JP2013056584A - Vehicle cowl structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve pedestrian protection performance and NV performance even if a cowl brace has a plurality of bents.SOLUTION: A vehicle cowl structure 1 includes: a cowl outer 2 supporting a lower end of a front window shield grass; a cowl inner 3 connected to the cowl outer 2 below the cowl outer 2; and the cowl brace 5 which connects the cowl outer 2 and the cowl inner 3 in a vehicle vertical direction. The plurality of bents 51, 52 are arranged to be separate from each other in the vehicle vertical direction in the middle part of the cowl brace 5. A bending rigidity of the bent 51, which is the closest to the cowl outer 2, is set to be lower than that of the bent 52.

Description

  The present invention relates to a vehicular cowl structure in consideration of NV performance and pedestrian protection performance.

  The following Patent Document 1 discloses a vehicular cowl structure. This cowl structure for a vehicle has a closed cross-sectional structure in which a cowl outer, a cowl inner, and a cowl brace (connecting member) are coupled to each other. The cowl outer extends in the vehicle width direction along the lower end portion of the front windshield glass, and supports the vicinity of the lower end portion of the front windshield glass. The cowl inner extends along the vehicle width direction on the lower side of the cowl outer, and the upper end of the cowl inner is coupled to the rear end side of the cowl outer. The cowl brace extends substantially in the vehicle vertical direction, and connects the cowl outer and the cowl inner at a predetermined position in the vehicle width direction.

  In this vehicular cowl structure, a folding portion for bending the cowl brace by inputting a collision load is set at a predetermined position in the height direction of the cowl brace. The length of the deformed part of the cowl outer and the line length from the upper end of the cowl brace to the bent part is the length of the cowl inner deformed part and the bent part of the cowl brace to the connecting part to the cowl inner. The length of the line is approximately the same as the line length.

  In the vehicle cowl structure configured as described above, when the collision load is transmitted to the cowl brace, the cowl brace bends from the folding part, absorbs energy at the time of the collision, and collides reaction force against the collision object. Can be reduced. On the other hand, the cowl outer and the cowl inner are joined in the vehicle vertical direction by a cowl brace, and the support rigidity of the lower end portion of the front windshield glass is enhanced. Therefore, in the above-described vehicular cowl structure, it is possible to achieve both pedestrian protection performance and NV performance that are in a contradictory relationship.

JP 2007-331720 A

  By the way, the cowl inner for constructing the vehicular cowl structure is provided with a substantially V-shaped projecting portion projecting toward the front side of the vehicle as viewed from the side surface of the vehicle at a part of the center in the vehicle width direction. This protrusion is used as a starting point for bending of the cowl inner during a collision, and has a function of absorbing the collision load. In some cases, the protruding portion protrudes forward of the vehicle beyond a straight line connecting the coupling position between the cowl outer and the cowl brace and the coupling position between the cowl inner and the cowl brace. In such a case, in order to avoid contact between the cowl brace and the protruding portion, a bent portion is formed in the cowl brace, and the cowl brace is bent toward the vehicle rear side from the bent portion.

  On the other hand, a cowl lower is disposed on the vehicle front side of the cowl inner on the lower side of the cowl outer. The cowl brace extends in the vehicle vertical direction between the protrusion of the cowl inner and the cowl lower. When one bent part is formed in the area corresponding to the protrusion of the cowl brace, the length from the coupling position of the cowl brace to the cowl outer to the bending part, the length from the coupling position of the cowl brace to the cowl inner to the bending part. Both are longer. For this reason, when deformation occurs in the cowl brace at the time of a collision, it is considered that the displacement of the bent portion increases and contacts the cowl lower. Therefore, in the case of the vehicle cowl structure under the above conditions, it is preferable that the cowl brace is formed with two or more bent portions spaced apart from each other in the vehicle vertical direction.

  However, if bent portions are formed at a plurality of locations of the cowl brace, the deformation mode of the entire cowl brace is not stable. Further, when deformation occurs at a plurality of bent portions, and any of them cannot obtain a sufficient amount of deformation, the deformation load of the cowl brace is sustained, and it is difficult to sufficiently absorb the collision load. Furthermore, since stress concentration occurs at a plurality of bent portions, the rigidity of the entire cowl brace is lowered, and it is difficult to increase the support rigidity of the front windshield glass.

