Source: https://patents.google.com/patent/JP5803255B2/en
Timestamp: 2020-04-09 11:44:20
Document Index: 143221922

Matched Legal Cases: ['art 16', 'art 16', 'art 24', 'art 16', 'art 25', 'art 16', 'art 25', 'art 25', 'art 16', 'art 15', 'art 16', 'art 16', 'art 16', 'art 16', 'art 16', 'art 16', 'art 16', 'art 16', 'art 25', 'art 15', 'art 16', 'art 16', 'art 16', 'art 16', 'art 16', 'arts 16', 'art 16', 'art 25', 'art 16', 'art 22', 'art 22', 'art 14', 'art 15', 'art 15', 'art 16', 'art 33', 'art 160', 'art 25', 'art 140', 'art 150', 'art)\n16', 'art)\n16', 'art 20', 'art 22', 'art 24', 'art 25', 'art 20', 'art)\n150', 'art)\n160', 'art)\n160']

JP5803255B2 - Front window support structure - Google Patents
Front window support structure Download PDF
JP5803255B2
JP5803255B2 JP2011107859A JP2011107859A JP5803255B2 JP 5803255 B2 JP5803255 B2 JP 5803255B2 JP 2011107859 A JP2011107859 A JP 2011107859A JP 2011107859 A JP2011107859 A JP 2011107859A JP 5803255 B2 JP5803255 B2 JP 5803255B2
JP2011107859A
JP2012051550A (en
信行 澁武
池田　敏治
敏治 池田
芳和 井出
靖彦 西田
光二 橋田
利憲 豊原
横山　暢彦
暢彦 横山
2010-08-03 Priority to JP2010174282 priority Critical
2010-08-03 Priority to JP2010174282 priority
2011-05-13 Application filed by マツダ株式会社 filed Critical マツダ株式会社
2011-05-13 Priority to JP2011107859A priority patent/JP5803255B2/en
2012-03-15 Publication of JP2012051550A publication Critical patent/JP2012051550A/en
2015-11-04 Publication of JP5803255B2 publication Critical patent/JP5803255B2/en
The present invention relates to an open cross-section frame that has an open cross section that opens to the front of the vehicle and extends in the vehicle width direction along the lower side of the front window, and an upper surface portion and a lower surface portion of the open cross-section frame. The present invention relates to a front window support structure including a support member provided inside an open cross-section frame.
Conventionally, as a structure for supporting a front window (for example, a glass front window glass), structures disclosed in Patent Document 1, Patent Document 2, and Patent Document 3 are known.
In the structure disclosed in Patent Document 1, as shown in FIG. 14, a cowl outer panel 61 and a cowl inner panel 62 constitute a cowl portion 63, and a front window glass 65 is supported on the cowl outer panel 61 via an adhesive 64. I am letting. Then, a brace 66 is provided from the lower front surface of the cowl inner panel 62 toward the front rear surface of the cowl outer panel 61, and a closed cross section 67 is formed between the brace 66, the cowl inner panel 62, and the cowl outer panel 61. The support rigidity of the front window glass 65 is increased to ensure NV (nois, vibration) performance, that is, performance for reducing noise and vibration. In addition, a folding portion 66a is provided at the intermediate portion in the vertical direction of the brace 66 described above, and when the impact load is input from above, the bending portion 66a is used as a starting point to promote the deformation of the brace 66, so that the vehicle faces forward with respect to the pedestrian. It protects pedestrians in the event of a collision (front collision). In FIG. 14, arrow F indicates the front of the vehicle. This also applies to FIGS. 15 and 16 described later.
The conventional structure shown in FIG. 14 is advantageous in that it is possible to achieve both NV performance and pedestrian protection performance, but it is necessary to form a closed cross-section 67 inside the cowl portion 63 using the brace 66. There is a problem that the layout around the cowl portion 63 is restricted.
In the structure disclosed in Patent Document 2, as shown in FIG. 15, a cowl outer panel 71 and a cowl inner panel 72 constitute a cowl portion 73 having an open cross-sectional structure, and a front window is attached to the cowl outer panel 71 via an adhesive 74. The glass 75 is supported. A panel member 76 is provided in front of the lower portion of the cowl inner panel 72, and a reinforcement 77 extending in the vertical direction is provided between the rear upper surface of the panel member 76 and the front rear surface of the cowl outer panel 71 described above. Thus, the rigidity in the vertical direction of the cowl portion 73 is ensured to improve the NV performance.
Thus, in the conventional structure shown in FIG. 15, it is possible to ensure NV performance due to the high rigidity of the cowl part, but on the other hand, a separate measure is required for pedestrian protection at the time of the front collision. . That is, in the conventional structure of FIG. 15, in order to ensure pedestrian protection performance, means for buckling or deforming the reinforcement 77 when an impact load is applied from above, such as the provision of an airbag device 78 shown in FIG. It is indispensable to separately provide the structure, and there is a problem that the structure becomes complicated.
In the structure disclosed in Patent Document 3, as shown in FIG. 16, a cowl outer panel 81 and a cowl inner panel 82 constitute a cowl portion 83, and a front window glass 85 is supported on the cowl outer panel 81 via an adhesive 84. I am letting. A fold portion 86a is provided at an intermediate position in the vertical direction of the brace 86 provided between the lower front surface of the cowl inner panel 82 and the front lower surface of the cowl outer panel 81, and the fold portion 86a is the starting point when an impact load is input from above. By promoting the deformation of the brace 86, pedestrian protection is achieved.
As described above, the conventional structure shown in FIG. 16 has an advantage that the pedestrian protection performance can be ensured, but there is a problem that the NV performance is inferior. That is, in the conventional structure of FIG. 16, the support portion that supports the lower surface of the cowl outer panel 81 is only one portion of the bent portion 86b having a small front-rear width formed at the upper end of the brace 86. Due to the force acting on the wind glass 85 (force due to traveling wind, etc.), the entire front window glass 85 vibrates like a drum membrane, and the noise caused by the membrane vibration is perceived as vehicle interior noise. There was a problem.
JP 2007-331720 A JP 2009-6801 A JP 2006-206004 A
The present invention has been made in view of the above problems, and an object of the present invention is to provide a support structure for a front window that can achieve both NV performance and pedestrian protection. To do.
