JP4743009B2 - Vehicle cowl structure - Google Patents

Description

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

The following Patent Document 1 discloses a vehicular cowl structure considering pedestrian protection. Briefly, in the technique disclosed in this publication, in order to ensure pedestrian protection performance, the front vertical wall of the cowl outer is abolished and the entire cowl is opened to have a cross-sectional structure. Thereby, a sufficient deformation stroke of the cowl is ensured when a collision body such as a pedestrian's head comes into contact with the vicinity of the lower end of the front windshield glass.
JP-A-2005-104438

  However, if the entire cowl is opened to have a cross-sectional structure so as to improve the pedestrian protection performance as in the configuration disclosed in the above prior art, the support rigidity of the lower end portion of the front windshield glass is lowered. For this reason, the vertical vibration of the front windshield glass is increased, and there is a problem that a booming noise caused by the vertical vibration is easily generated in the vehicle interior. That is, generally, the NV performance and the pedestrian protection performance are in a contradictory relationship.

  On the other hand, in recent years, there is a demand for further improving pedestrian protection performance.

  In view of the above facts, an object of the present invention is to provide a vehicular cowl structure that can achieve both NV performance and pedestrian protection performance and can further improve pedestrian protection performance.

The present invention of claim 1 is a cowl outer that extends in the vehicle width direction along the lower end portion of the front windshield glass and supports the vicinity of the lower end portion of the front windshield glass, and a vehicle width direction on the lower side of the cowl outer. The upper end is coupled to the rear end side of the cowl outer to form a cowl having an open cross-sectional structure with the cowl outer, and is set on the lower side when a collision load is input to the front windshield glass. A cowl inner having a rear vertical wall that bends in the load input direction starting from one folding part, and a cowl outer and a cowl inner connected at a predetermined position in the vehicle width direction in a substantially vertical direction of the vehicle and partially closed by the cowl outer and the cowl inner. A vehicle cowl structure including a connecting member that forms a height direction of the connecting member. Position Set the second folding unit for folding the connecting member in a direction separated from the bending direction of the rear vertical wall of Kauruin'na the input of collision load to the front windshield glass, further, when sectional deformation of the closed-section portion A length obtained by adding the line length of the deformed portion of the cowl outer and the line length from the upper end portion of the connecting member to the second bent portion, and the second length of the connecting portion of the deformed portion of the cowl inner and the second bent portion of the connecting member. It is characterized in that the length obtained by adding the line length from the part to the coupling part to the cowl inner is made substantially equal.

  According to a second aspect of the present invention, in the vehicle cowl structure according to the first aspect, the direction in which the second bent portion and the coupling portion of the connecting member to the cowl inner are substantially aligned with the impactor entering direction, An angle formed by a line segment connecting the connecting portion of the connecting member to the cowl outer and the connecting portion of the connecting member to the cowl inner and an impactor approaching direction line is defined as the connecting portion of the connecting member to the cowl outer and the second bent portion. It is characterized in that it is set smaller than the angle formed by the line segment connecting the two and the impactor approach direction line.

According to a third aspect of the present invention, in the cowl structure for a vehicle according to the first or second aspect, the connecting member is formed in a band plate shape.
According to a fourth aspect of the present invention, there is provided the vehicular cowl structure according to any one of the first to third aspects, wherein the rear vertical wall of the cowl inner is substantially non-parallel to the impactor entering direction in a side view of the vehicle. It is formed in a Z shape.

According to a fifth aspect of the present invention, in the cowl structure for a vehicle according to the fourth aspect, the angle between adjacent surfaces of the rear vertical wall of the cowl inner is such that any one of the adjacent surfaces and the impactor entering direction are It is characterized in that it is set to be equal to or smaller than the larger one of the angles formed by.

  According to the first aspect of the present invention, when a collision load is input to the front windshield glass, the collision load is transmitted to the cowl inner via the cowl outer supporting the vicinity of the lower end portion of the front windshield glass. At the same time, the cowl outer and the cowl inner are transmitted to a connection member that connects the cowl outer and the cowl inner in a substantially vertical direction at a predetermined position in the vehicle width direction. Since the first folding part is set on the lower side of the rear vertical wall of the cowl inner, when the collision load is transmitted to the cowling inner, the cowling inner is bent in the load input direction from the first folding part. On the other hand, since the second folded portion is set at a predetermined position in the height direction of the connecting member, when the collision load is transmitted to the connecting member, the connecting member starts the second folded portion and the rear vertical wall of the cowl inner Bend in a direction away from the direction of bending. In this way, the cowl inner and the connecting member bend in a direction away from each other, so that energy at the time of collision is absorbed and collision reaction force (to the collision body) is reduced.

