that the gap between the cowl louver and the windshield is G3. It is a figure which shows the arrangement | positioning state of the attachment part 20 in the case of being respectively. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3). Moreover, the natural state of the attachment part 20 is drawn with the dotted line in the figure.
　図１０Ａに示すように、カウルルーバ－フロントガラス間ギャップが広い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも後方側に位置するように、後方側に傾斜する。また、図１０Ｂに示すように、カウルルーバ－フロントガラス間ギャップが適度である場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合）、支持部２５はほぼ上下方向に直立する。さらに、図１０Ｃに示すように、カウルルーバ－フロントガラス間ギャップが狭い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合）、支持部２５は、その上端部２５１が下端部２５２よりも前方側に位置するように、前方側に傾斜する。すなわち、カウルルーバ－フロントガラス間ギャップの大きさが図１０Ａに示す大きさから図１０Ｃに示す大きさまで変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに、屋根部２６が前後方向に変位する。 As shown in FIG. 10A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 10B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands almost vertically. Further, as shown in FIG. 10C, when the gap between the cowl louver and the windshield is narrow (when the size of the gap between the cowl louver and the windshield is G3), the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 10A to the size shown in FIG. 10C, the support portion 25 swings around the lower end portion 252 in accordance with the change, The roof part 26 is displaced in the front-rear direction.
　また、図１０Ａ～図１０Ｃに示すように、アタッチメント部２０の乗り上げ部２８が平行面１３１ｂに乗り上げている。図１０Ａに示すようにカウルルーバ－フロントガラス間ギャップが広い場合における乗り上げ部２８の平行面１３１ｂへの乗り上げ量は、図１０Ｂに示すようにカウルルーバ－フロントガラス間ギャップが適度な場合における乗り上げ部２８の乗り上げ量よりも少ない。さらに、図１０Ｂに示す場合における乗り上げ部２８の乗り上げ量は、図１０Ｃに示すようにカウルルーバ－フロントガラス間ギャップが狭い場合における乗り上げ部２８の乗り上げ量よりも少ない。つまり、乗り上げ部２８の平行面１３１ｂへの乗り上げ量は、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて変化する。具体的には、カウルルーバ－フロントガラス間ギャップの大きさが小さくなるほど、乗り上げ部２８の乗り上げ量が大きくなる。 Further, as shown in FIGS. 10A to 10C, the riding-up portion 28 of the attachment unit 20 rides on the parallel surface 131b. As shown in FIG. 10A, when the gap between the cowl louver and the windshield is wide, the amount of ride on the parallel surface 131b of the rider 28 is that of the rider 28 when the gap between the cowl louver and the windshield is moderate as shown in FIG. 10B. Less than the amount of ride. Furthermore, the amount of riding on the riding-up portion 28 in the case shown in FIG. 10B is smaller than the amount of riding on the riding-up portion 28 when the gap between the cowl louver and the windshield is narrow as shown in FIG. 10C. That is, the amount of riding on the parallel surface 131b of the riding-up portion 28 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the larger the riding amount of the riding portion 28.
　このように、アタッチメント部２０は、カウルルーバ－フロントガラス間ギャップの大きさが図１０Ａ～図１０Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに屋根部２６が前後方向に変位し、さらに乗り上げ部２８が平行面１３１ｂ上をスライドすることにより乗り上げ部２８の乗り上げ量が変化するように構成される。支持部２５の揺動およびその揺動に伴う屋根部２６の変位ならびに乗り上げ部２８の平行面１３１ｂ上でのスライドによって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図１０Ａ～図１０Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても常に上記ギャップを覆うことができる。 As described above, when the gap between the cowl louver and the windshield changes as shown in FIGS. 10A to 10C, the attachment part 20 swings around the lower end part 252 according to the change. In addition, the roof portion 26 is displaced in the front-rear direction, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the parallel surface 131b. The change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the parallel surface 131b of the riding portion 28. 10A to 10C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
　また、本実施形態においても上記第１実施形態と同様に、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置が実質的に一致するように、支持部２５の上下方向長さや屋根部２６の厚さ（上下方向長さ）が設計されている。したがって、カウルルーバ１の本体部１０とフロントガラスＦＧとがフラット状に、つまり段差を形成することなく接続される。よって意匠性が向上する。 Also in the present embodiment, as in the first embodiment, the vertical height position of the upper surface FGO at the connecting portion between the upper surface 26a of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG is the same. The vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are designed so as to substantially match. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved.
（第５実施形態）
　次に、本発明の第５実施形態について説明する。図１１は、本実施形態に係るカウルルーバ１のフロントガラスＦＧへの取付構造の詳細を示す断面図である。図１１は上記第１実施形態で説明した図２に相当する断面図である。図１１に示すように、本実施形態に係るカウルルーバ１の本体部１０のカバー部１３の後方部分には、平行部１３１と、縦壁部（壁部）１３３と、突出部１３４とが形成されており、上記第１実施形態で説明した傾斜部に相当する部分が形成されていない。 (Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. FIG. 11 is a cross-sectional view showing details of a structure for attaching the cowl louver 1 to the windshield FG according to the present embodiment. FIG. 11 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment. As shown in FIG. 11, a parallel part 131, a vertical wall part (wall part) 133, and a protruding part 134 are formed in the rear part of the cover part 13 of the main body part 10 of the cowl louver 1 according to the present embodiment. Therefore, a portion corresponding to the inclined portion described in the first embodiment is not formed.
　図１２は、本実施形態に係るアタッチメント部２０の自然状態における断面図である。図１１および図１２に示すように、アタッチメント部２０は、基部２１と、下側リップ部２２と、***部２３と、上側リップ部２４と、支持部２５と、屋根部２６と、後壁部２７とを有する。これらの構成は上記第１実施形態で説明したアタッチメント部２０の対応する構成と同一であるのでその具体的説明は省略する。 FIG. 12 is a cross-sectional view of the attachment unit 20 according to the present embodiment in a natural state. As shown in FIGS. 11 and 12, the attachment portion 20 includes a base portion 21, a lower lip portion 22, a raised portion 23, an upper lip portion 24, a support portion 25, a roof portion 26, and a rear wall portion. 27. Since these structures are the same as the corresponding structure of the attachment part 20 demonstrated in the said 1st Embodiment, the specific description is abbreviate | omitted.
　また、アタッチメント部２０は、上記第１～第４実施形態で説明した乗り上げ部に相当する構成を有しておらず、代わりに前壁部（本体部壁面接触部）２９を有する。前壁部２９は屋根部２６の前端側から下方に曲線的に折れ曲がるように延設される。その他の構成は、上記第１実施形態で説明した構成と同一であるので、同一部分について同一の符号で示してその具体的説明は省略する。 Further, the attachment part 20 does not have a configuration corresponding to the riding part described in the first to fourth embodiments, and has a front wall part (main body part wall surface contact part) 29 instead. The front wall portion 29 is extended from the front end side of the roof portion 26 so as to be bent in a curved line downward. Since other configurations are the same as those described in the first embodiment, the same portions are denoted by the same reference numerals, and detailed description thereof is omitted.
　図１３Ａ～図１３Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０の配設状態を示す断面図である。図１３Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図１３Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図１３Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０の配設状態をそれぞれ示す図である。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。また、アタッチメント部２０の自然状態が図中に点線で描かれている。 FIGS. 13A to 13C are cross-sectional views showing the disposition state of the attachment portion 20 that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 13A shows the case where the gap between the cowl louver and the windshield is G1, FIG. 13B shows the case where the gap between the cowl louver and the windshield is G2, and FIG. 13C shows that the gap between the cowl louver and the windshield is G3. It is a figure which shows the arrangement | positioning state of the attachment part 20 in the case of being respectively. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3). Moreover, the natural state of the attachment part 20 is drawn with the dotted line in the figure.
