JP2006044311A - Hood structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To establish compatibility between securing the stiffness/strength of a vehicle hood for protecting a colliding body and equipping the hood with a folding effect to work when an impact load equal to or more than the specified value is applied from ahead of the vehicle body. <P>SOLUTION: In the central region 14E on the inner panel 14 of the hood 10, a plurality of beads 18 as a skeleton are formed straight in the vehicle width direction. The section shape of the bead 18 appearing when cut in the vehicle front-rear direction is in a circular arc convex to over the vehicle body, and assumes approximately constant over the vehicle width. The two ends 18B across the vehicle width of each bead part 18 reach near the two ends 14C and 14D across the vehicle width formed at the left and right ends of the hood inner panel 14. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular hood structure applied to a vehicle such as an automobile, and more particularly to a vehicular hood structure that is considered to protect a collision body that has collided with the vehicle.

2. Description of the Related Art Conventionally, there is a vehicle hood structure that is considered to protect a collision body that has collided with a vehicle. In this vehicle hood structure, a skeleton is formed on the hood inner panel in the front-rear, left-right, and diagonal directions to ensure the rigidity and strength of the hood, so that when the collision object collides with the hood, the hood The occurrence of so-called secondary collision that collides with the internal components is suppressed. Further, in this vehicle hood structure, a low rigidity portion extending in the vehicle width direction is formed on the hood inner panel, and when an impact load of a predetermined value or more is applied to the hood from the front of the vehicle body, The hood is prevented from moving to the rear of the vehicle body when the vehicle collides forward (for example, see Patent Document 1).
JP 2001-233248 A

  However, in the vehicle hood structure of Patent Document 1, a low-rigidity portion extending in the vehicle width direction is formed on the oblique bone formed on the hood inner panel, and the rigidity of the portion of the oblique bone where the low-rigidity portion is formed and The strength has decreased. As a result, when the colliding body collides with the hood portion where the low-rigidity portion is formed from the upper side of the vehicle body toward the lower side of the vehicle body, the portion of the hood where the collision body collides is likely to be locally deformed. For this reason, the collision energy cannot be sufficiently absorbed by the hood, and the hood is greatly deformed to the lower side of the vehicle body, and a secondary collision that collides with a component in the engine room is likely to occur.

  That is, in the vehicle hood structure disclosed in Patent Document 1, the hood is protected by securing the rigidity and strength of the hood for protecting the collision object, and when the impact load of a predetermined value or more is applied from the front of the vehicle body, It is difficult to achieve both the so-called hood bending effect of preventing the hood from moving rearward of the vehicle during a frontal collision.

  In consideration of the above facts, the present invention is for a vehicle capable of ensuring both the rigidity and strength of the hood for protecting the collision body and the bending effect of the hood when an impact load of a predetermined value or more is applied from the front of the vehicle body. The purpose is to provide a hood structure.

According to a first aspect of the present invention, there is provided a hood structure for a vehicle comprising a hood outer panel and a hood inner panel disposed below the hood outer panel, and a rear portion in the longitudinal direction of the vehicle body mounted and supported on the vehicle body via a hood hinge. Because
The hood inner panel has a skeleton formed in a central region excluding the outer peripheral edge with a predetermined interval in the longitudinal direction of the vehicle body and continuously formed only along the vehicle width direction. The skeleton has both ends in the vehicle width direction. It is characterized by reaching both ends of the inner panel in the vehicle width direction.

  Therefore, the skeleton is formed in the central region excluding the outer peripheral edge of the hood inner panel at a predetermined interval in the longitudinal direction of the vehicle body, and is continuously formed only along the vehicle width direction. It reaches both ends of the panel in the vehicle width direction. For this reason, the rigidity and intensity | strength of the hood for protecting a collision body are securable by these frame | skeletons. As a result, when the colliding body collides with the hood from the upper side of the vehicle body to the lower side of the vehicle body, the portion of the hood where the collision body collides can be prevented from being locally deformed, and the occurrence of the secondary collision can be suppressed. .