  Further, in the present invention, from the viewpoint of pedestrian protection, the cowl is formed in an open cross-sectional structure by the cowl outer and the cowl inner. Since the portion is formed, the support rigidity of the lower end portion of the front windshield glass is higher than that of a completely open cross-section cowl. For this reason, the vertical vibration of the front windshield glass is suppressed, and the generation of the muffled noise in the passenger compartment is also suppressed.

In addition, in the present invention, the length obtained by adding the line length of the deformed portion of the cowl outer and the line length from the upper end portion of the coupling member to the second fold portion so that there is no remaining crush at the time of cross-sectional deformation of the closed cross-section portion , Because the length of the cowl inner deformed part and the length of the connecting member from the second bent part to the connecting part to the cowl inner are substantially matched, the closed cross-section of the cowl is compressed in the vertical direction of the vehicle. When the cross section is deformed, the total line length on the upper side and the total line length on the lower side of the closed cross section of the cowl become substantially the same. For this reason, the crush remaining at the time of cross-sectional deformation of the closed cross section of the cowl is greatly reduced, and the cross section of the closed cross section of the cowl can be efficiently deformed.

  According to the second aspect of the present invention, the direction in which the second bent portion and the connecting portion of the connecting member to the cowl inner are substantially aligned with the impactor entering direction, and the connecting portion of the connecting member to the cowl outer and the connecting member The angle formed by the line segment connecting the coupling part to the cowl inner and the impactor entry direction line is defined by the line segment connecting the coupling part of the coupling member to the cowl outer and the second folding part and the impactor entry direction line. Since the angle is set smaller than the angle, the connecting member can always be deformed forward of the vehicle. As a result, it is possible to avoid bottoming due to the connecting member bending toward the vehicle rear side and contacting the cowl inner.

According to the present invention described in claim 4, since the formed rear vertical wall of Kauruin'na in non-parallel substantially Z-shaped with respect to the impactor approach direction as viewed from the side of the vehicle, Kauruauta when the collision load is input, Kauruin'na And the closed cross-section part comprised by a connection member carries out a cross-sectional deformation in the shape of a pantograph. For this reason, the energy absorption stroke in the direction orthogonal to the glass surface of the front windshield glass can be sufficiently ensured.

According to the present invention described in claim 5, the angle between the adjacent surfaces of the rear vertical wall of the cowl inner is the larger of the angles formed by any one of the adjacent surfaces and the impactor entry direction. Since the following setting is made, the connecting member can always be deformed to the vehicle front side when the closed cross section is deformed into a pantograph shape. As a result, it is possible to avoid bottoming due to the connecting member bending toward the vehicle rear side and contacting the cowl inner.

  The cowl structure for a vehicle according to the first aspect of the present invention has an excellent effect that both the NV performance and the pedestrian protection performance can be achieved and the pedestrian protection performance can be further improved.

  The cowl structure for a vehicle according to the second aspect of the present invention has an excellent effect that the pedestrian protection performance can be further improved by avoiding deformation of the connecting member with the cowl inner.

In the cowl structure for a vehicle according to the fourth aspect of the present invention, the pedestrian protection performance can be further improved by the cross-sectional deformation of the closed cross section formed by the cowl outer, the cowl inner, and the connecting member in a pantograph shape. It has an excellent effect of being able to.

The cowl structure for a vehicle according to the fifth aspect of the present invention has an excellent effect that the pedestrian protection performance can be further improved by avoiding the deformation bottom with the cowl inner of the connecting member.

  [First Embodiment]

  Hereinafter, a first embodiment of a vehicle cowl structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow IN indicates the vehicle width direction inner side.

