JP2009029292A - Vehicle cowl structure - Google Patents

Abstract

A vehicular cowl structure capable of preventing or effectively suppressing vibration of a windshield glass and efficiently absorbing the energy of a collision load by efficiently generating deformation by the collision load.
A rear wall portion 102 of a cowl outer 90 has a direction from a bent portion 100 on a windshield glass 18 side to a bent portion 104 on a cowl inner 50 side in a direction opposite to the direction of the surface of the windshield glass 18; In addition, the virtual line L1 passing through the bent portion 100 and the virtual line passing in the same direction as the collision load when the impactor 106 collides with the surface of the windshield glass 18 and passes through the bent portion 100 It is set between L2. For this reason, the collision load can be efficiently transmitted to the cowl inner 50 to induce deformation of the cowl inner 50, and the support rigidity of the windshield glass 18 is also improved.
[Selection] Figure 1

Description

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

  In the vehicle cowl structure (vehicle front deck structure) disclosed in Patent Document 1 below, the upper side of each of the cowl inner (cowl top inner) and the cowl outer (cowl top outer) in the vertical direction is substantially the front side of the vehicle. Furthermore, each upper end portion is protruded substantially forward in the vehicle front-rear direction from the lower wall portion below the middle portion in the vertical direction of the cowl outer.

  Further, a bead is formed at a predetermined portion above the intermediate portion in the vertical direction of each of the cowl inner and the cowl outer and a predetermined portion below the intermediate portion in the vertical direction of each of the cowl inner and the cowl outer.

With the above configuration, when a collision load (impact load) is input to the surface of the windshield glass (front windshield glass), the cowl inner and the cowl outer are each buckled. Further, the cowl (cowl top) including the cowl inner and the cowl outer has a closed cross-sectional structure, thereby improving the support rigidity of the windshield glass and improving the so-called “NV performance”.
Japanese Laid-Open Patent Publication No. 2004-155351

  By the way, in the configuration disclosed in Patent Document 1 as described above, the upper end portions of the cowl inner and the cowl outer protrude forward from the lower wall portion of the cowl outer. The upper side of the part is largely inclined toward the front side of the vehicle. For this reason, the collision load input from the windshield glass to each upper end portion of the cowl inner and the cowl outer escapes substantially toward the rear side of the vehicle, and is formed below the intermediate portion in the vertical direction of each of the cowl inner and the cowl outer. It cannot contribute effectively to buckling around the bead.

  In consideration of the above-described facts, the present invention provides a vehicular cowl structure that can prevent or effectively suppress the vibration of the windshield glass, and that can efficiently deform the collision load and efficiently absorb the energy of the collision load. Is the purpose.

  The cowl structure for a vehicle according to the first aspect of the present invention includes a support portion that supports the windshield glass from the back side of the windshield glass, and at least one of a vehicle rear side and a vehicle lower side of the support portion. A variable portion that is provided on the side and deforms when a collision load from the windshield glass side is input, and that allows the displacement of the support portion and absorbs the energy of the collision load by this deformation; The first imaginary line along the direction of the collision load passing through the one end and the surface vertical direction of the windshield glass passing through the one end. The other end is set from the one end to the second imaginary line along the opposite direction, and the collision input through the windshield glass and the support portion is set. And a, and a connecting portion for inducing the deformation at the variable portion to convey a load to the variable portion.

  According to the cowl structure for a vehicle according to the first aspect of the present invention, the windshield glass is supported by the support portion from the back surface side. Therefore, the collision load input to the windshield glass is transmitted to the support portion. The collision load transmitted to the support portion is transmitted to the connecting portion having one end connected to the support portion, and further to the variable portion connected to the connecting portion on the other end side of the connecting portion.

  Here, in the vehicular cowl structure according to the present invention, the direction from one end of the connecting portion to the other end includes the first imaginary line along the direction of the collision load passing through one end of the connecting portion, and one end of the connecting portion. It is set between the second imaginary line along the direction opposite to the vertical direction of the surface of the passing windshield glass. For this reason, the collision load input to the connecting portion via the support portion is efficiently transmitted to the variable portion, and is used for deformation of the variable portion.

  As described above, when the collision load is input and the variable portion is deformed, the displacement of the support portion is allowed and the energy of the collision load is absorbed.