In order to solve the above problems, a first invention of the present application includes an open cross-sectional frame having an open cross-section opening forward of a vehicle and extending in the vehicle width direction along the lower side of the front window, and an open cross-section. A front window support structure including a support member provided inside the open section frame so as to connect the upper surface section and the lower surface section of the frame, wherein the open section frame is a part of the upper surface section. A window support portion for supporting a lower side portion of the front window, and the support member is separated from the rear support portion attached to the upper surface portion of the open-section frame and in front of the vehicle relative to the rear support portion. A front support portion attached to the upper surface portion of the open section frame at a position where the window support portion of the open section frame is located between the front and rear support portions in the longitudinal direction of the vehicle. Cage, the upper surface portion of the opening section frame, a first wall portion side supporting portion is mounted after the support member, extends forward from the front end portion of the first wall portion, the mounting front support portion of the support member A second wall portion and a third wall portion extending downward from the rear end portion of the first wall portion, and the third wall portion is further spaced rearward than the rear side portion of the support member. It is formed in the position (Claim 1).
According to the first aspect of the present invention , since the window support portion for supporting the front window is provided on the upper surface portion of the open section frame having the open section opened forward, a pedestrian is in front of the vehicle (a pedestrian is placed on the front window). The upper surface of the open cross-section frame is deformed relatively easily when the vehicle is ridden, and the pedestrian protection performance can be ensured satisfactorily.
In addition, since the support member has front and rear support portions that are separated in the front-rear direction as a portion that supports the upper surface portion of the open section frame, a space is formed between these support portions. Further, the downward deformation of the upper surface portion of the open section frame is further promoted.
In particular, since a space is formed between the third wall portion of the open section frame and the rear side portion of the support member, it is possible to promote the deformation of the open section frame and the support member at the time of front collision of the vehicle. In addition, the presence of the space makes it possible to appropriately secure the air passage for air conditioning.
Furthermore, by supporting the upper surface of the open section frame at multiple locations (front and rear support portions) spaced apart in the front-rear direction as described above, there is no impact load input to the front window (when normal) ), It is possible to effectively prevent the vibration of the front window and the cowl panel and the accompanying noise in the passenger compartment.
Thus, according to the first invention of the present application, it is possible to achieve both NV performance and pedestrian protection performance.
In the first invention , preferably, the support member is formed so as to extend linearly in the vertical direction when viewed from the front (claim 2).
According to this configuration, the support member has a structure that is strong against vibrations in the vertical direction, and the vibration of the front window can be more effectively suppressed during non-collision (front collision).
Above in the first invention, preferably, the connecting portion between the upper Symbol first wall and the second wall portion, bent portion having a predetermined cross angle is formed, the bent portion, the vehicle Is located between the front and rear support portions (claim 3).
According to this configuration, the pedestrian protection performance can be further improved because the second wall portion of the open section frame easily deforms downward from the bent portion at the time of a frontal collision of the vehicle.
In the above configuration, more preferably, the window support portion is constituted by a part of the rear side of the second wall portion, and the front support portion is located in a portion of the second wall portion positioned in front of the window support portion. The front portion of the second wall portion to which the front support portion is attached is formed at a position spaced further downward from the front window than the window support portion.
According to this configuration, the downward deformation of the window support portion is not hindered by the front portion of the second wall portion at the time of a frontal collision of the vehicle, and the upper surface portion of the open section frame including the window support portion is deformed. Promoted more effectively.
In the first invention , preferably, the support member has a frame portion extending from the upper surface portion to the lower surface portion of the open section frame so as to be inclined rearward and downward of the vehicle, and the frame The extending direction of the portion coincides with the input direction of the load due to the membrane vibration of the front window.
According to this configuration, when the vehicle is not colliding (normal time), the vibration load input from the front window can be efficiently absorbed by the frame portion parallel to the input direction of the load, which is more effective. In addition, vibration can be reduced.
The second invention of the present application has an open cross-section frame that has an open cross section that opens to the front of the vehicle and extends in the vehicle width direction along the lower side of the front window, and an upper surface portion and a lower surface portion of the open cross-section frame. And a support member provided inside the open section frame so as to connect the open section frame, wherein the open section frame has a lower side portion of the front window at a part of an upper surface portion thereof. A window support portion that supports the rear cross-section frame, and a support portion that is attached to the upper surface of the open-section frame, and a position separated from the rear support portion in front of the vehicle. and a front support part mounted on the upper surface, the window supporting portion of the opening section frame, in the longitudinal direction of the vehicle is located between the front and rear support portions, over said open section frame The first wall portion to which the rear support portion of the support member is attached, the second wall portion to which the front support portion of the support member is attached while extending forward from the front end portion of the first wall portion, A third wall portion extending downward from the rear end portion of the first wall portion, and a bent portion having an acute intersection angle is formed at a connection portion between the first wall portion and the third wall portion. and is characterized in that it is (claim 6).
According to the second aspect of the present invention , since the open cross-section frame is more easily deformed starting from the bent portion having an acute intersection angle, the pedestrian protection performance can be further enhanced.
In the second invention, good Mashiku, said support member includes a side frame portion after extending downward from the rear support portion, and a front frame portion extending downward from the front side support portion, after the The side frame portion faces forward and downward from the rear support portion so that a gap of a certain value or more is secured between the third wall portion of the upper surface portion and the rear frame portion in the vertical direction. And extending in an inclined manner ( claim 7 ).
According to this configuration, since a sufficiently wide space is ensured between the rear frame portion and the third wall portion, the deformation of the open cross-section frame and the support member is more effectively promoted during the frontal collision of the vehicle.
Further, the third invention of the present application includes an open cross-sectional frame having an open cross-section opening forward of the vehicle and extending in the vehicle width direction along the lower side of the front window, and an upper surface portion and a lower surface portion of the open cross-section frame. And a support member provided inside the open section frame so as to connect the open section frame, wherein the open section frame has a lower side portion of the front window at a part of an upper surface portion thereof. A window support portion that supports the rear cross-section frame, and a support portion that is attached to the upper surface of the open-section frame, and a position separated from the rear support portion in front of the vehicle. and a front support part mounted on the upper surface, the window supporting portion of the opening section frame, in the longitudinal direction of the vehicle is located between the front and rear support portions, over said open section frame The lower part and the lower part are a cowl panel and a dash upper panel, respectively, and the front side and the rear side of the support member are located at two positions on the front and rear sides of the cowl panel located above the joining point with the cowl panel and the dash upper panel. with the support portion is attached to the predetermined portion of the dash upper panel which is located below the joint, and is characterized in that the lower end of the support member is attached (claim 8).