  In consideration of the above facts, the present invention provides a vehicular cowl structure that can improve pedestrian protection performance and NV performance even in a cowl brace having a plurality of bent portions. Is the purpose.

  According to the first aspect of the present invention, in the cowl structure for a vehicle, a cowl outer that supports the front windshield glass, a cowl inner that is coupled to the cowl outer on a lower side of the cowl outer, and the cowl outer and the cowl inner are coupled in the vehicle vertical direction. A plurality of bent portions spaced apart from each other in the vehicle vertical direction at the middle portion, and a cowl brace having a lower bending rigidity of the bent portion closest to the cowl outer than that of the other bent portions. It is characterized by.

  In the invention according to claim 1, the vehicle cowl structure includes a cowl outer, a cowl inner, and a cowl brace that couples the cowl outer and the cowl inner in the vehicle vertical direction. The cowl brace has a plurality of bent parts, and the bending rigidity of the bent part closest to the cowl outer is set lower than the bending rigidity of the other bent parts. For this reason, it is possible to concentrate the collision load on the bent portion having the low bending rigidity, and to cause the cowl brace to bend sufficiently in the bent portion. Since the bending portion is sufficiently bent, the deformation load of the cowl brace due to the collision load is not sustained. The cowl brace can sufficiently absorb energy at the time of collision at a bent portion having low bending rigidity, and can reduce the collision reaction force. When the collision load is concentrated on the bent portion having low bending rigidity, the deformation mode of the bent portion dominates the entire deformation mode of the cowl brace, and the deformation mode of the cowl brace can be stabilized. Further, the bent portion having a high bending rigidity can increase the overall rigidity of the cowl brace and can increase the supporting rigidity of the front windshield glass of the cowl outer. When this support rigidity is increased, the vertical vibration of the front windshield glass can be suppressed, and the generation of a booming noise in the vehicle compartment can be suppressed.

  According to a second aspect of the present invention, there is provided a vehicular cowl structure according to the first aspect of the present invention. And a cowl lower facing the vehicle front side of the cowl inner on the lower side of the cowl outer, and the cowl brace is disposed between the protruding part and the cowl lower, A bending portion having a lower bending rigidity is disposed on the vehicle upper side than the projecting portion, and a bending portion having a higher bending rigidity is disposed on the vehicle lower side than the projecting portion.

  In the invention according to claim 2, the cowl structure for a vehicle includes a cowl inner that includes a protrusion, and a cowl lower that faces the vehicle front side of the protrusion on the lower side of the cowl outer. The projecting portion of the cowl inner projects forward of the vehicle from a straight line connecting the coupling position between the cowl outer and the cowl brace and the coupling position between the cowl inner and the cowl brace. The cowl brace is disposed between the protruding part and the cowl lower, and the bent part is disposed in the vehicle vertical direction of the protruding part across the protruding part. Since the cowl brace is provided with a bent portion and the cowl brace extends around the protrusion, contact between the cowl brace and the protrusion can be avoided. Also, since the cowl brace has a plurality of bent parts, the length from the coupling position of the cowl brace to the cowl outer to the bent part, the length between the bent parts, and the length from the bent part to the cowl inner are dispersed. Can be shortened. Since the displacement of the bent portion of the cowl brace at the time of the collision is reduced, contact with the cowl lower can be avoided.

  According to a third aspect of the present invention, in the vehicle cowl structure according to the first or second aspect, a bead is formed at a bent portion having high bending rigidity.

  In the invention according to claim 3, the cowl brace having the vehicular cowl structure increases the bending rigidity by forming a bead at the bent portion. The bead is a reinforcing body that has a simple structure in which a part of a cowl brace is protruded by plastic deformation in the plate thickness direction and can be easily manufactured.

  According to a fourth aspect of the present invention, in the vehicular cowl structure according to any one of the first to third aspects, the cowl brace has a flange portion that bends to the vehicle front side at a side portion.

  In the invention according to claim 4, the side part of the cowl brace of the cowl structure for a vehicle is provided with a flange part that bends forward of the vehicle. When a collision load is applied to the cowl brace from the upper side of the vehicle toward the lower side of the vehicle at the time of the collision, the flange portion is bent outward and deformed, the height of the sectional shape of the flange portion is reduced, and the cowl brace is greatly deformed.

  According to the cowl structure for a vehicle according to the first aspect of the present invention, the pedestrian protection performance can be improved and the NV performance can be improved even in a cowl brace having a plurality of bent portions.

