WO2023228238A1

WO2023228238A1 - Front structure for vehicle

Info

Publication number: WO2023228238A1
Application number: PCT/JP2022/021084
Authority: WO
Inventors: 達也鮎川; 和浩牟田
Original assignee: トヨタ車体株式会社
Priority date: 2022-05-23
Filing date: 2022-05-23
Publication date: 2023-11-30

Abstract

The present invention has a suspension tower (11), a cowl panel (14), and a dash panel (13) and has a connection part (50) in which a connection member (51) extending in the height direction of a vehicle spans between and is fixed to the cowl panel (14) and the dash panel (13). An upper end portion (52) of the connection member (51) is fixed to a portion of the cowl panel (14) which is above a bottom surface (30) in the height direction of the vehicle, and a lower end portion of the connection member (51) is fixed to a dash-side reinforcing part (20) which is fixed to and integrated with the dash panel (13).

Description

Vehicle front structure

The present invention provides a suspension tower provided at the right and left ends of a vehicle body, a cowl panel extending in the vehicle width direction between the right and left ends of the vehicle body, and a cowl panel extending in the vehicle width direction to support the cowl panel. The present invention relates to a vehicle front structure including an extending dash panel.

Various techniques related to this have been proposed. For example, in the vehicle described in Japanese Patent No. 2,561,374, suspension towers are provided at the right end and left end of the vehicle body in the vehicle width direction. Further, an air box that supports the lower end of the windshield is provided between the right end and the left end of the vehicle body so as to extend in the vehicle width direction. This air box is a member corresponding to the cowl panel of the present invention, and its rear side is supported by a dash panel that extends in the vehicle width direction so as to partition the engine room and the passenger compartment.

A hollow connecting member extending in the height direction of the vehicle is fixed to the center of the air box in the vehicle width direction. This connecting member has a rectangular cylindrical upper end fixed to the bottom surface of the air box, and is disposed so as to surround a drainage port (through hole) in the bottom surface. The connecting member is formed in an inverted Y shape with its lower end portion divided into left and right sides, and the lower end portions divided into left and right sides are each connected to an extension member provided on the floor panel side. That is, hollow columnar extension members extending in the longitudinal direction of the vehicle are provided at both left and right ends of the floor panel, and the corresponding lower ends of the connecting members communicate with the left and right extension members. In the above configuration, water flowing on the bottom surface of the air box flows down from the drain port and then is guided into the extension member through the connecting member.

However, in the above configuration, when an impact load is applied to the air box (cowl panel) from above the vehicle, there is a demand for deforming the air box toward the bottom of the vehicle to alleviate the impact. However, in the above configuration, the connecting member is fixed to and supported by the bottom surface of the air box, making it difficult for the air box to deform toward the bottom of the vehicle. Further, in the above-mentioned vehicle, a suspension load directed inward in the vehicle width direction may be applied to the suspension towers provided at the right end and left end of the vehicle body. The inward suspension load in the vehicle width direction is received by the air box that extends in the vehicle width direction between the right and left ends of the vehicle body. There is a demand to suppress vibrations as much as possible. In the configuration described above, the air box is connected to and supported by the extension member by a connecting member. However, the extension member is placed on the floor panel side so as to extend in the front and rear of the vehicle, and moves in a different manner than the air box when a load is applied. Therefore, with the above-described configuration, it is not always possible to suppress vertical vibrations of the air box when an inward suspension load in the vehicle width direction is applied to the air box. The present invention has been devised in view of the above-mentioned points, and the problem to be solved by the present invention is to reduce the load applied inward in the width direction of the vehicle while taking into consideration the ability to alleviate the impact load applied from the height direction of the vehicle. The objective is to ensure the rigidity of the cowl panel against the

As a means for solving the above problem, in the vehicle front structure of the first invention, suspension towers that receive suspension loads are provided at the right end and left end of the vehicle body in the vehicle width direction, respectively. Further, between the right end and the left end of the vehicle body, a cowl panel that is placed above the suspension tower in the height direction of the vehicle and a dash panel that supports the cowl panel are provided so as to extend in the vehicle width direction. There is. In this type of configuration, it is desirable to be able to ensure the rigidity of the cowl panel against loads directed inward in the vehicle width direction while taking into consideration the ability to alleviate impact loads applied from the height direction of the vehicle.

Therefore, the vehicle front structure of the present invention has a connecting portion in which a connecting member extending in the height direction of the vehicle is passed and fixed between the cowl panel and the dash panel. The upper end of the connecting member is fixed to a portion above the bottom surface of the cowl panel in the height direction of the vehicle, and the lower end of the connecting member is fixed to the dash side reinforcement part integrated with the dash panel. is fixed. In the present invention, since the upper end portion of the connecting member is fixed to a location different from the bottom surface of the cowl panel, deformation of the cowl panel at the connecting portion downward in the height direction of the vehicle is allowed. Further, in the connecting portion of the present invention, the lower end portion of the connecting member is fixed to the dash side reinforcing portion of the dash panel. In this way, by connecting the dash-side reinforcing portion and the proper position of the cowl panel using the connecting member, it becomes possible to more appropriately ensure the rigidity of the cowl panel against loads directed inward in the vehicle width direction.