  On the other hand, in the vehicle cowl structure according to the present invention, as described above, the direction from one end to the other end of the connecting portion is set between the first imaginary line and the second imaginary line. The bending rigidity of the connecting portion with respect to the load in the direction opposite to the surface direction is high. As a result, the vehicle cowl structure has a high support rigidity with respect to the direction of the windshield glass surface and the vibration of the windshield glass in the opposite direction, and such vibration is prevented or effectively suppressed. .

  A cowl structure for a vehicle according to a second aspect of the present invention is the vehicle cowl structure according to the first aspect of the present invention, wherein the cowl inner configured including the variable portion and the other end portion of the connecting portion are continuously provided. A cowl outer configured to include a fixing portion, the coupling portion, and the support portion, to which the cowl inner is fixed, and a coupling member that couples the cowl outer to the cowl inner without passing through the coupling portion. The cowl inner, the cowl outer, and the connecting member form a closed cross section.

  According to the cowl structure for a vehicle according to the second aspect of the present invention, the cowl inner configured including the variable portion, the fixed portion to which the cowl inner is fixed, the connecting portion, and the supporting portion are configured. A closed cross section is formed by the cowl outer and a connecting member that connects the cowl outer and the cowl inner without going through the connecting part of the cowl outer.

  For this reason, the support rigidity of the lower end part of the windshield glass is improved as compared with a cowl having a completely open sectional structure. Thereby, the vibration of the windshield glass is further effectively suppressed.

  A vehicle cowl structure according to a third aspect of the present invention is the vehicle cowl structure according to the second aspect, in which the first bent portion in which the bending is induced by the input of the collision load via the connecting portion, A second bent portion that is set at a position spaced apart from the first bent portion by a substantially equal distance along each of one and the other of the circumferential direction of the closed cross section, and is bent when the variable portion is deformed. It is characterized by that.

  According to the cowl structure for a vehicle according to the third aspect of the present invention, when the collision load input to the windshield glass is transmitted to the variable portion via the support portion and the connecting portion, the variable portion is deformed and the first The bending is induced at the bent portion, and the first bent portion is bent. Next, when the variable portion is deformed in this way, bending is induced at the second bent portion, and the second bent portion is bent.

  Here, in the present invention according to claim 3, which is dependent on the present invention described in claim 2, a closed cross section is formed by the cowl inner, the cowl outer, and the connecting member. The length (circumferential length) from the first bent part to the second bent part is substantially equal to the length (peripheral length) from the first bent part to the second bent part along the other in the closed cross-section circumferential direction. . For this reason, when the deformation is performed so that the closed section is crushed by the input of the collision load, the so-called crushing residue is greatly reduced, and the closed section is crushed (deformed) efficiently.

  The vehicle cowl structure according to a fourth aspect of the present invention is the vehicle cowl structure according to the third aspect of the present invention, wherein the first bent portion is connected to the other end of the connecting portion from the side opposite to one end of the other end of the connecting portion. The vehicular cowl structure according to claim 3, wherein the vehicular cowl structure is brought into contact with an end.

  According to the cowl structure for a vehicle according to the fourth aspect of the present invention, when the collision load input to the windshield glass is transmitted to the connecting portion via the support portion, the first is in contact with the other end of the connecting portion. The collision load is transmitted from the connecting portion to the bent portion (variable portion). For this reason, deformation of the variable portion is induced at the first bent portion, and the variable portion is deformed so that the bending angle of the variable portion with the first bent portion as the center is changed.

  Thus, by deforming the variable portion, the closed cross section constituted by the cowl inner, the cowl outer and the connecting member is efficiently deformed. As a result, the so-called crushing residue is greatly reduced, and the closed cross section is efficiently crushed. .

  A vehicle cowl structure according to a fifth aspect of the present invention is the vehicle cowl structure according to the third or fourth aspect of the present invention, wherein one of the variable portion and the first bent portion centered on the first bent portion is provided. The direction toward is set to be opposite to the direction from the first bent portion to the other of the variable portion, with the first bent portion as the center, rather than the direction of the collision load.

  In the cowl structure for a vehicle according to the fifth aspect of the present invention, the direction from the first bent portion around the first bent portion to one of the variable portions is centered on the first bent portion rather than the direction of the collision load. (In other words, the imaginary line passing through the first bent portion along the direction of the collision load is the boundary between the first bent portion and the first bent portion.) Pass between one and the other of the variable parts).

