JP4882789B2 - Cowl structure - Google Patents

Description

  The present invention relates to a cowl structure, and more particularly to a cowl structure provided between a windshield glass and a hood of an automobile.

Conventionally, a cowl structure provided between a windshield glass and a hood of an automobile is known (for example, see Patent Document 1). In this technique, the front vertical wall portion extends from the front end of the upper wall portion of the cowl top upper panel that supports the windshield glass (also referred to as a front window) toward the bottom surface portion of the air box.
JP 2004-249997 A

  However, in the technique of Patent Document 1, a V-shaped groove for absorbing collision energy from above the vehicle is formed in the front vertical wall. For this reason, the windshield glass support rigidity of a front side vertical wall part falls by a V-shaped groove part.

  In view of the above facts, an object of the present invention is to provide a cowl structure capable of improving the support rigidity of the windshield glass and increasing the collision energy absorption amount.

The cowl structure according to the first aspect of the present invention includes a glass support portion that supports a front end edge portion of a windshield glass, a rear wall portion that extends substantially downward from the glass support portion, and the rear wall. A front wall portion provided on the front side of the vehicle and extending substantially in the vertical direction of the vehicle, and a load transmission that connects the front wall portion of the cowl body and the glass support portion and forms an upper wall portion And a front-rear wall connecting portion that connects the rear wall portion and the front wall portion of the cowl main body and forms left and right side wall portions extending from both ends in the vehicle width direction of the upper wall portion toward the vehicle lower side. , Constituting a connecting side portion to the glass support portion in the load transmitting portion , and having a flat plate shape separated from the front and rear wall connecting portions, and in a side view when the vehicle is viewed from the side, the left and right side wall portions the angle formed between the upper edge has become an acute angle, opposition Characterized in that it has an energy absorbing portion that deforms by the load, and a reinforcing member having a, a.

The load of the windshield glass acting on the glass support portion of the cowl body that supports the front edge of the windshield glass is applied to the cowl via the load transmitting portion of the reinforcing member that connects the front wall portion of the cowl body and the glass support portion. It is transmitted to the front wall of the main body. Moreover, the relative deformation | transformation with respect to the rear wall part of the front wall part of a cowl main body can be suppressed by the front-and-back wall connection part of the reinforcement member which connects the rear wall part and front wall part of a cowl main body. For this reason, the support rigidity of windshield glass improves. On the other hand, when a collision load is applied to the front edge of the windshield glass by the collision body, the glass support portion in the reinforcing member is brought together with the glass support portion of the cowl body by the collision load acting on the glass support portion of the cowl body. The energy absorption part which constitutes the connecting side part to the side deforms in the acting direction of the load, thereby absorbing the collision energy. In addition, the load transmitting portion of the reinforcing member forms the upper wall portion of the reinforcing member, and the left and right side walls in which the front and rear wall connecting portions of the reinforcing member extend from both ends of the upper wall portion in the vehicle width direction toward the vehicle lower side. This is a flat plate shape in which the energy absorbing portion of the load transmitting portion is separated from the front and rear wall connecting portions. Furthermore, since the angle formed by the energy absorbing portion and the upper edges of the left and right side wall portions is an acute angle when the vehicle is viewed from the side, the structure of the reinforcing member is simple.

According to a second aspect of the present invention, in the cowl structure according to the first aspect, a portion of the load transmitting portion that is connected to the front wall portion and is connected to the front and rear wall connecting portion is attached with a wiper. It is a wiper support part.

  The load transmission part constitutes the connecting side part to the front wall part, and the part connected to the front and rear wall connecting part is the wiper support part for attaching the wiper. Therefore, the load from the wiper is applied to the cowl body via the reinforcing member. It can transmit to a front wall part, a rear wall part, and a glass support part. As a result, since the vibration of the wiper support part can be suppressed, the durability of the wiper support part is improved.

According to the first aspect of the present invention, the support rigidity of the windshield glass can be improved, the amount of collision energy absorption can be increased , and the reinforcing member can have a simple structure.