  According to the cowl structure for a vehicle of the invention according to claim 2, it is possible to sufficiently absorb the energy at the time of collision and improve the pedestrian protection performance.

  According to the vehicle cowl structure of the invention of claim 3, a cowl brace having a plurality of bent portions having different bending rigidity can be easily manufactured.

  According to the cowl structure for a vehicle of the invention according to claim 4, the cowl brace sufficiently absorbs energy at the time of collision and does not maintain the collision load in the vertical direction of the vehicle, so that the pedestrian protection performance can be improved. it can.

It is a perspective view of the cowl structure for vehicles concerning one example of the present invention. It is a disassembled perspective view of the cowl structure for vehicles shown in FIG. It is a side view of the cowl structure for vehicles shown in FIG. (A) is a perspective view of the cowl brace of the cowl structure for a vehicle shown in FIG. 1, and (b) is a cross-sectional view taken along the line AA shown in (a). (A) is a schematic sectional drawing before the collision of the vehicle body provided with the cowl structure for vehicles shown in FIG. 1, (b) is a schematic sectional drawing after the collision of the vehicle body. (A) is a schematic diagram which shows the deformation | transformation state before and after the collision of the cowl brace shown in FIG. 4, (b) is a schematic diagram which shows the deformation | transformation state before and after the collision of the cowl brace which concerns on a comparative example. (A) thru | or (c) is typical sectional drawing according to the deformation amount before and behind the collision of the cowl brace shown in FIG. (A) thru | or (c) are typical sectional drawings according to the deformation amount before and behind the collision of the cowl brace which concerns on a comparative example.

  Hereinafter, an embodiment of a cowl structure for a vehicle according to the present invention will be described with reference to the drawings. In the drawing, an arrow F appropriately shown indicates a vehicle front direction, an arrow R indicates a vehicle rear direction, an arrow W indicates a vehicle width direction, an arrow U indicates a vehicle upward direction, and an arrow D indicates a vehicle downward direction.

[Overall configuration of cowl structure for vehicle]
As shown in FIGS. 1 to 3 and 5 (a), a vehicular cowl structure 1 according to an embodiment of the present invention includes a cowl outer (cowl outer panel) 2 that supports a lower end portion of a front windshield glass 7, and A cowl inner (cowl inner panel) 3 coupled to the cowl outer on the lower side (arrow D direction side) of the cowl outer 2, and the cowl outer 2 and the cowl inner 3 are coupled in the vehicle vertical direction (arrow U direction and arrow D direction). A cowl brace having a plurality of bent parts 51 and 52 that are spaced apart from each other in the vehicle vertical direction in the middle part, and the bending rigidity of the bent part 51 closest to the cowl outer 2 is lower than the bending rigidity of the other bent parts 52 (Connecting member) 5.

  The cowl outer 2 extends in the vehicle width direction (arrow W direction) along the lower end portion of the front windshield glass 7. The cowl outer 2 has a support portion (reference numeral is omitted) substantially parallel to the glass surface at the lower end portion of the front windshield glass 7. The lower end portion of the front windshield glass 7 is fixed to the support portion using an adhesive 7 </ b> A, and a seal (sealing) is made between the support portion and the lower end portion of the front windshield glass 7.

  The upper end portion of the cowl inner 3 is coupled to the vehicle rear end portion (the end portion in the arrow R direction) of the cowl outer 2. For example, spot welding is used for the connection. The lower end of the cowl inner 3 extends in the vehicle downward direction (arrow D direction). A projecting portion 3A is disposed at the center of the cowl inner 3 in the vehicle width direction. The projecting portion 3A extends from the coupling portion with the cowl outer 2 while being inclined slightly toward the vehicle front direction (projecting in the vehicle front direction, which is the direction of arrow F), and from the center portion toward the vehicle rear direction. It is bent and has a substantially V shape when viewed from the side of the vehicle.

  On the lower side of the cowl outer 2, a cowl lower (a cowl lower panel) 4 is disposed on the vehicle front side of the cowl inner 3 so as to face the cowl inner 3. As shown particularly in FIG. 5 (a), the flange portion at the vehicle front end of the cowl lower 4 is disposed substantially parallel to the vehicle rear end portion of the hood 10, and the cowl lower 4 Extends to the lower end. The curved shape of the cowl lower 4 is a curved shape having a bulge on the cowl inner 3 side. Although not shown, the lower end of the cowl inner 3 is coupled to the lower end of the cowl inner 3 using an adhesive.

