KR102598948B1 - Vehicle cowl structure - Google Patents

Abstract

The cowl structure for a vehicle according to the present invention includes a cowl panel connected between a pair of A-pillars provided in a vehicle body and having a cowl lower panel and a cowl upper panel coupled to the top of the cowl lower panel; and a cowl reinforcement member coupled to the cowl panel and having a reinforcement part extending along the cowl panel, wherein the cowl lower panel has coupling ends formed at both ends and a coupling flange formed to be bent at the coupling ends, The cowl upper panel may have a pair of coupling ends formed at both ends and a closed surface formed to be individually bent at the pair of coupling ends.

Description

Vehicle cowl structure {VEHICLE COWL STRUCTURE}

The present invention relates to a cowl structure for a vehicle, and more specifically, a cowl structure for a vehicle that can realize diversification of the load path, increased coupling, and increased crash rigidity by very firmly coupling the cowl panel to the pillar of the vehicle body. It's about.

The vehicle may have a cowl strucutre disposed between an engine compartment and a dash panel. The cowl structure can improve the safety of the driver or passengers by preventing the dash panel from flowing into the cabin in the event of a collision.

The cowl structure consists of a cowl panel arranged along the width direction of the vehicle body, a cowl reinforcing member coupled along the longitudinal direction of the cowl panel, and a hinge mounting panel coupled to both ends of the cowl panel. mount panel).

The cowl panel is arranged across a pair of A-pillars, each end of the cowl panel is coupled to each A-pillar, the cowl reinforcement member is coupled to the bottom of the cowl panel, and the hinge mounting panel is The hinge portion of the hood may be configured to be mounted through bolting or the like. The hinged mounting panel may have a slot for access to a welding tool, which may facilitate welding when the hinged mounting panel is coupled to the cowl panel.

Meanwhile, according to the conventional cowl structure, the cowl panel is loaded between the A-pillars of the car body in a top-down manner (i.e., the cowl panel is moved vertically downward) and then assembled, so that each end of the cowl panel Because the A-pillars may interfere with each other, it is impossible to form a flange at each end of the cowl panel, which results in not only a relatively small joining area between each end of the cowl panel and each A-pillar, but also a welding area. Because it may be narrow or the number of welding points may be relatively small, there was a disadvantage in that the overall rigidity or strength of the cowl panel being connected to the car body was low.

In addition, according to the conventional cowl structure, as the cowl reinforcement member and the hinge reinforcement panel with different cross-sections are individually coupled to the cowl panel, the cross-section of the cowl reinforcement member and the cross-section of the hinge reinforcement panel are not continuous, and this causes This had the disadvantage of weakening the rigidity and strength of the cowl structure.

In accordance with the guidelines for strengthening vehicle compliance with regulations regarding pedestrian accidents, the vehicle's cowl structure must be easily deformed when the headform is impacted. However, the conventional cowl structure has the disadvantage that when a headform is impacted, the upper part of the cowl structure is erected in a vertical direction, so a reaction force is applied in the vertical direction, which makes it difficult to deform the cowl structure.

The present invention was developed in consideration of the above points, and is a vehicle cowl structure that can diversify the load path, increase coupling, and increase crash rigidity by very firmly coupling the cowl panel to the pillar of the car body. The purpose is to provide.

The vehicle cowl structure according to the present invention to achieve the above object,

A cowl panel connected between a pair of A-pillars provided in the vehicle body and having a cowl lower panel and a cowl upper panel coupled to the top of the cowl lower panel; and

A cowl reinforcement member coupled to the cowl panel and having a reinforcement portion extending along the cowl panel,

The cowl lower panel has coupling ends formed at both ends and coupling flanges formed to be bent at the coupling ends,

The cowl upper panel may have a pair of coupling ends formed at both ends and a closed surface formed to be individually bent at the pair of coupling ends.

The coupling end and coupling flange of the cowl lower panel and the coupling end and closed surface of the cowl upper panel may be coupled in a sandwiched state between the inner panel and reinforcement panel of the car body.

The coupling flange may be bent to be perpendicular to the axis of the cowl lower panel.

The closed surface may be bent to be perpendicular to the axis of the cowl upper panel.

