JP2006231945A - Cowl top cover - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cowl top cover which can absorb an impact energy by an impact load which is applied to a hood and a windshield, i. e., to a section between the hood and the windshield. <P>SOLUTION: The cowl top cover 1 which is arranged between the hood 2 and the windshield 4 comes into contact with a hood insulator 7 through a seal member 8, and is engaged with the windshield 4 by a combining section 1b. The fixing section 1a of the cowl top cover 1 is supported and fixed by a cowl front 6 which constitutes a part of an air box 22, and a protuberance-like section 11 is formed between the fixing section 1a and the combining section 1b. The protuberance-like section 11 has a first bent protruding section 12 and a second bent protruding section 16, and the rigidity of rear wall sections 14 and 18 is formed to be weaker than the rigidity of corresponding front wall sections 13 and 17. Thus, an almost total part of the impart energy of the impact load 10 which interacts with the section between the hood 2 and the windshield 4 can be absorbed by a deformation of the protuberance-like section 11 to the windshield 4 side. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a cowl top cover that is disposed between a windshield and a hood of a vehicle, closes between the two, and also functions as an air box cover.

  2. Description of the Related Art Conventionally, a cowl top used in a vehicle defines an engine room and a vehicle compartment, and is disposed as an air box that takes outside air into the vehicle interior. The cowl top has a cowl top cover that is disposed between the windshield of the vehicle and the hood, closes between the two, and covers the air box.

  The engine room of the vehicle is covered with a hood called a hood, and a cowl top extending in the vehicle width direction is disposed in the vicinity of the rear end of the hood. The hood is generally formed by molding a thin sheet metal. For this reason, when the hood receives an impact load from the upper side to the lower side, the part of the hood is recessed and plastically deformed, so that the impact energy can be absorbed.

  When an impact load is applied from the upper side to the lower side of the hood, it has been proposed to absorb the impact energy by deforming the cowl top in addition to the deformation of the hood. For example, an automobile cowl structure (see Patent Document 1), an automobile cowl box (see Patent Document 2), and the like have been proposed.

  The cowl structure as Conventional Example 1 described in Patent Document 1 has a configuration as shown in FIG. On the lower surface side of the hood 30 of the vehicle body, a hood insulator 31 having a hat shape with an opening facing upward is disposed and fixed. The cowl 32 extending in the vehicle width direction includes a cowl front 33, a cowl inner 34, and a cowl outer 35.

  A flange 34B is formed on the lower end portion of the vertical wall portion 34A of the cowl inner 34 toward the front, and the flange 34B is welded to the front end edge portion 35B of the lower wall portion 35A of the cowl outer 35. A flange 35D is formed at the upper end portion of the vertical wall portion 35C of the cowl outer 35 toward the rear, and the flange 35D is welded to the rear end edge portion 34D of the upper wall portion 34C of the cowl inner 34.

  A flange 36A formed forward to the upper end of the dash panel 36 is welded to the front end edge 35B of the lower wall 35A of the cowl outer 35, and the rear end edge 35E of the lower wall 35A of the cowl outer 35 is attached to the front end edge 35B. The upper edge 37A of the dash panel reinforcement 37 is welded.

  A rear end edge portion 33B of the lower wall portion 33A of the cowl front 33 is fixed to a flange 34B of the cowl inner 34 via a seal material 44. A flange 33D is formed at the upper end of the vertical wall portion 33C of the cowl front 33 toward the front. On the flange 33D of the cowl front 33, a hood seal mounting means 39 provided at the front portion of the cowl louver 38 is placed. The flange 33D of the cowl front 33 and the hood seal attaching means 39 are connected by a clip 40 provided at a predetermined interval in the vehicle width direction.

  The hood seal attaching means 39 is integrated with the cowl louver 38 and is made of resin. At the rear end portion of the cowl louver 38, a sandwiching coupling portion 38A is formed, and the sandwiching coupling portion 38A is coupled with the lower end edge portion 41A of the windshield 41 sandwiched therebetween.