  Further, the skeleton formed on the hood inner panel is continuously formed only along the vehicle width direction, and the rigidity and strength of the hood are low along the vehicle body front-rear direction where the skeleton is not formed. For this reason, when an impact load of a predetermined value or more is applied from the front of the vehicle body, the hood is easily bent between the front end portion and the rear portion mounted and supported on the vehicle body via the hood hinge, and the front of the vehicle It is possible to prevent the hood from moving rearward in the event of a collision.

  As a result, it is possible to ensure both the rigidity and strength of the hood for protecting the collision body and the bending effect of the hood when an impact load of a predetermined value or more is applied from the front of the vehicle body.

  According to a second aspect of the present invention, there is provided the vehicle hood structure according to the first aspect, wherein the cross section of the skeleton cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction. And

  Therefore, in addition to the content described in claim 1, the cross-sectional shape of the skeleton cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction, so that the collision body is protected throughout the vehicle width direction of the hood. Therefore, the rigidity and strength of the hood can be ensured.

  The present invention according to claim 1 is a vehicle hood structure including a hood outer panel and a hood inner panel disposed below the hood outer panel, and a rear part of the vehicle body in the front-rear direction is attached to and supported by the vehicle body via a hood hinge. The hood inner panel has a skeleton formed in a central region excluding the outer peripheral edge with a predetermined interval in the longitudinal direction of the vehicle body and continuously formed only along the vehicle width direction. Because it has reached both ends of the inner panel in the vehicle width direction, it is possible to achieve both the rigidity and strength of the hood and the bending effect of the hood when an impact load of a predetermined value or more is applied from the front of the vehicle body. Has an effect.

  The present invention according to claim 2 is the hood structure for a vehicle according to claim 1, wherein the cross-sectional shape of the skeleton cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction. In addition to the effect described in 1, it has an excellent effect that the rigidity and strength of the hood for protecting the collision body can be secured in the entire width direction of the hood.

  A vehicle hood structure according to a first embodiment of the present invention will be described with reference to FIGS.

  In the figure, the arrow UP indicates the vehicle body upward direction, the arrow FR in the figure indicates the vehicle body front direction, and the arrow IN in the figure indicates the vehicle width inside direction.

  As shown in FIG. 1, a hood 10 of the present embodiment is a front hood that covers an engine room formed at the front part of a vehicle body so as to be openable and closable, and has both ends in the vehicle width direction at the rear part of the hood 10 in the longitudinal direction of the vehicle body. 10 </ b> A is supported by a hood hinge 11 on a vehicle body, for example, a cowl side portion on the front side of the front windshield glass 13.

  As shown in FIG. 2, the hood 10 is smoothly curved downward from the rear side of the vehicle body toward the front side of the vehicle body, and the hood lock device 15 disposed at the center in the vehicle width direction of the front end portion 10B The room can be kept closed.

  The hood 10 includes a hood outer panel 12 that constitutes the vehicle body outer side surface of the hood 10, and a hood inner panel 14 that is disposed inside the hood outer panel 12 (back side) and constitutes the inner portion of the hood 10. . Further, the outer periphery of the hood outer panel 12 is coupled to the outer periphery of the hood inner panel 14, and the hood 10 is a so-called wave-shaped hood having a middle structure between the hood outer panel 12 and the hood inner panel 14. . In addition, the appropriate location of the center part of the hood outer panel 12 and the hood inner panel 14 is adhere | attached with the adhesive agent.

  As shown in FIG. 1, the outer peripheral edge portion of the hood inner panel 14 is composed of a front end edge portion 14A, a rear end edge portion 14B, and left and right vehicle width direction end portions 14C, 14D. The inside of the edge portion 14B and the left and right vehicle width direction end portions 14C and 14D is a central region 14E. Further, the front end edge portion 14A, the rear end edge portion 14B, and the left and right vehicle width direction both end portions 14C and 14D are formed by projecting and deforming the hood inner panel 14 downward by pressing or the like, Rigidity and strength are higher than those in the region 14E.