  For this reason, the connection part which received the collision load is strongly supported by one or the other of the variable part with the first bent part as a boundary, or the collision load transmitted to the variable part greatly contributes to the deformation of the variable part. The collision load transmitted to the variable part can be greatly contributed to the deformation of the variable part without escaping. Thus, by deforming the variable portion, the closed cross section constituted by the cowl inner, the cowl outer and the connecting member is efficiently deformed. As a result, the so-called crushing residue is greatly reduced, and the closed cross section is efficiently crushed. .

  As described above, the vehicular cowl structure according to the first aspect of the present invention can prevent or effectively suppress the vibration of the windshield glass, and can efficiently deform the variable portion by the collision load to cause the collision load. Can be absorbed efficiently.

  In the vehicle cowl structure according to the second aspect of the present invention, the support rigidity of the lower end portion of the windshield glass is improved as compared with a completely open cross-section cowl, and the vibration of the windshield glass can be more effectively suppressed. .

  The cowl structure for a vehicle according to the third aspect of the present invention can effectively crush the closed cross section of the cowl by the collision load, and can effectively absorb the collision load.

  The cowl structure for a vehicle according to the fourth aspect of the present invention is capable of inducing deformation of the variable portion at the first bent portion, and deforming the variable portion so that the bending angle of the variable portion around the first bent portion is changed. it can. Thereby, the closed cross section of the cowl is efficiently crushed by the collision load, and the collision load can be effectively absorbed.

  In the vehicle cowl structure according to the fifth aspect of the present invention, the collision load transmitted to the variable portion can greatly contribute to the deformation of the variable portion. Thereby, the closed cross section of the cowl is efficiently crushed by the collision load, and the collision load can be effectively absorbed.

<Configuration of the present embodiment>
1 to 3 show a schematic cross-sectional view of a cowl 10 to which an embodiment of a vehicle cowl structure of the present invention is applied as viewed from one side in the vehicle left-right direction. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, and an arrow UP indicates the vehicle upper side.

  As shown in FIG. 1, the cowl 10 includes a cowl louver 12. The main body 14 constituting the cowl louver 12 is formed in a flat plate shape, and a claw portion 16 is formed on the substantially rear side of the main body 14 in the vehicle. The claw portion 16 extends substantially downward with respect to the main body 14 and its distal end is bent in a hook shape substantially toward the vehicle rear side. The lower end portion of the windshield glass 18 is sandwiched between the front end side of the claw portion 16 and the rear end side of the main body 14, and further, the rear end portion of the main body 14 and the lower end portion of the windshield glass 18 are sandwiched. The space is sealed with the seal member 20. A recess 22 is formed continuously from the front end of the main body 14 to the main body 14.

  The concave portion 22 includes a pair of flat plate-like vertical wall portions 24 whose thickness direction is substantially along the vehicle front-rear direction, and a flat plate-like bottom wall portion 26 that connects the lower ends of the vertical wall portions 24. The front end portion of the main body 14 is connected to the upper end portion of the pair of vertical wall portions 24 that is relatively positioned on the vehicle rear side. A flat flange portion 28 is extended from the upper end portion of the pair of vertical wall portions 24 that is relatively located on the vehicle front side toward the vehicle front side. A seal member 30 is disposed on the flange portion 28, and when the engine hood 32 closes the engine room, the seal member 30 is pressed against the back side of the engine hood 32, and the flange portion 28 and the engine hood The space between the back surface of 32 is sealed.

  A cowl lower panel 34 is disposed substantially on the vehicle lower side of the cowl louver 12. The cowl lower panel 34 includes a plate-like main body 36 whose thickness direction is substantially along the vehicle longitudinal direction. A flange portion 38 extends from the upper end portion of the main body 36 substantially toward the front side of the vehicle. The flange portion 38 is formed in a plate shape whose thickness direction is along the thickness direction of the bottom wall portion 26 of the recess 22, and welding means or the like by welding or the like in a state facing each other in the thickness direction of the bottom wall portion 26. The bottom wall portion 26 is integrally joined by fastening means such as bolts.

  On the other hand, a lower wall portion 40 extends from the lower end of the cowl lower panel 34 substantially toward the vehicle rear side. A vertical wall portion 42 is erected from the rear end portion of the lower wall portion 40 substantially upward of the vehicle, and further, a flat plate-shaped flange portion 44 is directed from the upper end portion of the vertical wall portion 42 toward the vehicle rear side. Has been extended.

