JP2006264538A - Cowl structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the vibration of a windshield glass of a vehicle during its running and enlarge the collision energy absorbing amount when an object collides with the lower part of the windshield glass. <P>SOLUTION: The cowl structure of the vehicle is configured so that the fore-and-aft length L2 along the lower side face of the body of a cowl outer 22 from the tail K2 of a coupling part of the supporting part 22B of the cowl outer 22 with the upper mounting part 30B of a brace 30 to the forefront K1 of a coupling part of a flange 24B on a cowl inner 24 with a flange 22C on the cowl outer 22 is longer than the vertical direction length L1 along the front side face of the body of a vertical wall part 24A of the cowl inner 24 from the forefront K1 of a coupling part of the flange 24B on the cowl inner 24 with the flange 22C on the cowl outer 22 to a bent part 24D. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle cowl structure applied to a vehicle such as an automobile.

2. Description of the Related Art Conventionally, in a vehicle cowl structure applied to a vehicle such as an automobile, the vertical structure has an easily deformable portion that is erected from the bottom wall portion of the cowl and easily crushed up and down by a load acting from above at an intermediate position in the vertical direction. A structure including a wall portion and an upper wall portion projecting like a shelf from the upper edge of the vertical wall portion and supporting the front edge (lower portion) of the front windshield glass has been proposed (for example, see Patent Document 1). )
JP 2004-217144 A

  In the vehicle cowl structure of Patent Document 1, when the upper wall portion and the bottom wall portion are vertically laid between the upper wall portion and the bottom wall portion, an impact load is applied to the cowl from above. A plurality of shock absorbing members that are crushed up and down to absorb shocks are provided at predetermined intervals in the vehicle width direction. In this structure, the amount of deformation of the easily deformable portion of the vertical wall portion toward the vehicle body front side during deformation is a stroke until the easily deformable portion of the vertical wall portion interferes with the shock absorbing member.

  In consideration of the above facts, the present invention provides a vehicle cowl structure that can reduce the vibration of the front windshield glass while the vehicle is running, and can increase the amount of collision energy absorption when the collision object collides with the lower part of the front windshield glass. The purpose is to provide.

  The cowl structure for a vehicle according to the first aspect of the present invention includes a cowl outer in which a front upper portion of the vehicle body is a support portion of the front windshield glass, and an upper end portion of the vehicle body is connected to the rear side of the cowl outer to support the cowl outer. A cowl inner and a support member that supports a lower front portion of the cowl outer body and is deformable by receiving a downward load from the cowl outer. The cowl inner includes a bent portion that is bent by receiving the downward load, and has a downward load. In the case of receiving, a gap is maintained between the support member and the bent portion of the cowl inner while the cowl inner moves to a position where the portion above the bent portion and the cowl outer overlap. And

  The support member supports the lower front part of the body of the cowl outer where the upper front part of the vehicle body is the support part of the front windshield glass, so that the support rigidity of the front windshield glass is improved, and the vibration of the front windshield glass during vehicle traveling is improved. To reduce. Further, when a collision object collides with the lower part of the front windshield glass, the support member is deformed by receiving a downward load from the cowl outer, and the bent portion of the cowl inner is bent. At this time, a gap is maintained between the support member and the bent portion of the cowl inner while the cowl inner moves to a position where the portion above the bent portion and the cowl outer overlap. As a result, when the colliding body collides with the lower part of the front windshield glass, the shock absorbing stroke of the support part that supports the lower part of the front windshield glass can be increased.

  According to a second aspect of the present invention, a cowl structure for a vehicle according to the present invention has a cowl outer whose upper front portion is a support portion for a front windshield glass, and an upper end portion of the vehicle body is connected to the rear side of the cowl outer to support the cowl outer. A cowl inner; and a support member that supports a lower front portion of the cowl outer body and that can be deformed by receiving a downward load from the cowl outer, and the cowl inner includes a bent portion that bends by receiving the downward load. The length along the side cross-sectional shape of the cowl outer from the member to the cowl inner is longer than the length along the side cross-sectional shape of the cowl inner from the cowl outer to the bent portion.