A vehicle front structure according to a second aspect of the invention is such that, in the vehicle front structure according to the first aspect, the connecting member is fixed to the upper part of the cowl panel in the height direction and is integrated with the cowl side reinforcement part and the dash side. It is passed between reinforcement parts and fixed. Since the connecting member of the present invention is fixed to the reinforcing parts of the cowl panel and the dash panel, that is, to the parts that move in the same way when a load is applied, the vertical vibration of the cowl panel is more reliably suppressed. become able to.

A vehicle front structure according to a third invention is such that, in the vehicle front structure according to the first invention, the cowl panel gradually moves toward the lower side of the vehicle from the upper end in the height direction of the vehicle toward both ends in the vehicle width direction. It is composed of In the vehicle width direction, the cowl panel has a center area set to include the upper end, a right side area between the center area and the right end of the vehicle body, and a center area between the center area and the left end of the vehicle body. The left side area is provided, and the connecting portion is provided in the center area. In the present invention, the coupling portion provided in the central region makes it possible to more appropriately suppress vibrations with the upper end of the cowl panel as a node.

A vehicle front structure according to a fourth aspect of the present invention is the vehicle front structure according to any one of the first to third aspects, wherein the connecting portion includes a deformation promoting portion that promotes deformation of the cowl panel in the height direction of the vehicle. is provided. In the present invention, the deformation promoting portion provided in the connecting portion facilitates deformation of the cowl panel in the height direction of the vehicle, so that impact mitigation properties can be more reliably ensured.

A vehicle front structure according to a fifth aspect of the present invention is a vehicle front structure according to a fourth aspect of the present invention, wherein the deformation promoting section is a first deformation structure configured with a structure having lower rigidity than other parts different from the deformation promoting section. The deformation promoting part has at least one of the promoting part and a second deformation promoting part made of a material having lower rigidity than other parts. According to the present invention, the configuration of the deformation promoting portion can be selected depending on the configuration of the connecting portion, and impact mitigation properties can be ensured more reliably.

A vehicle front structure according to a sixth aspect of the present invention is a bead portion formed by bending the bottom surface of the cowl panel upward in the height direction of the vehicle as the first deformation promoting portion in the vehicle front structure according to the fifth invention. is provided. In the present invention, by providing the bead portion as the first deformation promoting portion on the bottom surface of the cowl panel, deformation of the cowl panel in the height direction of the vehicle becomes easier. Furthermore, by making the bead part protrude upward in the height direction of the vehicle, it becomes difficult for water to accumulate in the bead part, and the bead part can be provided with an air bleed function during painting.

According to the first aspect of the present invention, it is possible to ensure the rigidity of the cowl panel against loads directed inward in the width direction of the vehicle while taking into consideration the ability to alleviate impact loads applied from the height direction of the vehicle. Further, according to the second invention, the rigidity of the cowl panel against loads directed inward in the vehicle width direction can be more reliably ensured. Further, according to the third invention, the rigidity of the cowl panel against loads directed inward in the vehicle width direction can be more reliably ensured. Moreover, according to the fourth invention, it is possible to more reliably ensure shock load relaxation properties. Further, according to the fifth aspect of the invention, it is possible to more reliably ensure shock load relaxation properties. According to the sixth invention, it is possible to more reliably ensure shock load relaxation.

FIG. 1 is a schematic perspective view of a vehicle. FIG. 1 is a schematic transparent perspective view of a front structure of a vehicle. FIG. 2 is a schematic cross-sectional view of the front structure of the vehicle. FIG. 2 is a schematic perspective front view of the front structure of the vehicle. FIG. 2 is a sectional view taken along the line VV in FIG. 1; 2 is a sectional view taken along the line VI-VI in FIG. 1. FIG. FIG. 3 is a schematic enlarged perspective view of a connecting portion showing a connecting member. FIG. 3 is a schematic enlarged perspective view of the connecting portion when attaching the connecting member. It is a schematic front view of a cowl panel of another example. It is a schematic enlarged front view of a connection part. FIG. 3 is a schematic enlarged perspective view of the cowl panel showing a bead portion.

Hereinafter, embodiments for carrying out the present invention will be described with reference to FIGS. 1 to 11. In each figure, arrows indicating the front-rear direction, left-right direction (vehicle width direction), and up-down direction (vehicle height direction) of the vehicle are appropriately illustrated. In FIG. 1, for convenience, only the members on the right side of the vehicle are labeled with corresponding symbols. In addition, in FIGS. 2 and 4, for convenience, the internal structure is shown through the exterior part, and the members on the right side of the vehicle are labeled, and the numbers corresponding to the members on the left side of the vehicle are attached in parentheses. .