  The side cross-sectional shape of the hood seal attaching means 39 is a concave shape, and ribs 42 connecting the front wall portion 39A and the rear wall portion 39B are provided at predetermined intervals along the vehicle width direction inside the concave shape. Is formed. The rib 42 gradually decreases in thickness T from the vehicle front side 42A toward the vehicle rear side 42B, and has a trapezoidal cross-sectional shape. For this reason, the rib 42 is most easily broken at the end of the vehicle rear side 42B as compared with other parts.

  When a load acts on the hood 30 from substantially upward to substantially downward (in the direction of arrow A in FIG. 8), the load acts on the hood seal attachment means 39 from the hood insulator 31 via the seal member 43. When this load exceeds a predetermined value, the resin hood seal attaching means 39 is plastically deformed. At this time, the rib 42 on which the end of the vehicle rear side 42B is most easily broken compared to other parts is broken on the vehicle rear side 42B, and the load acting in the direction of arrow A in FIG. Absorbs impact energy.

  Further, since the rigidity of the front side 42A of the rib 42 is higher than the rigidity of the rear side 42B, after the rear side 42B of the rib 42 is broken, the front portion 39A of the end hood seal attaching means 39 is replaced with the flange of the cowl front 33. Along with 33D, it bends substantially downward (in the direction of arrow B in FIG. 8) and can further absorb the impact energy.

  A cowl box as Conventional Example 2 described in Patent Document 2 has a configuration as shown in FIG. The cowl box 51 is constituted by a cowl top 52 and a dash upper 53 in a rectangular tube-like closed cross section extending in the vehicle width direction. The cowl top 52 is composed of separate members of an upper panel 54 as an upper wall outside the vehicle and a vertical panel 55 as a vertical wall on the engine room side.

  The upper panel 54 is formed in a rectangular shape that is horizontally long in the vehicle width direction when viewed from above the vehicle body, and the length of the upper panel 54 in the vehicle width direction is longer than the length of the vertical panel 55 in the vehicle width direction. ing. A flange 56 extending in the vehicle width direction is bent at the rear end of the upper panel 54 in the vehicle longitudinal direction so as to be tilted rearward. A glass receiving portion 57 extending in the vehicle width direction is formed to bulge upward in front of the flange 56 of the upper panel 54. In front of the glass receiving portion 57 of the upper panel 54, an energy absorbing portion 58 extending in the vehicle width direction is alternately bent up and down as viewed in the vehicle width direction and formed into a wave shape.

  Both end portions of the energy absorbing portion 58 in the vehicle width direction extend while being curved toward the front above the front hood ridge reinforcement (not shown). A wiper device mounting portion having a plurality of through holes (not shown) is formed in the vehicle width direction inside of the front hood ridge reinforcement of the upper panel 54 and in front of the energy absorbing portion 58. At both ends in the vehicle width direction of the upper panel 54, flanges (not shown) extending from the front end of the upper panel 54 to the flange 56 are bent upward.

  The vertical panel 55 forms a front vertical wall when viewed as the cowl box 51, and is a rectangular shape that is horizontally long in the vehicle width direction so as to enter between left and right front hood ridge reinforcements as viewed from the front of the vehicle body. Is formed. Flange 62 and 63 are bent toward the front at the upper end and the lower end of the vertical panel 55 in the vertical direction of the vehicle body. A portion between the flanges 62 and 63 of the vertical panel 55 is bent into a mountain shape protruding forward, and is configured as an energy absorbing portion 64. A plurality of vertically long slots 65 are formed in the energy absorbing portion 64 in the vertical direction. The plurality of long holes 65 are formed in parallel in the vehicle width direction.

  The dash upper 53 has a bottom wall 67 and a rear wall 68. The bottom wall 67 has a rectangular shape that is horizontally long when viewed from above the vehicle body. Further, the rear wall 68 becomes a rear vertical wall when viewed as the cowl box 51, and the vehicle width is formed by bending upward from the rear end in the vehicle body front-rear direction of the bottom wall 67 when viewed from the front of the vehicle body. It is a horizontally long rectangle. At the upper end of the vertical wall 68, a flange 69 extending in the vehicle width direction is bent upward and rearward.

  The dash upper 53 is provided with a rectangular reinforcing member 70 that is horizontally long in the vehicle width direction and is formed of a panel material straddling the bottom wall 67 and the vertical wall 68. A flange 71 extending in the vehicle width direction is bent upwardly at the upper end portion of the reinforcing member 70, and a flange 75 extending in the vehicle width direction is directed forward at the lower end portion of the reinforcing member 70. Are bent horizontally.