  A cowl inner 50 as a variable portion is disposed on the cowl lower panel 34 substantially on the vehicle rear side. The cowl inner 50 includes a main body 52. The main body 52 has a flat plate shape whose thickness direction is substantially inclined in the vehicle vertical direction with respect to the vehicle longitudinal direction and is inclined so that the upper end side is located substantially on the vehicle rear side with respect to the lower end side. . A lower end portion of the main body 52 is a bent portion 54. The cowl inner 50 is bent around an axis whose axial direction is substantially the left-right direction of the vehicle at the bent portion 54, and the opposite side of the main body 52 is a flat lower wall portion 56 through the bent portion 54. . A flange portion 58 extends from the lower end portion of the lower wall portion 56 (that is, the end portion of the lower wall portion 56 on the side opposite to the bent portion 54) toward the front side of the vehicle.

  The flange portion 58 is formed in a flat plate shape whose thickness direction is along the thickness direction of the flange portion 44 of the cowl lower panel 34, and the thickness of the flange portion 44 on the tip side (substantially forward of the middle portion in the vehicle longitudinal direction). It faces the flange portion 44 in the vertical direction. An adhesive 60 is interposed between the flange portion 44 and the flange portion 58, and the flange portion 44 and the flange portion 58, that is, the cowl lower panel 34 and the cowl inner 50 are integrally connected by the adhesive 60. .

  On the other hand, a brace 70 as a connecting member is disposed on the vehicle front side of the main body 52 and the lower wall portion 56 of the cowl inner 50. The brace 70 includes a plate-like main body 72. The main body 72 has a plate shape whose thickness direction is substantially along the vehicle longitudinal direction. A bent portion 74 as a second bent portion is formed at an intermediate portion of the main body 72 substantially along the vehicle vertical direction. In this bent portion 74, the main body 72 is bent around an axis whose axial direction is substantially the vehicle left-right direction, and the lower body portion 76 below the bent portion 74 of the main body 72 is above the bent portion 74 of the main body 72. The main body lower portion 78 is inclined substantially toward the vehicle rear side.

  An end of the main body lower portion 76 opposite to the bent portion 74 is a bent portion 80. The brace 70 is bent around an axis with the vehicle left-right direction as an axial direction at the bent portion 80. A side opposite to the main body lower portion 76 through the bent portion 80 is a lower wall portion 82. The lower wall portion 82 has a flat plate shape whose thickness direction is along the thickness direction of the lower wall portion 56 of the cowl inner 50. The lower wall portion 82 faces the lower wall portion 56 along the thickness direction of the lower wall portion 56 and is integrally joined to the lower wall portion 56 by welding means such as welding or fastening means such as bolts. . Thereby, the brace 70 is directly and integrally connected to the cowl inner 50.

  A cowl outer 90 is provided on the vehicle upper side of the brace 70. The cowl outer 90 includes a main body 92 as a support portion. The main body 92 has a flat plate shape whose thickness direction is along the thickness direction of the windshield glass 18. The cowl outer 90 is disposed so that the main body 92 is positioned on the back side of the windshield glass 18 in the vicinity of the lower end portion of the windshield glass 18. The adhesive 94 faces the windshield glass 18, and the adhesive 94 is interposed between the adhesive 94 and the windshield glass 18. The adhesive 94 fixes the vicinity of the lower end portion of the windshield glass 18 and the main body 92, and further seals the vicinity of the lower end portion of the windshield glass 18 and the main body 92.

  One end (lower end in the vertical direction) of the main body 92 is a bent portion 96. In the bent portion 96, the cowl outer 90 is bent around an axis whose axial direction is substantially the left-right direction of the vehicle, and a front wall portion 98 is formed on the opposite side of the main body 92 via the bent portion 96. The front wall portion 98 has a plate shape in which the thickness direction is along the thickness direction of the main body lower portion 78 of the brace 70. Corresponding to the front wall portion 98, a part of the main body lower portion 78 above the intermediate portion in the vertical direction is a fixed portion 84. The front wall portion 98 faces the fixing portion 84 substantially on the vehicle front side of the fixing portion 84 and is integrally joined to the fixing portion 84 by welding means such as welding or fastening means such as bolts. As a result, the cowl outer 90 is directly and integrally connected to the brace 70.