  The support member supports the lower front part of the body of the cowl outer where the upper front part of the vehicle body is the support part of the front windshield glass, so that the support rigidity of the front windshield glass is improved, and the vibration of the front windshield glass during vehicle traveling is improved. To reduce. Further, when a collision object collides with the lower part of the front windshield glass, the support member is deformed by receiving a downward load from the cowl outer, and the bent portion of the cowl inner is bent. At this time, the length along the side cross-sectional shape of the cowl outer from the support member to the cowl inner is not less than the length along the side cross-sectional shape of the cowl inner from the cowl outer to the bent portion. While the part and the cowl outer move to a position where they overlap each other, the bent part of the cowl inner does not hit the support member, and the bottomed state does not occur. As a result, when the colliding body collides with the lower part of the front windshield glass, the shock absorbing stroke of the support part that supports the lower part of the front windshield glass can be increased.

  According to a third aspect of the present invention, a cowl structure for a vehicle according to the present invention includes a cowl outer whose upper front portion is a support portion for a front windshield glass, and an upper end portion of the vehicle body is connected to the rear side of the cowl outer to support the cowl outer. A cowl inner, and a support member that supports a lower front portion of the cowl outer body and is deformable by receiving a downward load from the cowl outer, the cowl inner being bent by receiving a downward load and the cowl outer A deformation moving part is provided between the mounting part and the cowl outer, and a deformation receiving part for contacting the deformation moving part is provided between the mounting part to the support member and the mounting part to the cowl inner. Features.

  The support member supports the lower front part of the body of the cowl outer where the upper front part of the vehicle body is the support part of the front windshield glass, so that the support rigidity of the front windshield glass is improved, and the vibration of the front windshield glass during vehicle traveling is improved. To reduce. Further, when a collision object collides with the lower part of the front windshield glass, the support member is deformed by receiving a downward load from the cowl outer, and the bent portion of the cowl inner is bent. At this time, until the deformation moving part between the bent part of the cowl inner and the attaching part to the cowl outer comes into contact with the deformation receiving part between the attaching part to the support member and the attaching part to the cowl inner in the cowl outer, The bent portion and the support member do not come into contact with each other, and the bottomed state is not achieved. As a result, when the colliding body collides with the lower part of the front windshield glass, the shock absorbing stroke of the support part that supports the lower part of the front windshield glass can be increased.

  According to the first aspect of the present invention, the cowl structure of the vehicle can reduce the vibration of the front windshield glass while the vehicle is running, and the collision body collides with the lower part of the front windshield glass. The amount of collision energy absorption can be increased.

  The vehicle cowl structure according to the second aspect of the present invention can reduce vibration of the front windshield glass while the vehicle is running, and the collision body collides with the lower part of the front windshield glass. In addition, the amount of collision energy absorption can be increased.

  According to the third aspect of the present invention, the cowl structure of the vehicle can reduce the vibration of the front windshield glass while the vehicle is running, and the collision body collides with the lower part of the front windshield glass. The amount of collision energy absorption can be increased.

  1st Embodiment of the cowl structure of the vehicle in this invention is described according to FIGS.

  In the figure, the arrow UP indicates the vehicle body upward direction, the arrow FR in the figure indicates the vehicle body front direction, and the arrow IN in the figure indicates the vehicle width inside direction.

  As shown in FIG. 6, the vehicle body 10 of the present embodiment includes a front hood 12 on the upper surface of the front portion of the vehicle body 10, and a front windshield glass 14 on the vehicle body rear upper side.

  As shown in FIG. 1, a rear end of a plate-shaped cowl louver 18 is attached to the upper surface of the lower end edge portion 14 </ b> A of the front windshield glass 14, and the cowl louver 18 includes the front hood 12, the front windshield glass 14, and the like. It is attached along the vehicle width direction. The cowl louver 18 supports the rear end 12A of the front hood 12 from the lower side of the vehicle body through the seal member 19 at the front end 18A, and the rear end 18B is attached to the lower end edge portion 14A of the front windshield glass 14. .

