JP5690669B2 - Vehicle front body - Google Patents

Description

  The present invention relates to a front vehicle body of a vehicle in which a cowl box is provided behind a damper housing, a windshield glass is supported on the cowl box, and a front pillar is provided behind the cowl box.

Some of the front car bodies of a vehicle are provided with a cowl box at the upper part of a dashboard lower that separates the engine room and the vehicle compartment, and the cowl box is disposed on the rear upper side of the damper housing (for example, a patent) Reference 1).
By disposing the cowl box on the vehicle body rear upper side of the damper housing, the bottom of the cowl box is formed at substantially the same height as the top of the damper housing.

According to the front body of a vehicle disclosed in Patent Document 1, the bottom of the cowl box is formed by forming the bottom of the cowl box at substantially the same height as the top of the damper housing, and the load input from the front of the vehicle body passes through the top of the damper housing. Can tell.
Thereby, it is possible to transmit the load input from the front of the vehicle body to the front pillar through the bottom of the cowl box, and to support the transmitted load with the front pillar.

Japanese Patent No. 4060253

By the way, among the front vehicle bodies of a vehicle, there is one in which a cowl box is provided on the vehicle body rear side of the damper housing and at substantially the same height as the damper housing.
According to the front vehicle body of this vehicle, the bottom of the cowl box is provided at a position lower than the top of the damper housing. Therefore, it is difficult to efficiently transmit the load input from the front of the vehicle body to the bottom of the cowl box through the top of the damper housing.
For this reason, a device for efficiently transmitting the load input from the front of the vehicle body to the cowl box through the damper housing has been demanded.

  An object of the present invention is to provide a front vehicle body of a vehicle that can efficiently transmit a load input from the front of the vehicle body to a cowl box through a damper housing.

According to a first aspect of the present invention, there is provided a cowl box provided at an upper portion of a dashboard lower that separates an engine room and a vehicle compartment, left and right damper housings provided in front of a body of the cowl box, In a front vehicle body having a side extension for closing left and right ends and a front pillar connected to a rear end portion of the side extension, the cowl box extends from the upper part of the dashboard lower to the front and rear of the vehicle body. A dashboard upper projecting in the direction, a windshield lower provided on the dashboard upper to support the windshield glass, and installed on the dashboard upper and the windshield lower, in a vehicle width direction from the damper housing Located inside and behind the car Comprising a damper housing support that, the, the dashboard upper includes a dashboard front wall provided on the front side of the vehicle body, and dashboards rear wall provided on the vehicle body behind the dashboard front wall, the dashboard A dashboard rear joint provided at the upper end of the dashboard rear wall, formed in a substantially U shape in side view, comprising a dashboard bottom connecting the lower end of the front wall and the lower end of the dashboard rear wall. The windshield lower is provided at a lower end portion and has a windshield joint piece provided at the rear dashboard joining piece, and the damper housing support is arranged on the windshield upper ridge line of the windshield lower A support rear end provided on the support rear end, and a joint protrusion protruding from the support rear end. There wherein the interposed joining pieces and the windshield joining pieces after the dashboard.

Here, it is conceivable that the cowl box is provided at substantially the same height as the damper housing in a state where the cowl box is provided behind the damper housing.
In this case, the bottom of the cowl box is disposed below the top of the damper housing, and it is difficult to efficiently transmit the load input from the front of the vehicle body to the bottom of the cowl box through the top of the damper housing.

Therefore, in claim 1, a damper housing support is installed on the dashboard upper and windshield lower (that is, in the cowl box) of the cowl box.
Further, the damper housing support is disposed closer to the inside in the vehicle width direction than the damper housing and rearward of the vehicle body from the damper housing.

According to a second aspect of the present invention, the damper housing support includes a support beam portion interposed between the dashboard upper and the windshield lower , in addition to the support rear end portion and the joint protrusion, and a front end of the support beam portion. from being flared, the anda support front portion provided in the dashboard on the edge line of the dashboard upper, said support rear end from the rear end of the support beam portion is flared, the support beam portion The upper side portion is formed in an upward shape toward the rear of the vehicle body.

Claim 3, the damper housing support, said support front end is bent inward in the vehicle width direction, and the support rear end is bent outward in the vehicle width direction toward the front pillar, to the support beam portion A reinforcing beam portion bead that is formed and extends in the longitudinal direction of the vehicle body, and a reinforcing beam portion that is formed at the front end portion of the support and extends inward in the vehicle width direction from the front end of the beam portion bead. It has a front end bead and a reinforcing rear end bead formed at the rear end of the support and extending outward from the rear end of the beam bead in the vehicle width direction.

According to a fourth aspect of the present invention, the front wall of the dashboard, the rear wall of the windshield lower, the side extension, and the damper housing support are formed in a substantially rectangular shape in plan view.

According to a fifth aspect of the present invention, the windshield lower is provided with an air conditioner intake port for sucking outside air into the vehicle interior, and the damper housing support is provided outside the air conditioner intake port in the vehicle width direction.

Here, for example, it is conceivable that car wash water enters the cowl box from the opening of the cowl box during the car wash, and the water that has entered the cowl box flows into the air conditioner intake.
Therefore, in claim 5 , a damper housing support is provided outside the air-conditioner intake port in the vehicle width direction.

According to the first aspect of the present invention, the damper housing support is provided in the cowl box, and the damper housing support is disposed closer to the inner side in the vehicle width direction than the damper housing and behind the vehicle body from the damper housing.
Thereby, even when the bottom part of the cowl box is disposed below the top part of the damper housing, the load input to the damper housing can be efficiently transmitted to the damper housing support (that is, the cowl box).
In this way, the load transmitted to the damper housing support (cowl box) is transmitted to the front pillar through the cowl box and absorbed by the front pillar.
Moreover, in the invention which concerns on Claim 1, the joining protrusion piece was provided in the support rear-end part of the damper housing support. Furthermore, this joining protrusion was clamped between the dashboard rear joining piece and the windshield joining piece.
Therefore, the rigidity of the cowl box can be increased by reinforcing the dashboard upper and the windshield lower with the damper housing support.
Furthermore, even if the damper housing support is formed in an upward shape toward the rear of the vehicle body, it is possible to prevent the damper housing support from being lifted upward by a collision load.
Thus, the load transmitted from the damper housing to the damper housing support (that is, the cowl box) can be efficiently transmitted to the front pillar through the cowl box.

In the invention which concerns on Claim 2, the support front end part of the damper housing support was provided in the dashboard upper ridgeline, and the support rear end part of the damper housing support was provided in the windshield upper ridgeline.
The dashboard upper ridge line and the windshield upper ridge line are formed in a substantially curved cross section, so that a relatively large rigidity is ensured.

Therefore, the load transmitted from the damper housing to the upper ridge line of the dashboard can be efficiently transmitted to the damper housing support via the upper ridge line of the dashboard.
Furthermore, the load transmitted to the damper housing support can be efficiently transmitted to the front pillar via the windshield upper ridge line.

Some vehicles have a damper housing provided below the upper portion of the cowl box.
Therefore, in claim 2, the upper side portion of the damper housing support (support beam portion) is formed in an upward shape toward the rear of the vehicle body.
As a result, the load transmitted from the damper housing to the damper housing support can be more efficiently transmitted to the front pillar via the damper housing support.

In the invention according to claim 3 , the front end portion of the support is bent inward in the vehicle width direction, and the rear end portion of the support is bent outward in the vehicle width direction toward the front pillar.
Further, a beam bead, a front end bead, and a rear end bead were provided at the support beam, the support front end, and the support rear end.
Therefore, the rigidity (section modulus) of the damper housing support can be increased by the beam bead, the front end bead, and the rear end bead.
Thereby, the load transmitted from the damper housing to the support front end can be efficiently transmitted to the support rear end through the support beam.