  As shown in FIG. 5A, a cowl louver 8 is disposed between the lower end portion of the front windshield glass 7 and the hood 10. Further, the upper end portion of the dash panel 9 extending in the vehicle lower direction is coupled to the lower end portion of the cowl inner 3.

[Composition of cowl brace]
In the vehicle cowl structure 1 according to the present embodiment, as shown in FIGS. 1 to 3, FIG. 4 (a), FIG. 4 (b), FIG. 5 (a), and FIG. The upper flange part 5a formed in the edge part of the vehicle upper direction side and the lower flange part 5b formed in the edge part of the vehicle lower direction side are provided. The upper flange portion 5a is bent substantially parallel to the back surface of the end portion on the vehicle front direction side of the cowl outer 2 and extends in the vehicle front direction. The upper flange portion 5 a is coupled to the back surface of the cowl outer 2. For example, spot welding is used for the connection. The connecting portion between the upper flange portion 5 a and the cowl outer 2 is a connecting position between the cowl brace 5 and the cowl outer 2. The lower flange portion 5b is bent substantially parallel to the surface of the cowl inner 3 on the vehicle lower side end portion and extends in the vehicle lower direction. The lower flange portion 5 b is coupled to the surface of the cowl inner 3. For example, spot welding is similarly used. A joint location between the lower flange portion 5 b and the cowl inner 3 is a joint position between the cowl brace 5 and the cowl inner 3.

  As shown in FIGS. 3 and 5A, the vehicular cowl structure 1 according to the present embodiment has the protrusion 3A on the cowl inner 3 as described above. The protruding portion 3A is more than the straight line L shown for convenience of description connecting the coupling position of the cowl brace 5 with the cowl outer 2 (the root of the upper flange portion 5a) and the coupling position of the cowl inner 3 (the root of the lower flange portion 5b). Projects to the front side of the vehicle. One cowl brace 5 is disposed between the projecting portion 3A of the cowl inner 3 and the cowl lower 4 at the center in the vehicle width direction. The number of cowl braces 5 to be arranged is not particularly limited to this number, and a plurality of cowl braces 5 may be arranged. However, when a plurality of cowl braces 5 are arranged, at least one cowl brace 5 is arranged between the projecting portion 3 </ b> A of the cowl inner 3 and the cowl lower 4.

  The cowl brace 5 is provided with a bent portion 51 having a low bending rigidity between the protruding portion 3A and the vehicle upper side of the protruding portion 3A, that is, between the upper flange portion 5a and the position facing the protruding portion 3A. . Also, the cowl brace 5 is provided with a bent portion having a high bending rigidity between the lower flange portion 5b and the position below the protruding portion 3A, that is, the position facing the protruding portion 3A.

  In particular, as shown in FIGS. 4A and 4B, the cowl brace 5 is manufactured based on a metal plate that is elongated in the vehicle vertical direction. On both side portions of the cowl brace 5, flange portions 5c are disposed in the entire region from the upper flange portion 5a to the lower flange portion 5b. The flange portion 5c is bent at the inner angle α toward the front of the vehicle, and is further bent at the outer angle β with the tip portion facing outward. The inner angle α and the outer angle β are both greater than 90 degrees in FIG. 4B in order to sufficiently absorb the collision load when the flange portion 5c is deformed outward when a collision load is applied from above. A large angle is set.

  The bent portion 51 of the cowl brace 5 has a bent portion 51 with respect to a region from the upper flange portion 5a to the bent portion 51 of the cowl brace 5 with a line (not shown) extending in the same direction as the vehicle width direction as a starting line. To the bent portion 52 is bent toward the rear side of the vehicle. The bent portion 51 is not subjected to machining other than bending on the base metal plate, and has a lower bending rigidity than the bent portion 52.

  The bent portion 52 of the cowl brace 5 starts from a bent portion 52 with respect to a region from the bent portion 51 to the bent portion 52 of the cowl brace 5 with a line (not shown) extending in the same direction as the vehicle width direction as a starting line. The region up to the lower flange portion 5b is bent toward the vehicle rear side. The bending angle of the bent portion 52 is set to be equal to the bending angle of the bent portion 51. The bent portion 52 includes a bead 55 in order to perform bending machining on the base metal plate and to set the bending rigidity high. The bead 55 is a reinforcing body having a simple structure in which a part of the metal plate material of the cowl brace 5 is plastically deformed in the plate thickness direction and protruded in the vehicle front direction here. The bead 55 extends in the vehicle vertical direction and crosses the bent portion 52.