　図１３Ａに示すように、カウルルーバ－フロントガラス間ギャップが広い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合）、アタッチメント部２０の支持部２５は、その上端部２５１が下端部２５２よりも後方側に位置するように、後方側に傾斜する。また、図１３Ｂに示すように、カウルルーバ－フロントガラス間ギャップが適度である場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合）、支持部２５はほぼ上下方向に直立する。さらに、図１３Ｃに示すように、カウルルーバ－フロントガラス間ギャップが狭い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合）、支持部２５は、その上端部２５１が下端部２５２よりも前方側に位置するように、前方側に傾斜する。すなわち、カウルルーバ－フロントガラス間ギャップの大きさが図１３Ａに示す大きさから図１３Ｃに示す大きさまで変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動する。また、支持部２５の揺動に伴い、屋根部２６の姿勢（撓み状態）が変化する。 As shown in FIG. 13A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support part 25 of the attachment part 20 has a lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 13B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands upright substantially in the vertical direction. Further, as shown in FIG. 13C, when the gap between the cowl louver and the windshield is narrow (when the size of the gap between the cowl louver and the windshield is G3), the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 13A to the size shown in FIG. 13C, the support portion 25 swings around the lower end portion 252 in accordance with the change. Further, as the support portion 25 swings, the posture (deflection state) of the roof portion 26 changes.
　また、図１３Ａ～図１３Ｃに示すように、アタッチメント部２０の前壁部２９が、カバー部１３の縦壁部１３３に弾性接触している。図１３Ａに示すようにカウルルーバ－フロントガラス間ギャップが広い場合、前壁部２９の撓み量は少なく、図１３Ｂに示すようにカウルルーバ－フロントガラス間ギャップが適度である場合、前壁部２９の撓み量は適度であり、図１３Ｃに示すようにカウルルーバ－フロントガラス間ギャップが狭い場合、前壁部２９の撓み量は大きい。前壁部２９の撓み量が大きいほど、前壁部２９の前後方向長さが小さい。したがって図１３Ａに示す場合における前壁部２９の前後方向長さは図１３Ｂに示す場合における前壁部２９の前後方向長さよりも長く、図１３Ｂに示す場合における前壁部２９の前後方向長さは図１３Ｃに示す場合における前壁部２９の前後方向長さよりも長い。つまり、前壁部２９の前後方向長さはカウルルーバ－フロントガラス間ギャップの大きさの変化に応じて変化する。具体的には、カウルルーバ－フロントガラス間ギャップの大きさが小さくなるほど、前壁部２９の撓み量が大きくなって、前壁部２９の前後方向長さが短くなる。 Further, as shown in FIGS. 13A to 13C, the front wall portion 29 of the attachment portion 20 is in elastic contact with the vertical wall portion 133 of the cover portion 13. When the gap between the cowl louver and the front glass is wide as shown in FIG. 13A, the amount of bending of the front wall portion 29 is small, and when the gap between the cowl louver and the front glass is moderate as shown in FIG. When the gap between the cowl louver and the windshield is narrow as shown in FIG. 13C, the amount of deflection of the front wall portion 29 is large. The front wall 29 has a smaller length in the front-rear direction as the amount of deflection of the front wall 29 increases. Therefore, the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13A is longer than the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13B, and the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. Is longer than the length in the front-rear direction of the front wall portion 29 in the case shown in FIG. 13C. That is, the length in the front-rear direction of the front wall portion 29 changes according to the change in the size of the gap between the cowl louver and the windshield. Specifically, the smaller the gap between the cowl louver and the windshield, the greater the amount of deflection of the front wall portion 29, and the shorter the longitudinal length of the front wall portion 29.
　このように、アタッチメント部２０は、カウルルーバ－フロントガラス間ギャップの大きさが図１３Ａ～図１３Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに屋根部２６の姿勢が変化し、さらに前壁部２９の撓み量が変化して前壁部２９の前後方向長さが変化するように構成される。支持部２５の揺動およびその揺動にともなう屋根部２６の姿勢変化ならびに前壁部２９の前後方向長さの変化（前壁部２９の撓み量の変化）によって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図１３Ａ～図１３Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても、常に上記ギャップを覆うことができる。 As described above, when the gap between the cowl louver and the windshield changes as shown in FIGS. 13A to 13C, the attachment portion 20 swings the support portion 25 around the lower end portion 252 in accordance with the change. At the same time, the posture of the roof portion 26 is changed, the amount of bending of the front wall portion 29 is changed, and the longitudinal length of the front wall portion 29 is changed. The gap between the cowl louver and the windshield is changed by the swing of the support portion 25 and the change in the posture of the roof portion 26 accompanying the swing and the change in the longitudinal length of the front wall portion 29 (change in the amount of deflection of the front wall portion 29). Changes in size, i.e. variations, are absorbed. In any of the cases shown in FIGS. 13A to 13C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the size of the gap between the cowl louver and the windshield varies, the gap can always be covered.
　また、本実施形態においても上記第１実施形態と同様に、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面上面ＦＧＯの上下方向高さ位置が実質的に一致するように、支持部２５の上下方向長さや屋根部２６の厚さ（上下方向長さ）が設計されている。したがって、カウルルーバ１の本体部１０とフロントガラスＦＧとがフラット状に、つまり段差を形成することなく接続される。よって意匠性が向上する。さらに、本実施形態によれば、アタッチメント部２０がカバー部１３に乗り上げることがないため、カウルルーバ１とフロントガラスＦＧとの接続部位の意匠性をより向上させることができる。さらに、本実施形態で示した構成によれば、カウルルーバ－フロントガラス間ギャップの大きさが変化した場合であっても、屋根部２６の上面２６ａの上下方向高さ位置とフロントガラスＦＧのアタッチメント部２０との接続部位における上面ＦＧＯの上下方向高さ位置との差が小さい。したがって、カウルルーバ１とフロントガラスＦＧとの接続部位におけるフラット感がより一層得られ、より一層意匠性が向上する。 Also in the present embodiment, as in the first embodiment, the vertical height position of the upper surface FGO at the connection portion between the vertical position of the upper surface 26a of the roof portion 26 and the attachment portion 20 of the windshield FG. Are designed so that the vertical length of the support portion 25 and the thickness of the roof portion 26 (vertical length) are substantially the same. Therefore, the main body 10 of the cowl louver 1 and the windshield FG are connected in a flat shape, that is, without forming a step. Therefore, the designability is improved. Furthermore, according to this embodiment, since the attachment part 20 does not run on the cover part 13, the design property of the connection part of the cowl louver 1 and the windshield FG can be improved more. Furthermore, according to the configuration shown in the present embodiment, even when the gap between the cowl louver and the windshield changes, the height position of the upper surface 26a of the roof part 26 and the attachment part of the windshield FG. The difference between the upper surface FGO and the vertical height position of the upper surface FGO at the connection site to the surface 20 is small. Therefore, a flat feeling at the connection portion between the cowl louver 1 and the windshield FG is further obtained, and the design is further improved.
（第６実施形態）
　次に、本発明の第６実施形態について説明する。図１４は、本実施形態に係るカウルルーバ２のフロントガラスＦＧへの取付構造の詳細を示す断面図である。図１４は上記第１実施形態で説明した図２に相当する断面図である。本実施形態に係るカウルルーバ２は、本体部１０とアタッチメント部２０’とを有する。本体部１０のカバー部１３の構成は上記第１実施形態に示したカバー部１３の構成と同一であるので、同一部分については同一の符号で示してその具体的説明は省略する。 (Sixth embodiment)