Furthermore, the rear end of the support was bent outward in the vehicle width direction toward the front pillar.
Thereby, the load transmitted from the support beam portion to the support rear end portion of the damper housing support can be efficiently transmitted to the front pillar through the support rear end portion.

In the invention according to claim 4 , the front wall of the dashboard upper, the rear wall of the windshield lower, the side extension, and the damper housing support are formed in a substantially rectangular shape in plan view.
Thereby, the rigidity of the cowl box can be increased, and the load transmitted to the cowl box can be efficiently transmitted to the front pillar through the cowl box.

In the invention according to claim 5 , the windshield lower is provided with the air conditioner intake port, and the damper housing support is provided outside the air conditioner intake port in the vehicle width direction.
Further, as described above, the front end portion of the damper housing support is provided on the upper ridge line of the dashboard, and the rear end portion of the damper housing support is provided on the upper ridge line of the windshield.
Accordingly, the car housing water that has entered the cowl box from the opening of the cowl box can be prevented from flowing into the air conditioner intake port by the damper housing support.

Furthermore, the damper housing support can be provided in the vicinity of the air conditioner intake port by providing the damper housing support outside the air conditioner intake port in the vehicle width direction.
Therefore, the air conditioning inlet can be reinforced with the damper housing support.
As a result, the rigidity of the cowl box can be increased, and vibration due to engine swinging or the like can be suppressed.

In addition, by providing a damper housing support outside the air conditioner intake port in the vehicle width direction, the outside air sucked into the cowl box can be guided by the damper housing support.
Thereby, the outside air sucked into the cowl box can be smoothly guided by the damper housing support and efficiently sucked into the air conditioner intake port.

1 is a perspective view showing a front vehicle body of a vehicle according to the present invention. It is a disassembled perspective view which shows the state which expanded two parts of FIG. 1 and decomposed | disassembled the side fender. FIG. 3 is an exploded perspective view showing the front vehicle body of FIG. 2. FIG. 4 is a view taken in the direction of arrow 4 in FIG. 5A is a cross-sectional view taken along line 5 (a) -5 (a) of FIG. 4, and FIG. 5B is an enlarged view of 5 (b) of FIG. 5A. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a view taken along arrow 7 in FIG. 3. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 2. (A) is a perspective view which shows the state which looked at the damper housing support which concerns on this invention from back, (b) is a perspective view which shows the state which looked at the damper housing support of (a) from the front. FIG. 3 is an enlarged view of 10 parts in FIG. 2. FIG. 11 is an enlarged view of part 11 in FIG. 3. It is a 12 arrow view of FIG. FIG. 13 is a view taken in the direction of arrow 13 in FIG. It is a disassembled perspective view which shows the front vehicle body of FIG. 15A is a cross-sectional view taken along line 15 (a) -15 (a) in FIG. 13, and FIG. 15B is a cross-sectional view taken along line 15 (b) -15 (b) in FIG. It is a perspective view which shows the state which attached the left side fender to the left fender bracket of the front part vehicle body which concerns on this invention. It is a disassembled perspective view which shows the front vehicle body of FIG. It is a figure explaining the state into which the load was input into the left damper housing of the front vehicle body which concerns on this invention from the vehicle body front. It is a figure explaining the example which transmits a load to the left front pillar through the damper housing support which concerns on this invention. It is a figure explaining the example which transmits a load to the left front pillar through the left side extension which concerns on this invention. It is an example which prevents water from entering the cowl box with the left dashboard side member according to the present invention.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. Note that “front (Fr)”, “rear (Rr)”, “left (L)”, and “right (R)” follow the direction as viewed from the seated person.

A vehicle front body (vehicle front structure) 10 according to an embodiment will be described.
As shown in FIG. 1, a front vehicle body 10 of a vehicle includes left and right upper members 12 provided on left and right sides of the vehicle body, left and right damper housings 13 provided on the inner side in the vehicle width direction of the left and right upper members 12, and A dashboard lower 14 provided at the rear of the vehicle body of the left and right damper housings 13, a cowl box 15 provided at an upper portion 14 a (see FIG. 5) of the dashboard lower 14, and left and right end portions 15 a of the cowl box 15. Left and right front pillars 18 are provided.
A reinforcing tower bar 19 is bridged between the left and right damper housings 13.

  As shown in FIGS. 2 and 3, the front vehicle body 10 of the vehicle is provided on the inner side in the vehicle width direction of the left and right side extensions 21 provided at the left and right end portions 15 a of the cowl box 15 and the left and right side extensions 21. The left and right dashboard side members 22 and the left and right fender brackets 23 provided on the upper portions (outer surfaces) 21a of the left and right side extensions 21 are provided.

  In addition, the front vehicle body 10 of the vehicle is opened and closed between the left and right side fenders 27 and the left and right side fenders 27 supported by the left and right fender brackets 23, the left and right side fenders 27 provided with the left and right partition pads 26. A hood (bonnet) 28 (see FIG. 6) provided freely is provided.

  Since the front body 10 of the vehicle is formed substantially symmetrically, the left side member and the right side member of the front body 10 of the vehicle are denoted by the same reference numerals, and description of the right member is omitted.

The left upper member 12 is provided on the left side of the vehicle body 11 and extends so as to descend from the left end 15a of the cowl box 15 toward the front of the vehicle body.
The left upper member 12 is formed so that, for example, when a load is input from the front of the vehicle body due to an offset collision or the like, the input load is transmitted to the front end portion 12a (see FIG. 1).
The offset collision is a collision in a state shifted to either one of the left and right directions with respect to the center in the width direction of the vehicle body.

The left damper housing 13 is provided on the left end 15a side of the cowl box 15 and in front of the vehicle body of the left end 15a.
The left damper housing 13 includes a housing main body 31 provided on the left upper member 12 and the left front side frame (not shown), and a housing top portion 32 provided on an upper portion of the housing main body 31.
The housing body 31 is a wall portion that partitions a left front damper (not shown) from the engine room 34.
The housing top portion 32 is a portion that supports the top portion of the left front damper.

As shown in FIG. 1, the dashboard lower 14 is a panel member that is provided behind the left and right damper housings 13 to isolate the engine room 34 and the vehicle compartment 35.
A cowl box 15 is provided on the upper portion 14 a of the dashboard lower 14.

As shown in FIGS. 4 and 5, the cowl box 15 includes a dashboard upper 37 provided on the upper portion 14 a of the dashboard lower 14, a windshield lower 38 provided on the dashboard upper 37, and a dashboard upper 37. And a damper housing support 39 installed on the windshield lower 38.
As shown in FIG. 6, in the cowl box 15, a closed space 41 is formed by a dashboard upper 37 and a windshield lower 38, and an outside air inlet 42 is formed in the upper center 15b.
The cowl box 15 has a left end opening 43 (see FIG. 2) formed in the left end portion 15a.

As shown in FIG. 7, the dashboard upper 37 includes a dashboard bottom portion 44 projecting from the upper portion 14 a of the dashboard lower 14 in the vehicle body front-rear direction, and a dashboard folded upward from the front end portion 44 a of the dashboard bottom portion 44. A board front wall (a dashboard upper front wall) 45 and a dashboard rear wall 46 bent upward from a rear end 44b of the dashboard bottom 44 are provided.
The dashboard upper 37 is formed by a dashboard front wall 45, a dashboard rear wall 46, and a dashboard bottom 44 in a substantially U shape in a side view.