According to the second aspect of the present invention, the durability of the wiper support portion can be improved and the amount of collision energy absorbed can be increased.

  An embodiment of a cowl structure according to the present invention will be described with reference to FIGS.

  In the figure, the arrow UP indicates the upward direction of the vehicle, and the arrow FR in the figure indicates the forward direction of the vehicle.

  FIG. 4 is a perspective view of a front portion of a vehicle to which the cowl structure according to the present embodiment is applied as seen from the front side of the vehicle.

  As shown in FIG. 4, a rear end portion 12A of the hood (engine hood) 12 constituting the upper surface of the front portion of the vehicle (automobile) 10 in the present embodiment extends above a cowl 14 as a cowl body. .

  FIG. 1 is an enlarged cross-sectional view taken along the line 1-1 of FIG.

  As shown in FIG. 1, the hood 12 includes an inner panel 18 on the inner side (back side) of the outer panel 16, and the rear portion of the hood 12 is closed by the outer panel 16 and the inner panel 18 along the vehicle width direction. A cross section 20 is formed. Further, the rear portion 22 of the inner panel 18 constituting the closed section 20 has an inverted trapezoidal shape that opens upward in the vehicle body in a side view and extends from the rear end portion 12A of the hood 12 in the closed position (the position in FIG. 1). A bent portion 22A is formed along the vehicle width direction at a portion ahead of the predetermined distance. Further, the rear end portion 16A of the outer panel 16 and the rear end portion 18A of the inner panel 18 are joined by hemming on the vehicle body rear side of the bent portion 22A in the rear portion 22 of the inner panel 18.

  The front edge 24 </ b> A of the windshield glass 24 is fixed to the upper surface of the glass support 28 </ b> A of the cowl upper 28 that constitutes the upper part of the cowl 14 with an adhesive 30.

  The cowl 14 includes a cowl upper 28 and a cowl inner 32 that constitutes the interior side of the cowl 14. Further, the glass support portion 28A of the cowl upper 28 is disposed in parallel with the front end edge portion 24A of the windshield glass 24, and a flange 28B is formed from the front end of the glass support portion 28A toward the lower front side of the vehicle. . On the other hand, a rear wall portion 28C is formed from the rear end of the glass support portion 28A toward the lower rear side of the vehicle, and a flange 28D is formed from the rear end of the rear wall portion 28C toward the upper rear side of the vehicle. ing.

  An upper portion 32C of the rear wall portion 32A extends from the upper end of the lower portion 32B of the rear wall portion 32A of the cowl inner 32 toward the diagonally rear upper side of the vehicle, and the upper side of the upper portion 32C of the rear wall portion 32A extends obliquely rearward and upward of the vehicle. A flange 32D is formed toward the end. Further, the flange 32D of the cowl inner 32 and the flange 28D of the cowl upper 28 are coupled by welding or the like.

  A lower wall portion 32E is formed from the lower end of the lower portion 32B of the rear wall portion 32A of the cowl inner 32 toward the front of the vehicle, and a front wall portion 32F is formed from the front end of the lower wall portion 32E toward the upper front side of the vehicle. Has been. The front wall 32F of the cowl inner 32 is provided on the vehicle front side of the rear wall 32A of the cowl inner 32 and extends substantially in the vehicle vertical direction. The front wall 32F and the rear wall 32A of the cowl inner 32 are arranged in the vehicle front-rear direction. In FIG.

  An inclined portion 32G that extends from the upper front side of the vehicle toward the lower rear side of the vehicle is formed at an intermediate portion in the vertical direction of the front wall portion 32F of the cowl inner 32. A flange 32H extends from the upper end of the front wall portion 32F toward the front of the vehicle. Is formed. A cowl louver 36 is installed between the flange 32H of the cowl inner 32 and the windshield glass 24.

  The front fixing portion 36A of the cowl louver 36 is attached to the upper surface of the flange 32H of the cowl inner 32 via a cushion 38. On the other hand, the rear fixing portion 36 </ b> B of the cowl louver 36 is attached to the windshield glass 24.