Next, a sixth embodiment of the present invention will be described. FIG. 14 is a cross-sectional view showing details of a structure for attaching the cowl louver 2 to the windshield FG according to the present embodiment. FIG. 14 is a cross-sectional view corresponding to FIG. 2 described in the first embodiment. The cowl louver 2 according to the present embodiment includes a main body portion 10 and an attachment portion 20 ′. Since the structure of the cover part 13 of the main body part 10 is the same as the structure of the cover part 13 shown in the first embodiment, the same parts are denoted by the same reference numerals and their detailed description is omitted.
　フロントガラスＦＧは、その前端面（前方側の端面）ＦＧＥがカバー部１３の縦壁部１３３よりも後方側に位置するように、車体に取り付けられる。そして、カウルルーバ１の本体部１０（カバー部１３）とフロントガラスＦＧとの間にアタッチメント部２０’が配設される。アタッチメント部２０’は例えばＴＰＯ、ＥＰＤＭ、塩ビ等の軟質樹脂製である。尚、図１４に示されるアタッチメント部２０’の形状は自然状態、つまりアタッチメント部２０’が外力等で変形していない状態を表す。アタッチメント部２０’も本体部１０と同様に車幅方向に長尺状に形成される。図１５は自然状態におけるアタッチメント部２０’をその長手方向に垂直な平面で切断した断面図である。 The front glass FG is attached to the vehicle body such that its front end face (front end face) FGE is located behind the vertical wall 133 of the cover part 13. And the attachment part 20 'is arrange | positioned between the main-body part 10 (cover part 13) of the cowl louver 1, and the windshield FG. The attachment part 20 'is made of a soft resin such as TPO, EPDM, or vinyl chloride. Note that the shape of the attachment portion 20 ′ shown in FIG. 14 represents a natural state, that is, a state in which the attachment portion 20 ′ is not deformed by an external force or the like. The attachment portion 20 ′ is also formed in a long shape in the vehicle width direction, like the main body portion 10. FIG. 15 is a cross-sectional view of the attachment portion 20 ′ in a natural state cut along a plane perpendicular to the longitudinal direction.
　アタッチメント部２０’は、基部２１と、下側リップ部（弾性部）２２と、***部（ガラス下面接触部）２３と、上側リップ部（ガラス下面接触部）２４と、支持部２５と、屋根部２６と、後壁部（ガラス端面接触部）２７と、乗り上げ部２８と、前側リップ部３０（車体部品接触部）とを有する。本実施形態のアタッチメント部２０’の構造は、***部２３の個数が１個であること、および、前側リップ部３０を備えること、を除き、基本的には上記第１実施形態例に示したアタッチメント部２０と同一構造である。したがって、同一部分を同一符号で示してその具体的説明は省略する。 The attachment part 20 ′ includes a base part 21, a lower lip part (elastic part) 22, a raised part (glass lower surface contact part) 23, an upper lip part (glass lower surface contact part) 24, a support part 25, and a roof. A portion 26, a rear wall portion (glass end surface contact portion) 27, a riding-up portion 28, and a front lip portion 30 (vehicle body component contact portion) are included. The structure of the attachment part 20 ′ of this embodiment is basically the same as that of the first embodiment except that the number of the raised parts 23 is one and the front lip part 30 is provided. The structure is the same as that of the attachment unit 20. Therefore, the same parts are denoted by the same reference numerals, and the detailed description thereof is omitted.
　図１５に示すように、前側リップ部３０はアタッチメント部２０’の基部２１の前方側から前方に向けて延びている。また、前側リップ部３０は、図１５に示す断面に垂直な方向に沿って長尺状に形成される。 As shown in FIG. 15, the front lip portion 30 extends forward from the front side of the base portion 21 of the attachment portion 20 ′. Further, the front lip portion 30 is formed in an elongated shape along a direction perpendicular to the cross section shown in FIG.
　また、図１４に示すように、カウルパネルＣＰの支持部ＣＰ５がアタッチメント部２０’の下方に配設されている。この支持部ＣＰ５には、その前端から上方に延びた縦壁部Ａと、縦壁部Ａの上端から前方に延びた水平壁部Ｂが形成されている。縦壁部Ａおよび水平壁部Ｂは、アタッチメント部２０’の基部２１よりも車両前方側に形成されている。縦壁部Ａと基部２１との間に前側リップ部３０が位置していて、前側リップ部３０は縦壁部Ａに弾性接触する。また、カウルパネルＣＰは車体部品である。この縦壁部Ａおよび水平壁部Ｂが本発明の車両前方部に相当する。 Further, as shown in FIG. 14, the support part CP5 of the cowl panel CP is disposed below the attachment part 20 '. The support portion CP5 is formed with a vertical wall portion A extending upward from the front end thereof and a horizontal wall portion B extending forward from the upper end of the vertical wall portion A. The vertical wall portion A and the horizontal wall portion B are formed on the vehicle front side with respect to the base portion 21 of the attachment portion 20 ′. The front lip portion 30 is located between the vertical wall portion A and the base portion 21, and the front lip portion 30 is in elastic contact with the vertical wall portion A. The cowl panel CP is a body part. The vertical wall portion A and the horizontal wall portion B correspond to the vehicle front portion of the present invention.
　図１６Ａ～図１６Ｃは、カウルルーバ－フロントガラス間ギャップの大きさ（前後方向長さ）の変化に応じて変化するアタッチメント部２０’の配設状態を示す断面図である。図１６Ａはカウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合、図１６Ｂはカウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合、図１６Ｃはカウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合、におけるアタッチメント部２０’の配設状態をそれぞれ示す図である。ここで、Ｇ１はＧ２よりも大きく、Ｇ２はＧ３よりも大きい（Ｇ１＞Ｇ２＞Ｇ３）。 FIGS. 16A to 16C are cross-sectional views showing the disposition state of the attachment portion 20 'that changes in accordance with the change in the size (length in the front-rear direction) of the gap between the cowl louver and the front glass. 16A shows a case where the gap between the cowl louver and the windshield is G1, FIG. 16B shows a case where the gap between the cowl louver and the windshield is G2, and FIG. 16C shows that the gap between the cowl louver and the windshield is G3. It is a figure which shows the arrangement | positioning state of attachment part 20 'in the case of being respectively. Here, G1 is larger than G2, and G2 is larger than G3 (G1> G2> G3).
　図１６Ａに示すように、カウルルーバ－フロントガラス間ギャップが広い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ１である場合）アタッチメント部２０’の支持部２５は、その上端部２５１が下端部２５２よりも後方側に位置するように後方側に傾斜する。また、図１６Ｂに示すように、カウルルーバ－フロントガラス間ギャップが適度である場合、（カウルルーバ－フロントガラス間ギャップの大きさがＧ２である場合）、支持部２５はほぼ上下方向に沿って直立する。さらに、図１６Ｃに示すように、カウルルーバ－フロントガラス間ギャップが狭い場合（カウルルーバ－フロントガラス間ギャップの大きさがＧ３である場合）、支持部２５は、その上端部２５１が下端部２５２よりも前方側に位置するように、前方側に傾斜する。すなわち、カウルルーバ－フロントガラス間ギャップの大きさが図１６Ａに示す大きさから図１６Ｃに示す大きさまで変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動する。また、支持部２５の揺動に伴い、屋根部２６が前後方向に変位する。 As shown in FIG. 16A, when the gap between the cowl louver and the windshield is wide (when the gap between the cowl louver and the windshield is G1), the upper end 251 of the support portion 25 of the attachment portion 20 ′ has the lower end 252. It inclines in the back side so that it may be located in the back side. Further, as shown in FIG. 16B, when the gap between the cowl louver and the windshield is moderate (when the size of the gap between the cowl louver and the windshield is G2), the support portion 25 stands upright substantially along the vertical direction. . Further, as shown in FIG. 16C, when the gap between the cowl louver and the windshield is narrow (when the size of the gap between the cowl louver and the windshield is G3), the upper end 251 of the support portion 25 is more than the lower end 252. It inclines forward so that it may be located on the front side. That is, when the size of the gap between the cowl louver and the windshield changes from the size shown in FIG. 16A to the size shown in FIG. 16C, the support portion 25 swings around the lower end portion 252 in accordance with the change. Further, as the support portion 25 swings, the roof portion 26 is displaced in the front-rear direction.