  Further, the dashboard upper 37 is formed at the intersection of the dashboard front joint piece 47 bent toward the front of the vehicle body from the upper end 45a of the dashboard front wall 45, and the dashboard front wall 45 and the dashboard front joint piece 47. A dashboard upper ridge line 48 is provided, and a dashboard rear joint piece 49 bent from the upper end portion 46a of the dashboard rear wall 46 toward the rear of the vehicle body.

The windshield lower 38 includes a windshield lower joint piece (windshield joint piece) 51 joined to the rear dashboard joint piece 49 by welding, and a wind bent upward from the front end portion of the windshield lower joint piece 51. It has a shield rear wall (rear wall of the windshield lower) 52 and a windshield top 53 that is bent from the upper end of the windshield rear wall 52 toward the front of the vehicle body.
The windshield lower joint piece 51 is bent from the lower end portion 52a of the windshield rear wall 52 toward the rear of the vehicle body.
The windshield lower 38 is formed in a substantially L shape in a side view by a windshield rear wall 52 and a windshield top 53.

As shown in FIG. 4, the windshield rear wall 52 is formed with an air conditioner intake port 55 at a portion near the left end portion 52b, that is, a portion spaced a predetermined distance L from the left end portion 52b.
The air conditioner intake port 55 communicates with an air conditioner (not shown) via an intake duct.
Accordingly, outside air is introduced into the cowl box 15 from the outside air introduction port 42 of the cowl box 15, and the introduced outside air is guided to the air conditioner intake port 55 through the cowl box 15.
The outside air guided to the air conditioner intake port 55 is guided to the air conditioner through the air conditioner intake port 55 and the intake duct, and is blown into the passenger compartment 35 while being air-conditioned by the air conditioner.

As shown in FIG. 6, the windshield top 53 has a glass support 53 a that supports the lower end 59 a of the windshield glass 59.
As shown in FIG. 5 and FIG. 7, the windshield lower 38 is located at the intersection of the windshield rear wall 52 and the windshield top 53 and from the left end 52 b of the windshield rear wall 52 to the rear of the vehicle body. And a windshield left joint piece 57 bent toward the front.

As shown in FIGS. 7 and 8, the cowl box 15 is provided at substantially the same height as the left damper housing 13 in a state where the cowl box 15 is provided behind the left damper housing 13 in the vehicle body.
Therefore, the bottom portion (dashboard bottom portion) 44 of the cowl box 15 is disposed below the housing top portion 32 of the left damper housing 13.
For this reason, it is difficult to efficiently transmit the load input from the front of the vehicle body to the dashboard bottom through the housing top 32.

Therefore, a damper housing support 39 is installed on the dashboard upper 37 and the windshield lower 38 of the cowl box 15.
Further, a damper housing support 39 is disposed on the inner side in the vehicle width direction from the center 61 of the left damper housing 13 (housing top portion 32) and at the rear of the left damper housing 13 in the vehicle body.

Thereby, even when the bottom of the dashboard is disposed below the housing top 32, the load inputted to the left damper housing 13 can be efficiently transmitted to the damper housing support 39 (that is, the cowl box 15).
Thus, the load transmitted to the damper housing support 39 (the cowl box 15) is transmitted to the left front pillar 18 (see also FIG. 2) through the cowl box 15 and absorbed by the left front pillar 18.

Further, a damper housing support 39 is installed on the dashboard upper 37 and the windshield lower 38 of the cowl box 15.
Further, a damper housing support 39 is disposed on the inner side in the vehicle width direction from the center 61 of the left damper housing 13 (housing top portion 32) and at the rear of the left damper housing 13 in the vehicle body.

Thereby, even when the left damper housing 13 is retracted rearward of the vehicle body due to the moment generated by the load input to the left damper housing 13, the left damper housing 13 can be supported by the damper housing support 39.
Thus, the load transmitted to the damper housing support 39 (the cowl box 15) is transmitted to the left front pillar 18 (see also FIG. 2) through the cowl box 15 and absorbed by the left front pillar 18.

Next, the damper housing support 39 will be described in detail.
As shown in FIG. 9, the damper housing support 39 includes a support beam portion 63 interposed between the dashboard front wall 45 and the windshield rear wall 52, and a support front end portion projecting from a front end 63 a of the support beam portion 63. 64, a support rear end portion 65 protruding from the rear end 63 b of the support beam portion 63, and a joint protrusion piece 66 protruding from the lower end 65 a of the support rear end portion 65.

  Further, the damper housing support 39 is formed on the reinforcing beam bead 67 formed on the support beam 63, the reinforcing front end bead 68 formed on the support front end 64, and the support rear end 65. And a rear end bead 69 for reinforcement.

The support beam portion 63 has an upward curved side portion (upper side portion) 63c formed in an upward shape from the front end 63a to the rear end 63b toward the rear of the vehicle body, and an upward slope from the front end 63a to the rear end 63b toward the rear of the vehicle body. And a lower inclined side portion 63d formed.
The reason why the upper curved side 63c is formed in an upward shape toward the rear of the vehicle body will be described in detail later.

As shown in FIGS. 8 and 9, a reinforcing beam bead 67 is formed on the support beam 63.
The beam part bead 67 is provided between the upper curved side part 63c and the lower inclined side part 63d, bulges outward in the vehicle width direction with respect to the support beam part 63, and the vehicle body along the lower inclined side part 63d. It extends toward the front-rear direction.

The support front end portion 64 is bent from the front end 63a of the support beam portion 63 toward the inner side in the vehicle width direction.
A reinforcing front end bead 68 is formed at the support front end 64.
The front end bead 68 extends from the front end of the beam bead 67 toward the inside in the vehicle width direction.
As shown in FIGS. 5 and 7, the support front end portion 64 is joined to the dashboard front wall 45 by welding, and the upper end 64 a is provided on the dashboard upper ridge line 48.

As shown in FIGS. 8 and 9, the support rear end portion 65 is bent outward from the rear end 63 b of the support beam portion 63 toward the left front pillar 18 in the vehicle width direction.
A reinforcing rear end bead 69 is formed on the support rear end 65.
The rear end bead 69 extends from the rear end of the beam bead 67 toward the outside in the vehicle width direction.
As shown in FIGS. 5 and 7, the support rear end portion 65 is attached to the windshield rear wall 52 with bolts 71 and nuts 72, and the upper end 65 b is provided on the windshield upper ridge line 56.

Here, the dashboard upper ridge line 48 and the windshield upper ridge line 56 are formed in a substantially curved cross section, so that a relatively large rigidity is ensured.
Further, a support front end portion 64 is provided on the dashboard upper ridge line 48, and a support rear end portion 65 is provided on the windshield upper ridge line 56.

Therefore, the load transmitted from the left damper housing 13 to the dashboard upper ridge line 48 can be efficiently transmitted to the damper housing support 39 via the dashboard upper ridge line 48.
Furthermore, the load transmitted to the damper housing support 39 can be efficiently transmitted to the left front pillar 18 (see also FIG. 2) via the windshield upper ridge line 56.

Next, the reason why the upper curved side portion 63c of the damper housing support 39 is formed in an upward shape toward the rear of the vehicle body will be described.
As shown in FIG. 7, the housing top portion 32 of the left damper housing 13 is provided below the upper portion of the cowl box 15 (that is, the windshield top portion 53).
For this reason, it is difficult to suitably transmit the load input to the left damper housing 13 to the windshield upper ridge line 56.

Therefore, the upper curved side portion 63c of the damper housing support 39 (support beam portion 63) is formed in an upward shape toward the rear of the vehicle body.
The support front end portion 64 of the damper housing support 39 can be disposed at substantially the same height as the housing top portion 32 of the left damper housing 13.