  Below the lower portion 14B of the front windshield glass 14 and the cowl louver 18, a cowl 20 is fixedly disposed on the vehicle body 10 along its longitudinal direction along the vehicle width direction, and the sectional shape of the cowl 20 viewed from the vehicle width direction. Has a frame shape with an opening at the top of the vehicle body.

  As shown in FIG. 2, both ends of the cowl 20 in the vehicle width direction are provided at the rear ends of the left and right apron upper members 23 extending in the longitudinal direction of the vehicle body along the upper edges of the left and right side walls of the engine room 21, and the left and right front pillars 25. Are connected to the connecting portion with the vertical intermediate portion 25A.

  As shown in FIG. 1, the cowl 20 is constituted by a combination of plate members, and includes a cowl outer 22, a cowl inner 24, a cowl front 26, and a brace 30 as a support member.

  The front / rear direction intermediate portion 22A of the cowl outer 22 is inclined from the front upper side of the vehicle body toward the lower rear side of the vehicle body, and a support portion 22B bent to the lower front side of the vehicle body is formed from the upper end portion of the front / rear direction intermediate portion 22A. ing. A lower portion 14B of the front windshield glass 14 is fixed to the upper surface of the support portion 22B by an adhesive 27, and the support portion 22B supports the lower portion 14B of the front windshield glass 14 from the lower side of the vehicle body. Further, a flange 22C bent toward the rear of the vehicle body is formed at a lower end portion of the cowl outer 22 in the front-rear direction intermediate portion 22A, and the flange 22C serves as a coupling portion with the cowl inner 24.

  The vertical wall portion 24A of the cowl inner 24 is disposed substantially along the vertical direction, and the upper end of the vertical wall portion 24A is bent substantially toward the rear of the vehicle body to form a flange 24B. The flange 24 </ b> B of the cowl inner 24 is coupled to the lower surface of the flange 22 </ b> C of the cowl outer 22. An inclined portion 24C is formed from the lower end of the vertical wall portion 24A of the cowl inner 24 so as to bend obliquely rearward and downward of the vehicle body. The boundary between the vertical wall portion 24A and the inclined portion 24C of the cowl inner 24 is directed forward of the vehicle body. It is a convex bent portion 24D.

  Further, the lower side of the inclined portion 24C of the cowl inner 24 is bent toward the lower front side of the vehicle body to form a joint portion 24E, and the upper end of the dash panel 28 is formed on the side surface (the rear side surface of the vehicle body) of the joint portion 24E. A flange 28A formed at the edge is joined. An inclined portion 24F bent substantially toward the front of the vehicle body is formed from the lower end of the joint portion 24E of the cowl inner 24, and a support bent toward the lower front side of the vehicle body from the front end portion of the inclined portion 24F. A portion 24G is formed.

  From the rear end of the bottom wall portion 26A of the cowl front 26, there is formed a support portion 26B bent toward the upper rear side of the vehicle body. The rear surface of the vehicle body of the support portion 26B and the support portion 24G of the cowl inner 24 are formed. The front side of the vehicle is connected. Further, a front wall portion 26C that is bent toward the upper front side of the vehicle body is formed from the front end portion of the bottom wall portion 26A of the cowl front 26. A flange 26D is formed at the upper end portion of the front wall portion 26C of the cowl front 26 toward the front of the vehicle body. The flange 26D of the cowl front 26 supports a recess 18C formed in the vicinity of the front end 18A of the cowl louver 18 toward the vehicle body lower side from the vehicle body lower side.

  As shown in FIG. 2, braces 30 are respectively attached below the portions P1 and P2 where the vibration amplitude in the vertical direction of the vehicle body increases when the vehicle travels in the lower part 14B of the front windshield glass 14.