  FIG. 1 shows an enlarged longitudinal sectional view of a cowl 10 to which the present invention is applied cut along the vehicle front-rear direction and the cut surface viewed from the side of the vehicle. As shown in this figure, the cowl 10 extends in the vehicle width direction along the lower end 12A of the front windshield glass 12, and supports a cowl outer panel 14 that supports the vicinity of the lower end 12A of the front windshield glass 12. A cowl inner panel 16 disposed below the cowl outer panel 14 and extending in the vehicle width direction; and a rear end side of the hood 18 spaced apart from the cowl inner panel 16 on the vehicle front side. A cowl lower panel 20 extending toward the front, a resin cowl louver 22 fitted between the upper end flange 20A of the cowl lower panel 20 and the lower end 12A of the front windshield glass 12, and the front end of the cowl outer panel 14 As a connecting member for connecting the portion 14B and the lower wall 16C of the cowl inner panel 16 Is configured to include a brace 30 having, a.

  The cowl outer panel 14 includes a glass support portion 14A disposed in parallel along the glass surface of the front windshield glass 12, a front end portion 14B bent and suspended from the front end portion of the glass support portion 14A, and the glass support portion 14A. The inclined surface 14C is bent obliquely rearward and downward from the rear end portion, and the rear end flange portion 14D is extended from the lower end portion of the inclined surface 14C to the vehicle rear side. A lower end portion 12A of the front windshield glass 12 is fixed to the glass support portion 14A by an adhesive 24 and sealed.

  The cowl inner panel 16 includes an upper end flange portion 16A coupled to the rear end flange portion 14D of the cowl outer panel 14, a rear vertical wall 16B bent downward from the front end portion of the upper end flange portion 16A toward the vehicle front side, and A lower wall 16C that is bent from the lower end portion of the rear vertical wall 16B and extends substantially to the lower side of the vehicle, and a lower end portion that is bent from the lower end portion of the lower wall 16C to the front side of the vehicle and disposed substantially horizontally. 16D. From another viewpoint, the vertical wall of the cowl inner panel 16 is bent toward the rear side of the vehicle at the first folding portion 32 set near the middle in the height direction, so that the vertical wall is viewed from the side of the vehicle. It is formed in a substantially “<” shape.

  The cowl lower panel 20 includes an upper end flange portion 20A arranged in parallel substantially below the rear end of the hood 18, a front vertical wall 20B bent substantially obliquely downward from the rear end portion of the upper end flange portion 20A, After the front bottom wall portion 20C bent from the lower end of the front vertical wall portion 20B and extended toward the vehicle rear side, and after being bent substantially upward from the rear end portion of the front bottom wall portion 20C The rear end portion 20D extends rearward of the vehicle and is bonded and sealed to the upper surface of the lower end portion 16D of the cowl inner panel 16 with an adhesive 26.

  The cowl louver 22 is spanned between the lower end portion 12A of the front windshield glass 12 and the upper end flange portion 20A of the cowl lower panel 20, and a main body portion 22A for dropping water such as rain water into the cowl 10, and the main body portion 22A. A recess 22B formed in a concave shape from the front end portion and fixed to the upper end flange portion 20A of the cowl lower panel 20 is extended from the upper end portion of the front wall of the recess 22B to the vehicle front side and between the lower surface of the hood 18. And a sealing material support portion 22C to which a sealing material 28 to be sealed is attached.

  As shown in FIGS. 1 and 4, the brace 30 that connects the front end portion 14 </ b> B of the cowl outer panel 14 and the lower wall 16 </ b> C of the cowl inner panel 16 in a substantially vertical direction of the vehicle has a predetermined length along the longitudinal direction of the cowl 10. It is erected at intervals. Each brace 30 is formed in a band plate shape, and is bent toward the vehicle rear side in the vicinity of the middle portion in the height direction. As a result, the brace 30 is positioned on the vehicle upper side with respect to the second folding part 34 and extends substantially along the vehicle vertical direction, and is positioned on the vehicle lower side with respect to the second folding part 34. And a lower portion 30 </ b> B extending substantially obliquely rearward of the vehicle.