According to the third aspect of the invention , since the vertical rigidity of the open section frame (the cowl panel and the dash upper panel) is sufficiently secured, vibrations of the front window and the like can be further reduced when the vehicle is not colliding (normal time). It can be effectively reduced.
In the third aspect of the invention, good Mashiku, said support member is disposed at an intermediate position in the vehicle width direction of the opening section frame, the open cross frame located outside in the vehicle width direction than the support member A pair of auxiliary members are provided on both the left and right sides, and each auxiliary member has a lower end portion attached to a joint portion between the cowl panel and the dash upper panel, and the cowl panel positioned above the joint portion. and a top end attached to a predetermined portion (claim 9).
Thus, the vibration load at the intermediate position in the vehicle width direction where the vibration of the front window is large is supported by the support member, and the vibration load at the side position in the vehicle width direction where the vibration of the front window is relatively small is supported by the auxiliary member. In this case, the vibration of the front window can be effectively reduced as a whole when the vehicle is not colliding (normal time).
In the above configuration, more preferably, the support member is made of a plate material arranged in a posture in which the plate thickness direction matches the vehicle width direction, and the auxiliary member is arranged in a posture in which the plate thickness direction is orthogonal to the vehicle width direction. ( 10 ).
As described above, when a plurality of plate members having different directions are arranged as support members and auxiliary members at a plurality of locations in the vehicle width direction, vibration of the front window can be more effectively reduced.
As described above, according to the present invention, it is possible to ensure both NV performance and pedestrian protection performance.
The perspective view of the vehicle front part provided with the support structure of the front window concerning 1st Example of this invention Partial perspective view of FIG. Perspective view showing the support structure of the front window 3 is a cross-sectional view taken along line AA in FIG. BB cross-sectional view of FIG. 3 is a front view of the main part of FIG. (A) is a perspective view of a support member, (b) is a perspective view of an auxiliary member. Front view showing deformed state of support member and cowl panel Front view showing deformation state of auxiliary member and cowl panel Side view showing deformation state of auxiliary member and cowl panel Front view showing a second embodiment of the support structure of the front window Side view showing the third embodiment of the support structure of the front window Side view showing the fourth embodiment of the support structure of the front window Side view showing conventional front window support structure Side view showing another example of a conventional front window support structure Side view showing still another example of conventional front window support structure
1 is a perspective view of a front portion of a vehicle having a front window support structure according to a first embodiment of the present invention, FIG. 2 is a partial perspective view of FIG. 1, and FIG. 3 is a schematic perspective view showing a front window support structure. 4 is a cross-sectional view taken along line AA in FIG. 3, and FIG. 5 is a cross-sectional view taken along line BB in FIG. In the figure, arrow F indicates the front of the vehicle.
As shown in FIGS. 1 and 2, a bonnet 2 is provided at the front of the vehicle so as to open and close the upper part of the engine room 1. A bonnet reinforcement (not shown) is provided on the lower surface of the bonnet 2. Are integrally joined.
Further, as shown in FIG. 1, a bumper face 3 constituting an outer surface of the front bumper is provided in a front portion of the engine room 1, and left and right ends of the bumper face 3 are formed in side portions of the engine room 1. A pair of front fender panels 4 extending from the portion to the rear of the vehicle are provided. Each front fender panel 4 extends in the front-rear direction along the side portion of the bonnet 2, and its rear end portion extends in the up-down direction so as to cover between the lower portion of the front pillar (not shown) and the front portion of the hinge pillar. Yes. The bumper face 3 is made of a resin panel material extending in the vehicle width direction, and travel air intake portions 5 and 6 are formed at the center portion thereof.
A front window 11 made of a transparent panel material made of glass or reinforced plastic, for example, is provided behind the bonnet 2. The front window 11 extends in the vehicle width direction so as to cover the space between the left and right front pillars (not shown), and rises upward and rearward (in a rearwardly inclined manner) from the vicinity of the rear end of the bonnet 2. Is provided.
Further, as shown in FIGS. 4 and 5, a dash lower panel 10 is provided between the engine room 1 and the vehicle compartment 7 in the vehicle front-rear direction, and above the dash lower panel 10. The dash upper panel 9 is provided.
As shown in FIG. 3, each of the dash upper panel 9 and the dash lower panel 10 is made of a panel material that extends over substantially the entire region in the vehicle width direction. The dash lower panel 10 includes a main body portion 10a extending in the vertical direction, and a flange-shaped attachment piece 10b extending forward from the upper end portion of the main body portion 10a.
4 and 5, the dash upper panel 9 includes a substantially flat mounting piece 9a joined to the mounting piece 10b of the dash lower panel 10 by welding, and rearward and upward from the rear end of the mounting piece 9a ( It integrally has a main body portion 9b that rises (in a rearwardly inclined manner) and a flange-shaped attachment piece 9c that extends rearward from the rear end of the main body portion 9b.
In addition, as shown in FIG. 3, an inlet 19 for conditioned air is formed at one end in the vehicle width direction of the main body 9b in the dash upper panel 9 (the end at the right end of the vehicle in this embodiment).
A cowl panel 12 that supports the front window 11 from the vehicle interior side is attached to the upper side of the dash upper panel 9.
The cowl panel 12 is a panel member that extends in the vehicle width direction along the lower side of the front window 11, and is a substantially flat mounting piece 13 that is joined to the mounting piece 9c of the dash upper panel 9 by welding, and the mounting piece. 13, a rising portion 14 extending obliquely upward and forward from the front end portion, a horizontal portion 15 extending forward from the upper end portion of the rising portion 14, and inclined downward and forward from the front end portion of the horizontal portion 15. And an extending portion 16 extending in the direction. The horizontal portion 15 and the extending portion 16 are connected at a predetermined intersection angle θ1 (in this embodiment, an obtuse angle), and a bent portion W1 having no roundness is formed at the connecting portion.
As described above, the cowl panel 12 and the dash upper panel 9 that are joined to each other via the joint portion between the attachment pieces 9c and 13 form an open section frame OF having an open section 18 that opens to the front of the vehicle. Yes. That is, the open section frame OF has an upper surface portion made of the cowl panel 12 and a lower surface portion made of the dash upper panel 9, and the upper surface portion and the lower surface portion are joined at only one position on the rear side ( The front side is not joined), thereby forming an open section frame OF that opens forward and extends in the vehicle width direction. As described above, the vehicle according to the present embodiment includes a vehicle having a so-called open cowl structure in which the structural material for supporting the front window 11 is configured by a frame material having an open cross section (open cross section frame OF) instead of a closed cross section. Has been.