　このように、アタッチメント部２０’は、カウルルーバ－フロントガラス間ギャップの大きさが図１６Ａ～図１６Ｃに示すように変化した場合、その変化に応じて支持部２５がその下端部２５２を中心として揺動するとともに屋根部２６が前後方向に変位し、さらに乗り上げ部２８が傾斜面１３２ａ上をスライドすることにより乗り上げ部２８の乗り上げ量が変化するように構成される。支持部２５の揺動およびその揺動に伴う屋根部２６の変位ならびに乗り上げ部２８の傾斜面１３２ａ上でのスライドによって、カウルルーバ－フロントガラス間ギャップの大きさの変化、すなわちばらつきが吸収される。また、図１６Ａ～図１６Ｃに示したいずれの場合においても、屋根部２６がカウルルーバ－フロントガラス間ギャップを覆っている。したがって、カウルルーバ－フロントガラス間ギャップの大きさがばらついた場合においても常に上記ギャップを覆うことができる。 As described above, when the size of the gap between the cowl louver and the windshield changes as shown in FIGS. 16A to 16C, the attachment portion 20 ′ causes the support portion 25 to swing around the lower end portion 252 in accordance with the change. The roof portion 26 is displaced in the front-rear direction while moving, and the riding amount of the riding portion 28 is changed by the riding portion 28 sliding on the inclined surface 132a. The change in the size of the gap between the cowl louver and the windshield, that is, the variation is absorbed by the swing of the support portion 25, the displacement of the roof portion 26 accompanying the swing, and the slide on the inclined surface 132a of the riding portion 28. Further, in any case shown in FIGS. 16A to 16C, the roof portion 26 covers the gap between the cowl louver and the windshield. Therefore, even when the gap between the cowl louver and the windshield varies, the gap can always be covered.
　また、本実施形態のアタッチメント部２０’は、カウルルーバ－フロントガラス間ギャップを調整する機能を有する。特に、アタッチメント部２０’は、カウルルーバ－フロントガラス間ギャップが屋根部２６で覆い隠せない程度に広いときに、カウルルーバ－フロントガラス間ギャップを屋根部２６で覆い隠すことができる程度に狭めるようにカウルルーバをフロントガラスＦＧに近づける機能を有する。具体的には、前側リップ部３０がカウルパネルＣＰの支持部ＣＰ５の縦壁部Ａに接触することによって発生する弾性力を利用して、カウルルーバ－フロントガラス間ギャップが調整される。 Further, the attachment part 20 'of the present embodiment has a function of adjusting the gap between the cowl louver and the front glass. In particular, when the gap 20a between the cowl louver and the windshield is not wide enough to be covered with the roof part 26, the attachment part 20 'has a cowl louver so that the gap between the cowl louver and the windshield can be covered with the roof part 26. Has a function of bringing the glass closer to the windshield FG. Specifically, the gap between the cowl louver and the windshield is adjusted by using the elastic force generated when the front lip portion 30 contacts the vertical wall portion A of the support portion CP5 of the cowl panel CP.
　図１７Ａは、カウルルーバ－フロントガラス間ギャップが調整される前のアタッチメント部２０’の配設状態を示す断面図であり、図１７Ｂはカウルルーバ－フロントガラス間ギャップが調整された後のアタッチメント部２０’の配設状態を示す断面図である。図１７Ａに示す状態では、フロントガラスＦＧに対してカウルルーバ２がかなり前側に配置されているため、カウルルーバ－フロントガラス間ギャップＧ４がかなり大きく、アタッチメント部２０’の屋根部２６の前後方向長さよりも長い。このため屋根部２６によりカウルルーバ－フロントガラス間ギャップを全て覆い隠すことができない。その結果、アタッチメント部２０’の後壁部２７とフロントガラスＦＧの前端面ＦＧＥとの間に隙間が形成される。 FIG. 17A is a cross-sectional view showing an arrangement state of the attachment part 20 ′ before the cowl louver-front glass gap is adjusted, and FIG. 17B is an attachment part 20 ′ after the cowl louver-winder gap is adjusted. It is sectional drawing which shows the arrangement | positioning state. In the state shown in FIG. 17A, since the cowl louver 2 is arranged on the front side with respect to the windshield FG, the gap G4 between the cowl louver and the windshield is considerably large, which is longer than the longitudinal length of the roof portion 26 of the attachment portion 20 ′. long. For this reason, the entire gap between the cowl louver and the windshield cannot be covered by the roof portion 26. As a result, a gap is formed between the rear wall portion 27 of the attachment portion 20 ′ and the front end face FGE of the windshield FG.
　また、カウルルーバ２がフロントガラスＦＧに対してかなり前側に配置されることにより、車体側に固定されたカウルパネルＣＰの縦壁部Ａとアタッチメント部２０’の基部２１との間の隙間が狭まる。このため基部２１の前側に形成されている前側リップ部３０が縦壁部Ａに押し付けられて大きく撓む。このとき前側リップ部３０が縦壁部Ａに弾性接触することより生じた弾性力の反力が図１７Ａの矢印Ｘで示すように後方側に働く。この反力がアタッチメント部２０’に作用することで、アタッチメント部２０’がカウルパネルＣＰの縦壁部Ａから押し返されるとともにカウルルーバ２がフロントガラスＦＧ側に引き寄せられるように後方に移動する。このためカウルルーバ－フロントガラス間ギャップが小さくされる。そして、カウルルーバ２が図１７Ｂに示す位置まで後方に移動して、カウルルーバ－フロントガラス間ギャップがＧ５まで減少したときにアタッチメント部２０’の後壁部２７がフロントガラスＦＧの前端面ＦＧＥに当接する。このためカウルルーバ－フロントガラス間ギャップはアタッチメント部２０の屋根部２６に完全に覆われる。 Further, since the cowl louver 2 is arranged on the front side with respect to the windshield FG, a gap between the vertical wall portion A of the cowl panel CP fixed to the vehicle body side and the base portion 21 of the attachment portion 20 'is narrowed. For this reason, the front lip portion 30 formed on the front side of the base portion 21 is pressed against the vertical wall portion A and is greatly bent. At this time, the reaction force of the elastic force generated by the front lip 30 elastically contacting the vertical wall A acts on the rear side as indicated by the arrow X in FIG. 17A. When this reaction force acts on the attachment portion 20 ', the attachment portion 20' is pushed back from the vertical wall portion A of the cowl panel CP, and the cowl louver 2 moves rearward so as to be drawn toward the windshield FG. For this reason, the gap between the cowl louver and the windshield is reduced. When the cowl louver 2 moves rearward to the position shown in FIG. 17B and the gap between the cowl louver and the windshield decreases to G5, the rear wall 27 of the attachment part 20 ′ comes into contact with the front end face FGE of the windshield FG. . For this reason, the gap between the cowl louver and the windshield is completely covered by the roof portion 26 of the attachment portion 20.
　このように、本実施形態によれば、前側リップ部３０がカウルパネルＣＰの縦壁部Ａと接触することにより発生する弾性力の反力がアタッチメント部２０’に作用する。アタッチメント部２０’を有するカウルルーバ２はこの反力によってフロントガラスＦＧ側に引き寄せられて、カウルルーバ－フロントガラス間ギャップが狭められる。このため屋根部２６によりカウルルーバ－フロントガラス間ギャップを覆い隠すことができる。 Thus, according to the present embodiment, the reaction force of the elastic force generated when the front lip portion 30 contacts the vertical wall portion A of the cowl panel CP acts on the attachment portion 20 '. The cowl louver 2 having the attachment portion 20 'is attracted to the windshield FG side by this reaction force, and the gap between the cowl louver and the windshield is narrowed. For this reason, the gap between the cowl louver and the windshield can be covered by the roof portion 26.
（第７実施形態）
　次に、本発明の第７実施形態について説明する。図１８は、本実施形態に係るカウルルーバ３のフロントガラスＦＧへの取付構造の詳細を示す断面図である。本実施形態に係るカウルルーバ３は、本体部１０とアタッチメント部２０”とを有する。本体部１０のカバー部１３の構成は上記第１実施形態に示したカバー部１３の構成と同一であるので、同一部分については同一の符号で示してその具体的説明は省略する。 (Seventh embodiment)
Next, a seventh embodiment of the present invention will be described. FIG. 18 is a cross-sectional view showing details of a structure for attaching the cowl louver 3 to the windshield FG according to the present embodiment. The cowl louver 3 according to the present embodiment has a main body 10 and an attachment 20 ″. Since the configuration of the cover 13 of the main body 10 is the same as the configuration of the cover 13 shown in the first embodiment, About the same part, it shows with the same code | symbol and the concrete description is abbreviate | omitted.