  The upper end portion 30C of the upper portion 30A is joined to the rear surface of the front end portion 14B of the cowl outer panel 14 by spot welding. Further, the lower part 30B is further bent slightly toward the vehicle front side at a third bent part 36 set in the vicinity of the intermediate part in the height direction. The third bent portion 36 is set so that the height thereof coincides with the first bent portion 32, and the lower end portion 30 </ b> D, which is a lower portion of the third bent portion 36, is bent by the cowl inner panel 16. It is set to an angle that can be joined to the lower wall 16C by spot welding.

  Since the brace 30 having the above-described configuration is disposed, the cowl 10 having an open cross-sectional structure in which the surface on the upper side of the vehicle is opened in consideration of pedestrian protection performance is installed at the portion where the brace 30 is disposed. A partial closed cross section 38 is formed by the outer panel 14, the cowl inner panel 16, and the brace 30.

  Further, as shown in FIG. 2, the line length of the deformed portion of the cowl outer panel 14 (the line length B of the glass support portion 14 </ b> A + the line length C of the inclined surface 14 </ b> C) and the upper end portion 30 </ b> C of the brace 30 to the second bent portion 34. To the cowl inner panel 16 from the second bent portion 34 of the brace 30 and the length of the deformed portion of the cowl inner panel 16 (line length D of the rear vertical wall 16B). The length (D + E) obtained by adding the line length (the line length E of the lower portion 30B) to the connecting portion (d point; the third bent portion 36) is substantially the same. That is, the dimension of each part is set so that “A + B + C = D + E”.

  The direction F ′ connecting the second bent portion 34 (point e) and the connecting portion (point d; third bent portion 36) of the brace 30 to the cowl inner panel 16 is the impactor entry direction (in the direction of arrow F). Yes, in a direction substantially perpendicular to the glass surface of the front windshield glass 12.

  Further, a line segment G connecting the connecting portion (point a) of the brace 30 to the cowl outer panel 14 and a connecting portion (point d) of the brace 30 to the cowl inner panel 16 and an impactor approach direction line F (passing through the point a). The angle α formed by the impactor approach direction parallel line F ″ is equivalent to the line segment H connecting the connecting portion (point a) of the brace 30 to the cowl outer panel 14 and the second bent portion (point e) and the impactor approach. It is set smaller than the angle θ formed by the direction line F (equivalent to the impactor approach direction parallel line F ′ passing through the point e).

  (Operation and effect of this embodiment)

  Next, the operation and effect of this embodiment will be described.

  From the state shown in FIG. 1, as shown in FIG. 3, when the collision body 40 collides with the vicinity of the lower end portion 12 </ b> A of the front windshield glass 12, the collision load at that time is near the lower end portion 12 </ b> A of the front windshield glass 12. Is transmitted to the cowl inner panel 16 through the cowl outer panel 14 that supports the front end 14B of the cowl outer panel 14 and the brace 30 that connects the lower wall 16C of the cowl inner panel 16 to the brace 30. Is done.

  A first folding portion 32 is set on the lower side of the rear vertical wall 16B provided in the cowl inner panel 16, and the rear vertical wall 16B is tilted rearward toward the glass support portion 14A side of the cowl outer panel 14 serving as a load input point. Therefore, when the collision load is transmitted to the cowl inner panel 16, the rear vertical wall 16 </ b> B of the cowl inner panel 16 starts from the first folding portion 32 and is the load input direction on the vehicle rear lower side (arrow F direction side). Turn to the side.

  On the other hand, a second bent portion 34 is set near the intermediate portion in the height direction of the brace 30, and the brace 30 is a front end portion located on the front side of the glass support portion 14A of the cowl outer panel 14 serving as a load input point. 14B and the lower wall 16C located below the rear vertical wall 16B of the cowl inner panel 16 are connected in a substantially “<” shape in a side view of the vehicle, so that the collision load is transmitted to the brace 30. The brace 30 bends in the direction away from the bending direction of the rear vertical wall 16B of the cowl inner panel 16 (the vehicle front lower side) with the second folding portion 34 as a starting point.

  As a result, the closed cross-sectional portion 38 partially formed at a predetermined position in the longitudinal direction of the cowl 10 by the cowl outer panel 14, the cowl inner panel 16, and the brace 30 is deformed so as to be crushed and folded in the vehicle vertical direction. The In this deformation process, energy at the time of collision of the collision body 40 is absorbed, and the collision reaction force to the collision body 40 is reduced.