The extension part 16 of the cowl panel 12 (the upper surface part of the open section frame OF) has a window support part 16a for supporting the lower side part of the front window 11 at a part on the rear side. Specifically, an adhesive 17 is applied to the upper surface of the window support 16a, and the lower side of the front window 11 is joined to the window support 16a via the adhesive 17.
A portion of the extending portion 16 positioned in front of the window support portion 16a is bent in a direction (downward) away from the front window 11, and a predetermined gap is formed between the portion and the front window 11. Is formed.
As shown in FIGS. 3 and 4, the upper surface portion and the lower surface portion (the cowl panel 12 and the dash upper panel 9) of the open section frame OF are connected to the inside (open section 18) of the open section frame OF. A support member 20 extending in the vertical direction is provided.
The support member 20 supports vibrations input to the cowl panel 12 by supporting two portions of the front end portion (extending portion 16) of the cowl panel 12 and a portion (horizontal portion 15) spaced rearward therefrom. It is to suppress.
Further, a space for allowing the cowl panel 12 to be deformed downward when the front window 11 receives an impact load from above during the frontal collision of the vehicle, between the two support portions by the support member 20. X (deformation allowable region) is formed.
FIG. 6 is a front view showing the open section frame OF as viewed from the front of the vehicle. The support member 20 is disposed at an intermediate position in the vehicle width direction (in the present embodiment, the center position) of the open section frame OF including the cowl panel 12 and the dash upper panel 9. A pair of auxiliary members 30 are provided on both sides.
As shown in the front view of FIG. 6, the support member 20 is formed to extend linearly in the vertical direction when viewed from the front. Since the support member 20 has such a shape, the vertical vibration input from the front window 11 is efficiently absorbed by the support member 20.
FIG. 7A shows a perspective view of the support member 20. As shown in FIG. 7A and FIG. 3, FIG. 4, and FIG. 6, the support member 20 includes a rear frame portion 21 extending in the vertical direction and a vertical direction at a position forward of the rear frame portion 21. A front frame portion 22 extending to the front, a connecting portion 23 for connecting the upper portions of the frame portions 21 and 22 in the front-rear direction, and a flange-shaped rear side integrally formed at the upper end portion of the rear frame portion 21 A support portion 24 and a flange-like front support portion 25 that is integrally bent at the upper end portion of the front frame portion 22 are provided. Such a support member 20 has a plate thickness direction (more specifically, a plate thickness direction of a main portion excluding front and rear support portions 25 and 24 and a flange portion 27 described later) in the vehicle width direction. The posture is attached to the inside of the open section frame OF.
Further, the rear frame portion 21 and the front frame portion 22 are formed in a V shape in a side view, and the lower portions of both the frame portions 21 and 22 are integrated into a common portion 26 (see FIGS. 4 and 7). ). A flange portion 27 is integrally bent at the lower end portion of the common portion 26. In this embodiment, the bending directions of the front and rear support portions 25 and 24 and the flange portion 27 are all set in the same direction.
A substantially triangular space Y surrounded by the rear frame portion 21, the front frame portion 22, the connecting portion 23, and the common portion 26 is formed between the front and rear frame portions 22 and 21. The space Y is positioned below the connecting portion 23 with respect to the space X formed between the front and rear support portions 25 and 24.
As shown in FIG. 4, the rear frame portion 21 of the support member 20 is attached to the horizontal portion 15 of the cowl panel 12 via the rear support portion 24. That is, the rear support 24 is joined to the lower surface of the horizontal portion 15 of the cowl panel 12 by means such as spot welding, and extends downward from the joint (rear support 24) toward the dash upper panel 9. Thus, the rear frame portion 21 is formed. The rear side support part 24 is located on the rear side of the window support part 16a (adhered part by the adhesive 17) on which the front window 11 is supported and on the rear side of the bent part W1.
As shown in the figure, the front frame portion 22 of the support member 20 is attached to the extension portion 16 of the cowl panel 12 via the front support portion 25. That is, the front support part 25 is joined to the lower surface of the extension part 16 of the cowl panel 12 by means such as spot welding, and extends downward from the joint part (front support part 25) toward the dash upper panel 9. A front frame portion 22 is formed on the front side. The front support part 25 is located on the front side of the window support part 16a (adhered part by the adhesive 17) on which the front window 11 is supported and on the front side of the bent part W1.
The lower flange portion 27 of the support member 20 is joined to the upper surface of the body portion 9b of the dash upper panel 9 by spot welding or the like, and the front and rear frame portions 22, A lower end portion (common portion 26) of 21 is attached to the dash upper panel 9.
Here, in the cowl panel 12 (the upper surface portion of the open section frame OF), the horizontal portion 15 to which the rear support portion 24 of the support member 20 is attached corresponds to the first wall portion according to the present invention, and The extension portion 16 to which the front support portion 25 is attached corresponds to the second wall portion according to the present invention. Further, the rising portion 14 extending downward from the rear end portion of the horizontal portion 15 (first wall portion) corresponds to a third wall portion according to the present invention.
An arrow α in FIG. 4 represents the direction of vibration when membrane vibration occurs in the front window 11 due to a force (force caused by traveling wind, etc.) acting on the front window 11 when the vehicle travels. As shown in FIG. 4, the front frame portion 22 is disposed so as to extend in parallel with the input direction (arrow α) of the load input to the cowl panel 12 due to the membrane vibration of the front window 11. That is, the front frame portion 22 extends from the cowl panel 12 to the dash upper panel 9 so as to be inclined rearward and downward (in a downwardly inclined manner). The direction is set to coincide with the input direction of the load due to the membrane vibration.
The rear frame portion 21 is disposed so as to extend in a direction extending substantially parallel to the rising portion 14 of the cowl panel 12 positioned behind the rear frame portion 21, that is, in a direction closer to the vertical than the front frame portion 22 described above. The rear frame portion 21 is provided farther from the front of the vehicle than the rising portion 14 of the cowl panel 12, and a space Z is formed between the rear frame portion 21 and the rising portion 14. The front-rear width of the space Z, that is, the gap between the rear frame portion 21 and the rising portion 14 is set to a substantially constant value in the vertical direction.
7B is a perspective view of the auxiliary member 30. The auxiliary member 30 includes a main body portion 31, a lower end flange portion 32 integrally formed at the lower end of the main body portion 31, and an upper end of the main body portion 31. FIG. And an upper end flange portion 33 that is integrally bent.