  A stopper 73 made of a soft elastic material is attached to the front end portion of the upper panel 54 and the upper flange 62 of the vertical panel 55 in the cowl box 51. The stopper 73 is configured to receive the rear end portion of the closed engine hood 74.

  When the engine hood 74 is closed, an object (not shown) collides with the rear end of the engine hood 74 from above, and a downward impact load indicated by an arrow P is applied to the engine hood 74 from above. 51 is crushed and can absorb an impact. That is, when an impact load indicated by an arrow P in FIG. 9 is applied to the rear end portion of the engine hood 74, the rear end portion of the engine hood 74 comes into contact with the stopper 73 and the cowl box 51 receives an impact load from above. become.

  At this time, the energy absorbing portion 64 of the vertical panel 55 of the cowl top 52 contracts and deforms, and at the same time, the energy absorbing portion 58 of the upper panel 54 expands and deforms. That is, while the cowl box 51 is being crushed, the upper panel 54 is deformed substantially uniformly without being greatly inclined to the front side, as shown in FIG. For this reason, the rear end portion of the engine hood 74 is caught by the cowl top 52 in the middle of deformation, and the cowl box 51 is crushed. As shown in FIG. The load can be absorbed.

At this time, since the plurality of elongated holes 65 are formed in the energy absorbing portion 64, the shrinkage deformation in the energy absorbing portion 64 can be performed very easily. Further, since the reinforcing member 70 is provided straddling the bottom wall 67 and the vertical wall 68 of the dash upper 53, when the cowl box 51 is crushed, a closed cross-section having a triangular cross section composed of the reinforcing member 70 and the dash upper 53 is provided. Is not deformed, and the cowl box 51 is prevented from projecting toward the passenger compartment.
JP-A-11-165654 Japanese Patent Laid-Open No. 5-8763

  In Patent Document 1, in order to absorb the impact energy due to the impact load applied to the end portion of the hood, in addition to the absorption due to the deformation of the hood, the deformation of the front wall portion 39A of the hood seal mounting means 39 in the cowl top and the rib 42 It is configured to absorb impact energy by breaking.

  However, when an impact load is applied to the portion between the hood and the windshield, or when an impact load is applied to the portion 39B behind the end hood seal mounting means 39, a part of the impact load is applied to the hood. However, the impact energy due to the deformation of the front wall portion 39A of the hood seal mounting means 39 accompanying the deformation of the hood and the breakage of the rib 42 cannot be sufficiently performed. Further, at this time, the portion 39B after the end hood seal mounting means 39, which is a member that should absorb the most of the impact load applied to the portion between the hood and the windshield, can be easily deformed. The impact energy could not be sufficiently absorbed by the portion 39B after the same end hood seal attaching means 39.

  In this case, in Patent Document 2, the engine hood 74 and the cowl top vertical panel 55 cannot be sufficiently deformed. Furthermore, even if the upper panel 54 is directly pulled out by an impact load to be extended and deformed, stress concentration is applied to the folded portion before the energy absorbing portion 8 formed by folding the upper panel 54 is sufficiently stretched. The situation where it breaks from the same part occurs.

  For this reason, when an impact load is applied to a portion between the hood and the windshield, the impact energy due to the impact load cannot be sufficiently absorbed. In addition, a cowl top cover (corresponding to the cowl louver 38 in Patent Document 1 and corresponding to the upper panel 54 in Patent Document 2) that closes the space between the hood and the windshield and also functions as an air box cover is used. In spite of most of the load being applied, no modification or improvement has been made with respect to absorbing the impact load applied between the hood and the windshield by deforming the cowl top cover.

  The present invention provides a cowl top cover that can solve these conventional problems and can absorb impact energy due to impact load applied to the hood and the windshield, that is, between the hood and the windshield. It is in.