The cowl upper panel may have a first inclined wall and a second inclined wall bent and connected to the first inclined wall.

The first inclined wall may be connected at an angle from the top of the cowl lower panel toward the front of the vehicle body.

The coupling end and coupling flange of the cowl lower panel and the coupling end and closed surface of the cowl upper panel may be joined by resistance welding in a sandwiched state between the inner panel and reinforcement panel of the car body.

The coupling end and coupling flange of the cowl lower panel and the coupling end and closed surface of the cowl upper panel may be welded through two or more rows of welding points in a sandwiched state between the inner panel and reinforcement panel of the car body.

The reinforcing portion is coupled to the cowl lower panel, and a pair of hinge mounting portions are integrally formed at both ends of the reinforcing portion. The hinge portion of the hood may be mounted on each hinge mounting portion.

The hinge mounting portion is integrally connected to the reinforcing portion through a connecting portion, and the connecting portion may have a structure in which the width gradually increases from an end of the reinforcing portion to the hinge mounting portion.

The reinforcing portion of the cowl reinforcing member may have a coupling portion coupled to the shock absorber mounting portion of the apron.

A bulkhead is coupled adjacent to each end of the cowl lower panel, and the bulkhead may be placed in a position facing the shock absorber mounting portion.

The cowl lower panel may include a bottom wall, a front wall formed in front of the bottom wall, and a rear wall formed behind the bottom wall.

The reinforcing part of the cowl reinforcement member may include an upper wall, a front wall formed in front of the upper wall, and a rear wall formed in the rear of the upper wall.

A front flange is formed on the front wall of the cowl lower panel, a front flange is formed on the front wall of the reinforcement part, and the front flange of the reinforcement part may be coupled to the front flange of the cowl lower panel.

According to the present invention, by combining both ends of the cowl panel with the pillars of the car body in a sandwich structure, both ends of the cowl panel can be very firmly connected to the pillars of the car body, thereby significantly increasing the side connectivity of the cowl panel, thereby enabling the load pass. It is possible to effectively implement load path diversification, increased coupling, and increased collision rigidity.

According to the present invention, the cowl upper panel has a first inclined wall inclined toward the front of the vehicle body, and a second inclined wall inclined at a certain angle with respect to the first inclined wall, so that the cowl upper panel is deformed during headform impact. This makes it possible to maximize pedestrian protection by absorbing collision energy very effectively.

According to the present invention, each of the cowl lower panel and the cowl upper panel can be welded through two or more rows of welding points in a sandwiched state between the inner panel and the reinforcing panel of the car body by the coupling flange and the closing surface, so the joint stiffness or Bond strength, etc. can be significantly improved.

According to the present invention, the bonding area between the cowl panel and the A-pillar, that is, the welding area, can be increased by the coupling flange of the cowl lower panel and the closed surface of the cowl upper panel, and through this, the bonding area between the cowl panel and the A-pillar can be increased. Bonding strength and bonding rigidity can be increased.

According to the present invention, the cowl reinforcing member is formed as a single piece through a connection portion at both ends of the reinforcing portion coupled to the cowl lower panel (i.e., the reinforcing portion and the pair of hinge mounting portions are formed as a single piece), thereby forming the reinforcing portion. In addition to securing the cross-sectional continuity of the hinge mounting portion, the rigidity and strength of the cowl reinforcement member can be significantly increased, the number of parts and costs can be reduced, and assembly of the cowl reinforcement member can be greatly facilitated.

According to the present invention, the first structural member can be implemented by having a hinge mounting portion integrally formed at both ends of the cowl reinforcement member, and the second structural member ( second structural member) can be implemented, and through this, the rigidity and strength of the car body can be significantly strengthened by effectively implementing a double structural member.