  In addition, a plurality of beads 18 serving as a skeleton of the hood 10 are continuously formed in a straight line along the vehicle width direction at a predetermined interval in the longitudinal direction of the vehicle body in the central region 14E of the hood inner panel 14. The skeleton has a curved structure (mountain structure) continuous in the vehicle width direction, and indicates an area where the axis in the vehicle width direction is stronger than the surrounding area against bending.

  The beads 18 are formed by projecting and deforming the hood inner panel 14 upward of the vehicle body by press molding or the like, and the cross-sectional shape of each bead 18 and the interval between the beads 18 are substantially equal.

  As shown in FIG. 2, the cross-sectional shape of each bead 18 of the hood inner panel 14 cut along the longitudinal direction of the vehicle body is a circular arc shape protruding upward in the vehicle body, and the top portion 18 </ b> A of each bead 18 has a concave portion. 20 is formed by causing the top portion 18A to bulge downward in the vehicle body by press molding or the like along the vehicle width direction. In addition, an adhesive 22 for bonding the top 18 </ b> A of each bead 18 to the lower surface of the hood outer panel 12 is applied to these recesses 20.

  Further, the cross-sectional shape of the bead 18 cut along the longitudinal direction of the vehicle body is substantially constant over the vehicle width direction.

  The cross-sectional shape being substantially constant in the vehicle width direction means a cross-sectional shape in which the bending rigidity and bending strength of the bead 18 are within a predetermined range (−20% to + 20%) in the vehicle width direction. ing. For this reason, the cross-sectional shape may be constant over the vehicle width direction or may be slightly changed.

  Further, both end portions 18B in the vehicle width direction of each bead 18 reach the vicinity of both left and right end portions 14C and 14D in the vehicle width direction formed at both end portions of the hood inner panel 14.

  The top 18A of each bead 18 formed on the hood inner panel 14 is close to the hood outer panel 12. As a result, in these parts, the area of the cross section obtained by cutting the hood 10 along the vehicle width direction is smaller than that of other parts, and the rigidity and strength of the hood 10 are lower than those of other parts. Yes. As a result, as shown in FIG. 2, when the vehicle body collides with the wall M or the like from the front (front collision) and an impact load (arrow F in FIG. 2) of a predetermined value or more is applied from the front of the vehicle body, the hood 10 10A in the vehicle width direction are respectively supported by the vehicle body by the hood hinge 11, so that the top portion 18 </ b> A of each bead 18 formed on the hood inner panel 14 becomes a starting point of bending of the hood 10.

  As shown in FIG. 1, a crash bead 26 is formed at each of the left and right vehicle width direction end portions 14C and 14D on the extension line of the top 18A of the second bead 18 from the front of the vehicle body to the vehicle width direction outside. Has been. These crush beads 26 are formed by bulging a part of the hood inner panel 14 toward the hood outer panel 12 by pressing or the like. For this reason, the thickness of the hood 10 is reduced in the portion where the crash bead 26 is formed, and the portion where the crash bead 26 is formed is more rigid and more rigid than the other portions in the left and right end portions 14C and 14D. The strength is low.

  Therefore, as shown in FIG. 2, when the vehicle body collides with the wall M or the like from the front (front collision) and an impact load (arrow F in FIG. 2) of a predetermined value or more is applied from the front of the vehicle body, Since both end portions 10 </ b> A in the vehicle width direction are supported by the vehicle body by the hood hinges 11, the crash beads 26 (see FIG. 1) serve as starting points for bending the hood 10.

  That is, by forming the crash bead 26, the hood 10 is bent at the top 18A of the second bead 18 from the front of the vehicle body. When the crush bead 26 is not formed, the hood 10 is bent at the top portion 18A of at least one of the beads 18.

  Next, the operation of this embodiment will be described.