　また、アタッチメント部２０”は、前側リップ部３０に突起（係合部）３０ａが形成されていることを除き、上記第６実施形態で説明したアタッチメント部２０’と基本的に同一構造である。したがって、同一部分については同一の符号で示してその具体的説明は省略する。 Further, the attachment part 20 ″ has basically the same structure as the attachment part 20 ′ described in the sixth embodiment except that a protrusion (engagement part) 30a is formed on the front lip part 30. Therefore, the same parts are denoted by the same reference numerals, and a specific description thereof is omitted.
　突起３０ａは、図１８に示すように、前側リップ部３０が縦壁部Ａに接触する部分に形成されており、縦壁部Ａに係合する。この係合によって前側リップ部３０が縦壁部Ａに押し付けられて弾性力を発生している状態が維持される。このためカウルルーバ３をフロントガラスＦＧに組付けた後に前側リップ部３０が縦壁部Ａから外れることが防止される。よって、前側リップ部３０の弾性力の反力を、確実にアタッチメント部２０”に伝えることができる。 As shown in FIG. 18, the protrusion 30 a is formed in a portion where the front lip portion 30 contacts the vertical wall portion A and engages with the vertical wall portion A. By this engagement, the state where the front lip portion 30 is pressed against the vertical wall portion A and generates elastic force is maintained. For this reason, it is prevented that the front lip portion 30 is detached from the vertical wall portion A after the cowl louver 3 is assembled to the windshield FG. Therefore, the reaction force of the elastic force of the front lip portion 30 can be reliably transmitted to the attachment portion 20 ″.
　以上のように、第１～第７実施形態に示したカウルルーバは、フードパネルＨＰ側からフロントガラスＦＧ側に向かって延在する本体部１０と、本体部１０とフロントガラスＦＧとの間に配設されるアタッチメント部２０（２０’，２０”）とを備える。アタッチメント部２０（２０’，２０”）は、本体部１０に形成された突出部１３４に嵌合する凹部２１１が形成された基部２１と、本体部１０のカバー部１３の縦壁部１３３とフロントガラスＦＧとの間に形成されるカウルルーバ－フロントガラス間ギャップを覆う屋根部２６と、基部２１および屋根部２６に接続し屋根部２６を支持する支持部２５と、フロントガラスＦＧの下面ＦＧＩに弾性接触する***部２３および上側リップ部２４と、屋根部２６から後方側に延設されフロントガラスＦＧの前端面ＦＧＥに弾性接触する後壁部２７とを備える。支持部２５は、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて下端部２５２を中心として揺動するように構成される。そして、屋根部２６の上面２６ａの上下方向高さ位置がフロントガラスＦＧの上面ＦＧＯの上下方向高さ位置と等しくなるように屋根部２６が構成されている。 As described above, the cowl louver shown in the first to seventh embodiments is disposed between the main body 10 extending from the hood panel HP side toward the windshield FG, and between the main body 10 and the windshield FG. The attachment portion 20 (20 ′, 20 ″) is provided. The attachment portion 20 (20 ′, 20 ″) is a base portion in which a recess 211 that fits into the protruding portion 134 formed in the main body portion 10 is formed. 21, a roof portion 26 covering a gap between the cowl louver and the windshield formed between the vertical wall portion 133 of the cover portion 13 of the main body portion 10 and the windshield FG, and a roof portion connected to the base portion 21 and the roof portion 26. 26, a raised portion 23 and an upper lip portion 24 that are in elastic contact with the lower surface FGI of the windshield FG, and a chlorofluorocarbon that extends rearward from the roof portion 26. And a rear wall portion 27 which elastically contacts the front end surface FGE glass FG. The support portion 25 is configured to swing around the lower end portion 252 in accordance with a change in the size of the gap between the cowl louver and the windshield. And the roof part 26 is comprised so that the up-down direction height position of the upper surface 26a of the roof part 26 may become equal to the up-down direction height position of the upper surface FGO of the windshield FG.
　本発明の各実施形態によれば、アタッチメント部２０（２０’，２０”）の屋根部２６の上面２６ａの高さ位置がフロントガラスＦＧのアタッチメント部２０（２０’，２０”）との接続部位における上面ＦＧＯの上下方向高さ位置と一致するように構成されているので、カウルルーバ１（アタッチメント部２０）とフロントガラスＦＧとの接続部位（境界部位）がフラット状に形成される。その結果、意匠性が向上する。また、カウルルーバ１とフロントガラスＦＧとの接続部位に段差が形成されないため、段差によりワイパーＷＩの機能が損なわれるといった不具合が発生しない。 According to each embodiment of the present invention, the height position of the upper surface 26a of the roof portion 26 of the attachment portion 20 (20 ′, 20 ″) is the connection site with the attachment portion 20 (20 ′, 20 ″) of the windshield FG. Since the upper surface FGO is configured to coincide with the vertical position of the upper surface FGO, a connection portion (boundary portion) between the cowl louver 1 (attachment portion 20) and the windshield FG is formed in a flat shape. As a result, design properties are improved. Further, since no step is formed at the connection portion between the cowl louver 1 and the windshield FG, there is no problem that the function of the wiper WI is impaired by the step.
　また、アタッチメント部２０（２０’，２０”）の屋根部２６を支持する支持部２５が、カウルルーバ－フロントガラス間ギャップの大きさの変化に応じて下端部２５２を中心として揺動するように構成されている。したがって、カウルルーバ－フロントガラス間ギャップの大きさのばらつきは、支持部２５が揺動し、その揺動に伴って屋根部２６が変動することで吸収される。故に、上記ギャップの大きさがばらついた場合においても、常にカウルルーバ－フロントガラス間ギャップが屋根部２６により覆われる。 Further, the support portion 25 that supports the roof portion 26 of the attachment portion 20 (20 ′, 20 ″) is configured to swing around the lower end portion 252 in accordance with a change in the size of the gap between the cowl louver and the windshield. Therefore, the variation in the size of the gap between the cowl louver and the windshield is absorbed by the swinging of the support portion 25 and the fluctuation of the roof portion 26 along with the swinging. Even when the size varies, the gap between the cowl louver and the windshield is always covered by the roof portion 26.
　特に、カウルルーバ１が車体（例えばカウルパネル）に固定される場合、フロントガラスＦＧの寸法誤差や取付誤差等によってカウルルーバ－フロントガラス間ギャップの大きさがばらつく可能性が高い。本実施形態で説明したカウルルーバはこのような場合に上記ばらつきを吸収することができるように構成されているので、上記ばらつきを修正する作業を要さない。よって、作業性を向上させることもできる。 In particular, when the cowl louver 1 is fixed to the vehicle body (for example, a cowl panel), there is a high possibility that the size of the gap between the cowl louver and the windshield varies due to a dimensional error or mounting error of the windshield FG. Since the cowl louver described in the present embodiment is configured to be able to absorb the variation in such a case, the work for correcting the variation is not required. Therefore, workability can also be improved.
　また、上記した特許文献１および特許文献２に記載のカウルルーバの取付構造によれば、カウルルーバをフロントガラスに取り付けるための部材（アタッチメント部）がフロントガラス側に固定されている。例えば特許文献１によれば、成形体がフロントガラスの内側面に接着材を介して固定されている。ガラス製品に樹脂等の成形体を固定する場合、ガラス表面を脱脂洗浄し、その後にプライマー等を塗布しなければならない。このため組み付け工数が増加してコストアップを招く。また、特許文献１によれば、カウルルーバを車体に取り付ける際に、フロントガラスに取り付けられた成形体のフック部にカウルルーバの後端部のリブを正確に差し込まなければならないので作業性が悪い。 Further, according to the cowl louver mounting structure described in Patent Document 1 and Patent Document 2 described above, a member (attachment portion) for mounting the cowl louver to the windshield is fixed to the windshield side. For example, according to Patent Document 1, the molded body is fixed to the inner side surface of the windshield via an adhesive. When fixing a molded body such as a resin to a glass product, the glass surface must be degreased and washed, and then a primer or the like must be applied. For this reason, the assembly man-hour increases and the cost increases. Further, according to Patent Document 1, when the cowl louver is attached to the vehicle body, the workability is poor because the rib at the rear end of the cowl louver must be accurately inserted into the hook portion of the molded body attached to the windshield.