  The portions P1 and P2 in which the vibration amplitude in the vertical direction of the vehicle body increases when the vehicle travels in the lower part 14B of the front windshield glass 14 vary depending on the characteristics of each vehicle body, and therefore follow the vehicle width direction determined according to the vehicle body. Partial position. For example, in a vehicle body in which two points P1 and P2 that are 1/3 and 2/3 of the entire length in the vehicle width direction of the lower portion 14B of the front windshield glass 14 are portions where the vibration amplitude in the vehicle body vertical direction increases when the vehicle travels. The braces 30 are respectively attached below the points P1 and P2.

  As shown in FIG. 5, the brace 30 is formed of a strip-shaped plate material. Further, an upper mounting portion 30B is formed from the bent portion 29 formed at the upper end of the base portion 30A of the brace 30 toward the front of the vehicle body, and is substantially rearward from the bent portion 31 formed at the lower end of the brace 30. A lower mounting portion 30C bent downward is formed.

  A fold portion 32 extending in the vehicle width direction is formed at a substantially center in the vertical direction, which is a middle portion in the longitudinal direction of the base portion 30A of the brace 30, and the base portion 30A of the brace 30 has a bi-fold shape that is convex forward of the vehicle body. ing. Further, flanges 30D are formed at both ends in the vehicle width direction of the upper mounting portion 30B in the brace 30 toward the vehicle body downward, and at both ends in the vehicle width direction of the lower mounting portion 30C in the brace 30 A flange 30E is formed toward the front. Further, flanges 30F are formed at both ends of the brace 30 in the vehicle width direction of the base 30A toward the front of the vehicle body, and the flanges 30D, 30E, and 30F of the brace 30 are integrally connected to each other.

  The flanges 30D, 30E, and 30F of the brace 30 are formed perpendicular to the upper mounting portion 30B, the lower mounting portion 30C, and the base portion 30A, respectively, and the protruding height (flange width) of the flanges 30D, 30E, and 30F ) Is constant.

  As shown in FIG. 1, the upper mounting portion 30 </ b> B of the brace 30 is coupled to the rear surface (lower surface) of the support portion 22 </ b> B of the cowl outer 22. The lower mounting portion 30C of the brace 30 is coupled to the front surface of the inclined portion 24C of the cowl inner 24.

  Therefore, the portions of the support portion 22B of the cowl outer 22 to which the vibration amplitude of the lower portion 14B of the lower portion 14B of the front windshield glass 14 is increased when the vehicle is running are supported by the braces 30, respectively. Vibration can be suppressed by the rigidity of the brace 30.

  Further, the portion along the vehicle body front side surface of the vertical wall portion 24A in the cowl inner 24 having a side sectional shape from the front end K1 of the coupling portion between the flange 24B of the cowl inner 24 and the flange 22C of the cowl outer 22 to the bent portion 24D is vertically long. Is a deformation moving part of L1.

  In addition, a side cross-sectional shape is a cross-sectional shape cut | disconnected by the vertical surface extended in a vehicle body front-back direction.

  Further, a side sectional shape from the rear end portion K2 of the coupling portion between the support portion 22B of the cowl outer 22 and the upper mounting portion 30B of the brace 30 to the front end portion K1 of the coupling portion of the flange 24B of the cowl inner 24 and the flange 22C of the cowl outer 22 is provided. The cowl outer 22 is a deformation receiving portion for contacting the deformation moving portion having a longitudinal length L2 along the vehicle body lower side surface, and the length L2 is not less than the length L1 (L2 ≧ L1).