  On the other hand, the end of the main body 92 opposite to the bent portion 96 is a bent portion 100. In this bent portion 100, the cowl outer 90 is bent around an axis whose axial direction is substantially the left-right direction of the vehicle, and the opposite side of the main body 92 is a rear wall portion 102 as a connecting portion via the bent portion 100. . Further, the end of the rear wall portion 102 opposite to the bent portion 100 is a bent portion 104 as a first bent portion. In the bent portion 100, the cowl outer 90 is an axis whose axial direction is substantially the vehicle left-right direction. It is bent around.

  Here, as shown in FIG. 1, the direction of the rear wall portion 102 from the bent portion 100 to the bent portion 104 is opposite to the direction of the surface of the windshield glass 18 and passes through the bent portion 100. The imaginary line L1 and the impact load F (see FIGS. 2 and 3) when the impactor 106 collides with the surface of the windshield glass 18 are oriented in the same direction and pass through the bent portion 100. It is set between the virtual line L2 (in other words, the portion between the bent portion 100 and the bent portion 104 of the rear wall portion 102 may be located on the same line as the virtual line L1 and the virtual line L2. ).

  A flat flange portion 108 is formed on the opposite side of the rear wall portion 102 through the bent portion 104, and extends substantially rearward from the bent portion 104. A flange portion 62 is formed on the cowl inner 50 corresponding to the flange portion 108. The flange portion 62 is formed by bending the cowl inner 50 around an axis whose axial direction is substantially the left-right direction of the vehicle at a bent portion 64 that is an upper end portion of the main body 52. The flange portion 62 has a flat plate shape whose thickness direction is along the thickness direction of the flange portion 108, and is opposed to the lower side of the flange portion 108 along the thickness direction of the flange portion 108.

  The flange portion 108 is integrally joined to the flange portion 62 by welding means such as welding or fastening means such as bolts in a state of being opposed to each other in the thickness direction of the flange portion 62. As a result, the cowl outer 90 is directly and integrally connected to the cowl inner 50. Further, the cowl outer 90 is directly joined to the cowl inner 50 on the flange portion 108 side, and is indirectly joined to the cowl inner 50 via the brace 70 on the front wall portion 98 side. The cowl inner 50, the brace 70, and the cowl outer 90 joined together in this way form an annular closed cross section.

  Further, the cowl outer 90 and the cowl inner 50 joined as described above have the bent portion 104 of the cowl outer 90 and the bent portion 64 of the cowl inner 50 adjacent to each other, and the bent portion 64 of the cowl inner 50 is connected to the cowl outer 90. The bent portion 104 (that is, the other end of the connecting portion) is located on the opposite side of the bent portion 100 (that is, one end of the connecting portion). Further, the cowl inner 50 joined to the cowl outer 90 is parallel to the imaginary line L2 around the bent portion 64 (that is, parallel to the direction of the collision load F when the impactor 106 collides with the windshield glass 18). ) And the position of the bent portion 54 and the bent portion 64 and the length of the main body 52 and the flange portion 62 so that the flange portion 62 is positioned on the opposite side of the main body 52 of the virtual line L3 passing through the bent portion 64. A sheath angle and the like are set.

  Further, as shown in FIG. 4, by forming an annular closed section with the cowl inner 50, the brace 70, and the cowl outer 90, the bent section 104 reaches the bent section 74 along the circumferential direction of the closed section. The path includes a path C1 that passes from the bent portion 104 through the main body 52 and the lower body portion 76, and a path C2 that passes from the bent portion 104 through the rear wall portion 102, the main body 92, the front wall portion 98, and the lower body portion 78 (that is, the path). There is a route around the opposite of C1).

  Here, the length from the bent portion 96 to the bent portion 74 is A, the length from the bent portion 96 to the bent portion 100 is B, the length from the bent portion 100 to the bent portion 104 (bent portion 64) is C, When the length from the bent portion 64 (bent portion 104) to the bent portion 54 (bent portion 80) is D and the length from the bent portion 80 (bent portion 54) to the bent portion 74 is E, A, The formation positions of the bent portion 104 and the bent portion 74 so that the sum of B and C and the sum of D and E are substantially equal (that is, A + B + C≈D + E, and preferably A + B + C = D + E) As a result, the dimension of each part which comprises each of the cowl inner 50, the brace 70, and the cowl outer 90 is set. Thereby, the length (circumferential length) from the bent part 104 to the bent part 74 via the path C1 and the length (peripheral length) from the bent part 104 to the bent part 74 via the path C2 substantially coincide with each other. ing.

<Operation and effect of the present embodiment>
Next, the operation and effect of the present embodiment will be described.