  A vertical wall portion 36C is formed from the front side fixing portion 36A of the cowl louver 36 toward the upper front side of the vehicle, and a seal portion 36D extends from the upper end of the vertical wall portion 36C toward the front of the vehicle. Yes. A cowl seal rubber 38 is disposed between the seal portion 36 </ b> D of the cowl louver 36 and the bottom portion 22 </ b> B of the closed section 20 of the hood 12.

  FIG. 2 is a perspective view of the cowl structure according to the present embodiment as viewed from the front side of the vehicle.

  As shown in FIG. 2, a reinforcing bracket 42 as a reinforcing member is provided in the cowl interior 40 at the center of the cowl 14 in the vehicle width direction.

  The reinforcing bracket 42 includes an upper wall portion 42A as a load transmitting portion. Further, left and right side wall portions 42B and 42C as front and rear wall connecting portions are pressed from the both ends in the vehicle width direction between the front portion of the upper wall portion 42A and the center portion in the vehicle front-rear direction in the reinforcing bracket 42, etc. Is formed by.

  As shown in FIG. 1, the upper wall portion 42A of the reinforcing bracket 42 extends linearly from the lower front side of the vehicle toward the upper rear side of the vehicle, and the front end portion of the upper wall portion 42A faces the upper front side of the vehicle. A flange 42D is formed. Further, the flange 42D of the reinforcing bracket 42 is coupled to the rear side surface of the inclined portion 32G of the front wall portion 32F of the cowl inner 32 by welding or the like.

  On the other hand, the upper end portion 42E of the upper wall portion 42A of the reinforcing bracket 42 is coupled to the lower surface of the flange 28B of the cowl upper 28 by welding or the like.

  The straight line shape is a straight line or a substantially straight line when viewed from the side of the vehicle, and has no part that becomes a starting point of bending deformation when a load is applied in the straight line direction.

  Accordingly, the load (arrow F1 in FIG. 1) of the windshield glass 24 acting on the glass support portion 28A of the cowl upper 28 that supports the front edge 24A of the windshield glass 24 is transmitted to the rear wall portion 28C of the cowl upper 28. (The arrow F3 in FIG. 1) and the front wall portion of the cowl inner 32 via the upper wall portion 42A of the reinforcing bracket 42 that linearly connects the flange 28B of the cowl upper 28 and the inclined portion 32G of the front wall portion 32F of the cowl inner 32. 32F (arrow F4 in FIG. 1).

  For this reason, since the load F1 can be dispersed and supported by the rear wall portion 28C of the cowl upper 28 and the front wall portion 32F of the cowl inner 32, the support rigidity of the front end edge portion 24 of the windshield glass 24 can be improved. It has become.

  As shown in FIG. 2, a flange 42F is formed at the rear end portion of the left side wall portion 42B of the reinforcing bracket 42 toward the outer side in the vehicle width direction, and the flange 42F is a lower portion 32B of the rear wall portion 32A of the cowl inner 32. Are joined to the front side surface in the vicinity of the upper portion 32C by welding or the like. Similarly, a flange 42G is formed at the rear end portion of the right side wall portion 42C of the reinforcing bracket 42 toward the outside in the vehicle width direction, and the flange 42G is near the upper portion 32C in the lower portion 32B of the rear wall portion 32A of the cowl inner 32. It is joined to the front side of the machine by welding.

  Further, a flange 42H is formed at the front end portion of the left side wall portion 42B of the reinforcing bracket 42 toward the outer side in the vehicle width direction, and the flange 42H is welded to the rear side surface of the inclined portion 32G of the front wall portion 32F of the cowl inner 32. Combined by etc. Similarly, a flange 42J is formed at the front end portion of the right side wall portion 42C of the reinforcing bracket 42 toward the outer side in the vehicle width direction, and the flange 42J is formed on the rear side surface of the inclined portion 32G of the front wall portion 32F of the cowl inner 32. They are joined by welding or the like.