As shown in FIG. 5, the auxiliary member 30 has a lower end flange portion 32 attached to a joint portion (between the attachment pieces 9 c and 13) between the cowl panel 12 and the dash upper panel 9, and an upper end flange portion 33 provided to the cowl. By being attached to the extension 16 of the panel 12, the panel 12 is fixed between the cowl panel 12 and the dash upper panel 9. Specifically, the upper end flange portion 33 of the auxiliary member 30 is sandwiched between the attachment piece 13 of the cowl panel and the attachment piece 9c of the dash upper panel 9, and each attachment piece 9c, 13 is joined. Further, the lower end flange portion 32 of the auxiliary member 30 is spot-welded to a portion of the extension portion 16 of the cowl panel 12 that is positioned in front of the window support portion 16a (where the front window 11 is bonded by the adhesive 17). It is joined by such means.
As shown in FIGS. 3 and 6, the auxiliary member 30 on the right side of the vehicle (left side in FIGS. 3 and 6) of the pair of auxiliary members 30 overlaps with the air-conditioning air intake 19 in the vehicle width direction. Installed on. However, since the auxiliary member 30 is attached in the above-described structure, the air-conditioning air intake 19 is not blocked by the right auxiliary member 30.
Next, the operation based on the embodiment described with reference to FIGS. 1 to 7 will be described.
First, the operation at the time of non-collision (normal time) when no impact load is input to the front window 11 from above will be described. As shown in FIG. 4, in the above-described embodiment, the cowl panel 12 ( Since the upper surface portion of the open cross-section frame OF is supported, the support member 20 efficiently uses the vibration load (vibration load caused by the membrane vibration of the front window 11 generated when the vehicle travels) input from the front window 11 to the cowl panel 12. Can absorb well. As a result, the vibrations of the front window 11 and the cowl panel 12 are sufficiently suppressed, so that a muffled sound accompanying the vibration of the front window 11 (a vibration generated in the passenger compartment 7 due to membrane vibrations when the front window 11 travels). Sound) can be effectively prevented.
Further, as shown in a front view in FIG. 6, the support member 20 is formed to extend linearly in the vertical direction when viewed from the front, so that the support member 20 has a structure that is strong against vibration in the vertical direction. Further, vibration suppression of the cowl panel 12 and the front window 11 can be more effectively achieved.
Further, as shown in FIG. 4, the upper portions of the rear frame portion 21 and the front frame portion 22 of the support member 20 are connected to each other in the front-rear direction by the connection portion 23. Vibration can be further effectively reduced.
Further, as shown in FIG. 4, the front frame portion 22 of the support member 20 is provided so as to extend in parallel with the input direction (arrow α) of the vibration load input from the front window 11 to the cowl panel 12. The vibration load can be efficiently absorbed by the front frame portion 22, and the vibration of the front window 11 and the like can be further effectively reduced.
In addition, as shown in FIGS. 3, 6, and the like, a support member 20 is disposed at an intermediate position in the vehicle width direction of the open section frame OF including the cowl panel 12 and the dash upper panel 9. Since the pair of auxiliary members 30 are disposed on both the left and right sides of the open cross-section frame OF located outside the vehicle width direction, the vibration load at the intermediate position in the vehicle width direction where the vibration of the front window 11 is large. By supporting the vibration load at the lateral position in the vehicle width direction, which is supported by the support member 20 and in which the vibration of the front window 11 is relatively small, the vibration of the front window 11 is effectively reduced as a whole. be able to.
As shown in FIG. 4, since the spaces X, Y, and Z are formed around the support member 20 and the periphery thereof, a passage for air for air conditioning can be secured by these spaces X, Y, and Z. Therefore, even if the support member 20 is provided, when air flows into the inside of the open section frame OF (open section 18) from the opening of the cowl grill (not shown), the air is directed toward the inlet 19 for the conditioned air. It is not hindered to flow.
Next, a description will be given of the operation when a front collision occurs when a pedestrian rides on the front window 11 and an impact load from above is input to the front window 11. As shown in FIG. 4, in the above embodiment, the open section frame OF (the cowl panel 12 and the dash upper panel 9), which is a member that supports the front side of the front window 11, has an open section 18 that opens to the front of the vehicle. Therefore, the open section frame OF (particularly the front end portion of the cowl panel 12) is easily deformed when the load is input, and the pedestrian protection performance can be ensured satisfactorily.
Moreover, as shown in FIG. 4, as the space formed around the support member 20 and its surroundings, the space X between the front and rear support portions 25 and 24 that support the cowl panel 12, the front and rear frame portions 22. , 21 and a space Z between the rear frame portion 21 and the rising portion 14 of the cowl panel 12 exist. For this reason, it is possible to promote deformation of the support member 20 and the open cross-section frame OF at the time of a frontal collision of the vehicle while appropriately securing a passage for air conditioning air flowing inside the open cross-section frame OF.
Specifically, the presence of the space X facilitates the downward deformation of the cowl panel 12, and the presence of the space Y facilitates the deformation of the support member 20 itself. Furthermore, the presence of the space Z facilitates deformation of both the cowl panel 12 and the support member 20. Thereby, deformation of the support member 20 and the cowl panel 12 when a downward impact load is input from the front window 11 can be promoted while securing an air passage for air conditioning, and pedestrian protection performance is enhanced. Can do.
FIG. 8 is a front view showing a deformed state of the cowl panel 12 and the support member 20. When a downward impact load is input at the time of frontal collision of the vehicle, the cowl panel 12 and the support member 20 are displaced from the state before deformation shown in FIG. 6 to the state after deformation as shown in FIG. That is, when a downward impact load is input from the front window 11, the extension portion 16 of the cowl panel 12 whose front end is a free end is deformed downward, and accordingly, the front and rear frames of the support member 20 are deformed. The portions 22 and 21 are bent and deformed to one side in the vehicle width direction (the vertical dimension of the support member 20 is shortened).
The joint portion between the cowl panel 12 and the front and rear support portions 25 and 24 and the joint portion between the dash upper panel 9 and the flange portion 27 are strong in rigidity with respect to other portions. The cowl panel 12 is bent and deformed as shown in FIG.
Further, the downward deformation of the extended portion 16 of the cowl panel 12 is further promoted by the presence of the bent portion W1. That is, since the horizontal part 15 and the extension part 16 of the cowl panel 12 are connected via a bent part W1 having a predetermined intersection angle θ1 (without roundness), the bent part W1 is used as a starting point. The extending portion 16 of the cowl panel 12 is easily deformed.