FIG. 1 is a diagram illustrating a process in which a cowl panel is assembled to a vehicle body using a front loading method in a vehicle cowl structure according to an embodiment of the present invention.
Figure 2 is a diagram illustrating a process of assembling a cowl reinforcement member coupled to a vehicle body using a top-down loading method in a vehicle cowl structure according to an embodiment of the present invention.
Figure 3 is a perspective view showing a cowl panel of a cowl structure for a vehicle according to an embodiment of the present invention.
FIG. 4 is a cross-sectional view taken along line AA of FIG. 3.
Figure 5 is an enlarged view of the portion indicated by arrow B in Figure 2.
Figure 6 is a diagram showing a state in which the end of the cowl panel of the cowl structure for a vehicle according to an embodiment of the present invention and the inner panel of the A-pillar are coupled.
FIG. 7 is a view viewed from the direction of arrow C in FIG. 6.
Figure 8 is a diagram showing a state in which the end of the cowl panel of the vehicle cowl structure according to an embodiment of the present invention and the reinforcement panel of the A-pillar are combined.
FIG. 9 is a cross-sectional view taken along line DD in FIG. 8.
Figure 10 is a front view showing a structure in which a vehicle cowl structure according to the present invention is coupled between A-pillars of a vehicle body.
Figure 11 is a plan view showing a structure in which a vehicle cowl structure according to the present invention is coupled between A-pillars of a vehicle body.
FIG. 12 is an enlarged view of the portion indicated by arrow E in FIG. 11.

Hereinafter, some embodiments of the present invention will be described in detail through illustrative drawings. When adding reference numerals to components in each drawing, it should be noted that identical components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, when describing embodiments of the present invention, if detailed descriptions of related known configurations or functions are judged to impede understanding of the embodiments of the present invention, the detailed descriptions will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term. Additionally, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted in an ideal or excessively formal sense unless explicitly defined in the present application. No.

Referring to Figures 1 and 2, the cowl structure 10 for a vehicle according to an embodiment of the present invention includes a cowl panel 20 disposed along the width direction of the vehicle body 1 and a cowl coupled to the cowl panel 20. It may include a reinforcing member (40, cowl reinforcing member).

The vehicle body 1 has a pair of A-pillars 2, and the cowl panel 20 may be connected across the pair of A-pillars 2. As shown in FIGS. 5 and 6, each A-pillar 2 may have an inner panel 2a and a reinforcement panel 2b coupled to the outside of the inner panel 2a.

The cowl panel 20 may include a cowl lower panel 21 and a cowl upper panel 22 coupled to the upper part of the cowl lower panel 21.

Referring to Figures 3 and 4, the cowl lower panel 21 includes a bottom wall 31, a front wall 32 formed in front of the bottom wall 31, and a rear wall formed behind the bottom wall 31. (33) may be included. The cowl lower panel 21 may have a hollow portion 34 defined by the bottom wall 31, the front wall 32, and the rear wall 33, and an upper opening is formed at the top of the cowl lower panel 21. It can be. A front flange 35 may be formed on the front wall 32 of the cowl lower panel 21.

The cowl lower panel 21 may extend along the width direction of the vehicle body 1. The cowl lower panel 21 may have a pair of coupling ends 21a formed at both ends thereof, and each coupling end 21a may be coupled to each A-pillar 2 through welding. A pair of coupling flanges 23 may be formed to be bent at the pair of coupling ends 21a, and each coupling flange 23 may be bent to be perpendicular to the axis of the cowl lower panel 21. Through this, the coupling end (21a) and coupling flange (23) of the cowl lower panel (21) can be coupled to correspond to the bent cross section of the inner panel (2a) and reinforcement panel (2b) of the A-pillar (2). there is.

Referring to Figures 3 and 4, the cowl upper panel 22 may be coupled to the top of the cowl lower panel 21. The cowl upper panel 22 may be configured to support the windshield 3 of the vehicle. The cowl upper panel 22 may extend along the width direction of the vehicle body 1. The cowl upper panel 22 may include a first inclined wall 37 and a second inclined wall 38 connected to the first inclined wall 37. The first inclined wall 37 may be formed to be inclined toward the front of the car body 1 from the top of the rear wall 33 of the cowl lower panel 21, and the second inclined wall 38 may be formed as a first inclined wall ( 37), it may be formed to be inclined toward the rear of the vehicle body 1, and thus the first inclined wall 37 and the second inclined wall 38 may be bent to each other at a certain angle a. In this way, the first inclined wall 37 inclined toward the front of the vehicle body and the second inclined wall 38 inclined at a certain angle (a) with respect to the first inclined wall 37 prevent the headform from being impacted. The cowl upper panel 22 can be easily modified to maximize pedestrian protection by absorbing collision energy very effectively.