  Further, a flange 42K for reinforcing the left side wall part 42B is formed from the lower end of the left side wall part 42B of the reinforcing bracket 42 toward the outside in the vehicle width direction, and the right side wall part 42C of the reinforcing bracket 42 is formed. A flange 42L for reinforcing the right side wall portion 42C is formed from the lower end toward the outer side in the vehicle width direction.

  Further, a convex portion 46 as a reinforcing means is formed along the vehicle front-rear direction at the intermediate portion in the vertical direction of the rear portion 42M of the left side wall portion 42B of the reinforcing bracket 42, and the right side wall portion 42C of the reinforcing bracket 42 is provided. A convex portion 48 as a reinforcing means is formed along the vehicle front-rear direction at an intermediate portion in the vertical direction of the rear portion 42N.

  As shown in FIG. 1, the reinforcing bracket 42 and the cowl inner 32 form a vehicle side sectional closed section 41, and the reinforcing bracket 42 forms a highly rigid portion with the cowl inner 32. Further, the vehicle between the front wall portion 32F of the cowl inner 32 and the rear wall portion 32A of the cowl inner 32 is defined by the left and right side wall portions 42B and 42C of the reinforcing bracket 42 that connects the rear wall portion 32A and the front wall portion 32F of the cowl inner 32. Relative deformation in the front-rear direction can be suppressed.

Further, the upper end portion 42E of the reinforcing bracket 42 is coupled to the flange 28B of the cowl upper 28. Therefore, the rigidity of the reinforcing bracket 42 in the vehicle vertical direction can be improved, and the reinforcing bracket 42 swings in the vehicle width direction (side-down). The rigidity with respect to can be improved.

  As a result, vibration and noise generation of the front edge 24 of the windshield glass 24 can be suppressed. In particular, it is possible to suppress vibrations and torsion in the vertical direction and the front-rear direction of the front end edge 24A of the windshield glass 24 that are generated when the vehicle is idling, and to suppress the muffled noise during idling.

  As shown in FIG. 2, the portion constituting the connecting side portion of the upper wall portion 42A of the reinforcing bracket 42 to the front wall portion 32F is a wiper support portion 42P for attaching the wiper unit, and is provided at the rear portion of the wiper support portion 42P. A circular through hole 50 is formed.

  As shown in FIG. 1, a wiper module 52 is attached to a rear portion of the wiper support portion 42 </ b> P of the reinforcing bracket 42 by a fastening member 54 such as a bolt inserted into the through hole 50.

  For this reason, the rigidity of the wiper support part 42P to which the wiper module 52 is attached can be improved.

  1 indicates the link of the wiper module 52, and the lower end portions of the left and right side wall portions 42B and 42C of the reinforcing bracket 42 are directed upward in the vehicle to prevent interference with the link 52A of the wiper module 52. It has a convex arch shape.

  As shown in FIG. 2, the upper portion of the upper wall portion 42A of the reinforcing bracket 42 is located on the upper side of the wiper support portion 42P serving as the connecting side portion of the cowl upper 28 to the glass support portion 28A. A portion of the bracket 42 excluding the energy absorbing portion 42Q is a reinforcing portion. The energy absorbing portion 42Q is separated from the left and right side wall portions 42B and 42C, extends toward the flange 28B of the cowl upper 28, and has a belt-like flat plate shape.

  The strip shape is a shape having a length L1 longer than the width W1, and the flat plate shape is a flat plate shape on which a reinforcing bending flange or the like is not formed. Further, the energy absorbing portion 42Q is disposed at an intermediate position between the surface direction (arrow S direction in FIG. 1) and the vertical direction (arrow F1 in FIG. 1) of the windshield glass 24, and when the energy absorbing portion 42Q is deformed. In addition, it is easy to receive the collision load F1 and hardly interferes with the windshield glass 24. For this reason, the deformation stroke can be increased.