  In the state shown in FIG. 1, when the impactor 106 (that is, the collision object) collides with the surface of the windshield glass 18 near the lower end of the windshield glass 18, the collision load F at that time is near the lower end of the windshield glass 18. Is transmitted to the bent portion 96 of the cowl outer 90 supporting the. The collision load F transmitted to the bent portion 96 is transmitted to both the front wall portion 98 and the rear wall portion 102. The collision load F transmitted to the front wall portion 98 is transmitted to the brace 70 from the fixed portion 84 joined to the front wall portion 98.

  On the other hand, the load transmitted to the rear wall portion 102 is transmitted from the bent portion 104 to the bent portion 64 and presses the bent portion 64 in the direction of the collision load F. The main body 52 of the cowl inner 50 is inclined so that the upper end side is located substantially on the vehicle rear side with respect to the lower end side. Therefore, as shown in FIG. 2, when pressed as described above, the main body 52 is centered on the bent portion 54 so that the upper end portion is further displaced in a direction inclined substantially downward with respect to the vehicle rear. Fall down to rotate.

  On the other hand, a bent portion 74 is formed between the upper end portion and the lower end portion of the brace 70. For this reason, when the collision load F is input to the brace 70 through the front wall portion 98, the bent portion 74 is separated from the bent portion 100, and the main body lower portion 78 and the lower portion of the main body are positioned on the substantially rear side of the bent portion 74. The main body 72 bends at the bent portion 74 so that 76 is close and overlapped.

  The relative positional relationship between the bent portion 100 and the bent portion 104 changes by deforming the closed load formed by the cowl inner 50, the brace 70, and the cowl outer 90 so that the collision load F is transmitted. Thus, of the collision load F transmitted from the bent portion 100 to the rear wall portion 102, the rotation contribution that contributes to rotating the rear wall portion 102 about the bent portion 104 is increased. The rear wall portion 102 bends at the bent portion 104 so that the rear wall portion 102 and the flange portion 108 approach and overlap each other substantially above the bent portion 104.

  In this manner, finally, as shown in FIG. 3, the closed cross section formed by the cowl inner 50, the brace 70, and the cowl outer 90 is deformed so as to be crushed and folded in the vehicle vertical direction. In this deformation process, energy at the time of impact of the impactor 106 is absorbed, and the vicinity of the lower end portion of the windshield glass 18 is allowed to be displaced in the direction of the impact load F by the amount of deformation, and the reaction force against the impactor 106 is reduced. Is done.

  Here, in the present embodiment, the direction of the rear wall portion 102 from the bent portion 100 to the bent portion 104 is set between the virtual line L1 and the virtual line L2. For this reason, compared with the configuration in which the rear wall 102 is set to be inclined with respect to the direction of the collision load F up to the opposite side of the virtual line L1, the collision load F transmitted to the rear wall 102 is smaller. By efficiently transmitting to the bent portion 64 (that is, the cowl inner 50), the deformation of the cowl inner 50 at the bent portions 54 and 64 can be effectively induced. As a result, the closed cross section formed by the cowl inner 50, the brace 70, and the cowl outer 90 can be effectively crushed (deformed) by the collision load F.

  Further, when the direction from the bent portion 100 to the bent portion 104 is set as described above, the rear wall portion 102 is inclined with respect to the direction of the collision load F to the side opposite to the virtual line L1 of the virtual line L2. Compared to the set configuration, the rigidity of the rear wall 102 itself with respect to the collision load F is high. However, as described above, the deformation at the cowl inner 50 can be effectively induced. As a result, the cowl inner 50 is efficiently deformed by the collision load F, so that the bending portion 104 is relatively deformed with respect to the bending portion 100 as described above. The positional relationship is easily changed, so that it is possible to effectively induce the deformation of the cowl outer 90 such that the rear wall 102 falls down around the bent portion 104 immediately after the deformation of the cowl inner 50.

  Thus, in the present embodiment, the closed cross section formed by the cowl inner 50, the brace 70, and the cowl outer 90 can be deformed very efficiently by the collision load F, and the energy absorption effect and the collision reaction force reduction effect described above can be achieved. Can be improved.