As shown in FIG. 7, the cowl upper panel 22 may have a pair of coupling ends 22a, and each coupling end 22a may be coupled to each A-pillar 2 through welding. . A closed surface 24 may be formed to be bent at each coupling end 22a, and the closed surface 24 may be bent to be perpendicular to the axis of the cowl upper panel 22. Through this, the coupling end 22a and the closed surface 24 of the cowl upper panel 22 can be coupled to correspond to the bent cross sections of the inner panel 2a and the reinforcement panel 2b of the A-pillar 2. there is.

According to one embodiment, the cowl panel 20 is attached to the inner panel 2a and the reinforcement panel 2b of the A-pillar 2 through resistance welding such as spot welding, seam welding, etc. can be combined In particular, the cowl lower panel 21 and the cowl upper panel 22 are each sandwiched between the inner panel 2a and the reinforcement panel 2b of the car body by the coupling flange 23 and the closing surface 24. Since welding can be done through more than ten welding points, the bonding rigidity, bonding strength, etc. can be significantly improved.

As shown in Figures 6 and 9, the coupling end (21a) of the cowl lower panel (21) is welded to the inner panel (2a) of the A-pillar (2) through one row of first weld points (w1). It can be. The first weld points (w1) can be spaced apart along the coupling end (21a) to form one row of first weld points (w1). That is, the coupled end portion 21a of the cowl lower panel 21 can be welded to the inner panel 2a of the A-pillar 2 through one row of first welding points w1.

As shown in Figures 6 and 9, the coupling flange 23 of the cowl lower panel 21 is welded to the inner panel 2a of the A-pillar 2 through two rows of welding points w2 and w3. It can be. The second welding points (w2) and the third welding points (w3) are spaced apart along the coupling flange 23, thereby forming two rows of second and third welding points (w2, w3). That is, the coupling flange 23 of the cowl lower panel 21 can be welded to the inner panel 2a of the A-pillar 2 through two rows of second and third welding points w2 and w3.

As shown in Figures 8 and 9, the coupling end (21a) of the cowl lower panel (21) is welded to the reinforcement panel (2b) of the A-pillar (2) through one row of fourth welding points (w4). It can be. The fourth weld points (w4) can be spaced apart along the coupling end (21a) to form one row of fourth weld points (w4). That is, the coupled end portion 21a of the cowl lower panel 21 can be welded to the reinforcement panel 2b of the A-pillar 2 through one row of fourth welding points w4.

As shown in Figures 8 and 9, the coupling flange 23 of the cowl lower panel 21 is welded to the reinforcement panel 2b of the A-pillar 2 through one row of fifth weld points w5. It can be. The fifth weld points w5 can be spaced apart along the coupling flange 23 to form one row of fifth weld points w5. That is, the coupling flange 23 of the cowl lower panel 21 can be welded to the reinforcement panel 2b of the A-pillar 2 through two rows of fifth welding points w5.

As shown in Figure 9, the coupling end 21a and the coupling flange 23 of the cowl lower panel 21 are sandwiched between the inner panel 2a and the reinforcement panel 2b of the A-pillar 2. ) can be welded.

As shown in FIGS. 6 and 9, the coupling end 22a of the cowl upper panel 22 is welded to the inner panel 2a of the A-pillar 2 through first welding points s1 in one row. It can be. The first weld points (s1) can be spaced apart along the coupling end (22a) to form one row of first weld points (s1). That is, the coupled end portion 22a of the cowl upper panel 22 can be welded to the inner panel 2a of the A-pillar 2 through one row of first welding points s1.

As shown in Figures 6 and 9, the closed surface 24 of the cowl upper panel 22 is welded to the inner panel 2a of the A-pillar 2 through two rows of welding points s2 and s3. It can be. The second weld points s2 and the third weld points s3 may be spaced apart along the closed surface 24 to form two rows of second and third weld points s2 and s3. That is, the closed surface 24 of the cowl upper panel 22 can be welded to the inner panel 2a of the A-pillar 2 through two rows of second and third welding points s2 and s3.

