JP4354344B2 - Vehicle cowl structure - Google Patents

Description

  The present invention relates to a cowl structure of a vehicle, and more particularly to a cowl structure that deforms and absorbs an impact when an object hits from above.

As this type of cowl structure, as shown in FIG. 5, a closed section cowl 52 provided along the upper edge of the dash panel 51 has a bent section 53 and a closed section structure formed at the tip of the bent section 53. There is one provided with a glass support portion 56 that includes a box portion 54 and supports the lower edge of the windshield 55 (see, for example, Patent Document 1). The windshield 55 is supported on the glass support portion 56 via an adhesive 57. In this cowl structure, when an object hits the lower end of the windshield 55 and an impact load F (arrow) acts, the bent portion 53 of the glass support portion 56 is deformed and the box portion 54 is displaced downward, and the impact is absorbed during that time. I am doing so.
JP 11-321709 A (paragraphs [0011] to [0017] in FIG. 2, FIG. 2)

  In the cowl structure of Patent Document 1, the load on the windshield 55 and the impact load F (arrow) when the object hits the gap act via the adhesive 57 that supports the windshield 55 on the glass support portion 56. The impact load F acts on the adhesive 57 in a direction perpendicular to the surface of the windshield 55, and the direction is also perpendicular to the surface of the plate material constituting the glass support portion 56. The glass support portion 56 is bent at the bent portion 53. It becomes the structure which is easy to bend using as a fulcrum. Further, in this configuration, the load acting on the glass support portion 56 via the adhesive 57 is in the thickness direction of the plate material constituting the glass support portion 56 with respect to the glass support portion 56 and the fulcrum of the glass support portion 56. Therefore, the glass support portion 56 is greatly bent. Therefore, unless the cowl is made strong, there is a problem that the cowl cannot fully support the vibration of the windshield during traveling, and as a result, the vibration of the windshield cannot be suppressed. In addition, the cowl structure of Patent Document 1 has a problem that there are many types of parts and the structure becomes complicated.

  The present invention has been made in view of the above problems, and an object thereof is to provide a cowl structure for a vehicle that can suppress vibration of a windshield and can efficiently support the windshield with a simple configuration. It is in.

In order to achieve the above-mentioned object, the invention according to claim 1 extends in the vehicle width direction along the upper edge of the vertical wall-shaped dash panel that partitions the engine room and the vehicle compartment of the vehicle, and the engine from the vehicle compartment side. A bottom wall portion that extends in a shelf shape toward the room side, a vertical wall portion that extends above the bottom wall portion on the vehicle compartment side, and an upper wall portion that protrudes in a shelf shape from the upper edge of the vertical wall portion to the vehicle front side It has. An impact absorbing member that deforms and absorbs an impact when an impact load is applied to the cowl from above is provided between the upper wall portion and the bottom wall portion or between the upper wall portion and the vertical wall portion. Is provided. The shock absorbing member is an adhesive that extends in a direction orthogonal to the lower part of the windshield supported at the upper wall part at least on the upper side of the columnar part, and adheres the lower part of the windshield to the upper surface of the upper wall part. The application position on the upper surface of the upper wall part is formed at a position facing the upper end of the columnar part in a direction orthogonal to the lower part of the windshield .

  In the present invention, when an impact load is applied to the cowl from above via the windshield, the upper wall portion is deformed and the impact absorbing member is bent and deformed to absorb the impact. Further, depending on the magnitude of the impact load, the vertical wall portion is also bent and deformed to absorb the impact. The impact load acts on the upper wall portion via the adhesive, and the impact absorption member acts on the impact absorption member in a state where the direction coincides with the extending direction on the upper side of the columnar portion of the impact absorption member. Take it well. Also, when the vehicle body vibrates during traveling, if the adhesive application position for bonding the lower part of the windshield to the upper surface of the upper wall part is a position that does not face the columnar part, the deflection of the upper wall part becomes large. Windshield vibration increases. However, in this invention, since the load is in a state of acting perpendicularly to the upper end of the columnar portion via the adhesive, the upper wall portion can support the windshield easily and firmly, and vibration of the windshield is suppressed.