Therefore, the load input to the left damper housing 13 (housing top portion 32) can be efficiently transmitted to the damper housing support 39.
Furthermore, the load transmitted to the damper housing support 39 can be efficiently transmitted to the left front pillar 18 (see also FIG. 2) via the damper housing support 39 and the windshield upper edge line 56.

Also, as shown in FIGS. 8 and 9, the support front end portion 64 is bent inward in the vehicle width direction, and the support rear end portion 65 is bent outward in the vehicle width direction toward the left front pillar 18.
Further, the support beam portion 63, the support front end portion 64, and the support rear end portion 65 are provided with a beam bead 67, a front end bead 68, and a rear end bead 69.

Therefore, the rigidity (section modulus) of the damper housing support 39 can be increased by the beam bead 67, the front end bead 68, and the rear end bead 69.
Thereby, the load transmitted from the left damper housing 13 to the support front end portion 64 can be efficiently transmitted to the support rear end portion 65 via the support beam portion 63.

Furthermore, the support rear end portion 65 was bent outward in the vehicle width direction toward the left front pillar 18.
Thereby, the load transmitted from the support beam portion 63 to the support rear end portion 65 can be efficiently transmitted to the left front pillar 18 through the support rear end portion 65.

As shown in FIGS. 5 and 9, a joining projection piece 66 projects from the lower end 65 a of the support rear end portion 65 toward the rear of the vehicle body.
The joining projection piece 66 is sandwiched between the rear dashboard joining piece 49 and the windshield lower joining piece 51.
Therefore, the dashboard upper 37 and the windshield lower 38 can be reinforced by the damper housing support 39 to further increase the rigidity of the cowl box 15.

Furthermore, even if the damper housing support 39 is formed in an upward shape toward the rear of the vehicle body, it is possible to prevent the damper housing support 39 from floating upward due to a collision load.
Thus, the load transmitted from the damper housing to the damper housing support 39 (that is, the cowl box 15) can be efficiently transmitted to the left front pillar 18 through the cowl box 15.

Here, as shown in FIGS. 4 and 5, the damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction and in the vicinity of the air conditioner intake port 55.
The reason why the damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction is as follows.
That is, for example, during washing of a vehicle, car wash water enters the cowl box 15 from the upper opening 74 of the cowl box 15 (left end portion 15a), and the water that has entered the cowl box 15 enters the air conditioner intake port 55. Inflow is considered.
The upper opening 74 is formed at the left end 15 a of the cowl box 15 and at the front upper part of the cowl box 15.

Therefore, the damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction (on the left end 15a side).
In addition, the support front end portion 64 (upper end 64 a) is provided on the dashboard upper ridge line 48, and the support rear end portion 65 (upper end 65 b) is provided on the windshield upper ridge line 56.
Accordingly, the water for washing the car that has entered the cowl box 15 from the upper opening 74 of the cowl box 15 can be prevented from flowing into the air conditioner intake port 55 by the damper housing support 39.

Further, the damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction and in the vicinity of the air conditioner intake port 55.
Therefore, the air conditioning inlet 55 can be reinforced by the damper housing support 39.
As a result, the rigidity of the cowl box can be increased, and vibration due to engine swinging or the like can be suppressed.

Here, as shown in FIGS. 1 and 4, the outside air inlet 42 of the cowl box 15 is provided in the upper center 15 b of the cowl box 15. Therefore, the outside air inlet 42 is disposed on the inner side in the vehicle width direction of the air conditioner inlet 55.
On the other hand, a damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction.

As a result, as shown in FIG. 6, the outside air sucked into the cowl box 15 from the outside air inlet 42 can be guided to the air conditioner inlet 55 side by the damper housing support 39 as shown by an arrow.
Therefore, the outside air sucked into the cowl box 15 from the outside air introduction port 42 can be smoothly guided to the air conditioner intake port 55 side by the damper housing support 39 and efficiently sucked into the air conditioner intake port 55.

As shown in FIGS. 1 and 2, a left front pillar 18 is provided at the left end 15 a of the cowl box 15.
The left front pillar 18 includes a pillar leg portion 77 and a pillar inclined portion 78.
The pillar leg portion 77 stands from the front end portion of the left side sill 79 (see FIG. 1) to the left end portion 15a (specifically, the left side extension 21) of the cowl box 15.
The pillar inclined portion 78 extends upward from the upper end portion 77a of the pillar leg portion 77 toward the rear of the vehicle body along the left edge of the windshield glass 59.

As shown in FIGS. 10 and 11, a left side extension 21 is provided at the left end (end) 15 a of the cowl box 15.
As described above, the left side extension 21 is provided at the left end 15 a, so that the left end 15 a of the cowl box 15 is closed (covered) by the left side extension 21.

The left side extension 21 is provided at the left end 15 a of the cowl box 15 and is adjacent to the outer side in the vehicle width direction of the left damper housing 13.
A left end 15 a of the cowl box 15 is provided at a rear end 12 b of the left upper member 12.

That is, the left side extension 21 includes an extension side wall portion 82 that covers the left end portion 15 a of the cowl box 15, and an extension upper bent portion (upper bent portion) 83 that is bent from the upper end portion 82 a of the extension side wall portion 82. ing.
The extension side wall portion 82 is provided with a reinforcing bracket 84 (see FIGS. 2 and 3).
Therefore, the extension side wall portion 82 is reinforced by the reinforcing bracket 84.

The extension upper bent portion 83 is bent from the upper end portion 82 a of the extension side wall portion 82 toward the upper side of the left end portion 15 a of the cowl box 15.
Therefore, the left side extension 21 is formed in a substantially bowl shape (substantially L-shaped) by the extension side wall portion 82 and the extension upper bent portion 83.

  Further, as shown in FIGS. 11 and 12, the left side extension 21 includes a front joining piece 85 that is bent from the front side 82 b of the extension side wall portion 82 toward the outside in the vehicle width direction, and a rear lower side of the extension side wall portion 82. And a rear lower joining piece 86 that is bent outwardly in the vehicle width direction from 82c.

  In addition, the left side extension 21 projects upward from the rear joint piece 87 projecting toward the rear of the vehicle body from the rear side 82d of the extension side wall part 82 and the upper front side 82e of the extension side wall part 82. And a front joining piece 88.

The front joining piece 85 of the extension side wall portion 82 is joined to the left end 45b of the dashboard front wall 45 and the upper member rear joining piece 12c of the left upper member 12 by welding.
The rear lower joining piece 86 of the extension side wall portion 82 is joined to the left end portion 46b of the dashboard rear wall 46 by welding.

Further, the rear joining piece 87 of the extension side wall portion 82 is joined by welding in a state of being sandwiched between the windshield left joining piece 57 and the leg joining piece 77b of the pillar leg 77.
In addition, the upper front joining piece 88 of the extension side wall portion 82 is joined to the left dashboard side member 22 (the rear half portion 95b of the side joining piece 95 (see FIG. 13)) by welding.

Further, the extension upper bent portion 83 has a joining end portion 83a joined to the left end portion 53b of the windshield top portion 53 and the left dashboard side member 22 (inner joining portion 91a of the first side horizontal portion 91) by welding. .
Further, in the extension upper bent portion 83, the bent portion 83b is joined to the left end portion 53b of the windshield top portion 53 and the left dashboard side member 22 (the outer joint portion 91b of the first side horizontal portion 91) by welding. .
In addition, the extension upper bent portion 83 has a rear end portion 83c joined to the inclined portion joining piece 78a of the pillar inclined portion 78 by welding.

Thereby, the left side extension 21 is joined to the left end 15a of the cowl box 15, the left upper member 12, the left front pillar 18 and the left dashboard side member 22 by welding.
By joining the left side extension 21 to the left end portion 15a of the cowl box 15, the left end opening 43 of the cowl box 15 is closed (covered) by the extension side wall portion 82.