Furthermore, the window support part 16a which directly supports the front window 11 out of the extension part 16 is raised above the front part (the front part of the extension part 16) than that, Since the front part of the extension part 16 and the front window 11 are separated from each other, when an impact load is input from the front window 11 to the window support part 16a at the time of a frontal collision of the vehicle, only the window support part 16a is first provided. It is easily deformed so as to be recessed downward. As a result, the downward deformation of the window support portion 16a and the downward deformation of the cowl panel 12 are more effectively promoted.
9 is a front view showing a deformed state of the cowl panel 12 and the auxiliary member 30, and FIG. 10 is a side view thereof. As shown in these drawings, when a downward impact load is input from the front window 11, the cowl panel 12 and the auxiliary member 30 are as shown in FIGS. 9 and 10 from the state before the deformation shown in FIGS. Displacement to the state after proper deformation. That is, the extension portion 16 of the cowl panel 12 is deformed downward, and the auxiliary member 30 is deformed so that the main body portion 31 is bent.
Next, the characteristic configuration of the first embodiment described with reference to FIGS. 1 to 10 and the operational effects based thereon will be described together.
The support structure of the front window of the above embodiment has an open section frame OF that has an open section 18 that opens to the front of the vehicle and extends in the vehicle width direction along the lower side of the front window 11, and an upper surface of the open section frame OF. And a support member 20 provided inside the open section frame OF so as to connect the lower portion and the lower surface portion (the cowl panel 12 and the dash upper panel 9). The open section frame OF has a window support portion 16a for supporting the lower side portion of the front window 11 on a part of the upper surface section (the cowl panel 12). The support member 20 includes the cowl panel 12 (the open section frame). A rear support portion 24 attached to the upper surface portion) and a front support portion 25 attached to the cowl panel 12 at a position farther forward of the vehicle than the rear support portion 24. Furthermore, the window support portion 16a is located between the front and rear support portions 25 and 24 in the front-rear direction of the vehicle.
According to this configuration, since the window support portion 16a that supports the front window 11 is provided on the upper surface portion (the cowl panel 12) of the open section frame OF having the open section 18 that opens to the front, When the pedestrian rides on the front window 11), the cowl panel 12 can be relatively easily deformed to ensure good pedestrian protection performance.
Moreover, since the support member 20 has front and rear support portions 25 and 24 that are separated from each other in the front-rear direction as a portion that supports the cowl panel 12, there is a space X between the support portions 25 and 24. By being formed, the downward deformation of the cowl panel 12 is further promoted.
Further, as described above, the cowl panel 12 is supported at a plurality of locations (front and rear support portions 25, 24) spaced apart in the front-rear direction, so that no impact load is input to the front window 11 during non-collision (normally ), The vibration of the front window 11 and the cowl panel 12 and the accompanying noise in the passenger compartment can be effectively prevented.
Thus, according to the structure of the said Example, coexistence with ensuring of NV performance and ensuring of pedestrian protection performance can be aimed at.
Moreover, in the said Example, as shown in FIG. 6 etc., the support member 20 is formed so that it may extend linearly in the up-down direction by front view.
According to this configuration, the support member 20 has a structure that is strong against vibrations in the vertical direction, and the vibration of the front window 11 can be more effectively suppressed during non-collision (front collision).
Further, in the above embodiment, the cowl panel 12 (the upper surface portion of the open section frame) is formed from the horizontal portion 15 (first wall portion) to which the rear support portion 24 of the support member 20 is attached and the front end portion of the horizontal portion 15. It has an extension part 16 (second wall part) to which the front side support part 25 of the support member 20 is attached while extending forward, and a connecting part between the horizontal part 15 and the extension part 16 has a predetermined A bent portion W1 having an intersection angle θ1 is formed. The bent portion W1 is located between the front and rear support portions 25 and 24 in the longitudinal direction of the vehicle.
According to this configuration, the extension part 16 of the cowl panel 12 easily deforms downward from the bent part W1 at the time of a frontal collision of the vehicle, so that the pedestrian protection performance can be further improved.
Moreover, in the said Example, while the window support part 16a is comprised by a part of the back side of the extension part 16 (2nd wall part), it is located ahead of the window support part 16a among the extension parts 16. The front support portion 25 is attached to the portion. The front part of the extension part 16 to which the front support part 25 is attached is formed at a position spaced apart from the front window 11 below the window support part 16a.
According to this configuration, the downward deformation of the window support portion 16a is not hindered by the front portion of the extension portion 16 at the time of a frontal collision of the vehicle, and the cowl panel 12 including the window support portion 16a is more deformed. Is effectively promoted.
Further, in the above embodiment, the support member 20 extends from the cowl panel 12 to the dash upper panel 9 (from the upper surface portion to the lower surface portion of the open section frame) so as to incline toward the rear and downward of the vehicle. It has the frame part 22, The extending direction of this front side frame part 22 is set so that it may correspond with the input direction (arrow (alpha)) of the load by the membrane vibration of the front window 11 (refer FIG. 4).
According to this configuration, the vibration load input from the front window 11 can be efficiently absorbed by the front frame portion 22 parallel to the input direction of the load when the vehicle is not colliding (normal time). Vibration can be reduced more effectively.
Moreover, in the said Example, the cowl panel 12 is the rising part 14 (it extends below from the rear-end part of the horizontal part 15 other than the said horizontal part 15 and the extension part 16 (1st wall part and 2nd wall part)). The rising portion 14 is formed at a position further rearward than the rear frame portion 21 (the rear side portion of the support member) of the support member 20.
According to this configuration, since the space Z is formed between the rising portion 14 of the cowl panel 12 and the rear frame portion 21 of the support member 20, the cowl panel 12 and the support member 20 can be deformed when the vehicle collides. Can be promoted. In addition, the presence of the space Z makes it possible to appropriately secure the air passage for air conditioning.
Further, in the above embodiment, the front side of the support member 20 is provided at two positions on the front and rear of the cowl panel 12 positioned above the joint portion between the cowl panel 12 and the dash upper panel 9 (joint portion of the attachment pieces 9c and 13). The rear support portions 25 and 24 are attached, and the lower end portion (flange portion 27) of the support member 20 is attached to a predetermined portion of the dash upper panel 9 located below the joining portion.