  Therefore, as shown in FIG. 3, when receiving a downward load, the brace 30 is bent at the bent portions 32, 29, 31 and the cowl outer 22 is bent between the front-rear direction intermediate portion 22A and the front portion 22B ( N1) in FIG. 1 and a bent portion (N2 in FIG. 1) between the front-rear direction intermediate portion 22A and the flange 22C are bent and deformed (elongated), and the cowl inner 24 is bent at the bent portion 24D. At this time, as shown in FIG. 4, the vertical wall portion 24 </ b> A of the cowl inner 24, the front-rear direction intermediate portion 22 </ b> A of the cowl outer 22, and the support portion 22 </ b> B are deformed to overlap with each other in the vehicle body vertical direction. (N1 in FIG. 1) hits the vertical wall portion 24A of the cowl inner 24, that is, even if the deformation moving portion and the deformation receiving portion come into contact with each other, during this movement, the base 30A of the brace 30 and the cowl inner A gap is maintained between the 24 bent portions 24D and the bent portion 24D of the cowl inner 24 and the base portion 30A of the brace 30 do not come into contact with each other.

  As a result, when the collision body K collides with the lower portion 14B of the front windshield glass 14 and a load (arrow F in FIG. 3) acts from the upper front side of the vehicle body to the lower rear side of the vehicle body, the brace 30 is broken. The cowl inner 24 is greatly bent and deformed around the bent portion 24D.

  Next, the operation of this embodiment will be described.

  In the present embodiment, as shown in FIG. 2, braces 30 are respectively attached below the portions P <b> 1 and P <b> 2 where the vibration amplitude increases when the vehicle travels in the lower portion 14 </ b> B of the front windshield glass 14. Further, as shown in FIG. 1, the lower mounting portion 30 </ b> C of the brace 30 is coupled to the front surface of the inclined portion 24 </ b> C of the cowl inner 24. Further, the flanges 30D, 30E, and 30F of the brace 30 are connected to each other.

  Accordingly, the braces 30 having a predetermined rigidity by having the continuous flanges 30D, 30E, and 30F support the portions P1 and P2 of the lower portion 14B of the front windshield glass 14 where the vibration amplitude increases when the vehicle travels. be able to. For this reason, the vibration of the front windshield glass 14 generated when the vehicle travels can be effectively suppressed.

  On the other hand, as shown in FIG. 3, the collision body K collides with the lower part 14B of the front windshield glass 14, and a load F acts on the lower part 14B of the front windshield glass 14 from the front upper side of the vehicle body toward the lower rear side of the vehicle body. In this case, the cowl outer 22 has a bent portion (N1 in FIG. 1) between the front-rear direction intermediate portion 22A and the front portion 22B, and a bent portion (N2 in FIG. 1) between the front-rear direction intermediate portion 22A and the flange 22C. As shown in FIG. 3, the support portion 22B moves downward.

  The cowl inner 24 is bent and deformed around a bent portion (N3 in FIG. 1) between the vertical wall portion 24A and the flange 24B, and is folded in two directions around the bent portion 24D of the cowl inner 24 (FIG. 3). And bent in the direction of arrow A). Further, the brace 30 is easily bent around the bent portions 32, 29, 31 extending in the vehicle width direction.

  At this time, as shown in FIG. 1, the connecting portion between the flange 24B of the cowl inner 24 and the flange 22C of the cowl outer 22 is connected from the rear end K2 of the connecting portion of the support portion 22B of the cowl outer 22 and the upper mounting portion 30B of the brace 30. The front-rear length L2 along the vehicle body lower side surface of the cowl outer 22 having a side sectional shape up to the front end K1 is from the front end K1 of the connecting portion between the flange 24B of the cowl inner 24 and the flange 22C of the cowl outer 22 to the bent portion 24D. The vertical length L1 or more along the vehicle body front side surface of the vertical wall portion 24A in the cowl inner 24 having a side sectional shape is equal to or greater than the vertical length L1 (L2 ≧ L1).

  As a result, as shown in FIG. 4, even if the vertical wall portion 24A of the cowl inner 24, the front-rear direction intermediate portion 22A of the cowl outer 22 and the support portion 22B are deformed to a position where they overlap in the vertical direction of the vehicle body, Even if the deformation moving part and the deformation receiving part come into contact with each other, a gap is maintained between the base part 30A of the brace 30 and the bent part 24D of the cowl inner 24 during this movement, and the bent part 24D of the cowl inner 24 and the brace. 30 bases 30A do not hit.