In this state, the lower side 82 f of the extension side wall 82 is disposed above the dashboard bottom 44 of the dashboard upper 37.
Therefore, the lower part of the left end opening 43 of the cowl box 15 is opened as a left end lower opening 43a.
As a result, the water that has entered the cowl box 15 can flow out of the cowl box 15 from the lower left opening 43a.

In addition, the leg joining piece 77b of the pillar leg 77 is joined to the rear joining piece 87 of the extension side wall part 82 by welding, and the slope joining part 78a of the pillar inclined part 78 is joined to the rear end 83c of the extension upper bent part 83. Are joined by welding.
The rear joining piece 87 of the extension side wall portion 82 and the rear end portion 83c of the extension upper bent portion 83 are portions constituting the rear end portion 21b of the left side extension 21.
That is, the left front pillar 18 is connected to the rear end portion 21 b of the left side extension 21.

Furthermore, the upper member rear joint piece 12c of the left upper member 12 is joined to the left end 45b of the dashboard front wall 45 by welding.
The upper member rear joint piece 12 c is provided at the rear end portion 12 b of the left upper member 12.
In addition, the rear end 12 b of the left upper member 12 is joined to the left end 44 c of the dashboard bottom 44 by welding.
Therefore, the rear end portion 12b of the left upper member 12 is joined to the left end portion 45b of the dashboard front wall 45 and the left end portion 44c of the dashboard bottom portion 44 by welding.

Here, as shown in FIG. 8, the front joining piece 85 of the extension side wall 82 is joined to the left end 45b of the dashboard front wall 45 by welding, and the rear lower joining piece 86 of the extension side wall 82 is the dashboard rear wall. It is joined to the left end 46b of 46 by welding.
Further, the support front end portion 64 of the damper housing support 39 is joined to the dashboard front wall 45 by welding.

Further, the support rear end portion 65 of the damper housing support 39 is joined to the windshield rear wall 52 by welding.
In addition, as shown in FIG. 5, the joint protrusion piece 66 of the support rear end portion 65 is sandwiched between the dashboard rear joint piece 49 and the windshield lower joint piece 51.

As a result, as shown in FIG. 8, the dashboard front wall 45, the windshield rear wall 52, the left side extension 21, and the damper housing support 39 are formed in a substantially rectangular shape in plan view, thereby increasing the rigidity of the cowl box 15. it can.
In this way, by increasing the rigidity of the cowl box 15, the load F 1 transmitted from the front of the vehicle body 11 to the cowl box 15 can be supported by the cowl box 15 and efficiently transmitted to the left front pillar 18 via the cowl box 15. it can.

Further, an extension upper bent portion 83 (joint end portion 83a, bent portion 83b) is joined to the left end portion 53b of the windshield top portion 53.
Therefore, the extension upper bent portion 83 can be reinforced by the left end portion 53b of the windshield top portion 53 (that is, the left end portion 15a of the cowl box 15).
Thereby, the rigidity of the left side extension 21 can be increased, and the front side fender can be firmly supported by the left side extension 21.

A left dashboard side member 22 is provided on the left end 15a of the cowl box 15, the left side extension 21, the left upper member 12, the left damper housing 13, and the like.
As shown in FIGS. 13 and 14, the left dashboard side member 22 includes a first side horizontal portion 91 provided below the windshield top portion 53 (left end portion 53 b), and a vehicle body of the first side horizontal portion 91. It has a side ridge line portion 93 provided continuously in front (front) and a side wall portion 92 projecting downward from a front end portion 93b of the side ridge line portion 93.

  Further, the left dashboard side member 22 includes a second side horizontal portion 94 extending from the lower end portion 92a of the side wall portion 92 toward the front of the vehicle body, and an outer side in the vehicle width direction of the second side horizontal portion 94. And a side joining piece 95 projecting upward from the end portion 94a.

The left dashboard side member 22 is provided on the left end 15a of the cowl box 15, the left side extension 21, the left upper member 12, the left damper housing 13, and the like.
Therefore, the left closed space (closed space) 41 a can be formed at the left end portion 15 a of the cowl box 15 by the left side extension 21 and the left dashboard side member 22.
As a result, the rigidity of the left end portion 15a of the cowl box 15 can be increased, and the load can be transmitted to the rear of the vehicle body at the time of a front collision, particularly at the time of an offset collision.

Here, the left dashboard side member 22 is a rigid body formed of, for example, a high-strength material JAC590R and a steel plate having a thickness T of 2.0 mm.
Therefore, when the impact load is input, the deformation of the left dashboard side member 22 can be suppressed and the impact load can be transmitted to the rear of the vehicle body.

The left dashboard side member 22 is provided with a hood hinge (not shown), and a hood 28 (see FIG. 6) is provided on the hood hinge.
The hood 28 is supported on the vehicle body 11 so as to be freely opened and closed with a hood hinge as an axis.

Here, in some vehicles, a dashboard side member is provided on the upper member, and a hood hinge stiffener is provided on the dashboard side member.
The hood hinge stiffener is provided with a hood hinge, and the hood hinge is provided with a hood.
For this reason, two members, a hood hinge stiffener and a dashboard side member, are required as members that support the hood hinge on the vehicle body side.

Therefore, the left dashboard side member 22 is provided on the left end portion 15a of the cowl box 15, the left side extension 21, the left upper member 12, the left damper housing 13, and the like, and the left dashboard side member 22 is provided with a hood hinge.
Thereby, the left dashboard side member 22 which supports a hood hinge can be formed by one member.
Thus, the number of parts can be reduced by forming the hood hinge as a single member.

By the way, as an example, the left dashboard side member 22 is press-molded from a flat plate.
For this reason, when the left dashboard side member 22 is press-molded from a flat plate, it is necessary to narrow down a portion 22a where the side wall portion 92 and the side joining piece 95 intersect with each other in a square shape. Therefore, it is conceivable that wrinkles occur at the intersecting portion 22a.

Therefore, the left dashboard side member 22 has a notch 97 formed in a portion 22a where the side wall 92 and the side joining piece 95 intersect.
Thereby, when the left dashboard side member 22 is press-molded from a flat plate, the amount of drawing of the intersecting portion 22a can be suppressed, and the occurrence of wrinkles in the intersecting portion 22a can be suppressed.

As shown in FIGS. 14 and 15A, the first side horizontal portion 91 is disposed substantially horizontally below the left end portion 53 b of the windshield top portion 53.
The left end portion 53b of the windshield top portion 53 is overlaid above the first side horizontal portion 91, and the extension upper bent portion 83 is overlaid above the left end portion 53b.

The inner joint portion 91a of the first side horizontal portion 91, the left end portion 53b of the windshield top portion 53, and the joint end portion 83a of the extension upper bent portion 83 are joined by welding.
Further, the outer joint portion 91b of the first side horizontal portion 91 and the bent portion 83b of the extension upper bent portion 83 are joined by welding in a state where they are overlapped.

Therefore, the first side horizontal portion 91 is provided on the lower surface 53 c of the windshield top portion 53 (left end portion 53 b) and the lower surface 83 d of the extension upper bent portion 83.
In this state, the left end portion 53 b of the windshield top portion 53 is interposed between the first side horizontal portion 91 and the extension upper bent portion 83.