According to this configuration, since the vertical rigidity of the open section frame OF is sufficiently secured, vibration of the front window 11 and the like can be more effectively reduced when the vehicle is not colliding (normal time). .
In the above embodiment, the support member 20 is disposed at an intermediate position (preferably the center position) in the vehicle width direction of the open section frame OF including the cowl panel 12 and the dash upper panel 9. A pair of auxiliary members 30 are provided on both the left and right sides of the open cross-section frame OF that is located further outward in the vehicle width direction. Each auxiliary member 30 is attached to a lower end portion (lower end flange portion 32) attached to a joint portion between the cowl panel 12 and the dash upper panel 9, and a predetermined portion of the cowl panel 12 positioned above the joint portion. It has an upper end part (upper end flange part 33). (See FIGS. 5 and 6).
In this way, the vibration load at the intermediate position in the vehicle width direction where the vibration of the front window 11 is large is supported by the support member 20, and the vibration load at the side position in the vehicle width direction where the vibration of the front window 11 is relatively small is assisted. When supported by the member 30, the vibration of the front window 11 can be efficiently reduced as a whole when the vehicle is not colliding (normal time).
Further, in the above-described embodiment, the support member 20 is arranged in a posture in which the plate thickness direction coincides with the vehicle width direction, and the auxiliary member 30 is arranged in a posture in which the plate thickness direction is orthogonal to the vehicle width direction.
Thus, when a plurality of plate members having different directions are arranged as the support member 20 and the auxiliary member 30 at a plurality of locations in the vehicle width direction, the vibration of the front window 11 can be more effectively reduced.
FIG. 11 shows a second embodiment of the front window support structure. In the first embodiment (FIG. 6) described above, the support member 20 provided at the intermediate position in the vehicle width direction of the open section frame OF is formed in a straight line extending in the vertical direction when viewed from the front. In the support member 20 ′ of the second embodiment shown in FIG. 2, the vertical intermediate positions thereof, that is, the mounting portions (front and rear support portions 25, 24) for the cowl panel 12 and the mounting portions (flange portion) for the dash upper panel 9 are provided. 27), a bent portion 28 is provided.
As described above, when the bent portion 28 is provided at the intermediate position in the vertical direction of the support member 20 ′, and the shape of the support member 20 ′ in a front view is substantially U-shaped, load input from above is not performed. Since the support member 20 ′ is easily deformed in the vehicle width direction starting from the bent portion 28 at the time of a frontal collision of a certain vehicle, the deformation of the cowl panel 12 is further promoted, and the pedestrian protection performance can be further enhanced. .
In the second embodiment of FIG. 11, other configurations, operations, and effects are the same as those of the first embodiment (FIGS. 1 to 10). In FIG. 11, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. Note that the shape of the support member 20 ′ in front view may be a reverse letter shape in which the bent portion 28 protrudes to the left side of the vehicle (the right side in FIG. 11).
FIG. 12 shows a third embodiment of the front window support structure. The cowl panel 120 (upper surface portion of the open section frame OF) in the third embodiment includes an inclined portion 150 (first wall portion) to which the rear support portion 24 of the support member 20 is attached, and a front end portion of the inclined portion 150. An extension part 160 (second wall part) to which the front side support part 25 of the support member 20 is attached, and a rising part 140 (third wall part) extending downward from the rear end part of the inclined part 150. A mounting piece 130 extending rearward from a lower end portion of the rising portion 140 is provided.
A part on the rear side of the extended portion 160 of the cowl panel 120 is a window support portion 160 a to which the front window 11 is bonded via an adhesive 17. In addition, the front portion of the extension portion 160 positioned on the front side of the window support portion 160a is bent below the window support portion 160a, and a predetermined gap is provided between the portion and the front window 11. Is formed.
The connecting portion between the inclined portion 150 and the extending portion 160, the connecting portion between the inclined portion 150 and the rising portion 140, and the connecting portion between the rising portion 140 and the mounting piece 130 are respectively bent portions W2 having no roundness. V and U are formed. The length of the inclined portion 150 and the rising portion 140 in a cross-sectional view, that is, the distance from the bent portion W2 to the bent portion V and the distance from the bent portion V to the bent portion U are substantially equal to each other. Is set.
Of the bent portions U, V, and W2 formed at various locations on the cowl panel 120, the bent portion V formed at the connecting portion between the inclined portion 150 and the rising portion 140 has only an acute intersection angle θ2. Yes. Further, regarding the positional relationship between the bent portions U, V, and W2, the bent portion V is located at the uppermost position, the bent portion U is located at the lowermost position, and the bent portion W2 is located at the most forward position. .
By forming the cowl panel 120 in the shape as described above, the cowl panel 120 can be most efficiently deformed when a downward impact load is input to the front window 11 at the time of a frontal collision of the vehicle. . That is, when the distance between the bent portions W2 and V (the length of the inclined portion 150) and the distance between the bent portions V and U (the length of the rising portion 140) are set equal, the bent portion When the cowl panel 120 is deformed so as to be crushed in the front-rear direction with V as the center, the deviation of the deformation amount and the distortion based thereon are suppressed to the minimum, and the cowl panel 120 can be efficiently deformed.
More specifically, the cowl panel 120 has a three-dimensional shape in which the central portion in the vehicle width direction protrudes forward most (retracts backward toward both ends in the vehicle width direction) due to vehicle design. Therefore, if the distance between the bent portions W2 and V and the distance between the bent portions V and U are greatly different, when the cowl panel 120 deforms, The distortion based on it becomes easy to generate | occur | produce. On the other hand, as shown in FIG. 12, when the distance between the bent portions W2 and V and the distance between the bent portions V and U are set to be approximately equal, the above-described deviation and distortion are caused. Thus, the cowl panel 120 can be efficiently deformed.
In addition, a bent portion V that is the center of deformation at the time of a frontal collision of the vehicle, that is, a bent portion V formed at a connecting portion between the inclined portion 150 (first wall portion) and the rising portion 140 (third wall portion) is provided. Because of the acute crossing angle θ2, the cowl panel 120 is more easily deformed, and the pedestrian protection performance can be further enhanced.