The object of the present invention can be achieved by the inventions described in claims 1 to 5.
That is, in the present invention, as described in claim 1, in the cowl top cover that covers between the windshield and the hood positioned in front of the windshield, the cowl top cover is disposed on the vehicle body or the cowl on the front side of the vehicle. A fixing portion fixed to the top; and a convex shape portion that is bent between the fixing portion and the windshield and extends in the vehicle width direction, and the convex shape portion protrudes upward. The most important feature is that the rigidity of the rear wall portion on the windshield side of the bent convex portion is lower than the rigidity of the front wall portion on the vehicle front side of the convex shape portion. It has a feature.

Further, as described in claim 2, when the convex portion has at least two bent convex portions, the main feature is that the arrangement relationship between the bent convex portions is specified.
Furthermore, as described in claim 3, the main feature is that the rigidity of the rear wall portion of each bent convex portion is specified.

Furthermore, as described in claim 4, the main feature is that an opening is formed in the rear wall portion of the bent convex portion.
Further, as described in claim 5, the main feature is that the configuration of the rear wall portion of the bent convex portion is limited.

  Under the situation where an impact load is applied between the windshield and the hood located in front of the windshield, and the hood is pushed down, the hood and the convex Interference with the part occurs. However, in the present invention, even when an impact load is applied between the windshield and the hood positioned in front of the windshield, the convex portion is deformed so as to fall down on the windshield side. For this reason, the impact energy of the impact load can be sufficiently absorbed by the deformation of the convex portion while preventing the interference between the hood and the convex portion.

  In the present invention, in order to deform the convex shaped part so as to fall down on the windshield side, the rigidity of the rear wall part on the windshield side of the bent convex part is set to be higher than the rigidity of the front wall part on the vehicle front side of the convex shaped part. It is formed to be low. Thus, the impact load applied between the windshield and the hood positioned in front of the windshield can cause the convex portion to fall down on the windshield side, and the deformation of the convex portion causes the impact load. The impact energy due to can be absorbed with certainty.

  Moreover, in this invention, the height position of the bending convex part vertex in the front side of a vehicle can be comprised in the position higher than the height position of the bending convex part vertex in a windshield side. Accordingly, the bent convex portions on the front side of the vehicle can be sequentially tilted to the windshield side in a domino manner with respect to the plurality of bent convex portions. Alternatively, the front wall portion of the bent convex portion behind the bent convex portion is pulled by the fall of the bent convex portion on the front side of the vehicle, and at the same time, the rear wall portion is the rear wall portion of the front bent convex portion. It can be defeated to move downward.

  Moreover, when the bent convex portion is tilted to the windshield side, the bent convex portion on the windshield side can be successively and continuously collapsed without hindering the falling of the bent convex portion on the front side of the vehicle. . Further, it becomes possible to arbitrarily adjust the shock absorption characteristics of each bent convex portion, and the shock absorption characteristics of the cowl top cover as a whole can be easily adjusted. Furthermore, each bent convex part can be made to fall in a predetermined direction, and each bent convex part can be reliably deformed.

  In this invention, the rigidity in the rear wall part of each bending convex part can also be varied, respectively. As a result, it is possible to arbitrarily adjust the impact absorption characteristics at each bent convex portion, and it is possible to appropriately adjust the impact absorption characteristics at any part of the cowl top cover.

For example, if the rigidity of the rear wall portion of the first bent convex portion on the front side of the vehicle is weakened, the first bent convex portion is first greatly deformed, and the rear of the first bent convex portion is caused by the deformation of the first bent convex portion. The second bent convex portion can be greatly deformed. Thereby, impact energy can be absorbed efficiently and effectively.
Further, in this case, the second bent convex portion can be carried out without greatly deforming, and it is possible to prevent the impact load from contacting a projection such as a wiper pivot.

  Further, for example, the rigidity of the rear wall portion of the second bent convex portion is made weak, and the rigidity of the rear wall portion of the first bent convex portion is made stronger than the rigidity of the rear wall portion of the second bent convex portion. You can also Thereby, the rear wall part of the second bent convex part can be greatly deformed without significantly deforming the rear wall part of the first bent convex part. That is, the deformation to the cowl box side can be performed smoothly.