  Further, in this embodiment, the cowl 10 is formed in an open cross-sectional structure by the cowl outer panel 14 and the cowl inner panel 16 from the viewpoint of protecting pedestrians. Since it is connected in the vertical direction of the vehicle and a closed cross section 38 is formed at the connecting portion, the support rigidity of the lower end portion 12A of the front windshield glass 12 is higher than a cowl having a completely open cross section structure. For this reason, the vertical vibration of the front windshield glass 12 is suppressed, and the generation of a booming noise in the vehicle interior is also suppressed.

  Further, in the present embodiment, the line length of the deformed portion of the cowl outer panel 14 (the line length B of the glass support portion 14A + the line length C of the inclined surface 14C) and the line length from the upper end portion 30C of the brace 30 to the second bent portion 34. A length (A + B + C) obtained by adding A, a line length of the deformed portion of the cowl inner panel 16 (line length D of the rear vertical wall 16B), and a connecting portion from the second bent portion 34 of the brace 30 to the cowl inner panel 16 Since the length (D + E) obtained by adding the line length (the line length E of the lower portion 30B) up to (d point; the third bent portion 36) is substantially matched, the closed cross-sectional portion 38 of the cowl 10 is substantially up and down the vehicle. When the cross section is deformed by being compressed in the direction, the total line length (A + B + C) on the upper side of the closed cross section 38 of the cowl 10 and the total line length (D + E) on the lower side become substantially the same. For this reason, the crushing residue at the time of cross-sectional deformation of the closed cross section 38 of the cowl 10 is greatly reduced, and the closed cross section 38 of the cowl 10 can be efficiently deformed in cross section.

  As mentioned above, according to the cowl structure for vehicles concerning this embodiment, NV performance and pedestrian protection performance can be made compatible, and also pedestrian protection performance can be improved further.

  In the present embodiment, the direction F ′ connecting the second bent portion 34 (point e) and the connecting portion (point d) of the brace 30 to the cowl inner panel 16 is the impactor entering direction (arrow F direction). The impactor entering direction passing through the point a and the line segment G connecting the connecting part of the brace 30 to the cowl outer panel 14 (point a) and the connecting part of the brace 30 to the cowl inner panel 16 (point d). The angle α formed by the parallel line F ″ is parallel to the impactor entry direction passing through the point e and the line segment H connecting the connecting portion (point a) and the second bent portion (point e) of the brace 30 to the cowl outer panel 14. Since it is set smaller than the angle θ formed by the line F ′, the brace 30 can always be deformed to the front side of the vehicle, and as a result, the brace 30 bends to the rear side of the vehicle and contacts the cowl inner panel 16. Therefore, it is possible to avoid bottoming out due to pedestrians and to further improve pedestrian protection performance.

  [Second Embodiment]

  Next, a second embodiment of the vehicular cowl structure according to the present invention will be described with reference to FIGS. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 5, 6, 7, and 9, in the second embodiment, the rear vertical wall 50 </ b> B of the cowl inner panel 50 is substantially Z parallel to the impactor entry direction F in a side view of the vehicle. It is characterized in that it is formed in a letter shape.

  More specifically, the rear vertical wall 50B of the cowl inner panel 50 does not have a straight shape as in the first embodiment described above, but is bent from the front end of the rear end flange portion 50A to the front obliquely lower side of the vehicle. The first inclined portion 50B1 extending to the vicinity of the middle portion of the upper portion 30A of the vehicle, and the brace 30 is bent (folded back) from the lower end portion of the first inclined portion 50B1 to the vehicle obliquely rear lower side in the opposite direction. A second inclined portion 50B2 extending to the vicinity of the rear of the second bent portion 34, and an upper end of the lower wall 50C bent from the lower end portion of the second inclined portion 50B2 to the vehicle diagonally forward lower side which is the opposite direction. And a third inclined portion 50B3 that reaches (the first bent portion 32). Note that the first inclined portion 50B1 and the third inclined portion 50B3 are disposed substantially in parallel.

  In other words, in the cowl structure for a vehicle according to the second embodiment, the cowl inner panel 50 includes a fourth folding part 52 and a fifth folding part 54 in the rear vertical wall 50B in addition to the first folding part 32. Two folds (ridges) are additionally set.