  According to a second aspect of the present invention, in the first aspect of the present invention, the shock absorbing member is formed to be bent so as to protrude forward in the middle of the columnar portion. When an impact load acts on the cowl from above via the windshield, depending on the magnitude of the impact load, the vertical wall portion may be bent and deformed so as to protrude forward. Therefore, in the case of a configuration in which the impact absorbing member is bent so as to protrude rearward, it is necessary to set the bending position so that the impact absorbing member does not interfere with the vertical wall portion, and the degree of freedom in design is reduced. However, in this invention, since the shock absorbing member is bent and formed so as to protrude forward in the middle of the columnar portion, the shock absorbing member is deformed so as to protrude forward, and the vertical wall Does not interfere with the part. Therefore, it is possible to avoid a low degree of design freedom.

  The invention according to claim 3 is the invention according to claim 1 or 2, wherein the shock absorbing member is formed separately from the upper wall portion, the vertical wall portion, and the bottom wall portion, and the upper wall. It is being fixed between a part and the said bottom wall part, or between the said upper wall part and the said vertical wall part. In the configuration in which the shock absorbing member is formed integrally with the upper wall portion or the bottom wall portion, etc., in order to change the number or shape of the shock absorbing member, the entire mold for processing the upper wall portion or the bottom wall portion is required. It is necessary to change, and it is difficult to change and the cost is high. However, in the configuration of the present invention in which the shock absorbing member is formed separately from the upper wall portion, the vertical wall portion, and the bottom wall portion, these changes are facilitated.

  According to the present invention, the vibration of the windshield can be suppressed with a simple support structure of the cowl, and the windshield can be efficiently supported.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. FIG. 1A is a schematic perspective view showing the entire cowl and the rear part of the engine room, FIG. 1B is a sectional view taken along the line AA in FIG. 1A, and FIG. 1C is a partially enlarged view of FIG. FIG. 2A is a schematic perspective view of an impact absorbing member, and FIG. 2B is a schematic cross-sectional view showing the operation.

  As shown in FIG. 1A, the cowl 11 extends in the vehicle width direction along the upper edge of the vertical wall-shaped dash panel 13 that partitions the engine room 12 and the vehicle compartment of the vehicle. The left and right ends of the cowl 11 are front pillars rising along the rear ends of the left and right apron upper members 14 extending in the front-rear direction along the upper edges of the left and right side walls of the engine room 12 and the left and right side edges of the dash panel 13. 15 is connected to the connecting portion with the intermediate portion.

  As shown in FIG. 1B, the cowl 11 includes a cowl lower 16 that forms a bottom wall portion, a cowl inner 17 that forms a vertical wall portion that extends upward from the rear end of the cowl lower 16 on the passenger compartment side, and an upper portion of the cowl inner 17. It is comprised by three panel members with the cowl outer 18 which makes | forms the upper wall part projected on a vehicle front side from an edge. That is, it has an open cross-sectional structure in which the space between the front edge of the cowl lower 16 and the front edge of the dash panel 13 is opened forward. As shown in FIG. 1A, the left and right ends of the cowl 11 are closed with a cowl side panel 19 made of a panel material, and the apron upper member 14 and the front pillar 15 are interposed via the cowl side panel 19. And is connected to the connecting part.

  The cowl lower 16 is provided so as to project from the upper edge flange 13a at the upper edge of the dash panel 13 to the engine room 12 side in a shelf shape toward the engine room 12 side. That is, the cowl lower 16 is provided on the upper edge of the dash panel 13 so as to protrude from the position corresponding to the lower end of the cowl inner 17 to the front side of the vehicle. The cowl lower 16 is fixed to the dash panel 13 by superposition welding of the rear edge flange 16a and the upper edge flange 13a of the dash panel 13.

  As shown in FIG. 1 (b), the cowl inner 17 includes flange portions 17 a and 17 b that are bent at the lower end and the upper end so as to extend toward the rear of the vehicle, and the lower flange portion 17 a is located above the dash panel 13. The overlapping portions of the edge flange 13a and the rear edge flange 16a of the cowl lower 16 are superposed and welded together.

  The cowl outer 18 is disposed such that the base end portion 18a (rear end portion) overlaps with the flange portion 17b at the upper end of the cowl inner 17, and is joined to the flange portion 17b by welding at a plurality of locations. Welding is performed by spot welding.

  As shown in FIGS. 1A and 1B, between the cowl outer 18 and the cowl inner 17, there are a plurality of impact absorbing members 20 that are deformed and absorb impact when an impact load is applied to the cowl 11 from above. Is provided. In this embodiment, two impact absorbing members 20 formed of a plate material are fixed at positions that divide the cowl outer 18 into approximately three equal parts in the vehicle width direction.