  Moreover, as described above, the length (peripheral length) from the bent portion 104 to the bent portion 74 via the path C1 and the length (perimeter length) from the bent portion 104 to the bent portion 74 via the path C2 are as follows. It is almost coincident. For this reason, theoretically speaking, the closed cross section formed by the cowl inner 50, the brace 70, and the cowl outer 90 has a portion on the path C1 side from the bent portion 104 to the bent portion 74, and from the bent portion 104 to the bent portion 74. They can approach each other until they come into contact with the portion on the path C2 side. For this reason, the closed cross section constituted by the cowl inner 50, the brace 70, and the cowl outer 90 as described above can be deformed by the collision load F to a state in which there is very little crushing residue. Thus, the fact that the closed cross-section remains very small means that the effect obtained by the deformation of the closed cross-section is great, and therefore the energy absorption effect and the collision reaction force reduction effect can be further improved. .

  Further, the bent portion 64 of the cowl inner 50 is adjacent to the bent portion 104 on the side opposite to the bent portion 100 of the bent portion 104 of the cowl outer 90. Therefore, in the rear wall portion 102 to which the collision load F is transmitted, the bent portion 104 presses the bent portion 64 of the cowl inner 50 to transmit the collision load F to the cowl inner 50. Therefore, when the collision load F is input, the cowl inner 50 is first deformed so that the angle of the main body 52 with respect to the flange portion 62 with the bent portion 64 as the center changes.

  Here, if the bent portion 104 is in contact with the cowl inner 50 on the center side of the main body 52 (that is, the bent portion 54 side) with respect to the bent portion 64, the main body 52 is interposed between the bent portion 52 and the bent portion 64. The collision load F is input to. In such a configuration, when the collision load F is input to the cowl inner 50, the main body 52 is bent so as to be bent around the input position of the collision load F in the main body 52, and the bent portion 64 and the bent portion 54 are bent. It is difficult for the main body 52 to rotate around the center.

  On the other hand, in the cowl 10 to which the present embodiment is applied, when the collision load F is input to the bent portion 64, the main body 52 is not bent or bent between the bent portion 54 and the bent portion 64. Alternatively, the bending or bending of the main body 52 between the bent portion 54 and the bent portion 64 is small. Moreover, since the bent portion 64 is the end portion of the main body 52 opposite to the bent portion 54, the collision load F input to the bent portion 64 greatly contributes to the rotation of the main body 52 around the bent portion 54. To do.

  In addition, the direction of the imaginary line L3 parallel to the direction of the collision load F is either the direction from the bent part 64 to the bent part 54 or the direction from the bent part 64 to the distal end side of the flange part 62. , The rigidity of the main body 52 or the flange portion 62 with respect to the collision load F becomes high, and even if the collision load F is input to the cowl inner 50, the cowl inner 50 is hardly deformed.

  On the other hand, in the present embodiment, between the direction from the bent portion 64 to the bent portion 54 in the main body 52 of the cowl inner 50 and the direction from the bent portion 64 to the distal end side of the flange portion 62 in the flange portion 62. A virtual line L3 parallel to the direction of the collision load F passes. For this reason, the collision load F input to the bent portion 64 is a deformation of the cowl inner 50 that changes the angle formed by the flange portion 62 with respect to the main body 52 around the bent portion 64, that is, the main body 52 around the bent portion 54. Greatly contributes to the deformation of the cowl inner 50 that rotates.

  As described above, the cowl inner 50 can effectively induce a deformation that causes the main body 52 to rotate around the bent portion 54 and collide with the collision load F, so that the deformation of the cowl inner 50 at the bent portions 54 and 64 is further effective. As a result, the closed cross section formed by the cowl inner 50, the brace 70, and the cowl outer 90 can be more effectively crushed (deformed) by the collision load F. Therefore, the effect obtained by deforming the closed section can be increased, and the energy absorption effect and the collision reaction force reduction effect can be further improved.

  On the other hand, in the cowl 10 to which the present embodiment is applied, the cowl outer 90 having the bent portion 96 that supports the vicinity of the lower end portion of the windshield glass 18 forms a closed cross section with the cowl inner 50 and the brace 70 as described above. (In other words, the cowl inner 50 and the cowl outer 90 can form a closed section by providing the brace 70). For this reason, the support rigidity of the lower end part of the windshield glass 18 becomes high compared with the case where a cowl is comprised with an open cross section.