  The rigidity of the rear wall portion can be adjusted by various methods such as changing the plate pressure of the rear wall portion, forming a slit in the rear wall portion, or performing thin wall processing on the rear wall portion. In addition, each of the plurality of bent convex portions can be configured separately. Alternatively, each set can be configured separately for each of a plurality of sets, with adjacent bent convex portions as one set. It is also possible to adjust the rigidity of the rear wall portion by changing the material or material for each bent convex portion configured separately or for each set.

  In the present invention, a bent concave portion can be formed between the rear wall portion of the bent convex portion or between adjacent bent convex portions, and an opening for taking in air or draining water can be formed in the bent concave portion. Outside air can be taken into the air box through the air intake opening of the cowl top cover. In addition, rain water that has fallen on the cowl top cover can be taken into the air box from the water drain opening by the water drain opening, and the taken water is discharged to the outside through the water drain hole formed in the air box. be able to. Accordingly, even if the bent convex portion is formed on the cowl top cover, rainwater does not stay on the surface of the cowl top cover, and the design of the cowl top cover is prevented from being impaired.

  Further, the water accumulated in the lower part of the wiper and the front part of the windshield can be efficiently taken into the air box. Furthermore, it is possible to prevent water from going to the hood side due to the splashing of the water when the wiper is activated, and to efficiently take the water into the air box through the drain opening while flowing in the vehicle width direction.

  In the present invention, an inflection portion is formed in the middle of the rear wall portion of the bent convex portion so as to bend the lower portion of the rear wall portion toward the front side of the vehicle from the middle, and the inflection portion is in the vertical direction. It can also be formed so as to be capable of breaking with respect to the load. Thereby, when a downward impact load is applied to the bent convex portion, the rear wall portion of the bent convex portion is broken at the inflection portion and divided into two. For this reason, the impact energy due to the impact load can be absorbed by dividing the rear wall portion into two parts by breaking.

  Of the rear wall portion divided into two, the rear wall portion on the upper portion side descends so as to cover the front side of the rear wall portion on the lower portion side, and the cut end of the inflection portion broken by the shearing force is on the upper portion side Can be covered by the rear wall. For this reason, it is prevented that the said cut surface contacts with respect to an impact load. In addition, the upper part of the rear wall part divided into two parts is broken and comes down with the cowl top cover after coming into contact with the cowl top cover on the windshield side. Impact can be reduced.

  Preferred embodiments of the present invention will be specifically described below with reference to the accompanying drawings. As the configuration of the cowl top cover of the present invention, in addition to the shape and arrangement described below, if the shape and arrangement can solve the problems of the present invention, the shape and arrangement are the same as those of the present invention. It can be used as a cowl top cover. For this reason, this invention is not limited to the Example demonstrated below, A various change is possible.

  FIG. 1 is a side cross-sectional view showing an arrangement relationship when a cowl top cover according to an embodiment of the present invention is arranged in an automobile. FIG. 2 shows a perspective view of the cowl top cover, and FIG. 3 shows an enlarged view of the III-III cross section of FIG. FIG. 4 is a side sectional view showing an operating state of the cowl top cover when an impact load is applied between the hood and the windshield.

  As shown in FIG. 1, the cowl top cover 1 is disposed so as to cover the hood 2 covering the engine room in the front part of the automobile and the windshield 4 disposed in front of the driver's seat in the vehicle width direction. It is installed. An air box 22 is disposed on the back side of the cowl top cover 1.

  A fixing portion 1 a on the vehicle front side of the cowl top cover 1 is fixed to a cowl front 6 fixed to a vehicle body frame (not shown), and a coupling portion 1 b formed on an edge portion on the vehicle rear side is a lower end portion of the windshield 4. Is engaged. A front portion 1c on the front side of the fixing portion 1a of the cowl top cover 1 is formed to be bent, and a sealing member 8 that seals a gap between the front portion 1c and the hood insulator 7 disposed on the lower surface side of the hood 2 is formed. Is arranged.

  A box part is formed by the cowl front 6, the lower wall part 6a of the cowl front 6, the vertical wall 5a of the cowl top erected from the lower wall part 6a, and the flange 5b extending from the vertical wall 5a. The air box 22 is configured to extend in the vehicle width direction. Between the fixed portion 1a and the coupling portion 1b in the cowl top cover 1, a bent convex portion 11 is formed. A wiper arm 3 is disposed on the outer surface side of the convex portion 11, and the wiper arm 3 is connected to a drive motor (not shown) through a wiper shaft opening 9 formed in the cowl top cover 1 shown in FIG. is doing.