[Overview of the front of the vehicle]
First, an overview of the front portion of the vehicle 2 shown in FIG. 1 will be explained. In this vehicle 2, door openings 4 that are opened and closed by a front door 3 are provided on both left and right sides of the vehicle body. Further, a front pillar 5 is provided upright on the front edge of the door opening 4, and the front portion of a roof panel (not shown) is supported by the left and right front pillars 5. In this front pillar 5, a pillar support portion 5a below the belt line BR of the front door 3 is covered by a fender panel 6. Further, a windshield 7 is provided at a position surrounded by the left and right front pillars 5 and the like and the roof panel. An engine hood 8 is provided between the left and right fender panels 6, and the upper part of the engine room ER of the vehicle 2 can be opened and closed by the engine hood 8.

Referring to FIG. 2, front side members 9 extending in the longitudinal direction of the vehicle are provided at the lower side of the engine room ER on both left and right sides of the engine room ER. Further, a wheel house 10 for storing the front wheels T of the vehicle 2 is provided on the outside of the front side member 9 in the vehicle width direction. Suspension towers 11 are provided at the right end 2R and left end 2L of the vehicle body located at the rear of the wheel house 10, respectively. Further, an upper member 12 that forms an upper vertical wall surface in the engine room ER is provided outside the wheel house 10 and the suspension tower 11 in the vehicle width direction. The upper part of the is made up of. As shown in FIG. 3, the left and right suspension towers 11 described above are provided with a ceiling portion 111 at the upper end position thereof, to which the upper end portion of the shock absorber 110 is connected. The suspension tower 11 is configured to receive the suspension load F via the shock absorber 110 through the ceiling portion 111 thereof.

Also referring to FIG. 2, the rear edges of the suspension towers 11 provided at the right end 2R and left end 2L of the vehicle body are connected to a dash panel 13 that partitions the engine room ER and the vehicle interior R. The dash panel 13 is formed into a vertical wall shape extending in the vehicle width direction between the right end portion 2R and the left end portion 2L of the vehicle body, and a cowl panel 14 is fixed to the vehicle upper side of the dash panel 13. The cowl panel 14 is supported by the dash panel 13 and extends in the vehicle width direction between the left and right upper members 12. That is, the cowl panel 14 is disposed above the suspension tower 11 in the vehicle, and is provided so as to extend in the vehicle width direction between the right end portion 2R and the left end portion 2L of the vehicle body.

[Vehicle front structure]
In the front structure of the vehicle 2 shown in FIG. 4, the suspension towers 11 are provided at the right end 2R and left end 2L of the vehicle body, as described above. Further, between the right end portion 2R and the left end portion 2L of the vehicle body, a cowl panel 14 disposed on the vehicle upper side of the suspension tower 11 and a dash panel 13 supporting the cowl panel 14 are provided so as to extend in the vehicle width direction. ing. In the above configuration, when an impact load F1 is applied to the cowl panel 14 from above the vehicle as shown in FIGS. 4 and 6, there is a request to deform the cowl panel 14 toward the bottom of the vehicle to alleviate the impact. be.

Further, in the above-described configuration, the suspension load F of the vehicle 2 shown in FIG. 4 is applied upward to the ceiling portion 111 of the suspension tower 11 in a state in which it is inclined inward in the vehicle width direction. At this time, the vertical component Fy of the suspension load is received by the upper member 12, the end of the cowl panel 14, and the like. The horizontal component of the suspension load F (suspension load Fx directed inward in the vehicle width direction) is received by the cowl panel 14, but care should be taken to prevent the cowl panel 14 from excessively vibrating up and down. Therefore, in this embodiment, the rigidity against the inward suspension load Fx of the cowl panel 14 in the vehicle width direction is ensured by the connection portion 50, which will be described later, while taking into consideration the ability to alleviate the impact load F1 applied from the height direction of the vehicle. And so. Hereinafter, the front structure of the vehicle 2 will be described in detail in the order of the suspension tower 11, the dash panel 13, the cowl panel 14, and the connecting portion 50 located on the right side thereof.

[Sass Tower]
First, the suspension tower 11 shown in FIGS. 2 and 3 includes the ceiling part 111 to which the upper end of the shock absorber 110 is connected, as described above. Further, a gusset 15 that transmits suspension load from the suspension tower 11 to the upper member 12 is fixed to the ceiling portion 111. The gusset 15 is formed into a substantially U-shaped cross section by a front vertical plate portion 150, an inner vertical plate portion 151, and a rear vertical plate portion 152. Further, the gusset 15 connects the ceiling part 111 of the suspension tower 11 and the upper member 12 by having an inner vertical plate part 151 gradually inclined outward in the vehicle width direction as it goes toward the upper side of the vehicle. That is, the lower peripheral edge portions 155 of the inner vertical plate portion 151 and rear vertical plate portion 152 of the gusset 15 are fixed along the ceiling portion 111 of the suspension tower 11. Further, the gusset 15 has a peripheral edge portion 155 of each vertical plate portion bent so as to follow the upper member 12, and this bent peripheral edge portion 155 is fixed to a proper position on the upper member 12. Thereby, the suspension load F applied to the suspension tower 11 is transmitted to the upper member 12 and the cowl panel 14 through the gusset 15.