As shown in Figures 8 and 9, the coupling end 22a of the cowl upper panel 22 is welded to the reinforcement panel 2b of the A-pillar 2 through one row of fourth welding points s4. It can be. The fourth weld points s4 can be spaced apart along the coupling end 22a to form one row of fourth weld points s4. That is, the coupling end 22a of the cowl upper panel 22 can be welded to the reinforcement panel 2b of the A-pillar 2 through one row of fourth welding points s4.

As shown in Figures 8 and 9, the closed surface 24 of the cowl upper panel 22 is welded to the reinforcement panel 2b of the A-pillar 2 through one row of fifth weld points s5. It can be. The fifth weld points s5 may be spaced apart along the closed surface 24 to form one row of fifth weld points s5. That is, the closed surface 24 of the cowl upper panel 22 can be welded to the reinforcement panel 2b of the A-pillar 2 through one row of fifth weld points s5.

As shown in Figure 9, the engaging end 22a and the closed surface 24 of the cowl upper panel 22 are sandwiched between the inner panel 2a and the reinforcement panel 2b of the A-pillar 2. ) can be welded.

As such, the present invention provides a coupling area between the cowl panel 20 and the A-pillar 2 by the coupling flange 23 of the cowl lower panel 21 and the closed surface 24 of the cowl upper panel 22, that is, , the welding area can be increased, and through this, the bonding strength and bonding rigidity between the cowl panel 20 and the A-pillar (2) can be increased.

In addition, each coupling end (21a, 22a) of the cowl panel 20 according to the present invention is A- by the coupling flange 23 of the cowl lower panel 21 and the closed surface 24 of the cowl upper panel 22. It can be combined in a sandwiched state between the inner panel (2a) and the reinforcement panel (2b) of the pillar (2), and through this, the side connectivity of the cowl panel (20) can be increased, thereby diversifying the load path, Increased coupling and increased collision rigidity can be improved.

According to an embodiment of the present invention, as shown in FIG. 1, the cowl panel 20 is horizontally positioned from the front of the vehicle body 1 toward the inner panel 2a of the A-pillar 2 of the vehicle body 1. It can be assembled by moving and loading in a front loading method, whereby the coupling flange 23 and closing surface 24 of the cowl lower panel 21 are assembled to the A-pillar 2 of the car body 1. When this is done, assembly can proceed smoothly without interference.

The cowl reinforcement member 40 may be coupled to the cowl lower panel 21 of the cowl panel 20, as shown in FIG. 4. The cowl reinforcement member 40 may be coupled to the bottom wall 31 of the cowl lower panel 21 through welding or the like.

According to an embodiment of the present invention, as shown in FIG. 5, the cowl reinforcing member 40 is integrally formed at both ends of the reinforcing portion 41 and the reinforcing portion 41 coupled to the cowl lower panel 21. It may include a pair of hinge mounting portions (45).

The reinforcement portion 41 may extend along the longitudinal direction of the cowl lower panel 21, and the reinforcement portion 41 includes an upper wall 51, a front wall 52 formed in front of the upper wall 51, and , may have a rear wall 53 formed behind the upper wall 51. The reinforcement portion 41 may have a hollow portion 54 defined by the upper wall 51, the front wall 52, and the rear wall 53, and a lower opening may be formed in the lower part of the reinforcement portion 41. there is. A front flange 55 may be formed on the front wall 52 of the reinforcement portion 41, and a rear flange 56 may be formed on the rear wall 53 of the reinforcement portion 41. The front flange 55 of the reinforcement portion 41 may be coupled to the front flange 35 of the front wall 32 of the cowl lower panel 21 through a fastener or welding, and the rear of the reinforcement portion 41 The flange 56 is coupled to the bottom wall 31 of the cowl lower panel 21 through fasteners or welding, so that the lower opening of the hollow part 54 of the reinforcement part 41 is opened by the cowl lower panel 21. It can be closed, and through this, the rigidity and strength of the cowl lower panel 21 can be greatly improved.

A pair of hinge mounting portions 45 may be integrally connected to both ends of the reinforcing portion 41 through a pair of connecting portions 43. That is, the pair of hinge mounting portions 45, the pair of connecting portions 43, and the reinforcing portion 41 may be formed as a single body.