　これに対して本実施形態で説明したアタッチメント部２０（２０’，２０”）は、フロントガラスＦＧに弾性接触しているだけであり、フロントガラスＦＧに固定されていない。したがって、フロントガラス表面の脱脂洗浄工程やプライマー塗布工程を要しない。また、カウルルーバの本体部１０とアタッチメント部２０（２０’，２０”）の取り付け作業を、カウルルーバを車体に取り付ける前に実施することができる。そして、アタッチメント部２０（２０’，２０”）が本体部１０に取り付けられたカウルルーバを車体に組み付けることにより、カウルルーバの車体への組み付けが完了する。カウルルーバの車体への組み付け時には本体部１０へのアタッチメント部２０（２０’，２０”）の取り付け作業は完了しているので、簡単にカウルルーバを車体に取り付けることができる。したがって、カウルルーバを車体に取り付ける際の作業性を向上させることもできる。 On the other hand, the attachment part 20 (20 ′, 20 ″) described in the present embodiment is only in elastic contact with the windshield FG and is not fixed to the windshield FG. A degreasing and cleaning step and a primer application step are not required, and the attaching operation of the cowl louver main body 10 and the attachment portion 20 (20 ', 20 ") can be performed before the cowl louver is attached to the vehicle body. Then, the assembly of the cowl louver to the vehicle body is completed by assembling the cowl louver to which the attachment unit 20 (20 ′, 20 ″) is attached to the body unit 10. The assembly of the cowl louver to the vehicle body is completed. Since the attachment work of the attachment portion 20 (20 ′, 20 ″) has been completed, the cowl louver can be easily attached to the vehicle body. Therefore, workability when attaching the cowl louver to the vehicle body can be improved.
　また、上記第６実施形態及び第７実施形態によれば、アタッチメント部２０’（２０”）の基部２１に前側リップ部３０が形成されており、この前側リップ部３０がカウルパネルＣＰの支持部ＣＰ５の縦壁部Ａ（車両前方部）に弾性接触するように構成されている。したがって、カウルルーバ－フロントガラス間ギャップが屋根部２６で覆いきれないほど広く、後壁部２７とフロントガラスＦＧとの間に隙間が生じてしまうような場合であっても、前側リップ部３０と縦壁部Ａの弾性接触によって生じる弾性力の反力がアタッチメント部に作用することでカウルルーバ２がフロントガラスＦＧ側に引き寄せられる。このためカウルルーバ－フロントガラス間ギャップが狭められて、屋根部２６によりカウルルーバ－フロントガラス間ギャップを覆うことができる。 Further, according to the sixth embodiment and the seventh embodiment, the front lip portion 30 is formed on the base portion 21 of the attachment portion 20 ′ (20 ″), and the front lip portion 30 is the support portion of the cowl panel CP. It is configured to elastically contact the vertical wall portion A (the vehicle front portion) of CP 5. Therefore, the gap between the cowl louver and the windshield cannot be covered with the roof portion 26, and the rear wall portion 27 and the windshield FG Even if a gap is generated between the cowl louver 2 and the cowl louver 2 on the windshield FG side, the reaction force of the elastic force generated by the elastic contact between the front lip portion 30 and the vertical wall portion A acts on the attachment portion. For this reason, the gap between the cowl louver and the windshield is narrowed, and the roof 26 reduces the gap between the cowl louver and the windshield. It can be covered.
　以上、本発明の実施形態について説明したが、本発明は上記実施形態に限定して解釈されるものではない。例えば、上記実施形態においては、フロントガラスと車体のフードパネルとの間にカウルルーバを取り付ける例について説明したが、フロントガラス以外のウインドウガラスと車体との間にカウルルーバを取り付ける際に本発明を適用してもよい。 As mentioned above, although embodiment of this invention was described, this invention is limited to the said embodiment and is not interpreted. For example, in the above embodiment, an example in which the cowl louver is attached between the windshield and the hood panel of the vehicle body has been described. May be.
　また、アタッチメント部に備えられている下側リップ部２２に、カウルルーバの上下方向高さ位置を調節する機能を持たせても良い。例えば、下側リップ部２２がカウルパネルＣＰの支持部ＣＰ５に接触することによって発生する弾性力の反力を利用して、カウルルーバの上下方向高さ位置を調整するように構成してもよい。 Further, the lower lip portion 22 provided in the attachment portion may have a function of adjusting the height position of the cowl louver in the vertical direction. For example, the vertical height position of the cowl louver may be adjusted using the reaction force of the elastic force generated when the lower lip portion 22 contacts the support portion CP5 of the cowl panel CP.
　図１９Ａは、下側リップ部２２によりカウルルーバの上下方向高さ位置が調整される前のアタッチメント部２０’の配設状態を示す断面図であり、図１９Ｂはカウルルーバの上下方向高さ位置が調整された後の状態を示す断面図である。図１９Ａに示す状態では、フロントガラスＦＧに対してカウルルーバ２がかなり下方に配置されているため、フロントガラスＦＧとアタッチメント部２０’との境界部分に段差が形成されている。 FIG. 19A is a cross-sectional view showing an arrangement state of the attachment portion 20 ′ before the vertical height position of the cowl louver is adjusted by the lower lip portion 22, and FIG. It is sectional drawing which shows the state after being done. In the state shown in FIG. 19A, since the cowl louver 2 is disposed considerably below the windshield FG, a step is formed at the boundary between the windshield FG and the attachment portion 20 '.
　また、カウルルーバ２がフロントガラスＦＧに対してかなり下方に配置されることにより、車体側に固定されたカウルパネルＣＰの支持部ＣＰ５に下側リップ部２２が弾性接触するとともに下側リップ部２２が支持部ＣＰ５に押し付けられて大きく撓む。下側リップ部２２が支持部ＣＰ５に弾性接触することより生じた弾性力の反力は、図１９Ａの矢印Ｙで示すように上方方向に働く。この反力がアタッチメント部２０’に作用することで、カウルルーバ２が上方に移動する。このため図１９Ｂに示すようにアタッチメント部２０’の屋根部２６も上方に移動して、フロントガラスＦＧとアタッチメント部２０’がフラット状に接続される。 Further, since the cowl louver 2 is arranged considerably below the windshield FG, the lower lip portion 22 comes into elastic contact with the support portion CP5 of the cowl panel CP fixed to the vehicle body side, and the lower lip portion 22 The support part CP5 is pressed and greatly bent. The reaction force of the elastic force generated by the lower lip portion 22 elastically contacting the support portion CP5 works in the upward direction as indicated by an arrow Y in FIG. 19A. The reaction force acts on the attachment portion 20 ′, so that the cowl louver 2 moves upward. For this reason, as shown to FIG. 19B, the roof part 26 of the attachment part 20 'also moves upwards, and the windshield FG and the attachment part 20' are connected in a flat shape.
　また、本発明のアタッチメント部は、カウルルーバとウインドウガラスとの取付部材のみならず、二つの部材をフラットに接続する部材として利用することも考えられる。例えば車両のモール部材をウインドウガラスにフラット状に接続するために、本発明のアタッチメント部を用いてもよい。 Also, the attachment part of the present invention can be used not only as an attachment member for the cowl louver and the window glass but also as a member for connecting two members flatly. For example, the attachment part of the present invention may be used to connect the molding member of the vehicle to the window glass in a flat shape.
　本開示内容から、以下の発明を把握することができる。
　第１の部材と平板状の第２の部材との間に配設される取付部材であって、
　前記第１の部材に嵌合する基部と、
　前記第１の部材と前記第２の部材との間に形成される隙間を覆う屋根部と、
　前記基部および前記屋根部に接続し、前記屋根部を支持する支持部と、
　前記屋根部から延設され前記第２の部材の端面のうち前記アタッチメント部に面する端面に弾性接触する接触部と、を備え、
　前記支持部は、前記第１の部材と前記第２の部材との間に形成される前記隙間の大きさの変化に応じて前記基部に接続する部分を中心として揺動するように構成され、
　前記屋根部の上面の高さ位置と前記第２の部材の外表面の高さ位置とが一致するように前記屋根部が構成されている、取付部材。 The following invention can be grasped from the present disclosure.
An attachment member disposed between the first member and the flat plate-like second member,
A base that fits into the first member;
A roof portion covering a gap formed between the first member and the second member;
A support part connected to the base part and the roof part and supporting the roof part;
A contact portion extending from the roof portion and elastically contacting an end surface of the second member facing the attachment portion among the end surfaces of the second member;
The support portion is configured to swing around a portion connected to the base portion according to a change in the size of the gap formed between the first member and the second member,
The mounting member, wherein the roof portion is configured such that the height position of the upper surface of the roof portion matches the height position of the outer surface of the second member.