  By providing the bead 55 and increasing the bending rigidity of the bent portion 52, the overall rigidity of the cowl brace 5 can be increased. By increasing the rigidity of the cowl brace 5, the support rigidity of the front windshield glass 7 of the cowl outer 2 can be increased, and the vertical vibration of the front windshield glass 7 can be suppressed. As a result, it is possible to suppress the occurrence of a booming noise in the vehicle interior.

  In the present embodiment, one bead 55 extends in the vehicle vertical direction, but two or more beads 55 that cross the bent portion 52 of the cowl brace 5 may be provided. . Further, the bead 55 may protrude in the rearward direction of the cowl brace 5.

[Operation and effect of this embodiment]
The operation and effect of the vehicle cowl structure 1 according to the present embodiment (absorption mechanism of collision load at the time of collision) are as follows.

  First, in the vehicle cowl structure 1 before the collision shown in FIG. 5A, the collision body 20 collides with the vicinity of the lower end portion of the front windshield glass 7. As shown in FIG. 5A, the collision load f at the time of the collision is transmitted to the cowl inner 3 through the cowl outer 2 supporting the lower end portion of the front windshield glass 7, and to the cowl brace 5 through the cowl outer 2. Communicated.

  The cowl inner 3 is provided with a projecting portion 3A, and the upper end portion of the cowl inner 3 is disposed rearward of the vehicle with respect to the support portion of the front windshield glass 7 of the cowl outer 2 serving as an input point of the collision load f. For this reason, when the collision load f is input, the cowl inner 3 bends in the vehicle rear direction, which is the input direction of the collision load f, with the protruding portion 3A as a starting point (starting line).

  On the other hand, a plurality of bent portions 51 and 52 are set in the middle portion of the cowl brace 5, and the bent portions 51 and 52 are more than the support portion of the front windshield glass 7 of the cowl outer 2 that becomes an input point of the collision load f. It is arranged in the front direction of the vehicle. The cowl brace 5 is formed in a substantially V shape when viewed from the side of the vehicle by a plurality of bent portions 51 and 52. The cowl brace 5 sets the bending rigidity of the bent part 51 closest to the cowl outer 2 to be lower than the bending rigidity of the other bent parts 52. For this reason, when the collision load f is transmitted to the cowl brace 5, stress concentrates on the bent part 51 of the cowl brace 5, and the cowl brace 5 starts from the bent part 51 in the same direction as the bending direction of the cowl inner 3 (vehicle). Bend backwards).

  As a result, the cowl inner 3 and the cowl brace 5 are crushed in the vehicle vertical direction and deformed so as to be folded. In this deformation process, energy at the time of collision of the collision body 20 is absorbed, and the collision reaction force of the collision body 20 can be reduced.

  In the cowl brace 5, the bending rigidity of the bent portion 51 is set low, and the collision load f is concentrated on the bent portion 51. For this reason, as shown in FIG. 6 (a), the plastic deformation is greatly generated in the bent portion 51, as shown in the deformation state of the cowl brace 5 before the collision (one-dot chain line) and after the collision (solid line). Since the bending portion 52 is sufficiently bent, the amount of plastic deformation is large. Therefore, the collision load is not sustained. In other words, the collision reaction force can be reduced.

  In the cowl brace 500 of the comparative example shown in FIG. 6B, the bending rigidity of each of the bent portions 501 and 502 is set to be equal. In this case, the amount of plastic deformation after the collision is small in any of the bent portions 501 and 502 of the cowl brace 500. Therefore, the collision load is sustained. In addition, it is difficult to specify in which of the bent portions 501 and 502 the collision load f is concentrated due to subtle changes in the collision angle and collision position of the collision body 20, and the deformation mode is not stable.

  In addition, as shown in FIGS. 5A and 5B, the cowl brace 5 is provided with a plurality of bent portions 51 and 52 across the protruding portion 3 </ b> A of the cowl inner 3. Accordingly, the cowl brace 5 bypasses the protruding portion 3A, and contact between the cowl brace 5 and the protruding portion 3A can be avoided even after the collision, so that the cowl brace 5 can be sufficiently bent.