  Moreover, when the direction from the bent portion 100 to the bent portion 104 is set as described above, the rear wall portion 102 is inclined with respect to the direction of the collision load F to the side opposite to the virtual line L1 of the virtual line L2. Compared to the set configuration, the rigidity of the rear wall portion 102 with respect to the load in the direction along the virtual line L1 is high. Here, the vertical vibration of the windshield glass 18 generated when the vehicle travels or the like follows the direction of the surface of the windshield glass 18 and the opposite direction. For this reason, the vertical vibration of the windshield glass 18 can be prevented or extremely suppressed by increasing the rigidity of the rear wall portion 102 with respect to the load in the direction along the virtual line L1 as described above.

  As described above, the cowl 10 to which the present embodiment is applied can improve both of the so-called “NV performance” and the so-called “pedestrian protection performance” and at the same time.

  In the present embodiment, the bent portion 104 as the first bent portion is set to the cowl outer 90, and the bent portion 74 as the second bent portion is set to the brace 70. However, the setting positions of the first bent portion and the second bent portion are not limited to the above-described configuration, and the portion where the circumferential length along the path C1 and the circumferential length along the path C2 substantially coincide with each other. If so, each of the first bent portion and the second bent portion may basically be formed in any of the cowl inner 50, the brace 70, and the cowl outer 90.

  In the present embodiment, the bent portion 64 is adjacent to the bent portion 104 on the side opposite to the bent portion 100 of the bent portion 104. However, from the viewpoint of the present invention described in each of claims 1 to 3, the bent portion 64 is adjacent to the bent portion 104 on the side opposite to the bent portion 100 of the bent portion 104. For example, the bent portion 64 may be positioned closer to the distal end side of the flange portion 108 than the bent portion 104. On the contrary, the bent portion 104 may be a bent portion. The structure located in the front end side of the flange part 108 rather than 64 may be sufficient.

1 is a schematic cross-sectional view of a cowl to which a vehicular cowl structure according to an embodiment of the present invention is applied and a vicinity thereof. It is sectional drawing corresponding to FIG. 1 which shows the state immediately after the collision of an impactor (impact body). FIG. 2 is a cross-sectional view corresponding to FIG. 1 showing a state where the deformation of the cowl due to the impactor (collision body) collision is completed. It is a figure which shows the position and dimension relationship of each site | part of a cowl inner, a cowl outer, and a brace.

Explanation of symbols

10 cowl 18 windshield glass 50 cowl inner (variable part)
70 brace (connecting member)
74 Bent part (second bent part)
90 cowl outer 92 body (supporting part)
100 bent part (one end of the connecting part)
102 Rear wall (connecting part)
104 Bent part (first bent part, other end of connecting part)
F Impact load L1 Virtual line L2 Virtual line

Claims (5)

A support part for supporting the windshield glass from the back side of the windshield glass;
It is provided on at least one side of the vehicle rear side and vehicle lower side than the support part, and is deformed when a collision load is input from the windshield glass side, and this deformation allows displacement of the support part. And a variable portion that absorbs the energy of the collision load;
The first imaginary line along the direction of the collision load passing through the one end and the surface perpendicular to the windshield glass passing through the one end are connected to the support portion at one end and the variable portion at the other end side. The other end is set from the one end to the second imaginary line along the direction opposite to the direction, and the collision load input through the windshield glass and the support portion is transmitted to the variable portion. A connecting part for inducing deformation in the variable part;
A cowl structure for a vehicle comprising: A cowl inner configured to include the variable portion;
A cowl outer which is provided continuously from the other end of the connecting portion and includes the fixed portion to which the cowl inner is fixed, the connecting portion, and the support portion;
A connecting member for connecting the cowl outer to the cowl inner without passing through the connecting part;
A closed cross section is formed by the cowl inner, the cowl outer, and the connecting member.
The vehicular cowl structure according to claim 1. A first bent portion in which bending is induced by input of the collision load via the connecting portion;
A second bent portion that is set at a position spaced apart from the first bent portion by a substantially equal distance along each of the circumferential direction one and the other of the closed cross section, and the bending is induced by the deformation of the variable portion;
The vehicle cowl structure according to claim 2, further comprising: The first bent portion is brought into contact with the other end of the connecting portion from the side opposite to the one end of the other end of the connecting portion.
The vehicular cowl structure according to claim 3. The direction from the first bent portion centered on the first bent portion to one of the variable portions is changed from the first bent portion centered on the first bent portion to the variable portion rather than the direction of the collision load. Set to the opposite side of the other direction,
The vehicular cowl structure according to claim 3 or 4, wherein the vehicular cowl structure is provided.

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