  Each impact absorbing member 20 is formed to bend in a state where an intermediate portion projects toward the front side of the vehicle when an impact load is applied to the cowl 11 from above. The shock absorbing member 20 is formed separately from the cowl outer 18 and the cowl inner 17.

  As shown in FIGS. 2A and 2B, the shock absorbing member 20 includes a columnar portion 20a and flange portions 20b and 20c provided at both upper and lower ends thereof, and spot welding is performed on the flange portions 20b and 20c. It is fixed to the cowl outer 18 and the cowl inner 17. Each part of the shock absorbing member 20 is integrally formed by press working (sheet metal working) of a thin metal plate (for example, steel plate). The shock absorbing member 20 is provided with a bent portion 20d at an intermediate portion in the vertical direction, and is formed in a bent state so as to protrude forward in the middle of the columnar portion 20a. Further, the shock absorbing member 20 is formed with a bent flange 20e for increasing strength on both sides in the width direction.

  As shown in FIG. 1 (b), the windshield 21 fitted into the front window of the vehicle has a front edge (lower edge) adhered to an adhesive portion 22 provided on the upper surface of the cowl outer 18 with an adhesive 23. It is supported. The shock absorbing member 20 has an application position of an adhesive 23 in which the upper side of the columnar portion 20 a extends in a direction orthogonal to the lower portion of the windshield 21 supported by the cowl outer 18 and the lower portion of the windshield 21 is bonded to the upper surface of the cowl outer 18. However, it is formed to be able to face the columnar portion 20a. The windshield 21 is supported by the cowl outer 18 by applying the adhesive 23 at a position facing the columnar portion 20a.

Next, the operation of the cowl structure configured as described above will be described.
When an obstacle hits the lower part of the windshield 21 from above due to a collision accident, an impact load F acts on the cowl 11 via the lower end of the windshield 21. The impact load F acts on the columnar portion 20a of the impact absorbing member 20 in the longitudinal direction via the adhesive 23, and the columnar portion 20a is deformed so as to be crushed in the vertical direction to absorb the impact, and the cowl outer 18 is also deformed to absorb the impact.

  When the impact absorbing member 20 is eliminated, when a large impact load is applied to the collision object from above, the cowl outer 18 is easily deformed in the vicinity of the impact application point until it comes into contact with the cowl lower 16 and contacts the cowl lower 16. As a result, a large impact is applied to the collision object. However, the presence of the shock absorbing member 20 prevents such deformation, and the shock absorbing member 20 is deformed to absorb the shock until the cowl outer 18 comes into contact with the cowl lower 16. It is possible to avoid applying a large impact to the collision object at the time of contact.

  Further, when the vehicle body vibrates during traveling, if the application position of the adhesive 23 that adheres the lower portion of the windshield 21 to the upper surface of the cowl outer 18 is a position not facing the columnar portion 20a, the windshield must be made strong. The cowl cannot fully support the vibration of the windshield 21, and as a result, the vibration of the windshield 21 cannot be suppressed. However, in this embodiment, since the load acts on the upper end of the columnar portion 20a perpendicularly via the adhesive 23, the cowl outer 18 can support the windshield 21 simply and firmly, and the vibration of the windshield 21 is vibrated. It is suppressed.

This embodiment has the following effects.
(1) A cowl lower 16 extending in a shelf shape from the vehicle compartment side to the engine room 12 side, and a cowl outer 18 projecting in a shelf shape from the upper edge of the cowl inner 17 extending upward from the rear end of the cowl lower 16 on the vehicle compartment side to the vehicle front side. The shock absorbing member 20 is provided between the cowl outer 18 and the cowl inner 17. The shock absorbing member 20 is deformed when an impact load F acts on the cowl 11 from above, and the upper side of the columnar portion 20a that absorbs the shock extends in a direction perpendicular to the lower portion of the windshield 21 supported by the cowl outer 18. And the application | coating position of the adhesive agent 23 which adhere | attaches the lower part of the windshield 21 on the upper surface of the cowl outer 18 is formed so that opposition to the columnar part 20a. Accordingly, since the impact load F acts on the upper side of the columnar portion 20a in a state in which the columnar portion 20a extends, the impact absorbing member 20 efficiently bears the impact load F. Further, when the vehicle body vibrates during traveling, the cowl outer 18 can support the windshield 21 simply and firmly, and the vibration of the windshield 21 is suppressed.