As shown in FIGS. 13 and 14, the joint portion 101 of the inner joint portion 91 a of the first side horizontal portion 91, the left end portion 53 b of the windshield top portion 53, and the joint end portion 83 a of the extension upper bent portion 83 (FIG. 15 ( (see also a)) is arranged on a substantially extended line of the left front pillar 18.
Furthermore, the outer joint portion 91b of the first side horizontal portion 91, the left end portion 53b of the windshield top portion 53, and the joint portion 102 of the extension upper bent portion 83 bent portion 83b (see also FIG. 15A) are provided on the left front side. It is arranged on a substantially extended line of the pillar 18.

A side ridge line portion 93 is provided at the front end portion 91 c of the first side horizontal portion 91, and the side wall portion 92 projects downward from the front end portion 93 b of the side ridge line portion 93.
The side wall portion 92 protrudes downward from the front end portion 93 b of the side ridge line portion 93.
Further, the side wall portion 92 is provided on the inner side in the vehicle width direction from the extension side wall portion 82 of the left side extension 21.
The side wall portion 92 has a second protruding piece 106 that protrudes toward the front of the vehicle body at an inner end portion 92b inward in the vehicle width direction.

Here, the reason why the second protruding piece 106 is provided on the side wall portion 92 will be described.
That is, the side wall portion 92 plays a role of preventing water for car washing or the like from entering the cowl box 15 from the upper opening 74 of the cowl box 15.
However, it is conceivable that water for washing the car that has reached the side wall portion 92 is guided along the side wall portion 92 inward in the vehicle width direction.

Therefore, the second projecting piece 106 is projected from the inner end portion 92b of the side wall portion 92 toward the front of the vehicle body.
Therefore, when water for car washing or the like is guided inward in the vehicle width direction along the side wall portion 92, the flow of the guided water can be blocked by the second projecting piece 106.
Thereby, it is possible to prevent water for car washing and the like from entering the cowl box 15 along the side wall portion 92.

The side ridge line portion 93 is provided at the front end portion 91 c of the first side horizontal portion 91. A side wall portion 92 projects from the front end portion 93 b of the side ridge line portion 93 downward.
That is, the side ridgeline portion 93 is provided at a portion where the first side horizontal portion 91 and the side wall portion 92 intersect with each other, thereby being continuous with the front end portion 91c of the first side horizontal portion 91 and the upper end portion 92c of the side wall portion 92. It is formed to do.
The side ridge line portion 93 is formed in a substantially curved cross section. Therefore, by providing the side ridgeline portion 93 between the first side horizontal portion 91 and the side wall portion 92, the rigidity of the left end portion 15a of the cowl box 15 can be further increased.

  As shown in FIGS. 14 and 15 (b), the side ridgeline portion 93 includes a first protruding piece 105 protruding upward from an inner end portion 93a on the inner side in the vehicle width direction, and a first protruding piece 105. And a ridge bead 107 for reinforcement provided further outward in the vehicle width direction.

The first protruding piece 105 is bent so as to protrude upward from the inner end portion 93 a of the side ridge line portion 93.
By projecting the first projecting piece 105 upward, the first projecting piece 105 can block the space 109 between the side ridgeline part 93 and the left end part (upper part of the cowl box 15) 53b of the windshield top part 53. (See also FIG. 10).
Accordingly, the first projecting piece 105 can prevent water for car washing or the like from entering the cowl box 15 through the space 109 between the side ridgeline portion 93 and the windshield top portion 53 (left end portion 53b).

The reinforcing ridge bead 107 is provided on the inner end 93a side of the side ridge line portion 93 and on the outer side in the vehicle width direction from the first projecting piece 105, and extends in the longitudinal direction of the vehicle body.
By extending the ridge bead 107 in the longitudinal direction of the vehicle body, the space 109 between the side ridge line portion 93 and the windshield top portion 53 (left end portion 53b) can be closed with the ridge line bead 107.
Accordingly, it is possible to prevent the ridgeline bead 107 from entering the cowl box 15 through the space 109 with water for car wash.

Furthermore, the rigidity of the side ridge line portion 93 can be increased by providing the ridge line bead 107 on the side ridge line portion 93. In this manner, the rigidity of the left end portion 15a of the cowl box 15 can be increased by increasing the rigidity of the side ridgeline portion 93.
Therefore, the extension upper bent portion 83 of the left side extension 21 can be further reinforced at the left end portion 15 a of the cowl box 15.
As a result, the left side fender 27 (see FIG. 16) can be more firmly supported by the extension upper bent portion 83 of the left side extension 21.

  The second side horizontal portion 94 extends from the lower end portion 92 a of the side wall portion 92 toward the front of the vehicle body, and is joined (provided) to the housing top portion 32 of the damper housing 13.

The side joining piece 95 protrudes upward from the outer end portion 94a of the second side horizontal portion 94 on the outer side in the vehicle width direction.
The side joining piece 95 has a front half part 95a located on the vehicle body front side and a rear half part 95b located on the vehicle body rear side of the front half part 95a.

As shown in FIG. 13, the rear half 95b of the side joining piece 95 is joined (provided) to the inner surface of the left side extension 21 (upper front joining piece 88) by welding.
The front half 95a of the side joining piece 95 is joined (provided) to the inner surface of the left upper member 12 (upper member upper joining piece 12d) by welding.

In this way, the second side horizontal portion 94 is joined to the housing top portion 32, and the side joining pieces (the front half portion 95a and the rear half portion 95b) are the left side extension 21 (upper front joining piece 88) and the upper member upper joining piece 12d. It is joined to.
Therefore, the left dashboard side member 22 can be supported by the left side extension 21 and the left upper member 12, and the rigidity of the left dashboard side member 22 can be ensured.
Thereby, the load input from the left damper housing 13 can be satisfactorily transmitted to the left end portion 15a of the cowl box 15 through the left dashboard side member 22.

  By the way, the joining portion 111 of the rear half portion 95b and the upper front joining piece 88 and the joining portion 112 of the front half portion 95a and the upper member upper joining piece 12d are arranged on a substantially extended line of the left front pillar 18.

Here, as described above, the joint portion 101a of the inner joint portion 91a of the first side horizontal portion 91, the left end portion 53b of the windshield top portion 53, and the joint end portion 83a of the extension upper bent portion 83 (FIG. 15A). Is disposed on a substantially extended line of the left front pillar 18.
Furthermore, the outer joint portion 91b of the first side horizontal portion 91, the left end portion 53b of the windshield top portion 53, and the joint portion 102 (see FIG. 15A) of the extension upper bent portion 83 bent portion 83b are provided on the left front pillar. 18 are arranged on substantially extended lines.

  Thereby, the load input from the front of the vehicle body to the left dashboard side member 22 can be suitably transmitted to the left front pillar 18 through the side joining piece 95 and the first side horizontal portion 91.

A left fender bracket 23 is provided on an upper portion (outer surface) 21 a of the left side extension 21, specifically, an upper end portion 82 a (see FIG. 10) of the extension side wall portion 82.
As shown in FIGS. 10 and 16, the left fender bracket 23 is provided at the upper end portion 82 a of the extension side wall portion 82, and is behind the vehicle body of the left dashboard side member 22 (second side horizontal portion 94 and side joint piece 95). Is arranged.

  Specifically, the left fender bracket 23 includes a bracket attachment portion 115 joined to the upper end portion 82a of the extension side wall portion 82, a bracket top portion 116 provided above the bracket attachment portion 115, the bracket top portion 116, and the bracket attachment. A bracket ridge line portion 117 continuous with the portion 115.

The left fender bracket 23 is formed in a substantially saddle shape (substantially L-shaped) by a bracket mounting portion 115, a bracket top portion 116, and a bracket ridgeline portion 117 (see also FIG. 15B).
The bracket attaching part 115 is provided substantially vertically, and the bracket top part 116 is provided substantially horizontally.
Further, the bracket ridge line portion 117 is provided in an upward slope from the bracket attachment portion 115 toward the bracket top portion 116.