  For this reason, the brace 30 and the cowl inner 24 are stretched so as not to damage the collision body K, and a part of the impact load due to the collision of the collision body K is canceled. Further, the brace 30 is largely bent and deformed around the bent portions 32, 29, 31 due to the action of the load that has not been canceled, and the cowl inner 24 is also largely bent and deformed around the bent portion 24D. Therefore, the collision energy absorption amount of the cowl 20 can be increased, and the obstacle value of the collision body K can be sufficiently reduced.

  Further, in this embodiment, by adjusting the rigidity (deformation proof stress) of the brace 30 and the cowl inner 24 by changing the plate thickness, changing the bending angle, etc., reducing the vibration of the front windshield glass during vehicle travel, When the colliding body collides with the lower part of the front windshield glass, it is possible to easily achieve sufficient deformation of the cowl.

  Next, a second embodiment of a cowl structure for a vehicle according to the present invention will be described with reference to FIGS.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 8, unlike the first embodiment, the cowl 40 of this embodiment is formed by two panels of a cowl upper 42 in which a cowl outer, a cowl inner, and a support member are integrated, and a cowl lower 44.

  As shown in FIG. 7, the cowl lower 44 is made of a plate material extending in the longitudinal direction of the vehicle body, and the rear end portion 44A is coupled to the upper surface of a flange 28B formed at the upper end portion of the dash panel 28 toward the front of the vehicle body. ing. Further, a flange 42B is formed at the lower end portion of the cowl inner portion 42A of the cowl upper 42 toward the rear of the vehicle body, and the flange 42B is coupled to the upper surface of the rear end portion 44A of the cowl lower 44.

  A cowl outer portion 42C that is bent obliquely downward and forward of the vehicle body is formed at the upper end portion of the cowl inner portion 42A of the cowl upper 42. Further, a lower portion 14B of the front windshield glass 14 is fixed to the upper surface of the cowl outer portion 42C by an adhesive 27, and the cowl outer portion 42C supports the lower portion 14B of the front windshield glass 14 from the lower side of the vehicle body.

  From the rear end 42D of the cowl outer part 42C, an upper part 42E of the cowl inner part 42A bent downward is formed, and from the bent part 42F at the lower end of the upper part 42E, the cowl inner part 42A bent downward of the vehicle body. The inclined portion 42G is formed. Further, a lower part 42N of the cowl inner part 42A bent downward from the vehicle body is formed from the lower end 42H of the inclined part 42G in the cowl inner part 42A.

  As shown in FIG. 8, the cowl upper 42 is formed with a front wall portion 42K having a narrow vertical width by bending from the front end portion 42J of the cowl outer portion 42C toward the diagonally rear lower side over the entire width in the vehicle width direction. From the front wall portion 42K, a brace portion 42L as a belt-like support member is integrally formed with a predetermined interval in the vehicle width direction. A flange 42M bent toward the front of the vehicle body is formed from the lower end of the brace portion 42L. The flange 42M is coupled to the upper surface of the front end portion 44B of the cowl lower 44.

  As shown in FIG. 7, a fragile portion 48 formed of a thin portion or the like is formed in the longitudinal direction of the brace portion 42L of the cowl upper 42 along the vehicle width direction. Accordingly, when the collision body K collides with the lower portion 14B of the front windshield glass 14 and a load (arrow F in FIG. 9) acts from the upper front side of the vehicle body to the lower rear side of the vehicle body, the brace portion 42L of the cowl upper 42 is applied. As shown in FIG. 9, it is bent and deformed into a bi-fold shape convex toward the front side of the vehicle body with the fragile portion 48 as the center.