  In the present embodiment, as shown in FIG. 2, when the collision body K collides with the hood 10 from the diagonally upper front direction of the vehicle body to the diagonally lower rear direction (arrow A direction), the hood inner panel together with the hood outer panel 12. 14 beads 18 are deformed downward to absorb collision energy.

  At this time, each bead 18 is formed in the hood inner panel 14 at a predetermined interval in the longitudinal direction of the vehicle body and continuously formed along the vehicle width direction, and both end portions 18B in the vehicle width direction of each bead 18 are formed in the hood inner panel 14. It reaches the vicinity of the left and right vehicle width direction both ends 14C, 14D formed at both ends. As a result, the rigidity and strength of the hood 10 for protecting the collision body K can be ensured by the beads 18. For this reason, it can prevent that the site | part of the hood 10 which the collision body K collided can deform | transform locally, and can suppress generation | occurrence | production of what is called a secondary collision that the hood 10 collides with the components in an engine room.

  Moreover, since each bead 18 is long along the vehicle width direction, the stress at the time of collision can be propagated to a wide range of the hood 10, and the energy absorption amount at the initial stage of the collision can be increased. As a result, the maximum acceleration in the latter half of the collision can be reduced.

  As a result, as shown in FIG. 3, the relationship between the stroke S of the collision body K and the negative acceleration G that is the deceleration of the collision body K is that the acceleration G increases as the stroke S increases, and the stroke S0 After the acceleration G reaches the maximum value G0, the acceleration G decreases as the stroke S increases, and the acceleration G becomes substantially constant G1 in the late stage of the collision.

  Further, since the beads 18 formed on the hood inner panel 14 are continuously formed only along the vehicle width direction, the rigidity and strength of the hood 10 are low along the longitudinal direction of the vehicle body where the beads 18 are not formed. It has become. As a result, as shown in FIG. 2, when the vehicle body projects forward against the wall M or the like and an impact load (arrow F in FIG. 2) of a predetermined value or more is applied from the front of the vehicle body, the hood 10 is moved to the front end portion 10B. And both ends are easily bent between the vehicle width direction both ends 10A which are attached and supported on the vehicle body via the hood hinges 11, respectively.

  At this time, the crash bead 26 formed at the left and right vehicle width direction end portions 14C and 14D on the line extending from the front of the hood inner panel 14 to the vehicle width direction outside of the top portion 18A of the second bead 18 from the front of the vehicle body is started. Thus, as indicated by a two-dot chain line in FIG. 2, the hood 10 is easily bent into a convex U-shape upward from the vehicle body at the top 18 </ b> A of the second bead 18 from the front of the vehicle body of the hood inner panel 14.

  For this reason, it is possible to prevent the hood 10 from moving rearward of the vehicle body (arrow B in FIG. 2) at the time of a frontal collision of the vehicle.

  As a result, in this embodiment, the rigidity and strength of the hood 10 for protecting the collision body K are secured, and when an impact load F of a predetermined value or more is applied from the front of the vehicle body, the hood 10 is bent and deformed. It is possible to achieve both the so-called bending effect of the hood 10 that prevents the hood 10 from moving rearward of the vehicle body at the time of a frontal collision of the vehicle.

  Further, in the present embodiment, since the cross-sectional shape of the bead 18 cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction, the hood for protecting the collision body K in the entire vehicle width direction of the bead 18. 10 rigidity and strength can be secured.

  In addition, the vehicle width direction both ends 18B of each bead 18 may be configured to reach the left and right vehicle width direction both ends 14C and 14D formed at both ends of the hood inner panel 14.

  Further, the crash bead 26 has other parts such as left and right vehicle width direction end portions 14C and 14D which are on the extension line of the top 18A of the hood inner panel 14 other than the second bead 18 from the front of the vehicle body to the vehicle width direction outer side. You may form in.

  Further, the crush beads 26 may be formed at a plurality of portions of the left and right end portions 14C and 14D in the left and right vehicle widths which are on the extension line of the top portion 18A of the plurality of beads 18 to the outside in the vehicle width direction.