The bracket attaching portion 115 is joined to the upper end portion 82a of the extension side wall portion 82 by welding, and is disposed on the rear side of the left dashboard side member 22 (the second side horizontal portion 94 and the side joining piece 95).
By joining the bracket attaching portion 115 to the upper end portion 82a, the extension side wall portion 82 (that is, the left side extension 21) can be reinforced by the left fender bracket 23.
In this way, by reinforcing with the left fender bracket 23, the rigidity of the left side extension 21 can be increased.

Further, the left fender bracket 23 is disposed on the rear side of the left dashboard side member 22 (the second side horizontal portion 94 and the side joint piece 95).
Therefore, the left fender bracket 23 can prevent the left dashboard side member 22 from being pushed rearward by the load F2 input from the front of the vehicle body and the left side extension 21 bulges outward in the vehicle width direction and deforms.

The left front pillar 18 is connected to the rear end portion 21 b of the left side extension 21. That is, the left front pillar 18 is provided behind the left side extension 21 in the vehicle body.
Thereby, the load F2 input from the front of the vehicle body to the left dashboard side member 22 can be efficiently transmitted to the left front pillar 18 through the left side extension 21.

As shown in FIGS. 15B and 16, the bracket top portion 116 is provided above the bracket attaching portion 115 and above the extension upper bent portion 83 at a predetermined interval.
A mounting hole 121 is formed in the bracket top portion 116, and a welding nut 122 is provided on the back surface (lower surface) 116 a of the bracket top portion 116. The welding nut 122 is formed coaxially with the mounting hole 121.
The bracket top portion 116 is formed to be able to support the left side fender 27.

The bracket ridge line portion 117 is formed at a position where the bracket top portion 116 and the bracket attachment portion 115 intersect so as to be continuous with the outer end portion of the bracket top portion 116 and the upper end portion of the bracket attachment portion 115.
A reinforcing bracket bead 118 is formed on the bracket ridge line portion 117.

The reinforcing bracket bead 118 extends obliquely in the vertical direction (vertical direction) along the bracket ridge line portion 117 and bulges downward from the bracket ridge line portion 117.
When the bracket bead 118 is bulged downward, the upper surface 17a (see also FIG. 10) of the bracket ridge line portion 117 is formed to be recessed.

Further, by forming the bracket bead 118 on the bracket ridge line portion 117, the mounting accuracy of the left side fender 27 can be increased using the bracket bead 118.
Thereby, the left side fender 27 can be disposed substantially flush with the hood 28 (see FIG. 6) adjacent to the left side fender 27.
That is, by arranging the left side fender 27 and the hood 28 substantially flush with each other, it is possible to ensure the parting accuracy of the left side fender 27 and the hood 28 (accuracy when viewed from the outside of the vehicle).

A left fender 27 is attached to the left fender bracket 23 from the outside of the vehicle body via a left partition pad 26.
As shown in FIGS. 16 and 17, the left side fender 27 includes a fender body 125 in which the left partition pad 26 is provided on the inner surface 125 a, and a fender vertical extending downward from the upper end portion 125 b of the fender body 125. And a fender mounting portion 127 that protrudes inward in the vehicle width direction from the lower end portion of the fender vertical portion 126.
A through hole 127 a is formed in the fender mounting portion 127.

  The fender body 125 is an exterior panel that covers the left fender bracket 23 from the outside of the vehicle body, and the partition pad 26 is provided on the inner surface 125a.

The left partition pad 26 is provided on the pad vertical surface 131 facing the surface 126a on the outer side in the vehicle width direction of the fender vertical portion 126, and the pad vertical surface 131. The left partition pad 26 extends vertically so as to be fitted to the bracket bead 118. And a regulation bead 132.
As an example, the left partition pad 26 is formed of urethane foam.

The fender mounting portion 127 is placed on the bracket top portion 116 in a state where the regulation bead 132 is fitted to the bracket bead 118.
In this state, the threaded portion 134 a of the mounting bolt 134 is inserted into the mounting hole 121 in the through hole 127 a of the fender mounting portion 127 and the bracket top portion 116, and the threaded portion 134 a is screwed to the welding nut 122.

Thereby, the fender attachment portion 127 is attached to the bracket top portion 116 by the attachment bolt 134 and the welding nut 122.
Then, the left partition pad 26 is inserted between the left side fender 27 and the left upper member 12 upward from below the vehicle body.

The regulation bead 132 bulges toward the bracket bead 118 so as to be engageable with the bracket bead 118 of the left fender bracket 23 from above.
Therefore, the partition pad 26 can be accurately positioned at a predetermined position by fitting the regulation bead 132 to the bracket bead 118.

Here, the partition pad 26 is provided on the left side fender 27.
As a result, by fitting the regulation bead 132 to the bracket bead 118, the left side fender 27 can be accurately positioned at a predetermined position, so that the mounting work of the left side fender 27 can be facilitated.

Here, as shown in FIG. 10, the bracket bead 118 extends diagonally up and down, so that the bracket bead 118 is formed over the outer end of the bracket top 116 and the upper end of the bracket mounting portion 115. Yes.
Therefore, the bracket top 116 can be reinforced by the bracket bead 118 to ensure the rigidity of the left fender bracket 23.
Accordingly, as shown in FIG. 16, when the left side fender 27 is attached to the left fender bracket 23 with the attachment bolt 134, the load F <b> 3 input from above can be favorably supported by the left fender bracket 23.

As an example, the left partition pad 26 is formed of urethane foam and is supported by the left fender bracket 23.
This has a function of absorbing the impact load when the impact load is input.
Further, by supporting the left partition pad 26 on the left fender bracket 23, the left partition pad 26 is disposed outside the cowl box 15 in the vehicle width direction.

That is, the left side fender 27 is partitioned by the left partition pad 26 (the engine room 34 and the cowl box 15 are partitioned).
Therefore, engine heat in the engine room 34 can be prevented from entering the cowl box 15 via the space between the left upper member 12 and the left side fender 27.

Next, an example in which the load F4 input to the left damper housing 13 is transmitted to the left front pillar 18 through the left end 15a of the cowl box 15 will be described with reference to FIGS.
As shown in FIG. 18, the dashboard front wall 45, the windshield rear wall 52, the damper housing support 39, and the left side extension 21 are formed in a substantially rectangular shape in plan view, and the rigidity of the cowl box 15 is enhanced.

In this state, a load F4 is input to the left damper housing 13 from the front of the vehicle body.
A part of the input load F4 is transmitted as the load F5 to the damper housing support 39 through the left damper housing 13.
The left damper housing 13 has high rigidity and is not easily deformed even when a load is input. For this reason, the left damper housing 13 is moved backward by the input load F4, and a part of the load F4 is transmitted to the damper housing support 39 as the load F5.

As shown in FIG. 19, the support beam portion 63 of the damper housing support 39 has an upper curved side portion 63c formed in an upward shape toward the rear of the vehicle body.
Further, a beam bead 67, a front end bead 68 (see FIG. 9), and a rear end bead 69 (see FIG. 9) are formed on the support beam 63, the support front end 64, and the support rear end 65.
Therefore, the load F5 transmitted to the damper housing support 39 is efficiently transmitted to the windshield rear wall 52 through the damper housing support 39.

As shown in FIG. 18, the damper housing support 39 has a support rear end portion 65 bent toward the left front pillar 18 outward in the vehicle width direction.
Therefore, the load F5 transmitted from the support beam portion 63 to the support rear end portion 65 is efficiently transmitted to the windshield rear wall 52 through the support rear end portion 65.
Thus, the load F5 transmitted to the windshield rear wall 52 is efficiently transmitted to the left front pillar 18.