[Dash panel]
Next, the dash panel 13 shown in FIG. 2 is formed in the shape of a vertical wall extending in the vehicle width direction between the right end portion 2R and the left end portion 2L of the vehicle body, as described above. An inclined wall portion 130 is provided on the upper side of the dash panel 13, as shown in FIG. 5, which is bent in stages toward the rear of the vehicle. A cowl panel 14 excluding a connecting portion to be described later is disposed and supported on the vehicle upper side of the inclined wall portion 130.

As shown in FIGS. 2 and 6, the dash panel 13 is reinforced by having a dash-side reinforcing portion 20 fixed to the upper front surface thereof. This dash-side reinforcing portion 20 extends in the vehicle width direction so as to form the skeleton of the dash panel 13, and extends from the left end portion 2L of the vehicle body to the center in the vehicle width direction. Further, the dash side reinforcing portion 20 is formed into a hat-shaped cross section by an upper wall portion 21, a lower wall portion 22, and a front wall portion 23, as shown in FIG. Further, the upper wall portion 21 of the dash-side reinforcing portion 20 is formed with an upper flange portion 210 that is bent toward the upper side of the vehicle at the rear end position, and the lower wall portion 22 is formed with an upper flange portion 210 that is bent toward the lower side of the vehicle at the rear end position. A lower flange portion 220 is formed. By fixing the upper and

lower flange parts

210 and 220 to the upper front side of the dash panel 13, the dash side reinforcement part 20 is fixed to the dash panel 13 with its front wall part 23 extending toward the front side of the vehicle. It becomes like this.

[Cowl panel]
Next, the cowl panel 14 shown in FIG. 2 is provided so as to extend in the vehicle width direction between the left and right upper members 12 while being supported by the dash panel 13, as described above. As shown in FIG. 5, the cowl panel 14 is formed in a groove shape so as to guide water flowing down along the surface of the windshield 7 to both ends in the vehicle width direction. That is, the cowl panel 14 is formed to have a substantially U-shaped cross section, and includes a bottom surface portion 30 extending in the longitudinal direction of the vehicle, a rear surface portion 31 that slopes upward and rearward from the rear end of the bottom surface portion 30, and the bottom surface portion 30. It has a front part 33 which is inclined from the front end toward the upper side and the front side of the vehicle. The bottom surface portion 30 is a portion forming the bottom surface of the cowl panel 14, and extends in the vehicle width direction so as to form a water flow path. A concave portion 300 is formed in the bottom surface portion 30, and the concave portion 300 is bent such that the portion on the front side of the vehicle is lowered one step below the vehicle, and this bent concave portion 300 mainly constitutes a water channel.

Furthermore, a louver support portion 34 is formed in the front portion 33 of the cowl panel 14 shown in FIG. 5 by bending its upper end portion toward the front side of the vehicle. The louver support portion 34 is configured to support the cowl louver 16, which is an exterior part of the vehicle body having an outside air introduction function, from the lower side of the vehicle. This cowl louver 16 is provided so as to extend in the vehicle width direction between the windshield 7 and the engine hood 8. A glass connecting portion 160 is formed at the rear edge of the cowl louver 16, and this glass connecting portion 160 is fixed to the lower end of the windshield 7. Further, a groove portion 161 bent into a substantially U-shape is formed in the front portion of the cowl louver 16, and the bottom side of this groove portion 161 is supported by the louver support portion 34. A flange portion 162 that supports the rear end portion of the engine hood 8 is formed at the front end and upper end of the groove portion 161 of the cowl louver 16 so as to extend in the vehicle width direction. Further, a weather strip WS is provided between the flange portion 162 and the engine hood 8.

A cowl side reinforcement part 40 is fixed to the front part 33 of the cowl panel 14 shown in FIG. The cowl side reinforcing portion 40 extends in the vehicle width direction so as to form the frame of the cowl panel 14, and is formed into an L-shaped cross section from the front plate portion 41 and the lower plate portion 42. The front plate portion 41 extends in the height direction of the vehicle, and has a front flange portion 43 bent toward the front of the vehicle at its upper end. The lower plate portion 42 extends in the longitudinal direction of the vehicle, and has a lower flange portion 44 bent toward the lower side of the vehicle at its rear end. The cowl side reinforcing part 40 is applied to the upper and front side of the cowl panel 14, with its front flange part 43 fixed to the louver support part 34, and its lower flange part 44 fixed to the front part 33. (In FIG. 5, for convenience, X is attached to the fixing locations of the cowl side reinforcement portion and the cowl panel). As a result, a closed cross-section structure 500 is formed extending in the vehicle width direction from the cowl panel 14 and the cowl side reinforcing portion 40, and the cowl panel 14 is reinforced by this closed cross-section structure 500.