One end of each connection portion 43 may be continuously connected to the reinforcement portion 41, and the other end of each connection portion 43 may be continuously connected to the hinge mounting portion 45. The hinge mounting portion 45 is formed to be wider in width than the end of the reinforcing portion 41, so that the connecting portion 43 has a structure in which the width gradually increases from the end of the reinforcing portion 41 to the hinge mounting portion 45. You can. In this way, through the structure in which the width of the connecting portion 43 increases, the cross-sectional continuity of the reinforcing portion 41 and the hinge mounting portion 45 is secured, and the rigidity and strength of the cowl reinforcing member 40 can be significantly increased. .

In particular, the reinforcing portion 41, the connecting portion 43, and the hinge mounting portion 45 of the cowl reinforcing member 40 may be formed as a unitary one-piece structure through injection molding, press molding, etc. Through this, the hinge mounting portion 45 to which the hinge portion of the hood is coupled is integrally coupled to the reinforcing portion 41 and the connecting portion 43, thereby reducing the number of parts and costs, and assembling the cowl reinforcing member 40. It can be very easy.

According to the present invention, as shown in Figure 2, in a state where the cowl panel 20 is coupled to the inner panel 2a and the reinforcement panel 2b of the A-pillar 2 of the car body 1, the cowl reinforcement member ( 40) can be assembled in a top-downloading manner in which the car body 1 is moved vertically downward from the top of the car body 1 toward the cowl panel 20.

As described above, the cowl reinforcement member 40 can implement the first structural member by having hinge mounting portions 45 formed integrally at both ends, and the cowl upper panel 22 is provided at both ends thereof. A second structural member can be implemented by having a closed surface 24 formed integrally. Through this, the present invention can significantly enhance the rigidity and strength of the car body 1 by effectively implementing a double structured member.

Meanwhile, a bracket 8 may be coupled to the reinforcement panel 2b of the A-pillar 2, and the apron upper member 6 of the apron 5 may be coupled to the bracket 8. A shock absorber mounting portion 7 on which a shock absorber is mounted may be formed on one side of the apron 5, and the reinforcing portion 41 of the cowl reinforcing member 40 is fastened to the shock absorber mounting portion 7. A coupling portion 44 coupled through a sphere may be formed, and the coupling portion 44 may be formed as a fitting groove structure into which a portion of the shock absorber mounting portion 7 is inserted.

As shown in FIGS. 7 and 8, bulkheads 25 adjacent to each end of the cowl lower panel 21 may be joined through welding or the like. As shown in FIGS. 11 and 12, the bulkhead 25 may be placed in a position facing the shock absorber mounting portion 7 of the apron 5. Looking specifically, the bulkhead 25 may be located on an imaginary line VL that virtually extends from the shock absorber mounting portion 7 of the apron 5 along the longitudinal direction of the vehicle body 1. By arranging the bulkhead 25 at a position facing the shock absorber mounting portion 7, it is possible to effectively prevent a relatively large shock absorber from entering the interior space of the vehicle during a vehicle collision.

According to the present invention, both ends of the cowl panel 20 pass through the coupling flange 23 of the cowl lower panel 21 and the closed surface 24 of the cowl upper panel 22 to the A-pillar 2 of the car body 1. ), the first connection line M1 of the car body 1 can be formed, as shown in FIG. 10. Through this, not only can the structural rigidity of the vehicle body 1 be strengthened, but also the collision energy can be effectively distributed by effectively implementing a load path.

In addition, according to the present invention, the hinge mounting portion 45 of the cowl reinforcement member 40 couples the bracket 8 and the apron upper member 6 together, so that the cowl panel 20 is attached to the apron ( 5), thereby forming the second connection line M2 of the car body 1. Through this, not only can the structural rigidity of the vehicle body 1 be strengthened, but also the collision energy can be effectively distributed by effectively implementing a load path.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications and variations will be possible to those skilled in the art without departing from the essential characteristics of the present invention.

Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

1: Body 2: A-pillar
2a: Inner panel 2b: Reinforcement panel
5: Apron 6: Apron upper member
7: Shock absorber mounting part 10: Cowl structure
20: Cowl panel 21: Cowl lower panel
22: Cowl upper panel 23: Combined flange
24: closed surface 25: bulkhead
31: Bottom wall (cowl lower panel) 32: Front wall (cowl lower panel)
33: Rear wall (cowl lower panel) 34: Hollow part (cowl lower panel)
35: Front flange (cowl lower panel)
37: First inclined wall (cowl upper panel)
38: Second inclined wall (cowl upper panel)
40: Cowl reinforcement member 41: Reinforcement part
43: Connection part 45: Hinge mounting part
51: Upper wall (reinforcement part) 52: Front wall (reinforcement part)
53: Rear wall (reinforcement part) 54: Hollow part (reinforcement part)
55: Front flange (reinforcement part) 56: Rear flange (reinforcement part)

Claims (15)

A cowl panel connected between a pair of A-pillars provided in the vehicle body and having a cowl lower panel and a cowl upper panel coupled to the top of the cowl lower panel; and
A cowl reinforcement member coupled to the cowl panel and having a reinforcing part extending along the cowl panel and a pair of hinge mounting parts integrally formed at both ends of the reinforcing part,
The cowl lower panel has coupling ends formed at both ends and coupling flanges formed to be bent at the coupling ends,
The cowl upper panel has a pair of coupling ends formed at both ends and a closed surface formed to be individually bent at the pair of coupling ends,
The coupling end and coupling flange of the cowl lower panel are sandwiched between the inner panel and reinforcement panel of the A-pillar,
A vehicle cowl structure in which a bracket is coupled to the reinforcement panel of the A-pillar, an apron upper member of the apron is coupled to the bracket, and a hinge mounting portion of the cowl reinforcement member couples the bracket and the apron upper member together. In claim 1,
A vehicle cowl structure in which the coupling end and closed surface of the cowl upper panel are sandwiched between the inner panel and the reinforcement panel of the A-pillar. In claim 1,
A cowl structure for a vehicle in which the coupling flange is bent to be perpendicular to the axis of the cowl lower panel. In claim 1,
A cowl structure for a vehicle in which the closed surface is bent to be perpendicular to the axis of the cowl upper panel. In claim 1,
The cowl upper panel is a vehicle cowl structure having a first inclined wall and a second inclined wall bent to the first inclined wall. In claim 5,
The first inclined wall is a vehicle cowl structure that is inclinedly connected from the top of the cowl lower panel toward the front of the vehicle body. In claim 1,
A cowl structure for a vehicle in which the coupling end and coupling flange of the cowl lower panel and the coupling end and closed surface of the cowl upper panel are sandwiched between the inner panel and reinforcement panel of the car body and joined by welding. In claim 1,
A vehicle cowl structure in which the coupling end and coupling flange of the cowl lower panel and the coupling end and closed surface of the cowl upper panel are sandwiched between the inner panel and reinforcement panel of the car body and welded through two or more rows of welding points. In claim 1,
A cowl structure for a vehicle in which the reinforcing part is coupled to the cowl lower panel, and the hinge part of the hood is mounted on each hinge mounting part. In claim 9,
The hinge mounting portion is integrally connected to the reinforcing portion through a connecting portion, and the connecting portion has a structure in which the width gradually increases from an end of the reinforcing portion to the hinge mounting portion. In claim 10,
A cowl structure for a vehicle wherein the reinforcing portion of the cowl reinforcing member has a coupling portion coupled to the shock absorber mounting portion of the apron. In claim 11,
A cowl structure for a vehicle in which a bulkhead is coupled adjacent to each end of the cowl lower panel, and the bulkhead is disposed at a position facing the shock absorber mounting portion. In claim 1,
The cowl lower panel is a vehicle cowl structure including a bottom wall, a front wall formed in front of the bottom wall, and a rear wall formed behind the bottom wall. In claim 13,
A cowl structure for a vehicle wherein the reinforcing part of the cowl reinforcement member includes an upper wall, a front wall formed in front of the upper wall, and a rear wall formed in the rear of the upper wall. In claim 14,
A cowl structure for a vehicle in which a front flange is formed on the front wall of the cowl lower panel, a front flange is formed on the front wall of the reinforcement section, and the front flange of the reinforcement section is coupled to the front flange of the cowl lower panel.

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