  The intermediate position between the surface direction of the windshield glass 24 (arrow S direction in FIG. 1) and the vertical direction (arrow F1 in FIG. 1) is the surface direction of the windshield glass 24 (arrow S direction in FIG. 1). A central range of approximately three equal parts in each β1 formed with the vertical direction (arrow F1 in FIG. 1).

  As shown in FIG. 1, the energy absorbing portion 42Q of the reinforcing bracket 42 is disposed substantially in parallel with the upper portion 32C of the rear wall portion 32A of the cowl inner 32, and the energy absorbing portion 42Q in a side view when the vehicle is viewed from the side. And an angle α1 formed by the left and right side wall portions 42B and 42C and an angle α2 formed by the rear wall portion 28C of the cowl upper 28 and the upper portion 32C of the rear wall portion 32A of the cowl inner 32 are acute angles. Further, the cowl upper 28, the cowl inner 32, and the reinforcing bracket 42 form a closed cross-sectional structure 43 having a substantially rhombus shape when viewed from the vehicle width direction (a vehicle side view shape) below the glass support portion 28 </ b> A of the cowl upper 28. Yes.

  Accordingly, as shown in FIG. 3, when a collision load (an arrow F2 in FIG. 3) acts on the front edge 24A of the windshield glass 24 from the obliquely upward front of the vehicle to the obliquely downward rear of the vehicle as shown in FIG. The input angle θ1 of the collision load F2 with respect to the energy absorbing portion 42Q is closer to the vertical direction (90 degrees) than the input angle θ2 of the load F2 of the windshield glass 24 with respect to the energy absorbing portion 42Q. For this reason, the flat plate-shaped energy absorbing portion 42Q of the reinforcing bracket 42 together with the glass support portion 28A of the cowl upper 28 easily falls in the direction of action of the collision load F2 (the direction of arrow A in FIG. 3) due to the collision load F2. Yes. At this time, at the same time as the angle α1 is reduced, the connecting portion of the flange 28D of the cowl upper 28 and the flange 32D of the cowl inner 32 is moved obliquely upward rearward (in the direction of arrow B in FIG. 3) while the angle α2 is reduced. Yes.

  That is, when a collision load (an arrow F2 in FIG. 3) acts on the front edge 24A of the windshield glass 24 from the obliquely upper front of the vehicle to the obliquely lower rear of the vehicle by the collision body K, the closed cross-section structure 43 is formed. The vehicle is crushed in the vertical direction.

  For this reason, the amount of collision energy absorbed can be increased by the deformation of the energy absorbing portion 42Q of the reinforcing bracket 42 and the deformation of the cowl upper 28 and the cowl inner 32.

  Next, the operation of this embodiment will be described.

  As shown in FIG. 1, when the vehicle 10 travels on a rough road, the load of the windshield glass 24 (arrow F1 in FIG. 1) is applied to the glass support portion 28A of the cowl upper 28 that supports the front edge 24A of the windshield glass 24. When acting, the load F1 is transmitted to the rear wall portion 28C of the cowl upper 28 (arrow F3 in FIG. 1), and the flange 28B of the cowl upper 28 and the inclined portion 32G of the front wall portion 32F of the cowl inner 32 are linearly formed. 1 is transmitted to the front wall portion 32F of the cowl inner 32 through the upper wall portion 42A of the reinforcing bracket 42 connected to (arrow F4 in FIG. 1).

  For this reason, since the load F1 can be dispersed and supported by the rear wall portion 28C of the cowl upper 28 and the front wall portion 32F of the cowl inner 32, the support rigidity of the front edge 24 of the windshield glass 24 can be improved.

  Further, the left and right side wall portions 42B and 42C of the reinforcing bracket 42 that connects the rear wall portion 32A and the front wall portion 32F of the cowl inner 32 to the vehicle front-rear direction with respect to the rear wall portion 32A of the front wall portion 32F of the cowl inner 32 in the cowl 14. Relative deformation to can be suppressed. Furthermore, since the upper end portion 42E of the reinforcing bracket 42 is coupled to the flange 28B of the cowl upper 28, the rigidity of the reinforcing bracket 42 in the vehicle vertical direction can be improved, and the reinforcing bracket 42 can be prevented from shaking in the vehicle width direction (side-down). Stiffness can also be improved.