  Supplementally, the fact that the rear vertical wall 50B of the cowl inner panel 50 is “non-parallel substantially Z-shaped” with respect to the impactor entry direction F in a side view of the vehicle means that the first inclined portions 50B1 to 50B1 to the impactor entry direction F are If the third inclined portion 50B3 is parallel to the impactor entry direction F, the load reaction force on the collision body 40 is increased, so that the “parallel arrangement” that generates such a high reaction force is excluded. is there.

  Further, as shown in FIG. 6, the angle between adjacent surfaces of the rear vertical wall 50B of the cowl inner panel 50 (the angle β formed by the first inclined portion 50B1 and the second inclined portion 50B2, the second inclined portion 50B2 and the second inclined portion 50B2 The angle β ′ formed by the three inclined portions 50B3) is the larger angle (the first inclined portion 50B1 and the impactor entering direction parallel line F1) of the angles formed by any one of the adjacent surfaces and the impactor entering direction. Is set to be equal to or smaller than an angle γ ′ formed by the third inclined portion 50B3 and the impactor approaching direction F2.

  As shown in FIG. 7, in the second embodiment as well, the line length of the deformed portion of the cowl outer panel 14 (the line length B of the glass support portion 14A + the inclined surface 14C) is the same as in the first embodiment described above. The length (A + B + C) obtained by adding the line length C) and the line length A from the upper end portion 30C of the brace 30 to the second bent portion 34, and the line length of the deformed portion of the cowl inner panel 50 (the line of the rear vertical wall 50B) The length obtained by adding the length D-E + F) and the line length (the line length G of the lower portion 30B) from the second bent portion 34 of the brace 30 to the coupling portion (point f; third bent portion 36) to the cowl inner panel 50 (D−E + F + G) is set to be substantially the same. That is, the dimension of each part is set so that “A + B + C = DE−F + G”.

  Further, the direction F ′ connecting the second bent portion 34 (point g) and the connecting portion (point f) of the brace 30 to the cowl inner panel 50 is the impactor entry direction (the direction of arrow F, and the front windshield glass). 12 in a direction substantially perpendicular to the 12 glass surfaces).

  Further, the line segment G ′ connecting the connecting portion (point a) of the brace 30 to the cowl outer panel 14 and the connecting portion (point f) of the brace 30 to the cowl inner panel 50 and the impactor approach direction line F (point a) The angle α formed by the impactor approaching direction parallel line F ″ passing through the line segment H connecting the connecting portion (point a) of the brace 30 to the cowl outer panel 14 and the second bent portion (point g) and the impactor. It is set smaller than the angle θ formed by the approach direction line F (equivalent to the impactor approach direction parallel line F ′ passing through the point g).

  (Action / Effect)

  Also in this embodiment, since the basic configuration of the first embodiment described above is followed, the same operation and effect as the first embodiment can be obtained. That is, both NV performance and pedestrian protection performance can be achieved, and the pedestrian protection performance can be further improved.

  Furthermore, in the present embodiment, the rear vertical wall 50B of the cowl inner panel 50 is formed in a substantially Z shape that is non-parallel to the impactor entry direction F in a side view of the vehicle. Is input, the closed cross section 38 formed by the cowl outer panel 14, the cowl inner panel 50, and the brace 30 is deformed in a pantograph shape. For this reason, the energy absorption stroke in the direction orthogonal to the glass surface of the front windshield glass 12 can be sufficiently secured. As a result, according to the present embodiment, the pedestrian protection performance can be further improved.

  In the present embodiment, the angles β and β ′ between the adjacent surfaces of the rear vertical wall 50B of the cowl inner panel 50 are defined by any one of the adjacent surfaces and the impactor entry directions F1 and F2. Since the larger one of the angles γ and γ ′ is set, the brace 30 can always be deformed forward of the vehicle when the closed cross section 38 is deformed into a pantograph shape. As a result, according to the present embodiment, it is possible to avoid bottoming due to the brace 30 being bent toward the rear side of the vehicle and contacting the cowl inner panel 50, and the pedestrian protection performance can be further improved.

  [Supplementary explanation of the above embodiment]

  In the first embodiment and the second embodiment described above, the braces 30 are set at three locations along the longitudinal direction of the cowl 10, but may be set at one location, or may be set at two locations or four or more locations. Good.