  The front side surface of the upper portion 42E of the cowl inner portion 42A of the cowl upper 42 having a side cross-sectional shape is a deformation moving portion having a length in the vertical direction L3. Further, the lower surface of the cowl outer portion 42C of the cowl upper 42 having a side cross-sectional shape is a deformation receiving portion for contacting the deformation moving portion having a length L4 in the front-rear direction, and the length L4 is not less than the length L3 ( L4 ≧ L3).

  Accordingly, as shown in FIG. 9, the brace portion 42L bends at the fragile portion 48, and the cowl upper 42 bends at the bent portion 42F of the cowl inner portion 42A. As shown in FIG. 42E and the cowl outer portion 42C of the cowl upper 42 are deformed to a position where they overlap each other in the vertical direction of the vehicle body, that is, even if the deformation moving portion and the deformation receiving portion come into contact with each other, the bent portion of the cowl inner portion 42A of the cowl upper 42 is between them. 42F and the brace part 42L or the front wall part 42K do not hit.

  As a result, when the collision body K collides with the lower portion 14B of the front windshield glass 14 and a load F acts from the upper front side of the vehicle body to the lower rear side of the vehicle body, the brace portion 42L is centered on the fragile portion 48. The cowl upper 42 is greatly bent and deformed around the bent portion 42F of the cowl inner portion 42A.

  Next, the operation of this embodiment will be described.

  In the present embodiment, the brace part 42L having a predetermined rigidity ensures that the front end part of the cowl outer part 42C in the cowl upper 42 that supports the lower part 14B of the front windshield glass 14 and the front end part 44B of the cowl lower 44 are connected. Similar to the first embodiment, it is possible to support the lower portion 14B of the front windshield glass 14 whose vibration amplitude increases when the vehicle travels. For this reason, the vibration of the front windshield glass 14 generated when the vehicle travels can be effectively suppressed.

  On the other hand, as shown in FIG. 9, when the collision body K collides with the lower part 14B of the front windshield glass 14, a load F acts from the upper front side of the vehicle body to the lower rear side of the vehicle body, so that the brace part 42L The cowl upper 42 is bent at the bent portion 42F of the cowl inner portion 42A while being bent at the fragile portion 48.

  At this time, the length L4 in the front-rear direction of the lower surface of the cowl outer portion 42C in the cowl upper 42 having a side sectional shape is equal to or greater than the length L3 in the vertical direction of the front side surface of the upper portion 42E of the cowl inner portion 42A. As a result, as shown in FIG. 10, even if the upper part 42E of the cowl inner part 42A of the cowl upper 42 and the cowl outer part 42C of the cowl upper 42 are deformed to a position where they overlap in the vertical direction of the vehicle body, that is, the deformation moving part and the deformation receiving part. Even during the movement, a gap is maintained between the bent portion 42F of the cowl inner portion 42A and the brace portion 42L or the front wall portion 42K during this movement, and the bent portion 42F and the brace portion of the cowl inner portion 42A. 42L or front wall 42K does not hit.

  For this reason, as shown in FIG. 9, the brace part 42L of the cowl upper 42 and the upper part 42E of the cowl inner part 42A are stretched so as not to damage the collision body K. The brace part 42L of the cowl upper 42 is largely bent and deformed around the weak part 48 and the upper part 42E of the cowl inner part 42A is also largely bent and deformed around the bent part 42F. To do. Accordingly, the amount of collision energy absorbed by the cowl 40 can be increased, and the obstacle value of the collision body K can be sufficiently reduced.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in the first embodiment, as shown in FIG. 1, the lower mounting portion 30C of the brace 30 is coupled to the inclined portion 24C of the cowl inner 24. Instead, the lower mounting portion 30C of the brace 30 is It may be configured to be coupled to other positions such as the joint portion 24E of the cowl inner 24 and the bottom wall portion 26A of the cowl front 26.

  Further, the support members of the cowls 20, 40 are not limited to the brace 30 and the brace portion 42L, and may be other supports as long as they support the lower front part of the cowl outer body and can be deformed by receiving a downward load from the cowl outer. It may be a member.