The cowl panel 14 shown in FIGS. 2 and 4 is sloped so that water flowing through the bottom surface 30 is guided to the right side of the vehicle and the left side of the vehicle (in FIG. 4, the cowl panel is shown for convenience). (Although shown as a straight line, it actually has a gentle slope.) That is, the cowl panel 14 is formed into a gentle triangular shape with an upper end 35 (apex) at the center in the vehicle width direction. As a result, the portion of the cowl panel 14 on the right side of the vehicle from the upper end 35 is gradually inclined toward the lower side of the vehicle as it goes toward the right end portion 2R of the vehicle body. Further, a portion of the cowl panel 14 on the left side of the vehicle from the upper end 35 is gradually inclined toward the lower side of the vehicle as it goes toward the left end portion 2L of the vehicle body. Note that a wiper bracket 80 is provided at the upper end 35 of the cowl panel 14 shown in FIG. 2 on the upper side of the vehicle.

[Connection part]
The front structure of the vehicle 2 shown in FIGS. 2 and 4 includes a connecting portion 50 in which a connecting member 51 extending in the height direction of the vehicle is fixed between the cowl panel 14 and the dash panel 13. . Here, referring to FIGS. 7 and 8, the connecting member 51 is formed into a plate shape that is generally trapezoidal when viewed from the front, and an upper end portion 52 enlarged in the vehicle width direction is disposed on the upper side of the vehicle. has been done. As shown in FIG. 8, a pair of upper fastening holes 520 and 521 are provided in the upper end portion 52 of the connecting member 51, separated in the vehicle width direction. Further, a lower fastening hole 530 is also provided in the lower end portion 53 of the connecting member 51 at the center position in the vehicle width direction. A cylindrical canister 70 is attached to the front surface of the connecting member 51, as shown in FIGS. 2 and 7. This canister 70 can be fixed to a fastener 510 provided on the connecting member 51 shown in FIG. 7 via its mounting bracket (not shown) (in FIG. 7, all fasteners are (A common reference numeral 510 is attached).

The connecting member 51 shown in FIG. 7 is fixed to the cowl side reinforcing portion 40 of the cowl panel 14 and the dash side reinforcing portion 20 of the dash panel 13. That is, the front plate part 41 of the cowl side reinforcing part 40 shown in FIG. 8 is provided with a pair of left and right

upper fastening parts

410, 411 so as to protrude toward the front side of the vehicle. Further, a lower fastening portion 230 is also provided on the front wall portion 23 of the dash side reinforcing portion 20 so as to protrude toward the front side of the vehicle. The upper end portion 52 of the connecting member 51 is connected to the cowl side reinforcing portion 40 of the cowl panel 14 by fastening the upper fastening portions 410 (411) passed through the respective upper fastening holes 520 (521) to the nuts NT. Fixed. Further, the lower end portion 53 of the connecting member 51 is fastened and fixed to the dash side reinforcing portion 20 of the dash panel 13 by fastening the lower fastening portion 230 passed through the lower fastening hole 530 to a nut NT. As shown in FIG. 6, the connecting member 51 is fixed between the cowl side reinforcing part 40 and the dash side reinforcing part 20, so that the connecting member 51 is fixed at a position on the front side of the vehicle of the bottom part 30 of the cowl panel 14. It is arranged so as to extend in the horizontal direction. Furthermore, in the above configuration, since the connecting member 51 is fixed to each of the reinforcing

parts

20 and 40, there is no need to directly fix the connecting member 51 to the dash panel 13 and cowl panel 14, which contributes to ensuring excellent productivity. The structure is as follows.

[Formation position of connecting part]
Here, the formation position of the connecting portion 50 shown in FIG. 4 is not particularly limited as long as the cowl panel 14 can be reinforced, but it is preferably set based on the position of the upper end 35 of the cowl panel 14 described above. For example, in the cowl panel 14, as described above, the upper end 35 is formed at the center position in the vehicle width direction. Therefore, the cowl panel 14 is arranged in a central area 140 including the upper end 35, a right side area 141 set between the central area 140 and the right end 2R of the vehicle body, and a right side area 141 between the central area 140 and the left end 2L of the vehicle body in the vehicle width direction. It is divided into three parts with a left side area 142 set in between. By providing the connecting portion 50 within the central region 140, it becomes possible to reinforce the cowl panel 14. In particular, in FIG. 4, the connecting portion 50 is provided at the same position as the upper end 35 in the vehicle width direction so as to more appropriately reinforce the upper end 35 of the cowl panel 14.

Further, referring to FIG. 9, if the position of the upper end 35 of the cowl panel 14 is shifted from the center in the vehicle width direction, the central region 140 can be set around the position of the upper end 35. For example, in FIG. 9, the upper end 35 located furthest above the vehicle is shifted extremely to the right, and the right end 14R and left end 14L of the cowl panel 14 are located furthest below the vehicle. In this case, the right end of the central region 140 can be set at a location 531 that is an intermediate position in the height direction between the right end 14R and the upper end 35 of the cowl panel 14. Then, the right side area 141 can be set between the location 531 and the right end 14R. Further, the left end of the central region 140 can be set at a location 532 that is an intermediate position in the height direction between the left end 14L and the upper end 35 of the cowl panel 14. Then, the left side area 142 can be set between the location 532 and the left end 14L. In this way, the cowl panel 14 shown in FIG. 9 is divided into a center area 140, a right side area 141, and a left side area 142 in the vehicle width direction, and the connecting portion 50 is provided in the center area 140, thereby reinforcing the cowl panel 14. It becomes possible to do so. Note that although it is desirable that the connecting portion 50 be contained within the central region 140, a portion of the connecting portion 50 may protrude into other areas.