  As shown in FIG. 3, which is a sectional view taken along the line III-III in FIGS. 2 and 2, the bent convex portion 11 is formed to extend in the vehicle width direction, and is formed with the first bent convex portion 12 and the first bent portion. It is comprised from the 2nd bending convex part 16 formed and connected with the vehicle rear side of the convex part 12. FIG. In the example of illustration, the convex-shaped part 11 has shown the example comprised from two bending convex parts, the 1st bending convex part 12 and the 2nd bending convex part 16. As shown in FIG. However, the convex shape portion 11 is not limited to the one constituted by two bent convex portions, but can be constituted by at least one bent convex portion.

  The 1st bending convex part 12 is formed from the front wall part 13 which protruded upwards from the fixing | fixed part 1a, and the rear wall part 14 bent from the vertex of the front wall part 13. As shown in FIG. The second bent convex portion 16 is bent from the apex of the front wall portion 17 and the front wall portion 17 continuously to the rear wall portion 14 of the first bent convex portion 12 at a position lower than the apex position of the first bent convex portion 12. The rear wall portion 18 is formed. Connection between the rear wall portion 14 of the first bent convex portion 12 and the front wall portion 17 of the second bent convex portion 16, and the rear wall portion 14 of the second bent convex portion 16 and the connecting portion 1b at the end. A bent concave portion 15 and a bent concave portion 19 are formed between the portions 20. Further, the rear wall portion 14 of the first bent convex portion 12 is formed with a lower rigidity than the front wall portion 13, and the rear wall portion 18 of the second bent convex portion 16 has a lower rigidity than the front wall portion 17. Is formed.

  The bent concave portion 15 and the bent concave portion 19 are formed with air intake and drain openings 15a and 19a, respectively. The air intake and drain openings 15a and 19a allow the outside air to be taken into the air box and the water accumulated on the cowl top cover 1 to be taken into the air box 22. Water or the like taken into the air box 22 can be discharged out of the vehicle from the lower side of the vehicle by a drain drain (not shown) formed in the air box 22.

  In FIG. 1, when an impact load 10 acts between the hood 2 and the windshield 4, the end portion of the hood 2 and the first bent convex portion 12 are deformed by the impact load 10 as shown in FIG. 4. The deformation of the hood 2 is transmitted from the hood insulator 7 as deformations in the seal member 8, the front portion 1 c, the fixing portion 1 a, and the cowl front 6, and absorbs the impact applied to the hood 2. The deformation of the cowl front 6 may involve deformation of the lower wall portion 6a of the cowl front 6, the vertical wall portion 5a of the cowl top, and the like.

  Further, the deformation of the first bent convex portion 12 of the cowl top cover 1 is transmitted as the deformation of the front wall portion 13, the deformation at the apex portion of the first bent convex portion 12, and the deformation of the rear wall portion 14. The deformation of the front wall portion 13 causes the front wall portion 13 to be stretched and deformed, and also causes the cowl front 6 to be deformed via the fixing portion 1a. The deformation of the cowl front 6 at this time can be accompanied by deformation of the lower wall portion 6a of the cowl front 6, the vertical wall portion 5a of the cowl top, and the like.

  By deformation at the apex portion of the first bent convex portion 12, the rear wall portion 14 having rigidity weaker than that of the front wall portion 13 is refracted and deformed to the lower side of the front wall portion 13. Thereby, the front wall part 13 can be deform | transformed so that it may fall down to the windshield 4 side. Further, the deformation of the rear wall portion 14 is transmitted to the deformation of the second bent convex portion 16 using the bent concave portion 15 as a starting point of the folding. Also in the 2nd bending convex part 16, since the rigidity of the rear wall part 18 is formed weaker than the rigidity of the front wall part 17, the 2nd bending convex part 16 deform | transforms in the form which falls down to the windshield 4 side. become.

  That is, the second bent convex part 16 is deformed in a direction to absorb energy due to the deformation of the front wall part 13 of the first bent convex part 12. At this time, the bent concave portion 19 acts as a starting point of the folding between the second bent convex portion 16 and the connecting portion 20.