  Further, the side cross-sectional shape of the cowl is not limited to the cross-sectional shape of the first embodiment or the cross-sectional shape of the second embodiment, and when a downward load is applied, the region above the bent portion of the cowl inner overlaps with the cowl outer. Other shapes may be used as long as a gap is maintained between the support member and the bent portion of the cowl inner while moving to the position.

FIG. 7 is an enlarged cross section taken along line 1-1 of FIG. 6. It is the perspective view seen from the vehicle body diagonal front which shows the cowl structure of the vehicle which concerns on 1st Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the deformation | transformation state of the cowl structure of the vehicle which concerns on 1st Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the deformation | transformation state of the cowl structure of the vehicle which concerns on 1st Embodiment of this invention. It is the perspective view seen from the vehicle body diagonal front which shows the brace of the cowl structure of the vehicle which concerns on 1st Embodiment of this invention. It is the perspective view seen from the vehicle body diagonally front which shows the vehicle body front part to which the cowl structure of the vehicle concerning a 1st embodiment of the present invention was applied. It is sectional drawing corresponding to FIG. 1 which shows the cowl structure of the vehicle which concerns on 2nd Embodiment of this invention. It is the perspective view seen from the vehicle body diagonally front which shows the cowl structure of the vehicle concerning a 2nd embodiment of the present invention. It is sectional drawing corresponding to FIG. 7 which shows the deformation | transformation state of the cowl structure of the vehicle which concerns on 2nd Embodiment of this invention. It is sectional drawing corresponding to FIG. 7 which shows the deformation | transformation state of the cowl structure of the vehicle which concerns on 2nd Embodiment of this invention.

Explanation of symbols

14 front windshield glass 20 cowl 22 cowl outer 22A middle part of cowl outer 22B cowl outer support part 22C cowl flange flange 24 cowl inner 24A cowl inner vertical wall part 24B cowl inner flange 24C cowl inner slant part 24D cowl inner bent part 26 cowl front bent part 26 26A Bottom wall of cowl front 30 Brace (supporting member)
40 cowl 42 cowl upper 42A cowl inner part of cowl upper (cowl inna)
42C cowl outer part of cowl upper (cowl outer)
42F Bowl part of cowl inner part of cowl upper 42L Brace part (support member) of cowl upper
44 Cowl Roar (Cowl bottom wall)
48 Vulnerable parts

Claims (3)

A cowl outer where the front upper part of the vehicle body is a support part of the front windshield glass,
A cowl inner that has an upper end connected to the rear side of the cowl outer and supports the cowl outer;
A support member that supports the lower front portion of the cowl outer body and is deformable by receiving a downward load from the cowl outer;
And the cowl inner includes a bent portion that receives a downward load and bends. A cowl structure for a vehicle, wherein a gap is maintained between the support member and a bent portion of the cowl inner. A cowl outer where the front upper part of the vehicle body is a support part of the front windshield glass,
A cowl inner that has an upper end connected to the rear side of the cowl outer and supports the cowl outer;
A support member that supports the lower front portion of the cowl outer body and is deformable by receiving a downward load from the cowl outer;
The cowl inner includes a bent portion that is bent by receiving a downward load, and the length along the side sectional shape of the cowl outer from the support member to the cowl inner is the cowl inner from the cowl outer to the bent portion. A cowl structure for a vehicle having a length equal to or longer than a side cross-sectional shape of the vehicle. A cowl outer where the front upper part of the vehicle body is a support part of the front windshield glass,
A cowl inner that has an upper end connected to the rear side of the cowl outer and supports the cowl outer;
A support member that supports the lower front portion of the cowl outer body and is deformable by receiving a downward load from the cowl outer;
The cowl inner has a deformation moving part between a bent part that receives a downward load and bends and an attachment part to the cowl outer, and the cowl outer has an attachment part to the support member and an attachment to the cowl inner. A cowl structure for a vehicle, wherein a deformation receiving portion for contacting the deformation moving portion is provided between the first and second portions.

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