[Deformation promotion part]
The connecting portion 50 shown in FIG. 2 is provided with a deformation promoting portion 60 that promotes deformation of the cowl panel 14 in the height direction of the vehicle. This type of deformation accelerating part 60 includes a first deformation accelerating part (details will be described later) that has a structure that is lower in rigidity than other parts different from the deformation accelerating part 60, and a first deformation promoting part (details will be described later) that has a structure that is lower in rigidity than other parts. At least one of the second deformation promoting section and the second deformation promoting section made of a material can be provided. Here, examples of the second deformation accelerating portion include a thinned portion of the cowl panel 14 and a portion of the cowl panel 14 formed of a low-strength material.

In the connecting portion 50 shown in FIG. 2, a plurality of types of first deformation promoting portions are formed on the cowl panel 14. First, the cowl side reinforcing section 40 is fixed to the front section 33 of the cowl panel 14 shown in FIG. 5, as described above. This cowl-side reinforcing portion 40 is arranged so that a closed cross-sectional structure 500 is formed between it and the cowl panel 14 at a portion other than the connecting portion (other portions). On the other hand, in the connecting portion 50 shown in FIG. The portion 44 is not fixed (for convenience, in FIG. 6, X is attached to the fixed portion of the cowl side reinforcement portion and the cowl panel). That is, the cowl side reinforcing portion 40 is fixed only to the upper side of the cowl panel 14 in a cantilevered state. As a result, the cowl panel 14 and the cowl-side reinforcing portion 40 in the connecting portion 50 form an open cross-sectional structure 610 as a first deformation promoting portion, which prevents impact loads from being applied from the height direction of the vehicle. It becomes easier to deform. Referring to FIG. 10, the connecting member 51 of the connecting portion 50 is fixed to the cowl side reinforcing portion 40 at a location where the open cross-sectional structure 610 is formed (in FIG. The fixed locations of the parts are indicated by black circles, and some of the black circles are marked with 100). As a result, the cowl panel 14 in the connecting portion 50 has low structural rigidity due to the open cross-sectional structure 610, and is easily deformed when an impact load F1 is applied from the height direction of the vehicle.

Further, referring to FIGS. 10 and 11, a bead portion 620 is formed on the bottom surface portion 30 of the cowl panel 14 in the connecting portion 50 as another first deformation promoting portion. This bead portion 620 is formed by bending the center of the bottom surface portion 30 of the cowl panel 14 in the vehicle width direction toward the vehicle upper side so as to form a substantially inverted U-shape. Further, the bottom side of the bead portion 620 is arranged above the dash panel 13 in the vehicle (see FIG. 6). By forming the bead portion 620 on the bottom surface portion 30 of the cowl panel 14 so as to extend in the longitudinal direction of the vehicle, the cowl panel 14 at the connecting portion 50 has low structural rigidity. Furthermore, by making the bead portion 620 protrude upward from the vehicle, it becomes difficult for water to accumulate in the bead portion 620, and the bead portion 620 can have an air bleed function when painting the cowl panel 14.

[Requirements for the front structure of the vehicle]
Referring to FIGS. 2 and 4, in the front structure of the vehicle 2, the suspension towers 11 are provided at the right end 2R and left end 2L of the vehicle body, as described above. Further, a cowl panel 14 is provided between the right end portion 2R and the left end portion 2L of the vehicle body so as to extend in the vehicle width direction, and is disposed on the vehicle upper side of the suspension tower 11. In this type of configuration, as described above, it is desirable to ensure the stiffness of the cowl panel 14 against the inward suspension load Fx in the vehicle width direction, while considering the ability to alleviate the impact load F1 applied from the height direction of the vehicle. It will be done. In particular, in the above configuration, it is desirable to suppress excessive vertical vibration of the cowl panel 14 when a load is input inward in the vehicle width direction. Care should be taken to avoid bending and deformation.