  As shown in FIG. 3, ribs 15b and 19b are formed between the openings 15a and 19a adjacent to the bent recess 15 and the bent recess 19, respectively. For this reason, when the 1st bending convex part 12 and the 2nd bending convex part 16 bend, each bending recessed part 15 and the bending recessed part 19 act as a starting point of bending.

  As a result, most of the impact load 10 applied between the hood 2 and the windshield 4 is absorbed by the deformation of the cowl top cover 1. And since the front wall part 13 of the 1st bending convex part 12 deform | transforms in the shape which covers between the windshield side, the bending part of the 1st bending convex part 12 or the 2nd bending convex part 16 with the impact load 10 Even if it breaks, it can prevent that a fracture | rupture part damages with respect to the impact load 10. FIG.

  FIG. 5 shows an example of a case where the gap between the windshield 4 end of the hood 2 and the windshield 4 is narrow, and the first bent convex portion 12 is positioned below the windshield 4 end of the hood 2. The example arrange | positioned in the side is shown. Other configurations are the same as those shown in FIG. In this case, when an impact load 10 is applied between the hood 2 and the windshield 4 as shown in FIG. 5, the deformation of the first bent convex portion 12 and the deformation via the hood insulator 7 are caused by the deformation of the hood 2. Wake up.

The deformation of the first bent convex portion 12 and the deformation through the hood insulator 7 are the same as the above-described deformation, but in the case shown in FIG. 5, the first bent is compared with the case shown in FIG. The deformation of the convex portion 12 is a large deformation. However, since the first bent convex portion 12 is deformed so as to fall into the windshield 4 from its shape, the impact energy due to the impact load 10 can be sufficiently absorbed by the deformation of the cowl top cover 1.
Although not shown, the front wall portion 13 and the front wall portion 17 can be formed with openings for taking air into the air box. The opening shape can be adjusted such as how the front wall portions 13 and 17 are deformed. Further, the strength of the cowl cover 1 can be adjusted by the openings 15a and 19a and the ribs 15b and 19b of the bent concave portion 15 and the bent concave portion 19, respectively.

  1 and 5 show an example in which the vertex position of the first bent convex portion 12 is higher than the vertex position of the second bent convex portion 16. In the present invention, The vertex position of the bent convex portion 12 and the vertex position of the second bent convex portion 16 or the vertex positions of the third, fourth, etc. bent convex portions that are continuous with the second bent convex portion 16 are formed as the same height position. You can also. Conversely, the vertex position of the bent convex portion on the windshield 4 side can be formed as a position higher than the vertex position of the bent convex portion on the vehicle front side. At these times, by appropriately adjusting the rigidity of the rear wall portion of each bent convex portion, each bent convex portion can be deformed so as to fall into the windshield 4 side when an impact load 10 is applied.

  6 and 7 are side sectional views of the cowl top cover 1 according to the second embodiment of the present invention in an automobile. FIG. 7 shows a state in which the impact load 10 is applied and a part of the rear wall portion 24 of the first bent convex portion 12 in the cowl top cover 1 is broken. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and the description thereof is omitted.

  In Example 2, although the 2nd bending convex part is not formed, a 2nd bending convex part can also be formed following the bending recessed part 15 formed in the lower end of the rear wall part 24. FIG. Moreover, a 3rd bending convex part, a 4th bending convex part, etc. can also be formed following a 2nd bending convex part.

  In Example 2, the inflection part 21 is formed in the middle of the rear wall part 24 of the first bent convex part 12, and the rear wall part 24 is divided into the upper part 24a and the lower part 24b with the inflection part 21 as a boundary. Is formed. At least the inflection part side of the lower part 24b is arranged so as to come to the back side of the upper part 24a. Further, the inflection portion 21 is formed with a fracture portion 21a by forming a thin shape or a slit or the like. The breaking portion 21a is configured to be broken by a predetermined stress when the first bent convex portion 12 is deformed downward.