  (2) When an impact load F acts on the cowl 11 from above via the windshield 21, depending on the magnitude of the impact load F, as shown in FIG. 2 (b), the cowl inner 17 protrudes to the front side. It may be bent and deformed. Therefore, in the case of a configuration in which the shock absorbing member 20 is bent so as to protrude rearward, it is necessary to set a bending position so that the shock absorbing member 20 does not interfere with the cowl inner 17, and the degree of freedom in design is reduced. . However, in this embodiment, the shock absorbing member 20 is formed so as to be convex toward the front side in the middle of the columnar portion 20a. Therefore, when the shock absorbing member 20 receives the shock load F and is deformed, It can be deformed so as to protrude to the front side, and does not interfere with the cowl inner 17, thereby avoiding a reduction in design freedom.

  (3) In the configuration in which the shock absorbing member 20 is formed integrally with the cowl outer 18 or the cowl inner 17, in order to change the number, shape, etc. of the shock absorbing member 20, the entire mold for processing the cowl outer 18 or the cowl inner 17 is changed. It is difficult to change and expensive. However, in the configuration of this embodiment, the shock absorbing member 20 is formed separately from the cowl outers 18 and 17 and is fixed between the cowl outer 18 and the cowl inner 17. Accordingly, it is easy to change the number and shape of the shock absorbing member 20.

  (4) The shock absorbing member 20 is fixed to the cowl outer 18 and the cowl inner 17 by spot welding. Therefore, the shock absorbing member 20 can be easily fixed as compared with fixing with a rivet or the like.

  (5) The shock absorbing member 20 is formed by bending flanges 20e for increasing strength on both sides of the columnar portion 20a in the width direction. Therefore, even if the thickness of the shock absorbing member 20 is reduced, the necessary strength can be ensured, which contributes to weight reduction.

The embodiment is not limited to the above, and may be configured as follows, for example.
The impact absorbing member 20 does not need to be formed separately from the cowl outer 18 and the cowl inner 17 and may be formed integrally with the cowl outer 18 so as to be continuous with the cowl outer 18. When the shock absorbing member 20 is formed integrally with the cowl outer 18, for example, as shown in FIG. 3A, the columnar portion 20a is continuous with the cowl outer 18 at the upper end, and the upper side of the columnar portion 20a is connected to the cowl outer 18. It is formed to be almost vertical. The lower end flange portion 20c is fixed to the cowl inner 17 by spot welding.

  The shock absorbing member 20 is not limited to a configuration that is bent so as to protrude forward in the middle (intermediate portion) of the columnar portion 20a. For example, as shown in FIG. 3B, the columnar portion 20a may be bent so that the intermediate portion protrudes rearward. In this case, the lower side of the shock absorbing member 20 is fixed to the cowl lower 16 at the flange portion 20c. FIG. 3B illustrates a configuration in which the shock absorbing member 20 is formed integrally with the cowl outer 18. However, even in a configuration in which the shock absorbing member 20 is formed separately from the cowl outer 18, an intermediate portion of the columnar portion 20 a. It is good also as a shape bent so that may become convex in the back side.

The shock absorbing member 20 has an adhesive 23 that extends at least at the upper side of the columnar portion 20a in a direction perpendicular to the lower portion of the windshield 21 supported by the cowl outer 18 and bonds the lower portion of the windshield 21 to the upper surface of the cowl outer 18. It is only necessary that the coating position is formed so as to be able to face the columnar portion 20a. Therefore, the shape is not limited to the shape in which the middle portion of the columnar portion 20a is bent so as to be convex toward the front side, or is bent so as to be convex toward the rear side as in the above-described embodiment. As shown in FIG. 2, the shock absorbing member 20 has a shape in which the columnar portion 20a extends straight.
May be provided between the cowl outer 18 and the cowl lower 16.

  ○ When an impact load is applied to the cowl 11 from above, the structure in which the middle part of the columnar part 20a projects so as to project forward is bent from the beginning with the middle part of the columnar part 20a projecting forward. It is not limited to the configuration. Without providing the bent portion 20d at the middle portion in the vertical direction of the columnar portion 20a, for example, an easily bent portion that bends and deforms when an impact load F of a predetermined size acts on the columnar portion 20a is an intermediate portion in the vertical direction. It is good also as a structure provided in the predetermined position. For example, as shown in FIG. 4B, a concave portion extending in the width direction may be provided as an easily bent portion 24 in the intermediate portion of the columnar portion 20a.