Therefore, the front structure of the vehicle 2 shown in FIG. 4 has a connecting portion 50 in which a connecting member 51 extending in the height direction of the vehicle is fixed between the cowl panel 14 and the dash panel 13. The upper end portion 52 of the connecting member 51 is fixed to a portion above the vehicle (in the height direction of the vehicle) than the bottom surface portion 30 of the cowl panel 14, and the lower end portion 53 of the connecting member 51 is fixed to a portion of the cowl panel 14 that is above the bottom surface portion 30 of the cowl panel 14. It is fixed to the dash side reinforcing part 20 which is fixed and integrated with the dash side reinforcing part 20. In the above-described configuration, the upper end portion 52 of the connecting member 51 is fixed to a location different from the bottom surface portion 30 of the cowl panel 14, thereby allowing the cowl panel 14 to deform toward the vehicle lower side (Fig. (see 6). Further, in the connecting portion 50, the lower end portion 53 of the connecting member 51 is fixed to the dash-side reinforcing portion 20 of the dash panel 13, thereby contributing to ensuring the rigidity of the cowl panel 14. Therefore, the function of the connecting portion 50 will be described in detail below in the order of inputting the impact load F1 and inputting the inward suspension load Fx in the vehicle width direction.

[Function of the connecting part when inputting impact load]
First, in the connecting portion 50 shown in FIGS. 4 and 6, when an impact load F1 is applied to the cowl panel 14 from above the vehicle, the cowl panel 14 is allowed to deform toward the bottom of the vehicle. That is, in the connecting portion 50, as shown in FIG. 6, a connecting member 51 extending in the height direction of the vehicle connects the cowl side reinforcing portion 40 fixed above the bottom surface portion 30 of the cowl panel 14 to the dash side. It is fixed across the front wall part 23 of the reinforcing part 20. In this manner, in the connecting portion 50, the upper end portion 52 of the connecting member 51 is fixed to the front side of the vehicle (in a different location) of the bottom portion 30 of the cowl panel 14, thereby making it difficult for the bottom portion 30 and the connecting member 51 to interfere with each other during deformation. It has become. As a result, the cowl panel 14 in the connecting portion 50 is allowed to deform on the lower side of the vehicle when the impact load F1 is applied (for convenience, the cowl panel 14 deformed on the lower side of the vehicle is shown in FIG. (Illustrated with a dashed line).

As shown in FIG. 10, the connecting portion 50 is formed with an open cross-sectional structure 610 and a bead portion 620 as a first deformation promoting portion that promotes deformation of the cowl panel 14. As a result, when the cowl panel 14 at the connecting portion 50 receives an impact load F1, the cowl panel 14 is easily deformed toward the lower side of the vehicle due to its open cross-sectional structure 610. Furthermore, the bead portion 620 to which a load is applied from the upper side of the vehicle opens and deforms outward in the vehicle width direction, so that the cowl panel 14 deforms smoothly toward the lower side of the vehicle (for convenience, in FIG. 10, the bead portion 620 is 62A is attached to the arrow indicating the direction of opening deformation).

[Function of the connecting part when inputting suspension load]
Further, in the vehicle 2 shown in FIG. 4, the coupling portion 50 ensures the rigidity of the cowl panel 14 against the inward suspension load Fx in the vehicle width direction. That is, as described above, the connecting member 51 of the connecting portion 50 is fixed across the cowl side reinforcing portion 40 and the dash side reinforcing portion 20. Here, the dash side reinforcement part 20 extends in the vehicle width direction so as to reinforce the dash panel 13 disposed between the right end part 2R and the left end part 2L of the vehicle body, and has the same arrangement as the cowl panel 14. have. For this reason, the dash side reinforcement section 20 moves in a manner similar to the cowl panel 14 when a load is applied, and in particular, moves in a manner similar to the cowl side reinforcement section 40. The dash-side reinforcing portion 20 is fixed to reinforce the dash panel 13 as described above, making it difficult to vibrate up and down. Therefore, by connecting the dash-side reinforcing portion 20 and the cowl-side reinforcing portion 40 with the connecting member 51, the rigidity of the cowl panel 14 provided with the cowl-side reinforcing portion 40 can be ensured. As a result, when a suspension load Fx directed inward in the vehicle width direction is applied to the cowl panel 14, excessive vertical vibration of the cowl panel 14 is suppressed (indicated by the reference numeral 14X in FIG. 4). The dotted line shows the movement of the cowl panel when a load is applied). In particular, since the connecting portion 50 is provided in the central region 140 as described above, it is possible to more reliably suppress vertical vibration of the cowl panel 14, and in particular, more reliably suppress upward convex bending deformation with the upper end 35 as a node. can. Furthermore, the cowl panel 14 with guaranteed support rigidity also suppresses deformation of the right end portion 2R and left end portion 2L of the vehicle body when a load is input. As a result, the rigidity of the force application point of the suspension tower 11 is ensured, and the inward suspension load Fx in the vehicle width direction can be supported by the right end portion 2R, left end portion 2L, and cowl panel 14 of the vehicle body.

As explained above, in this embodiment, since the upper end portion 52 of the connecting member 51 is fixed to a location different from the bottom surface portion 30 of the cowl panel 14, the deformation of the lower side of the vehicle of the cowl panel 14 at the connecting portion 50 is prevented. becomes acceptable. Further, in the connecting portion 50 of this embodiment, the lower end portion 53 of the connecting member 51 is fixed to the dash side reinforcing portion 20 of the dash panel 13. In this way, by connecting the dash-side reinforcing portion 20 and the proper position of the cowl panel 14 using the connecting member 51, the rigidity of the cowl panel 14 against loads directed inward in the vehicle width direction can be more appropriately ensured. Therefore, according to this embodiment, the rigidity of the cowl panel 14 against loads directed inward in the vehicle width direction can be ensured while taking into consideration the ability to alleviate impact loads applied from the height direction of the vehicle.