  When an impact load 10b is applied between the hood 2 and the windshield 4, the hood 2 is deformed as described in the first embodiment. Further, in the cowl top cover 1, the first bent convex portion 12 is deformed, and shear stress is applied to the inflection portion 21 of the rear wall portion 24 while deforming the front wall portion 13. When the shear stress acting on the inflection portion 24 becomes a desired stress value or more, the rear wall portion 24 is divided into an upper portion 24a and a lower portion 24b with the fracture portion 21a as the center.

  Most of the impact energy of the impact load 10 can be absorbed by the deformation of the front wall portion 13 and the fracture at the fracture portion 21a. Further, the breaking line between the upper part 24 a and the lower part 24 b can be covered by the upper part 24 a, and the breaking line can be prevented from being damaged with respect to the impact load 10. Furthermore, the upper portion 24a can abut against the connecting portion 20 after breaking, and the impact energy due to the impact load 10 can be absorbed by deforming the connecting portion 20.

  Thereby, the impact load 10 can be sufficiently absorbed and held by the absorption of the impact energy due to the deformation of the hood 2 and the absorption of the impact energy by the cowl top cover 1.

  The technical idea of the present invention can be applied to those that absorb and mitigate impact by deformation.

It is a sectional side view showing the arrangement relation when a cowl top cover is arranged in an automobile. Example 1 It is a perspective view of a cowl top cover. Example 1 It is III-III sectional drawing of FIG. Example 1 It is a sectional side view explaining the action | operation from FIG. Example 1 It is side sectional drawing which shows the arrangement | positioning relationship between the food | hood which has another arrangement structure, and the cowl top cover. Example 1 It is a sectional side view showing arrangement of other cowl top covers. (Example 2) It is a sectional side view explaining the action | operation of FIG. (Example 2) It is a sectional side view which shows a cowl structure. (Conventional example 1) It is a sectional side view which shows a cowl structure. (Conventional example 2) It is a sectional side view explaining the action | operation from FIG. (Conventional example 2)

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Cowl top cover 2 Hood 3 Wiper arm 4 Windshield 5a Vertical wall part of cowl top 6 Cowl front 7 Hood insulator 10 Impact load body 11 Convex part 12 First bent convex part 13 Front wall part 14 Rear wall part 15 Curved concave part 16 2nd bending convex part 17 front wall part 18 rear wall part 19 bending recessed part 20 connecting part 21 inflection part 21a fracture part 22 air box 24 rear wall part 24a upper part 24b lower part 30 hood 31 hood insulator 32 cowl 33 cowl front 34 cowl inner 35 cowl outer 36 dash panel 38 cowl louver 39 hood seal attaching means 39A front wall part 39B rear wall part 40 clip 41 windshield 42 rib 42A vehicle front part 42B vehicle rear part 51 cowl box 52 cowl top 53 dash upper 54 Panel 55 Vertical panel 56 flange 58 after the energy-absorbing unit 64 the energy absorbing unit 65 elongated hole 67 a bottom wall 68 wall 70 reinforcing member 71 flange 73 stoppers 74 engine hood

Claims (5)

In the cowl top cover that covers between the windshield and the hood located in front of the windshield,
The cowl top cover is fixed to the vehicle body or the cowl top on the front side of the vehicle;
A bent portion formed between the fixed portion and the windshield and extending in the vehicle width direction; and
The convex portion has at least one bent convex portion protruding upward;
The cowl top cover characterized in that the rigidity of the rear wall part on the windshield side of the bent convex part is formed lower than the rigidity of the front wall part on the vehicle front side of the convex part.   The convex portion has at least two bent convex portions, and the height position of the bent convex portion vertex on the front side of the vehicle is higher than the height position of the bent convex portion vertex on the windshield side. The cowl top cover according to claim 1, wherein:   The cowl top cover according to claim 1 or 2, wherein the rigidity of the rear wall portion of the plurality of bent convex portions is made different.   The cowl top cover according to any one of claims 1 to 3, wherein a bent concave portion is formed in a rear wall portion of the bent convex portion, and an opening is formed in a bottom portion of the bent concave portion.   A bending portion is formed in the middle of the rear wall portion of the bent convex portion so that the lower portion of the rear wall portion is bent toward the front side of the vehicle from the middle of the bending convex portion. The cowl top cover according to any one of claims 1 to 4, wherein the cowl top cover is formed to be breakable.

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