  As a result, vibration and noise generation of the front edge 24 of the windshield glass 24 can be suppressed. In particular, it is possible to suppress vibrations and torsion of the front end edge 24A of the windshield glass 24 generated during vehicle idling in the vertical direction and the front-rear direction, and torsion noise during idling.

  Further, in the present embodiment, the portion constituting the connecting side portion of the upper wall portion 42A of the reinforcing bracket 42 to the front wall portion 32F is the wiper support portion 42P for attaching the wiper unit 52. For this reason, the rigidity of the wiper support part 42P to which the wiper module 52 is attached can be improved by the reinforcing bracket 42.

  As a result, it is possible to improve the durability of the wiper support portion 42P against a large load acting on the wiper module 52 due to a snowdrift or the like on the windshield glass 24. Further, since the rigidity of the cowl 14 as a whole is improved by the reinforcing bracket 42, the durability of the cowl 14 against a deformation load acting on the cowl 14 when the vehicle travels on a rough road can be improved.

  Further, in the present embodiment, as shown in FIG. 1, the collision body K collides with the front edge 24A of the windshield glass 24, and the front edge of the windshield glass 24 is caused by the collision body K as shown in FIG. When a collision load (arrow F2 in FIG. 3) acts on the portion 24A from the diagonally upper front of the vehicle toward the diagonally lower rear of the vehicle, the glass support portion 28A of the cowl upper 28 moves from the diagonally upper front of the vehicle toward the diagonally lower rear of the vehicle. The collision load F2 acts.

  At this time, in this embodiment, the input angle θ1 of the collision load F2 with respect to the energy absorbing portion 42Q is closer to the vertical direction (90 degrees) than the input angle θ2 of the load F2 of the windshield glass 24 with respect to the energy absorbing portion 42Q. By the collision load F2, the flat plate-shaped energy absorbing portion 42Q of the reinforcing bracket 42 together with the glass support portion 28A of the cowl upper 28 easily falls in the direction of action of the collision load F2 (the direction of arrow A in FIG. 3), and the angle α1 becomes small. At the same time, the angle α2 formed between the rear wall portion 28C of the cowl upper 28 and the upper portion 32C of the rear wall portion 32A of the cowl inner 32 is reduced, and the joint portion of the flange 28D of the cowl upper 28 and the flange 32D of the cowl inner 32 is obliquely rearward on the vehicle (see FIG. 3) (in the direction of arrow B). For this reason, when the glass support portion 28A of the cowl upper 28 is displaced from the obliquely upper front of the vehicle toward the obliquely lower rear of the vehicle, the deformation of the energy absorbing portion 42Q of the reinforcing bracket 42 and the deformation of the cowl upper 28 and the cowl inner 32 are The amount of collision energy absorbed can be increased.

  In the present embodiment, the reinforcing bracket 42 can improve the support rigidity between the windshield glass 24 and the wiper module 52. For this reason, the number of parts is reduced as compared with the case where the bracket for improving the support rigidity of the windshield glass 24 and the bracket for improving the support rigidity of the wiper module 52 are separate parts. Man-hours and yield can be greatly improved.

  In this embodiment, the load transmitting portion of the reinforcing bracket 42 forms the upper wall portion 42A, and the front and rear wall connecting portions of the reinforcing bracket 42 extend from both ends in the vehicle width direction of the upper wall portion 42A toward the vehicle lower side. Since the left and right side wall portions 42B and 42C are provided in a flat plate shape in which the energy absorbing portion 42Q is separated from the front and rear wall connecting portions, the structure of the reinforcing bracket 42 is simple.