FIG. 3 is an enlarged longitudinal sectional view of the vehicle cowl structure according to the first embodiment cut along the vehicle front-rear direction and the cut surface viewed from the vehicle side. FIG. 2 is an enlarged longitudinal sectional view in which a closed section including the brace of FIG. 1 is extracted. FIG. 3 is an enlarged longitudinal sectional view corresponding to FIG. 1 showing a deformation mode when a collision body collides. It is a whole perspective view which shows the principal part of the cowl shown by FIG. It is the expanded longitudinal cross-sectional view which cut | disconnected the cowl structure for vehicles which concerns on 2nd Embodiment along the vehicle front-back direction, and looked at the cut surface from the vehicle side. FIG. 6 is an enlarged longitudinal sectional view of the brace shown in FIG. 5 extracted. FIG. 6 is an enlarged longitudinal sectional view showing a closed section including the brace of FIG. 5. FIG. 6 is an enlarged longitudinal sectional view corresponding to FIG. 5 showing a deformation mode when a collision body collides. It is a whole perspective view which shows the principal part of the cowl shown by FIG.

Explanation of symbols

10 cowl 12 front windshield glass 12A lower end 14 cowl outer panel 14D rear end flange (rear end side of cowl outer)
16 Cowling inner panel 16A Upper end flange (upper end of cowling inner)
16B Rear vertical wall 18 Hood 30 Brace (connecting member)
30C upper end (joint part of coupling member to cowl outer)
32 1st folding part 34 2nd folding part 36 3rd folding part (connection part to cowl inner of connecting member)
38 Closed section 40 Colliding body 50 Cowl outer panel 50B Rear vertical wall 50B1 First inclined part 50B2 Second inclined part 50B3 Third inclined part F Impactor approaching direction F 'Impactor approaching direction parallel line (impactor approaching direction line)
F ”Impactor approach direction parallel line (impactor approach direction line)
F1 Impactor entry direction F2 Impactor entry direction

Claims (5)

A cowl outer extending in the vehicle width direction along the lower end of the front windshield glass and supporting the vicinity of the lower end of the front windshield glass;
The cowl outer extends along the vehicle width direction and the upper end is coupled to the rear end of the cowl outer to form a cowl having an open cross-sectional structure with the cowl outer. A cowl inner with a rear vertical wall that bends in the direction of load input starting from the first fold set on the lower side during input;
A connecting member that connects the cowl outer and the cowl inner at a predetermined position in the vehicle width direction substantially in the vertical direction of the vehicle, and forms a partial closed cross-section with the cowl outer and the cowl inner;
A vehicular cowl structure comprising:
A second folding portion for bending the coupling member in a direction away from the folding direction of the rear vertical wall of the cowl inner by inputting a collision load to the front windshield glass at a predetermined position in the height direction of the coupling member;
Further, a length obtained by adding the line length of the deformed portion of the cowl outer and the line length from the upper end portion of the connecting member to the second bent portion so as to eliminate the remaining crush when the closed cross-section portion is deformed, and the deformed portion of the cowl inner And the length obtained by adding the line length from the second bent portion of the connecting member to the coupling portion to the cowl inner are substantially matched,
A cowl structure for a vehicle. The direction in which the second bent portion and the coupling portion of the connecting member to the cowl inner are substantially matched with the impactor entering direction,
An angle formed by a line segment connecting the connecting portion of the connecting member to the cowl outer and the connecting portion of the connecting member to the cowl inner and an impactor entering direction line is set to a connecting portion of the connecting member to the cowl outer and a second bent portion. Set to be smaller than the angle formed by the line segment connecting the
The vehicular cowl structure according to claim 1. The connecting member is formed in a strip shape,
The vehicular cowl structure according to claim 1 or claim 2, wherein The rear vertical wall of the cowl inner is formed in a substantially Z shape that is non-parallel to the impactor entry direction in a side view of the vehicle.
The vehicular cowl structure according to any one of claims 1 to 3 . The angle between the adjacent surfaces of the rear vertical wall of the cowl inner is set to be equal to or less than the larger one of the angles formed by any one of the adjacent surfaces and the impactor entry direction.
The vehicular cowl structure according to claim 4 .

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