Claims (9)

  1. 　車体のフードパネル側から前記ウインドウガラス側に向かって延在する本体部と、
    　前記本体部と前記ウインドウガラスとの間に配設されるアタッチメント部と、を備え、
    　前記アタッチメント部が、
    　前記本体部に嵌合する基部と、
    　前記本体部と前記ウインドウガラスとの間に形成される隙間を覆う屋根部と、
    　前記基部および前記屋根部に接続し、前記屋根部を支持する支持部と、
    　前記屋根部から延設され前記ウインドウガラスの端面のうち前記アタッチメント部に面する端面に弾性接触するガラス端面接触部と、を備え、
    　前記支持部は、前記本体部と前記ウインドウガラスとの間に形成される前記隙間の大きさの変化に応じて前記基部に接続する部分を中心として揺動するように構成され、
    　前記屋根部の上面の高さ位置と前記ウインドウガラスの上面の高さ位置とが一致するように前記屋根部が構成されている、カウルルーバ。     A main body extending from the hood panel side of the vehicle body toward the window glass side;
    An attachment portion disposed between the main body portion and the window glass,
    The attachment part is
    A base that fits into the body,
    A roof portion covering a gap formed between the main body portion and the window glass;
    A support part connected to the base part and the roof part and supporting the roof part;
    A glass end surface contact portion extending from the roof portion and elastically contacting an end surface facing the attachment portion of the end surface of the window glass,
    The support portion is configured to swing around a portion connected to the base portion according to a change in the size of the gap formed between the main body portion and the window glass,
    A cowl louver in which the roof portion is configured such that the height position of the upper surface of the roof portion coincides with the height position of the upper surface of the window glass.
  2. 　請求項１に記載のカウルルーバにおいて、
    　車体部品における前記基部よりも車両前方側に位置している車両前方部に弾性的に接触する車体部品接触部を有し、
    　前記車体部品接触部は、前記車両前方部に接触することにより発生する弾性力の反力により前記アタッチメント部が前記ウインドウガラス側に向かう方向に力を受けるように、前記基部に設けられている、カウルルーバ。     The cowl louver according to claim 1, wherein
    A vehicle body component contact portion that elastically contacts a vehicle front portion located on the vehicle front side of the base portion in the vehicle body component;
    The vehicle body component contact portion is provided on the base portion so that the attachment portion receives a force in a direction toward the window glass side by a reaction force of an elastic force generated by contacting the vehicle front portion. Cowl louva.
  3. 　請求項１または２に記載のカウルルーバにおいて、
    　前記アタッチメント部は樹脂製であり、自然状態であるときに前記支持部が前記ウインドウガラス側に傾斜している、カウルルーバ。     The cowl louver according to claim 1 or 2,
    The cowl louver, wherein the attachment portion is made of resin, and the support portion is inclined toward the window glass when in a natural state.
  4. 　請求項１乃至３のいずれか１項に記載のカウルルーバにおいて、
    　前記アタッチメント部は、前記屋根部か　ら延設され前記本体部に乗り上げる乗り上げ部をさらに備える、カウルルーバ。     The cowl louver according to any one of claims 1 to 3,
    The attachment part further includes a riding part that extends from the roof part and rides on the main body part.
  5. 　請求項４に記載のカウルルーバにおいて、
    　前記本体部は、前記ウインドウガラス側に向かうにつれて前記ウインドウガラスの上面側から下面側に向けて傾斜した傾斜面を有し、
    　前記乗り上げ部が前記傾斜面に乗り上げる、カウルルーバ。     In the cowl louver according to claim 4,
    The main body has an inclined surface that is inclined from the upper surface side to the lower surface side of the window glass toward the window glass side,
    A cowl louver where the ride-up portion rides on the inclined surface.
  6. 　請求項４に記載のカウルルーバにおいて、
    　前記本体部は、前記ウインドウガラスの上面の高さ位置と等しい高さ位置に形成された第１平行面と、前記第１平行面の前記ウインドウガラス寄りの端部に形成され前記ウインドウガラスの上面側から下面側に向かう方向に延びた段差面と、前記段差面の下方端部から前記ウインドウガラスに向かう方向に延び、前記ウインドウガラスの上面と平行な第２平行面とを有し、
    　前記乗り上げ部が前記第２平行面に乗り上げる、カウルルーバ。     In the cowl louver according to claim 4,
    The main body is formed at a first parallel surface formed at a height position equal to a height position of the upper surface of the window glass, and at an end portion of the first parallel surface near the window glass, and an upper surface of the window glass. A step surface extending in a direction from the side toward the lower surface side, a second parallel surface extending in a direction from the lower end of the step surface toward the window glass and parallel to the upper surface of the window glass,
    A cowl louver, wherein the ride-up portion rides on the second parallel surface.
  7. 　請求項４に記載のカウルルーバにおいて、
    　前記本体部は、前記ウインドウガラスの上面に平行な平行面を有し、
    　前記乗り上げ部が前記平行面に乗り上げる、カウルルーバ。     In the cowl louver according to claim 4,
    The main body has a parallel surface parallel to the upper surface of the window glass,
    A cowl louver where the ride-up portion rides on the parallel plane.
  8. 　請求項１乃至３のいずれか１項に記載のカウルルーバにおいて、
    　前記本体部は、前記ウインドウガラスの端面に面する壁部を有し、
    　前記アタッチメント部は、前記屋根部から延設されるとともに前記本体部の前記壁部に弾性接触する本体部壁面接触部を有する、カウルルーバ。     The cowl louver according to any one of claims 1 to 3,
    The main body has a wall facing the end surface of the window glass,
    The attachment part is a cowl louver that extends from the roof part and has a body part wall surface contact part that elastically contacts the wall part of the body part.
  9. 　請求項２に記載のカウルルーバにおいて、
    　前記車体部品接触部には、前記車両前方部に係合する係合部が形成されている、カウルルーバ。     The cowl louver according to claim 2,
    The cowl louver is formed with an engagement portion that engages with the vehicle front portion at the vehicle body component contact portion.
PCT/JP2012/079735 2011-11-17 2012-11-16 Cowl louver WO2013073649A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011251562A JP2015024664A (en) 2011-11-17 2011-11-17 Cowl louver
JP2011-251562 2011-11-17