  The impact absorbing member 20 provided between the cowl outer 18 and the cowl inner 17 or between the cowl outer 18 and the cowl lower 16 may not include the flanges 20e on both sides in the width direction of the columnar portion 20a. For example, the flange 20e may be provided only on one side in the width direction of the columnar portion 20a, or the flange 20e may be omitted completely. However, the provision of the flange 20e can reduce the thickness of the plate material while maintaining the same strength, and contributes to weight reduction.

A structure in which the upper end of the shock absorbing member 20 is formed integrally with the cowl outer 18 may be mixed with the cowl outer 18 and the separate shock absorbing member 20.
The fixing of the shock absorbing member 20 to the cowl outer 18, the cowl inner 17, and the cowl lower 16 is not limited to spot welding, and may be fixed by other methods using rivets, adhesives, and the like.

The shock absorbing member 20, the cowl lower 16, the cowl inner 17 and the cowl outer 18 are not limited to metal and may be made of resin.
The following technical idea (invention) can be understood from the embodiment.

  (1) In the invention according to claim 1, the impact absorbing member is formed of a plate material, and when an impact load is applied to the cowl from above in an intermediate portion in the vertical direction, the impact absorbing member is moved in the vertical direction. An easily bendable portion that is bent forward is formed at the intermediate portion.

  (2) In the invention according to claim 3, the shock absorbing member is provided with flanges on both sides in the width direction, and is provided with an easy-bending portion in which the flange is cut out at an intermediate portion in the vertical direction.

  (3) In the invention according to any one of claims 1 and 2 and the technical idea (1), the shock absorbing member is integrally formed with the upper wall portion.

(A) is a schematic perspective view which shows the whole cowl and engine room rear part of one Embodiment, (b) is sectional drawing in the AA of (a), (c) is the elements on larger scale of (b). (A) is a schematic perspective view of an impact-absorbing member, (b) is a schematic cross-sectional view of a cowl showing the action. (A), (b) is a schematic cross section corresponding to Drawing 1 (b) of another embodiment. (A), (b) is a schematic cross section corresponding to Drawing 1 (b) of another embodiment. Sectional drawing of a prior art.

Explanation of symbols

  F ... Impact load, 11 ... Cowl, 12 ... Engine room, 13 ... Dash panel, 16 ... Cowl lower as bottom wall, 17 ... Cowl inner as vertical wall, 18 ... Cowl outer as upper wall, 20 ... Shock absorption Member, 20a ... Columnar part, 21 ... Windshield, 23 ... Adhesive.

Claims (3)

A bottom wall that extends in the vehicle width direction along the upper edge of the vertical wall-shaped dash panel that separates the engine room and the vehicle compartment of the vehicle, extends in a shelf shape from the vehicle compartment side to the engine room side, and on the vehicle compartment side A cowl structure for a vehicle, comprising: a vertical wall portion extending upward from the bottom wall portion; and an upper wall portion protruding in a shelf shape from the upper edge of the vertical wall portion to the vehicle front side,
An impact absorbing member that deforms and absorbs an impact when an impact load is applied to the cowl from above is provided between the upper wall portion and the bottom wall portion or between the upper wall portion and the vertical wall portion. The shock absorbing member is bonded so that at least the upper side of the columnar portion extends in a direction perpendicular to the lower portion of the windshield supported by the upper wall portion, and the lower portion of the windshield is bonded to the upper surface of the upper wall portion. A vehicle cowl structure in which an application position of the agent on the upper surface of the upper wall portion is formed at a position facing the upper end of the columnar portion in a direction orthogonal to the lower portion of the windshield .   The vehicle cowl structure according to claim 1, wherein the shock absorbing member is formed to be bent so as to protrude forward in the middle of the columnar portion.   The shock absorbing member is formed separately from the upper wall portion, the vertical wall portion, and the bottom wall portion, and between the upper wall portion and the bottom wall portion or between the upper wall portion and the vertical wall portion. The cowl structure for a vehicle according to claim 1 or 2, wherein the cowl structure is fixed to the vehicle.

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