  Moreover, in this embodiment, the energy absorption part 42Q of the reinforcement bracket 42 is arrange | positioned in the intermediate position of the surface direction (arrow S direction of FIG. 1) of the windshield glass 24, and a perpendicular direction (arrow F1 of FIG. 1). . As a result, when the energy absorbing portion 42Q is deformed, it is easy to receive the collision load F1 and hardly interfere with the windshield glass 24, so that the deformation stroke of the energy absorbing portion 42Q can be increased.

  While the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in the above embodiment, in order to prevent interference between the left and right side wall portions 42B and 42C of the reinforcing bracket 42 and the link 52A of the wiper module 52, the lower end portions of the left and right side wall portions 42B and 42C are arched. The position of the link 52A of the wiper module 52 may be moved downward in the vehicle, and the lower ends of the left and right side wall portions 42B and 42C may be linearly extending in the vehicle front-rear direction.

  In the above-described embodiment, the upper portion of the upper wall portion 42A of the reinforcing bracket 42 is the energy absorbing portion 42Q above the wiper support portion 42P that is the side of the cowl upper 28 that is connected to the glass support portion 28A. The energy absorption part 42Q of the wall part 42A and the other part of the upper wall part 42A are linear, but the energy absorption part 42Q of the upper wall part 42A and the other part of the upper wall part 42A are not necessarily linear. Need not be.

  In the above embodiment, the cowl upper 28 constituting the upper part of the cowl 14 and the cowl inner 32 constituting the vehicle interior side part of the cowl 14 are separate members. Instead, the cowl upper 28 and the cowl inner 32 are combined. It is good also as composition which used as parts.

FIG. 5 is an enlarged cross-sectional view taken along a 1-1 cross-sectional line in FIG. 4. It is the perspective view seen from the vehicle diagonal front which shows the cowl structure concerning one embodiment of the present invention. It is sectional drawing corresponding to FIG. 1 which shows the deformation | transformation state by the collision body in the cowl structure which concerns on one Embodiment of this invention. It is the perspective view seen from the vehicle diagonal front which shows the front part of the vehicle to which the cowl structure which concerns on one Embodiment of this invention is applied.

Explanation of symbols

10 Vehicle 12 Hood 14 Cowl (Cowl body)
24 Windshield Glass 28 Cowl Upper 28A Cowl Upper Glass Support 28C Cowl Upper Rear Wall 32 Cowl Inner 32A Cowl Inner Rear Wall 32B Cowl Inner Lower Wall Part 32C Cowl Inner Rear Wall Part 32E Cowl Inner Lower Wall Part 32F Cowl Inner Front wall portion of 32G Inclined portion of front wall portion of cowl inner 40 Inside of cowl 41 Closed cross-sectional portion of vehicle side view 42 Reinforcing bracket (reinforcing member)
42A Reinforcement bracket upper wall (load transmission)
42B Side wall part of reinforcing bracket (front and rear wall connecting part)
42C Side wall part of reinforcing bracket (front and rear wall connecting part)
42Q Energy Absorbing Section of Reinforcement Bracket 43 Closed Section Structure 50 Through Hole 52 Wiper Module

Claims (2)

A glass support portion that supports the front edge of the windshield glass, a rear wall portion that extends substantially downward from the glass support portion, and a vehicle vertical direction that is provided on the vehicle front side of the rear wall portion. A cowl body comprising a front wall extending to
A load transmitting portion that connects the front wall portion of the cowl body and the glass support portion and forms an upper wall portion, and a vehicle width of the upper wall portion that connects the rear wall portion and the front wall portion of the cowl body. The front and rear wall connecting portions that form the left and right side wall portions that extend from both ends in the direction toward the vehicle lower side, and the connecting side portion to the glass support portion in the load transmitting portion, are separated from the front and rear wall connecting portions. And an energy absorbing portion that is an acute angle with the upper edges of the left and right side wall portions and is deformed by a collision load. A reinforcing member;
A cowl structure characterized by comprising: 2. The cowl structure according to claim 1, wherein a portion of the load transmitting portion that is connected to the front wall portion and is connected to the front and rear wall connecting portions is a wiper support portion for attaching a wiper .

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