Publications (1)

Publication Number Publication Date
WO2013073649A1 true WO2013073649A1 (en) 2013-05-23

Family

ID=48429702

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/079735 WO2013073649A1 (en) 2011-11-17 2012-11-16 Cowl louver

Country Status (2)

Country Link
JP (1) JP2015024664A (en)
WO (1) WO2013073649A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015157527A (en) * 2014-02-24 2015-09-03 株式会社イノアックコーポレーション Windshield lower molding
JP2015157528A (en) * 2014-02-24 2015-09-03 株式会社イノアックコーポレーション Windshield lower molding
JP2016132257A (en) * 2015-01-15 2016-07-25 トヨタ自動車株式会社 Wind shield glass fastening structure
US9649913B2 (en) 2015-01-21 2017-05-16 Toyota Motor Engineering & Manufacturing North America, Inc. Cowl louver clip assemblies for cowl louver structures for supporting windshields
CN107618572A (en) * 2016-07-13 2018-01-23 通用汽车环球科技运作有限责任公司 Ventilation module for vehicle car cap assemblies

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6898614B2 (en) * 2016-06-16 2021-07-07 片山工業株式会社 Cowl grill and windshield connection structure and cowl grill molding

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010264868A (en) * 2009-05-14 2010-11-25 Toyota Motor Corp Cowl louver structure for vehicle
JP2011140279A (en) * 2010-01-08 2011-07-21 Aisin Chemical Co Ltd Cowl louver for vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010264868A (en) * 2009-05-14 2010-11-25 Toyota Motor Corp Cowl louver structure for vehicle
JP2011140279A (en) * 2010-01-08 2011-07-21 Aisin Chemical Co Ltd Cowl louver for vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015157527A (en) * 2014-02-24 2015-09-03 株式会社イノアックコーポレーション Windshield lower molding
JP2015157528A (en) * 2014-02-24 2015-09-03 株式会社イノアックコーポレーション Windshield lower molding
JP2016132257A (en) * 2015-01-15 2016-07-25 トヨタ自動車株式会社 Wind shield glass fastening structure
US9649913B2 (en) 2015-01-21 2017-05-16 Toyota Motor Engineering & Manufacturing North America, Inc. Cowl louver clip assemblies for cowl louver structures for supporting windshields
CN107618572A (en) * 2016-07-13 2018-01-23 通用汽车环球科技运作有限责任公司 Ventilation module for vehicle car cap assemblies

Also Published As

Publication number Publication date
JP2015024664A (en) 2015-02-05

Similar Documents

Publication Publication Date Title
WO2013073649A1 (en) Cowl louver
JP4836917B2 (en) Vehicle door mirror mounting structure
JP5660844B2 (en) Automotive wiper blade
CN103153760B (en) Vehicle cowl upper locating structure
JP5949524B2 (en) Side door structure for vehicles
JP2007296897A (en) Glass run
US10696244B2 (en) Exterior structure of vehicle door
JP6861532B2 (en) Vehicle door exterior structure
JP4500858B2 (en) Resin garnish mounting structure
JP2007069825A (en) Front bodywork of automobile
JP4602871B2 (en) Structure of the joint between the front pillar trim and the instrument panel
JP6147803B2 (en) Vehicle structure
JP2013082408A (en) Belt molding, pillar garnish, and belt molding assembly
JP5032876B2 (en) Mounting structure for automotive weather strip
JP6084980B2 (en) Garnish with molding and door for vehicles equipped with the same
KR102440731B1 (en) the support structure for the roof of the vehicle
JP4635656B2 (en) Body front structure
JP4973998B2 (en) Fender top cover mounting structure
JP5687876B2 (en) Sash molding mounting structure
JP4501871B2 (en) Fender panel structure
KR100828616B1 (en) Structure for combination sunroof ring reinf of automobile
JP2008037164A (en) Rear door structure of vehicle
JP2010006214A (en) Cowl louver
JP2019093853A (en) Vehicle body structure
JP4572765B2 (en) Door seal structure

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12850443

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12850443

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP