JP2014121944A - Front part vehicle body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front part vehicle body structure of a vehicle capable of achieving both of NVH performance and pedestrian protection performance while improving a degree of freedom in interior design.SOLUTION: In a front part vehicle body structure of a vehicle, a cowl panel 6 includes: an upper surface 61 to which a front window member 9 is joined in a cross-sectional view perpendicular to the longitudinal direction; a swelling part 62 which is extended downward from the upper surface 61 and swells more on the front side of the vehicle body from a joint part of the front window member 9 and the upper surface 61, and is deformed so as to be folded by an input of a load from above; a vertical wall part 63 which is extended downward from the swelling part 62; and a lower surface 64 which is extended from a lower end of the vertical wall part 63 to the front side of the vehicle body. A front end 62a of the swelling part 62 gradually swells to the front side of the vehicle body as it goes to the central portion in a plain view of the vehicle, and a lower end 63a of the vertical wall part 63 is extended in a substantially straight line shape in the vehicle width direction at least in the vicinity of the central portion in the vehicle width direction.

Description

  The present invention relates to a front body structure of a vehicle that includes a cowl panel that extends in a vehicle width direction and supports a front window member from below.

  Conventionally, a cowl panel that supports a front window member from below in order to achieve both a pedestrian protection performance and a performance of suppressing noise caused by vibration of the front window member, so-called NVH (Noise Vibration Harshness) performance, There is known a so-called open cowl structure in which an open cross section in which a vehicle front side opens is formed by a panel member such as a dash upper panel that supports a rear end of the cowl panel.

  However, when the above-described open cowl structure is employed, for the purpose of forming an open cross section with an opening on the front side of the vehicle, the support portion that supports the rear end of the cowl panel with the panel member is inevitably provided on the vehicle interior side behind the vehicle. It becomes a structure to advance. For this reason, the space behind the vehicle behind the cowl panel cannot be secured, and as a result, there is a problem that the degree of freedom in interior design in front of the passenger compartment is limited.

  In recent years, with the diversification of vehicle auxiliary equipment mounted in the vehicle, there is an increasing need to effectively use the space in front of the passenger compartment as the installation space for the vehicle auxiliary equipment. The degree is an important factor along with pedestrian protection performance and NVH performance.

  By the way, conventionally, the open cowl structure described above is not adopted, and a shelf portion (upper surface portion) that supports the front window member, a vertical wall portion and a vehicle rear side portion that extend downward from the shelf portion, and the vehicle An apparatus including a cowl panel including a bottom portion (lower surface portion) extending forward from a rear side portion and a plate-like NV brace as a reinforcing member is disclosed (see Patent Document 1 below).

  In Patent Document 1, the support rigidity of the front window member is ensured by forming a closed cross section with the vertical wall portion and the vehicle rear side portion of the cowl panel and the NV brace. Further, when a collision load is input from above, for example, when a collision object collides with the front window member, the cowl panel and the NV brace are bent and deformed to absorb collision energy. Pedestrian protection performance is secured by energy absorption.

JP 2009-126480 A

  However, in Patent Document 1, when a collision load is input from above the front window member, the cowl panel is bent and deformed at the lower end of the vertical wall portion and the bent portion of the bottom portion. The upper part of the cowl panel made of is hardly deformed and does not exhibit the function of absorbing collision energy. For this reason, in the said patent document 1, the energy absorption amount in the whole cowl panel is not necessarily sufficient, and there was room for improvement in the point of the pedestrian protection performance.

  An object of the present invention is to provide a vehicle front body structure capable of achieving both NVH performance and pedestrian protection performance while improving the degree of freedom in interior design.

  A vehicle front body structure of a vehicle according to the present invention is a vehicle front body structure including a cowl panel that extends in the vehicle width direction and supports a front window member from below. The cowl panel is perpendicular to the longitudinal direction. A top surface portion to which the front window member is joined in a cross-sectional view, and a load from above by extending downward from the upper surface portion and bulging forward of the joint portion between the front window member and the upper surface portion. A bulging portion that is deformed so as to be folded in accordance with an input; a vertical wall portion that extends downward from the bulging portion; and a lower surface portion that extends forward from the lower end of the vertical wall portion, the bulging portion The front end bulges toward the front of the vehicle in the vehicle plan view, and the lower end of the vertical wall extends substantially linearly in the vehicle width direction at least near the center in the vehicle width direction.

  According to this configuration, it is possible to achieve both NVH performance and pedestrian protection performance while improving the degree of freedom in interior design.

  Specifically, a wide space behind the cowl panel can be secured by the bulging portion that bulges ahead of the vehicle rather than the joint portion between the front window member and the upper surface portion. For this reason, the freedom degree of interior design can be improved.

  The front end of the bulging portion bulges toward the front of the vehicle toward the center in the vehicle plan view, so that the front window member extends substantially linearly in the vehicle width direction in the vehicle plan view. Support rigidity can be increased. For this reason, NVH performance can be ensured.

  Further, when a collision load is input from above, such as when a colliding body collides with the front window member, the bulging portion is folded and the vertical wall portion is tilted to the rear of the vehicle. The whole can be deformed. For this reason, collision energy can be absorbed by the whole cowl panel.

  Here, when the lower end of the vertical wall portion bulges toward the front of the vehicle in the vehicle plan view in accordance with the shape of the front end of the bulge portion, the vertical wall portion can be smoothly brought down by the bulge shape. Although it may become difficult, since the lower end extends substantially linearly in the vehicle width direction at least near the center in the vehicle width direction, the vertical wall portion can be smoothly brought down. For this reason, the collision energy absorption in the whole cowl panel can be promoted, As a result, pedestrian protection performance can be secured.

  In one embodiment of the present invention, a dash panel that extends in the vehicle width direction and is joined to the lower surface portion to support the cowl panel from below is provided, and a joint portion between the dash panel and the lower surface portion is provided. The part extending substantially linearly at the lower end of the vertical wall portion is set at a position spaced forward of the vehicle.

  According to this configuration, it is possible to prevent the deformation of the lower end of the vertical wall portion, that is, the fall of the vertical wall portion from being hindered by the joint portion between the dash panel and the lower surface portion.

  In one embodiment of the present invention, the lower surface portion is substantially horizontal, and an angle formed by the lower surface portion and the vertical wall portion is 90 degrees or more.

According to this configuration, the lower surface portion is disposed substantially horizontally, and the angle formed between the lower surface portion and the vertical wall portion is set to 90 degrees or more, so that the vertical wall portion can be more smoothly tilted rearward of the vehicle. Can do.
In addition, when the lower surface portion is joined to the dash panel, if the angle is set to less than 90 degrees, the vertical wall portion is disposed so as to incline forward and upward, so that welding is performed at a position where the two joint portions are joined. Although there is a possibility that a work space for performing welding work by setting a gun cannot be secured sufficiently, the work space can be sufficiently secured by setting the angle to 90 degrees or more as described above. Thereby, the easiness of welding work can be improved.

  In an embodiment of the present invention, an angle formed by the lower surface portion and the vertical wall portion is approximately 90 degrees.

  According to this configuration, when the position of the front end of the bulging portion is set to a predetermined position in the vehicle, the depth (throttle amount) of the bulging portion is set to 90 degrees by setting the angle to approximately 90 degrees. The depth (aperture amount) when set at a large angle can be made shorter. Thereby, the full length of the board | plate material required for shaping | molding of a cowl panel can be shortened, and reduction of production cost can be aimed at.

  Also, since there is a limit to the amount of squeezing when the bulging part is formed, the cowl panel can be set by setting the angle to approximately 90 degrees and minimizing the depth of the bulging part (the amount of drawing). It is also possible to ensure the ease of processing.

  In one embodiment of the present invention, a reinforcing member is joined to the vehicle rear side of the cowl panel within a range in the vehicle width direction in which the lower end of the vertical wall portion extends substantially linearly. The upper part is joined to the lower side of the upper surface part, and the lower part is joined to the rear side of the vertical wall part, and has a bent part protruding rearward of the vehicle.

  According to this configuration, the reinforcing member is joined to the vehicle rear side of the cowl panel, the upper part of the reinforcing member is joined to the lower side of the upper surface part, and the lower part is joined to the rear side of the vertical wall part. Can directly contribute to the support rigidity of the front window member. Thereby, the support rigidity of the front window member, that is, the NVH performance can be further improved.

  And while joining a reinforcement member in the range of the vehicle width direction where the lower end of a vertical wall part extends in the shape of a straight line, this reinforcement member has a bent part which protrudes in the back of vehicles, and from the upper part of a front window member When a collision load is input, the reinforcing member can be bent and deformed so as to be folded while the bent portion is displaced rearward of the vehicle. Thereby, the support rigidity of a front window member can be improved more, without affecting the smooth deformation | transformation of a bulging part and a vertical wall part.

  According to the present invention, it is possible to provide a vehicle front body structure that can achieve both NVH performance and pedestrian protection performance while improving the degree of freedom in interior design.

The top view of the vehicle provided with the front body structure concerning the embodiment of the present invention. XX sectional view taken on the line in FIG. FIG. 2 is a cross-sectional view taken along line YY in FIG. 1. The perspective view which looked at the cowl panel from the vehicle front and upper direction. The bottom view of a cowl panel. The perspective view which looked at the cowl panel from the vehicle back and upper direction. Sectional drawing which shows the deformation | transformation state of a cowl panel and a reinforcement member. Sectional drawing which shows the deformation | transformation state of a cowl panel and a reinforcement member. It is explanatory drawing for demonstrating the relationship between the angle which a lower surface part and a vertical wall part make, and the depth (throttle amount) of a bulging part, (a) set the said angle to about 90 degree | times. FIG. 6B is an explanatory diagram when the angle is set to be larger than 90 degrees.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
As shown in FIGS. 1 to 3, the vehicle 1 according to this embodiment includes a hood 3 that covers the engine room 2, a dash panel 5 that partitions the engine room 2 and the vehicle compartment 4, and the dash panel, as shown in FIGS. A cowl panel 6 disposed above the panel 5, a cowl front panel 7 extending forward from the front end of the cowl panel 6, and a plurality of reinforcing members 8 joined to the cowl panel 6 are provided. In the figure, arrow F indicates the front of the vehicle, and arrow UP indicates the upper side of the vehicle.

  As shown in FIGS. 2 and 3, the bonnet 3 is configured by joining an outer panel 31 constituting an outer surface and an inner panel 32 constituting a surface on the engine room 2 side. The bonnet 3 is connected to the vehicle body via hinges (not shown) at both rear ends in the vehicle width direction, and is supported by the hinges so that the rear ends can be opened and closed.

  As described above, the dash panel 5 extends over substantially the entire width in the vehicle width direction, partitions the engine room 2 and the vehicle compartment 4 and supports the cowl panel 6 from below.

  The cowl panel 6 extends in the vehicle width direction and supports the lower end of the front window member 9 over substantially the entire width thereof. Further, as shown in FIG. 1, front pillars 10 and 10 that extend rearward and upward of the vehicle are provided at side edges on both sides in the vehicle width direction of the front window member 9. The lower ends of the left and right front pillars 10 and 10 are respectively positioned above.

  As shown in FIGS. 2 and 3, the cowl panel 6 has an upper surface portion 61 and extends downward from the upper surface portion 61 to the front of the vehicle in a cross-sectional view perpendicular to the longitudinal direction (vehicle width direction) of the cowl panel 6. It has a bulging portion 62 that bulges, a vertical wall portion 63 that extends downward from the bulging portion 62, and a lower surface portion 64 that extends from the lower end of the vertical wall portion 63 to the front of the vehicle. It has a letter shape.

  Of the cowl panel 6, the upper surface portion 61 has an inclined surface 61 a that is inclined forward and downward in the vehicle substantially corresponding to the inclination of the front window member 9. And in this inclined surface 61a, the lower end of the front window member 9 is joined by the adhesive agent 11. FIG. Accordingly, the front window member 9 is supported on the upper surface portion 61 of the cowl panel 6.

  The bulging portion 62 bulges forward of the vehicle so as to form a substantially C shape in the cross-sectional view, and in the present embodiment, is more than a joint portion (adhesive 11) between the front window member 9 and the upper surface portion 61. It bulges forward of the vehicle. Thus, when a large load such as a collision load is input from above the front window member 9, the front window member 9 can be deformed so as to be folded.

  Further, as shown in FIG. 4, the front end 62 a of the bulging portion 62 substantially bulges toward the front of the vehicle toward the center in the vehicle plan view, substantially corresponding to the shape of the lower end of the front window member 9.

  On the other hand, the lower end 63a of the vertical wall portion 63 has a linear portion 63a1 at least near the central portion in the vehicle width direction in the vehicle plan view as shown in FIGS. 4 to 6, and the linear portion 63a1. Then, the lower end 63a extends substantially linearly in the vehicle width direction.

  In the lower surface portion 64, the upper end of the dash panel 5 is joined on the lower side as shown in FIGS. 2 and 3. Thereby, the cowl panel 6 is supported by the dash panel 5 from below. And the junction part of the dash panel 5 and the lower surface part 64 is set in the position spaced apart ahead of the vehicle with respect to the linear part 63a1 of the vertical wall part 63. FIG.

  Moreover, the lower surface part 64 is arrange | positioned substantially horizontally, as shown to FIGS. 2-6, and angle (theta) 1 (FIG. 2, FIG. 3) which the vertical wall part 63 and the lower surface part 64 make in this embodiment. Is set to approximately 90 degrees.

  As shown in FIGS. 2 and 3, the cowl front panel 7 includes a lower surface portion 71, a vertical wall portion 72 extending upward from the front end of the lower surface portion 71, and an upper end of the vertical wall portion 72 in the cross-sectional view. And an upper surface portion 73 extending forward of the vehicle.

  In the cowl front panel 7, the rear end of the lower surface portion 71 is joined to the front end of the cowl panel 6. The cowl box 6 and the cowl front panel 7 form a cowl box whose upper portion opens in the vehicle width direction. Is formed.

  As shown in FIGS. 2, 3, and 6, the reinforcing member 8 has a first joint 81 and a second joint 82 at the top and bottom, respectively. It is joined to the lower side of the part 61 and the rear side of the vertical wall part 63. Thereby, the reinforcing member 8 is joined to the rear side of the cowl panel 6.

  Among these, the 1st junction part 81 is joined to the vicinity of the junction part of the front window member 9 and the upper surface part 61, as shown in FIG. 2, FIG. An angle θ2 (see FIGS. 2 and 3) formed by the front window member 9 and the upper portion of the reinforcing member 8 is set to approximately 90 degrees in the cross-sectional view.

  Further, as shown in FIGS. 2, 3, and 6, the reinforcing member 8 has a vehicle width of the cowl panel 6 (front window member 9) within the range of the linear portion 63 a 1 of the vertical wall portion 63 in the vehicle width direction. There are a total of three locations on the center and both sides. The arrangement position of the reinforcing member 8 is set in consideration of the vibration waveform when the front window member 9 vibrates, and specifically, is set corresponding to the position of the antinode of the vibration.

  In the present embodiment, the cowl panel 6 (upper surface portion 61) that supports the front window member 9 is reinforced by the reinforcing member 8 described above. Thereby, the support rigidity of the front window member 9 is ensured, and as a result, the performance (NVH performance) which suppresses the booming noise resulting from the vibration of the front window member 9 is ensured. Further, as described above, by arranging the reinforcing member 8 corresponding to the position of the vibration of the front window member 9, the vibration of the front window member 9 can be reduced with the minimum number of reinforcing members 8. It can be effectively suppressed.

  Further, as shown in FIGS. 2, 3, and 6, the reinforcing member 8 includes a bent portion 83 that protrudes rearward of the vehicle between the first joint portion 81 and the second joint portion 82. Yes.

In the reinforcing member 8 at the center in the vehicle width direction, the bent portion 83 is, as shown in FIG. 2, from the joint portion between the front window member 9 and the upper surface portion 61 to the upper end of the second joint portion 82 in the cross-sectional view. It is formed below the central portion C _L of the vertical width L. On the other hand, the opposite sides of the reinforcing member 8 in the vehicle width direction central portion, the bent portion 83 is formed in the central portion C _L of the vertical width L as shown in FIG.

Next, a case where a collision load is input to the front window member 9 from above will be described with reference to FIGS.
For example, as shown in FIGS. 7 and 8, when a collision load is input from above, for example, when a collision object α collides with the front window member 9, the cowl panel 6 bulges as shown in FIG. By deforming so that the part 62 is folded, collision energy is absorbed.

  Here, in FIG. 7, the reinforcing member 8 is bent and deformed so as to be folded while the bent portion 83 is displaced rearward of the vehicle. It is designed not to affect the various deformations.

  And if the said load is further input, as shown in FIG. 8, the said collision energy will be further absorbed by deform | transforming so that the vertical wall part 63 of the cowl panel 6 may fall down to a vehicle rear. Further, in FIG. 8, the bending deformation of the reinforcing member 8 further proceeds, and the progress of the bending deformation of the reinforcing member 8 does not affect the smooth deformation of the vertical wall portion 63. .

  In the present embodiment, as described above, the cowl panel 6 is deformed so as to be folded in accordance with a load input from above by bulging forward of the vehicle from the joint portion between the front window member 9 and the upper surface portion 61. And the front end of the bulging portion 62 bulges toward the front of the vehicle in the vehicle plan view, and the lower end of the vertical wall portion 63 is at least near the central portion in the vehicle width direction. By extending substantially linearly in the direction, it is possible to achieve both NVH performance and pedestrian protection performance while improving the degree of freedom in interior design.

  Specifically, a wide space behind the cowl panel 6, that is, a space ahead of the vehicle compartment 4 is secured by the bulging portion 62 that bulges ahead of the vehicle rather than the joint between the front window member 9 and the upper surface portion 61. be able to. For this reason, the freedom degree of interior design can be improved.

  The front end of the bulging portion 62 bulges toward the front of the vehicle in the vehicle plan view as compared with the case where it extends substantially linearly in the vehicle width direction in the vehicle plan view. 9 support rigidity can be increased. For this reason, NVH performance can be ensured.

  Furthermore, when a collision load is input from above, for example, when the collision object α collides with the front window member 9, the bulging portion 62 is folded and the vertical wall portion 63 falls to the rear of the vehicle. The entire cowl panel 6 can be deformed by deformation. For this reason, collision energy can be absorbed by the cowl panel 6 as a whole.

  Here, when the lower end 63a of the vertical wall portion 63 bulges toward the front of the vehicle in the vehicle plan view in accordance with the shape of the front end 62a of the bulging portion 62, the vertical wall portion 63 is formed by the bulging shape. Although there is a risk that it will be difficult to bring down smoothly, the lower end 63a extends substantially linearly in the vehicle width direction at least near the center in the vehicle width direction as described above, so that the vertical wall portion 63 can be smoothly moved. Can be defeated. For this reason, the collision energy absorption in the whole cowl panel 6 can be accelerated | stimulated, As a result, pedestrian protection performance can be ensured.

  In addition, when the lower end 63a of the vertical wall portion 63 bulges toward the front of the vehicle in the vehicle plan view, it may be difficult to generate the lower end 63a by bending due to the bulging shape. As described above, since it extends substantially linearly in the vehicle width direction at least near the center in the vehicle width direction, there is also an effect that processability when bending the lower end 63a can be secured.

  In the present embodiment, both ends in the vehicle width direction are non-linear at the lower end 63a of the vertical wall 63. However, as long as at least the vicinity of the center is substantially straight as described above, the vertical wall The part 63 can be brought down smoothly as a whole, and further, the processability of the lower end 63a can be ensured.

  In addition, the joining portion of the dash panel 5 that supports the cowl panel 6 from below and the lower surface portion 64 is set at a position spaced forward of the vehicle with respect to the linear portion 63a1 of the lower end 63a of the vertical wall portion 63. Thus, it is possible to prevent the deformation of the lower end 63 a of the vertical wall portion 63, that is, the fall of the vertical wall portion 63 from being hindered by the joint portion between the dash panel 5 and the lower surface portion 64.

  Further, the lower surface portion 64 is disposed substantially horizontally, and the angle θ1 formed by the lower surface portion 64 and the vertical wall portion 63 is set to 90 degrees or more, so that the vertical wall portion 63 can be more smoothly tilted rearward of the vehicle. be able to.

  Further, when the lower surface portion 64 is joined to the dash panel 5, if the angle θ1 is set to be less than 90 degrees, the vertical wall portion 63 is disposed so as to be inclined forward and upward. Although there is a possibility that a work space for performing welding work by setting a welding gun at a certain position cannot be secured, the work space is sufficiently secured by setting the angle θ1 to 90 degrees or more as described above. can do. Thereby, the easiness of welding work can be improved.

  Further, when the position of the front end 62a is set to a predetermined position in the vehicle, the angle θ1 is set to approximately 90 degrees, so that the depth (throttle amount) S1 of the bulging portion 62 (FIG. 9) is set as shown in FIG. 9 (a) (see the cowl panel 6) can be made shorter than the depth (throttle amount) S2 (see the cowl panel 106 in FIG. 9B) when the angle is set to be larger than 90 degrees. Thereby, the full length of the board | plate material required for shaping | molding of the cowl panel 6 can be shortened, and reduction of production cost can be aimed at.

  Further, since there is a limit to the amount of squeezing when the bulging portion 62 is formed, the angle θ1 is set to approximately 90 degrees as described above, and the depth (throttle amount) S1 of the bulging portion 62 is minimized. By being limited to the limit, it is possible to ensure the ease of processing of the cowl panel 6.

  In addition, the reinforcing member 8 is joined to the rear side of the cowl panel 6, and the upper part of the reinforcing member 8 is joined to the lower side of the upper surface part 61 and the lower part is joined to the rear side of the vertical wall part 63. The member 8 can directly contribute to the support rigidity of the front window member 9. Thereby, the support rigidity of the front window member 9, that is, the NVH performance can be further improved.

  Then, the reinforcing member 8 is joined within the range of the linear portion 63a1 in the vehicle width direction, and the reinforcing member 8 has a bent portion 83 protruding rearward of the vehicle, so that a collision load is applied from above the front window member 9. Is input, the reinforcing member 8 can be bent and deformed so as to be folded while the bent portion 83 is displaced rearward of the vehicle. Thereby, the support rigidity of the front window member 9 can be further improved without affecting the smooth deformation of the bulging portion 62 and the vertical wall portion 63.

  By the way, in embodiment mentioned above, although the reinforcement member 8 is arrange | positioned in total three places in the vehicle width direction center part of the cowl panel 6 and its both sides, the arrangement position and number of the reinforcement members 8 are not necessarily limited to this. Is not to be done. For example, the reinforcing member 8 may be disposed only in the vehicle width direction central portion of the cowl panel 6 or only on both sides of the vehicle width direction central portion, or at a predetermined interval over substantially the entire width of the cowl panel 6 in the vehicle width direction. A plurality may be provided for each.

In correspondence between the configuration of the present invention and the above-described embodiment,
The portion of the present invention that extends substantially linearly at the lower end of the vertical wall portion corresponds to the linear portion 63a1,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

DESCRIPTION OF SYMBOLS 5 ... Dash panel 6 ... Cowl panel 8 ... Reinforcement member 9 ... Front window member 61 ... Upper surface part 62 ... Swelling part 62a ... Front end 63 ... Vertical wall part 63a ... Lower end 63a1 ... Linear part 64 ... Lower surface part 83 ... Bending Part

Claims (5)

A vehicle front body structure including a cowl panel extending in the vehicle width direction and supporting a front window member from below,
The cowl panel has an upper surface portion to which the front window member is joined in a cross-sectional view perpendicular to the longitudinal direction;
A bulging portion that extends downward from the upper surface portion, and bulges forward of the vehicle from the joint portion between the front window member and the upper surface portion, and is deformed so as to be folded along with load input from above;
A vertical wall portion extending downward from the bulging portion;
A lower surface portion extending forward from the lower end of the vertical wall portion,
The front end of the bulging part bulges forward of the vehicle toward the center as seen in a plan view of the vehicle,
A vehicle front body structure in which a lower end of the vertical wall portion extends substantially linearly in the vehicle width direction at least in the vicinity of a center portion in the vehicle width direction. A dash panel that supports the cowl panel from below by extending in the vehicle width direction and being joined to the lower surface portion,
The vehicle front body structure according to claim 1, wherein a joint portion between the dash panel and the lower surface portion is set at a position spaced forward of the vehicle with respect to a portion extending substantially linearly at a lower end of the vertical wall portion. . The vehicle front body structure according to claim 1 or 2, wherein the lower surface portion is substantially horizontal, and an angle formed between the lower surface portion and the vertical wall portion is 90 degrees or more. 4. The vehicle front body structure according to claim 3, wherein an angle formed between the lower surface portion and the vertical wall portion is approximately 90 degrees. Within the range of the vehicle width direction in which the lower end of the vertical wall portion extends substantially linearly, a reinforcing member is joined to the vehicle rear side of the cowl panel,
The reinforcing member has an upper part joined to the lower side of the upper surface part and a lower part joined to the rear side of the vertical wall part,
The vehicle front body structure according to any one of claims 1 to 4, further comprising a bent portion protruding rearward of the vehicle.

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