  Further, the cowl brace 5 includes a plurality of bent portions 51 and 52, and the length of each region of the cowl brace 5 can be shortened by dispersing, so that the displacement of the bent portions 51 and 52 at the time of collision is reduced. be able to. Therefore, contact between the cowl brace 5 and the cowl lower 4 can be avoided, and thus the cowl brace 5 can be sufficiently bent.

  Further, as shown in FIGS. 5 (a) and 7 (a), the cowl brace 5 is provided with flange portions 5c that are bent toward the vehicle front side on both sides thereof. The cross-sectional shape of the cowl brace 5 cut along the vehicle width direction is a hat shape having an opening in the vehicle front direction. FIG. 7B shows a deformation state of the cowl brace 5 when a small collision load f is applied, and FIG. 7C shows a deformation state of the cowl brace 5 when a large collision load f is applied. It is. In the cowl brace 5, when the collision load f is applied, the flange portion 5c spreads outward and deforms, and the amount of deformation is large. There is nothing that obstructs the deformation in the deformation direction of the flange portion 5c. That is, the cowl brace 5 can be bent sufficiently, so that the collision load is not sustained.

  On the other hand, the cowl brace 510 of the comparative example shown in FIG. 8A is provided with flange portions 510c bent on the vehicle rearward side on both sides thereof. The cross-sectional shape of the cowl brace 510 cut along the vehicle width direction is a hat shape having an opening in the vehicle rear direction. FIG. 8B shows a deformation state of the cowl brace 510 when a small collision load f is applied, and FIG. 8C shows a deformation state of the cowl brace 510 when a large collision load f is applied. It is. In the cowl brace 510, when the collision load f is applied, the flange portion 510c is folded inward and deformed, and the deformation amount is small. When the flange part 5c is folded, the deformation | transformation is inhibited. For this reason, the cowl brace 510 cannot be bent sufficiently, so that the collision load is sustained.

  As described above, in the cowl structure 1 for a vehicle according to the present embodiment, the cowl brace 5 is provided with the plurality of bent portions 51 and 52 having different bending rigidity, so that the pedestrian protection performance can be improved. NV performance can be improved.

[Supplementary explanation of the embodiment]
In addition, this invention is not limited to the said Example. The present invention can be variously modified without departing from the scope of the invention. For example, in the cowl structure 1 for a vehicle according to the above-described embodiment, the example in which the two bent portions 51 and 52 having different bending rigidity are provided on the cowl brace 5 has been described. However, the present invention has three or more bent portions. The bending rigidity of the bent portion closest to the cowl outer 2 may be set lower than the bending rigidity of the other bent portions.

  Further, according to the present invention, the bending rigidity of the cowl brace 5 may be increased by forming a bead 55 formed by welding on a metal plate material.

  In the present invention, the bending rigidity of the cowl brace 5 may be set at a low bending rigidity by reducing the thickness of the metal plate material.

DESCRIPTION OF SYMBOLS 1 Vehicle cowl structure 2 Cowl outer 3 Cowl inner 4 Cowl lower 5 Cowl brace 5a Upper flange part 5b Lower flange part 5c Flange part 51, 52 Bending part 55 Bead

Claims (4)

A cowl outer that supports the lower end of the front windshield glass;
A cowl inner coupled to the cowl outer on the lower side of the cowl outer;
The cowl outer and the cowl inner are coupled in the vertical direction of the vehicle, and have a plurality of bent portions spaced apart from each other in the vertical direction of the vehicle at an intermediate portion, and the bending rigidity of the bent portion closest to the cowl outer is the other A cowl brace set low with respect to the bending rigidity of the bent part,
A vehicular cowl structure characterized by comprising: A projecting portion disposed on the cowl inner and projecting a part of the cowl brace to the vehicle front side from a straight line connecting a coupling position of the cowl brace with the cowl outer and a coupling position of the cowl inner;
A cowl lower facing the vehicle front side of the cowl inner on the lower side of the cowl outer,
The cowl brace is disposed between the projecting part and the cowl lower, and a bending part having a lower bending rigidity than the projecting part is disposed across the projecting part from the projecting part. The vehicular cowl structure according to claim 1, wherein a bent portion having a high bending rigidity is disposed on the vehicle lower side.   The vehicle cowl structure according to claim 1, wherein a bead is formed in the bent portion having a high bending rigidity.   The vehicular cowl structure according to any one of claims 1 to 3, wherein the cowl brace has a flange portion that bends to the vehicle front side at a side portion.

Images