In the third embodiment shown in FIG. 12, the installation direction of the support member 20 is slightly different from that in the first embodiment (FIG. 4) in accordance with the cowl panel 120 having the above shape. That is, in the third embodiment of FIG. 12, a gap of a certain value or more is secured in the vertical direction between the rear frame portion 21 of the support member 20 and the rising portion 140 (third wall portion) of the cowl panel 120. As described above, the rear frame portion 21 is disposed in a slightly tilted posture. More specifically, the rear frame portion 21 extends slightly inclined in a direction from the attachment portion (rear support portion 24) to the cowl panel 120 to the front and downward. Thereby, for example, even if the rising portion 140 of the cowl panel 120 is formed to rise almost vertically as shown in FIG. 12, a sufficiently wide space Z is secured between the rear frame portion 21 and the rising portion 140. Therefore, the deformation of the cowl panel 120 and the support member 20 is effectively promoted at the time of a frontal collision of the vehicle.
FIG. 13 shows a fourth embodiment of the front window support structure. As shown in FIG. 13, while the cowl panel 12 and the dash upper panel 9 (open section frame OF) are formed in the same shape as in the first embodiment, the support member 20 is arranged in the posture as shown in the figure. It is also possible to do. That is, in the fourth embodiment, the support member 20 is disposed in such a posture that the front frame portion 22 extends in a substantially vertical direction and the rear frame portion 21 is inclined rearward relative to the front frame portion 22. . According to such a configuration, the space Z between the rear frame portion 21 and the rising portion 14 of the cowl panel 12 becomes wider than in the first embodiment shown in FIG. Sometimes the cowl panel 12 and the support member 20 are more easily deformed.
In each of the above-described embodiments, the dash upper panel 9 and the dash lower panel 10 are configured by separate panel materials. However, by forming the two together, the vehicle compartment 7 and the engine room 1 are combined into a single dash. You may make it partition with a panel. In this case, the upper part of the dash panel corresponds to the dash upper panel.
9 Dash upper panel 11 Front window 12 Cowl panel 14 Rising part (third wall)
15 Horizontal part (1st wall part)
16 Extension part (second wall part)
16a Window support part 20 Support member 21 Rear frame part 22 Front frame part 24 Rear support part 25 Front support part OF Open section frame W1 Bent part 20 'Support member 120 Cowl panel 140 Rising part (third wall part)
150 Inclined part (1st wall part)
160 Extension part (second wall part)
160a Wind support part V Folding part
An open cross-section frame having an open cross section that opens to the front of the vehicle and extending in the vehicle width direction along the lower side of the front window, and the open cross-section frame of the open cross-section frame so as to be connected to each other A support structure of a front window including a support member provided inside,
The open cross-section frame has a window support portion for supporting a lower side portion of the front window on a part of the upper surface portion thereof,
The support member includes a rear support portion that is attached to the upper surface portion of the open section frame, and a front support portion that is attached to the upper surface portion of the open section frame at a position farther forward of the vehicle than the rear support portion. Have
The window support portion of the open section frame is located between the front and rear support portions in the longitudinal direction of the vehicle ,
The upper surface of the open section frame has a first wall portion to which a rear support portion of the support member is attached, a front wall portion extending forward from a first end portion of the first wall portion, and a first support portion to which the front support portion of the support member is attached. Two wall portions and a third wall portion extending downward from the rear end portion of the first wall portion,
The support structure for a front window, wherein the third wall portion is formed at a position further rearward than the rear side portion of the support member .
The front window support structure according to claim 1,
The support structure for a front window, wherein the support member is formed to extend linearly in a vertical direction when viewed from the front.
The front window support structure according to claim 1 or 2,
The connecting portion between the upper Symbol first wall and the second wall portion, bent portion is formed with a predetermined crossing angle,
The support structure for a front window, wherein the bent portion is positioned between the front and rear support portions in the longitudinal direction of the vehicle.
In the front window support structure according to claim 3,
The window support part is constituted by a part of the rear side of the second wall part;
The front support portion is attached to a portion of the second wall portion located in front of the window support portion,
A front window support structure, wherein a front portion of the second wall portion to which the front support portion is attached is formed at a position spaced downward from the front window relative to the window support portion.
In the support structure of the front window of any one of Claims 1-4,
The support member has a frame portion that extends from the upper surface portion to the lower surface portion of the open section frame so as to be inclined rearward and downward of the vehicle,
The support structure of the front window, wherein the extending direction of the frame portion coincides with an input direction of a load due to membrane vibration of the front window.
The window support portion of the open section frame is located between the front and rear support portions in the longitudinal direction of the vehicle,
A support structure for a front window, wherein a bent portion having an acute intersection angle is formed at a connecting portion between the first wall portion and the third wall portion.
The front window support structure according to claim 6 ,
The support member includes a rear frame portion extending downward from the rear support portion, and a front frame portion extending downward from the front support portion,
The rear frame portion moves forward and downward from the rear support portion so that a gap of a certain value or more is secured between the third wall portion of the upper surface portion and the rear frame portion in the vertical direction. A support structure for the front window, characterized in that it extends at an angle toward the front.
The upper surface portion and the lower surface portion of the open section frame are a cowl panel and a dash upper panel, respectively.
The front and rear support portions of the support member are attached to the two front and rear portions of the cowl panel located above the joining portion between the cowl panel and the dash upper panel, and the dash located below the joining portion. A support structure for a front window, wherein the lower end portion of the support member is attached to a predetermined portion of the upper panel.
The front window support structure according to claim 8 ,
The support member is disposed at an intermediate position in the vehicle width direction of the open section frame,
A pair of auxiliary members are provided on the left and right sides of the open section frame located outside the support member in the vehicle width direction,
Each auxiliary member has a lower end portion attached to a joint portion between the cowl panel and the dash upper panel, and an upper end portion attached to a predetermined portion of the cowl panel located above the joint portion. Front window support structure.
The front window support structure according to claim 9 ,
The support member is made of a plate material arranged in a posture in which the plate thickness direction matches the vehicle width direction,
The support structure for a front window, wherein the auxiliary member is made of a plate material arranged in a posture in which a plate thickness direction is orthogonal to a vehicle width direction.
JP2011107859A 2010-08-03 2011-05-13 Front window support structure Active JP5803255B2 (en)
JP2010174282 2010-08-03
JP2011107859A JP5803255B2 (en) 2010-08-03 2011-05-13 Front window support structure
DE201110110969 DE102011110969B4 (en) 2010-08-03 2011-07-26 Carrier structure of a windshield
US13/195,643 US8651552B2 (en) 2010-08-03 2011-08-01 Support structure of windshield
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JP2012051550A JP2012051550A (en) 2012-03-15
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JP2011107859A Active JP5803255B2 (en) 2010-08-03 2011-05-13 Front window support structure
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CN (1) CN102343946B (en)
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