Furthermore, the connecting member 51 of this embodiment is fixed to the reinforcing parts of the cowl panel 14 and the dash panel 13, that is, to the parts that move in the same way when a load is applied. Vibration can be suppressed more reliably. Further, in this embodiment, the connecting portion 50 provided in the central region 140 makes it possible to more appropriately suppress vibrations with the upper end 35 of the cowl panel 14 as a node. Further, in this embodiment, the deformation promoting portion 60 provided in the connecting portion 50 facilitates deformation of the cowl panel 14 in the height direction of the vehicle, so that impact mitigation properties can be more reliably ensured. Further, in this embodiment, the configuration of the deformation promoting part 60 can be selected according to the structure of the connecting part 50, and the impact mitigation properties can be ensured more reliably. In this embodiment, by providing the bead portion 620 as the first deformation promoting portion on the bottom surface portion 30 of the cowl panel 14, deformation of the cowl panel 14 in the height direction of the vehicle becomes easier. Furthermore, by making the bead portion 620 protrude upward from the vehicle, it becomes difficult for water to accumulate in the bead portion 620, and the bead portion 620 can be provided with an air bleed function during painting.

[Example of change]
The front structure of the vehicle according to the present embodiment is not limited to the embodiment described above, and may take various other embodiments. In this embodiment, although the configuration of the connecting portion is illustrated, it is not intended to limit the configuration of the connecting portion. For example, a plurality of connecting portions or a single connecting portion may be provided at appropriate positions within the central region of the cowl panel, or may be provided at a position different from the upper end of the cowl panel. Further, various vehicle components such as a canister may be attached to the front surface of the connecting member, or a configuration may be adopted in which no vehicle component is attached. Further, the dash-side reinforcing portion is preferably formed to extend in the vehicle width direction, and may be provided over substantially the entire width of the dash panel, or may be provided on a portion of the dash panel. Similarly, the cowl side reinforcing portion is also desirably formed to extend in the vehicle width direction, and may be provided over substantially the entire width of the cowl panel, or may be provided on a portion of the cowl panel. Note that the connecting member can be fixed at an appropriate position above the bottom portion of the cowl panel. Further, the method of fixing the connecting member to the cowl panel and the dash-side reinforcing portion is not limited to fastening, and various methods can be employed.

Further, in this embodiment, although the configuration of the deformation promoting section is illustrated, this is not intended to limit the configuration of the deformation promoting section. For example, as the deformation accelerating portion, a protrusion, a notch, or a hole, which triggers the bending deformation, can be provided on the connecting member constituting the connecting portion. Further, the cowl panel may be provided with at least one of the first deformation accelerating portions, and the bead portion may be formed to protrude toward the lower side of the vehicle.

Claims

Suspension towers that receive suspension loads are provided at the right and left ends of the vehicle body in the vehicle width direction, and between the right and left ends of the vehicle body, there is a suspension tower located above the suspension tower in the vehicle height direction. A front structure of a vehicle in which a cowl panel disposed on a cowl panel and a dash panel supporting the cowl panel are provided so as to extend in the vehicle width direction,
A connecting member extending in the height direction of the vehicle has a connecting portion fixed between the cowl panel and the dash panel,
The upper end portion of the connecting member is fixed to a portion above the bottom surface of the cowl panel in the height direction of the vehicle, and the lower end portion of the connecting member is fixed to the dash panel to form an integrated dash. The front structure of the vehicle is fixed to the side reinforcements.
2. The vehicle according to claim 1, wherein the connecting member is fixed across between a cowl side reinforcing part and the dash side reinforcing part that are fixed and integrated with an upper part of the cowl panel in the height direction. Front structure.
The cowl panel is configured to gradually move toward the lower side of the vehicle from an upper end in the height direction of the vehicle toward both ends in the vehicle width direction, and is set to include the upper end in the vehicle width direction. a right side area set between the center area and the right end of the vehicle body, and a left side area set between the center area and the left end of the vehicle body,
The vehicle front structure according to claim 1, wherein the connecting portion is provided in the central region.
The vehicle front structure according to any one of claims 1 to 3, wherein the connecting portion is provided with a deformation promoting portion that promotes deformation of the cowl panel in the height direction of the vehicle.
The deformation promoting part includes a first deformation promoting part made of a structure having a lower rigidity than other parts different from the deformation promoting part, and a second deformation promoting part made of a material having a lower rigidity compared to the other parts. 5. The vehicle front structure according to claim 4, further comprising at least one of a deformation accelerating portion.
6. The front structure of a vehicle according to claim 5, wherein the first deformation promoting portion is a bead portion formed by bending the bottom surface of the cowl panel upward in the height direction of the vehicle.