On the other hand, the remainder of the load F4 input to the left damper housing 13 is transmitted as the load F6 to the left side extension 21 through the left dashboard side member 22.
As shown in FIG. 20, the load F <b> 6 transmitted to the left side extension 21 is transmitted to the left front pillar 18 through the left side extension 21.

Here, the bracket attaching portion 115 of the left fender bracket 23 is joined to the upper end portion 82a of the extension side wall portion 82 by welding.
Therefore, the rigidity of the extension side wall portion 82 (that is, the left side extension 21) is enhanced by the bracket attachment portion 115 (the left fender bracket 23).

Thereby, when the left dashboard side member 22 is pushed out by the load F6 transmitted to the left side extension 21 through the left dashboard side member 22, the left side extension 21 bulges outward in the vehicle width direction and deforms. It can be suppressed by the left fender bracket 23.
By suppressing the bulging deformation of the left side extension 21 outward in the vehicle width direction, the load F6 is efficiently transmitted to the left front pillar 18.

Next, an example of preventing water for car washing and the like from entering the cowl box 15 will be described with reference to FIGS.
As shown in FIG. 21, the second projecting piece 106 projects from the inner end 92 b of the side wall 92 provided in the left dashboard side member 22 toward the front of the vehicle body.
Therefore, when water for car washing or the like is guided inward in the vehicle width direction along the side wall portion 92 as indicated by the arrow A, the flow of the guided water can be blocked by the second projecting piece 106.
Thereby, it is possible to prevent water for car washing and the like from entering the cowl box 15 along the side wall portion 92.

Further, the first protruding piece 105 protrudes upward from the inner end portion 93 a of the side ridge line portion 93.
By projecting the first protruding piece 105 from the inner end portion 93 a, the space 109 between the side ridgeline portion 93 and the left end portion 53 b of the windshield top portion 53 is closed by the first protruding piece 105.

In addition, the ridge bead 107 bulges from the vicinity of the inner end portion 93 a of the side ridge line portion 93.
By bulging the ridge bead 107, the space 109 between the side ridge line portion 93 and the left end portion 53 b of the windshield top portion 53 can be closed with the ridge line bead 107.
Accordingly, when water for car washing or the like flows into the space 109 as indicated by the arrow B, it is possible to prevent the ridge bead 107 and the first projecting piece 105 from entering the cowl box 15 through the space 109.

Further, as shown in FIG. 5, a damper housing support 39 is provided outside the air conditioner intake port 55 in the vehicle width direction (on the left end 15 a side).
In addition, the support front end portion 64 (upper end 64 a) is provided on the dashboard upper ridge line 48, and the support rear end portion 65 (upper end 65 b) is provided on the windshield upper ridge line 56.
Accordingly, the water for washing the car that has entered the cowl box 15 from the upper opening 74 of the cowl box 15 can be prevented from flowing into the air conditioner intake port 55 by the damper housing support 39.

The front vehicle body of the vehicle according to the present invention is not limited to the above-described embodiment, and can be changed or improved as appropriate.
For example, the front vehicle body 10, the vehicle body 11, the left and right damper housings 13, the dashboard lower 14, the cowl box 15, the left and right front pillars 18, the left and right side extensions 21, the dashboard upper 37, shown in the above embodiment. The shapes and configurations of the windshield lower 38, the damper housing support 39, the air conditioner inlet 55, and the like are not limited to those illustrated, and can be appropriately changed.

  The present invention is suitable for application to an automobile including a front body of a vehicle in which a cowl box is provided behind the damper housing and a front pillar is provided behind the cowl box.

  DESCRIPTION OF SYMBOLS 10 ... Front vehicle body of vehicle, 11 ... Vehicle body, 13 ... Left and right damper housing, 14 ... Dashboard lower, 14a ... Upper part of dashboard lower, 15 ... Cowl box, 15a ... Left and right ends (ends) of cowl box ), 18 ... Left and right front pillars, 21 ... Left and right side extensions, 21b ... Rear end of side extension, 34 ... Engine room, 35 ... Car compartment, 37 ... Dashboard upper, 38 ... Windshield lower, 39 ... Damper Housing support, 44 ... Dashboard bottom, 45 ... Dashboard front wall, 46 ... Dashboard rear wall, 48 ... Dashboard upper edge, 49 ... Dashboard rear joint piece, 51 ... Windshield lower joint piece (windshield joint piece) ), 52 ... Windshield rear wall (back wall of windshield lower) 55 ... Air conditioner air inlet, 56 ... Wind shield upper edge, 59 ... Wind shield glass, 63 ... Support beam part, 63a ... Front end of support beam part, 63b ... Rear end of support beam part, 63c ... Upper curve of support beam part Side part (upper side part), 64 ... support front end part, 65 ... support rear end part, 66 ... joining protrusion, 67 ... beam part bead, 68 ... front end bead, 69 ... rear end bead.

Claims (5)

A cowl box provided at the upper part of the dashboard lower that separates the engine room and the vehicle compartment, left and right damper housings provided in front of the cowl box, and the left and right ends of the cowl box are closed. In the front vehicle body of a vehicle comprising a side extension and a front pillar connected to the rear end of the side extension,
The cowl box is
A dashboard upper projecting from the top of the dashboard lower in the vehicle longitudinal direction;
A windshield lower provided on the dashboard upper and supporting the windshield glass;
A damper housing support that is installed on the dashboard upper and the windshield lower, is disposed closer to the inside in the vehicle width direction than the damper housing, and disposed at the rear of the vehicle body ,
The dashboard upper
A dashboard front wall provided on the front side of the vehicle body, a dashboard rear wall provided on the rear side of the dashboard front wall, a lower end portion of the dashboard front wall, and a lower end portion of the dashboard rear wall are connected. A dashboard bottom part, formed in a substantially U shape in a side view, and having a dashboard rear joint piece provided at an upper end part of the dashboard rear wall,
The windshield lower is
Provided at the lower end, and has a windshield joint piece provided on the dashboard rear joint piece,
The damper housing support is
A support rear end provided on the windshield upper edge of the windshield lower;
A joining protrusion protruding from the rear end of the support,
A front vehicle body of a vehicle, characterized in that the joining protrusion is sandwiched between the rear dashboard joining piece and the windshield joining piece . The damper housing support is
In addition to the support rear end and the joint protrusion,
A support beam interposed between the dashboard upper and the windshield lower;
The support is overhanging from the front end of the beam portion, anda support front portion provided in the dashboard on the edge line of the dashboard upper,
The support rear end portion projects from the rear end of the support beam portion,
The front body of the vehicle according to claim 1, wherein an upper side portion of the support beam portion is formed in an upward shape toward the rear of the vehicle body. The damper housing support is
The support front end is bent inward in the vehicle width direction, and the support rear end is bent outward in the vehicle width direction toward the front pillar;
A reinforcing beam part bead formed on the support beam part and extending in the longitudinal direction of the vehicle body;
A reinforcing front end bead formed at the support front end and extending inward in the vehicle width direction from the front end of the beam bead;
A rear end bead for reinforcement formed at the rear end of the support and extending outward from the rear end of the beam bead in the vehicle width direction;
The front body of the vehicle according to claim 1 , wherein the front body of the vehicle is provided. The vehicle according to any one of claims 1 to 3 , wherein the dashboard front wall, the rear wall of the windshield lower, the side extension, and the damper housing support are formed in a substantially rectangular shape in plan view. Front car body. The windshield lower is provided with an air conditioner intake for sucking outside air into the vehicle interior,
The vehicle front body according to any one of claims 1 to 4 , wherein the damper housing support is provided outside the air conditioner intake port in the vehicle width direction.

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