  Further, the hood 10 may be deformed without forming the crash bead 26.

  Next, a second embodiment of the vehicle hood structure of the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 4, in this embodiment, each bead 18 continuously formed along the vehicle width direction on the hood inner panel 14 meanders in the vehicle body front-rear direction, and each bead 18 formed on the hood inner panel 14 is It is wavy when viewed from the top and bottom of the car body.

  Next, the operation of this embodiment will be described.

  In the present embodiment, in addition to the effects of the first embodiment, each bead 18 formed on the hood inner panel 14 is waved when viewed from the vehicle body vertical direction, so that each bead 18 is linear as in the first embodiment. The rigidity and strength of the hood 10 are increased as compared with the case of the above. As a result, when the collision body K collides, the energy absorption amount at the initial stage of the collision further increases compared to the first embodiment. For this reason, more efficient energy absorption becomes possible.

  In the above embodiment, the plurality of beads 18 are waved when viewed from the top and bottom of the vehicle body. Instead, the plurality of beads 18 are designed as the rear end edge portion 10C of the hood 10 as shown in FIG. It may be formed continuously in a circular arc shape when viewed from above and below the vehicle body. In this case, as in the configuration of FIG. 4, the rigidity and strength of the hood 10 are increased, and the distance between the adhesive 22 disposed on the rearmost bead 18 and the rear edge 10C of the hood 10 is defined as the vehicle width. Since it can be made substantially constant along the direction, the dent resistance performance in the vicinity of both ends in the vehicle width direction at the rear portion of the hood 10 can be improved as compared with the case where each bead 18 is linear as in the first embodiment.

  Next, a third embodiment of the vehicle hood structure of the present invention will be described with reference to FIGS.

  As shown in FIG. 6, the hood 30 of the present embodiment is a front hood that covers an engine room formed at the front part of a vehicle body so as to be openable and closable. Each is supported by a hood hinge 31 on a vehicle body, for example, a cowl side portion on the front side of the front windshield glass 33.

  As shown in FIG. 7, the hood 30 is smoothly curved downward from the rear side of the vehicle body toward the front side of the vehicle body, and the hood lock device 35 disposed at the center in the vehicle width direction of the front end portion 30B The room can be kept closed.

  The hood 30 includes a hood outer panel 32 that constitutes the vehicle body outer surface of the hood 30, and a hood inner panel 34 that is disposed inside the hood outer panel 32 (back side) and constitutes the inner portion of the hood 30. The outer periphery of the hood outer panel 32 is coupled to the outer periphery of the hood inner panel 34. In addition, the appropriate location of the center part of the hood outer panel 32 and the hood inner panel 34 is adhere | attached with the adhesive agent.

  As shown in FIG. 6, the outer peripheral edge portion of the hood inner panel 34 is composed of a front end edge portion 34A, a rear end edge portion 34B, and left and right vehicle width direction both end portions 34C, 34D. The inner side of the edge 34B and the left and right ends 34C and 34D in the vehicle width direction is a central region 34E. Further, the front end edge portion 34A, the rear end edge portion 34B, and the left and right vehicle width direction both end portions 34C, 34D are formed by projecting and deforming the hood inner panel 34 downward by pressing or the like, Rigidity and strength are higher than those in the region 34E.

  In the central region 34E of the hood inner panel 34, a plurality of beams 38 serving as a skeleton of the hood 30 are continuously formed in a straight line along the vehicle width direction at predetermined intervals in the longitudinal direction of the vehicle body.

  A through-hole 40 is formed along the vehicle width direction between the front end edge 34A of the hood inner panel 34 and the beam 38 positioned most forward of the vehicle body. A connecting flange 42 is linearly formed in the vehicle width direction intermediate portion of the through hole 40 along the longitudinal direction of the vehicle body. The connecting flange 42 causes the front end edge portion 34A and the beam 38 positioned most forward of the vehicle body. It is connected.

  A through hole 44 is formed along the vehicle width direction between adjacent beams 38 in the hood inner panel 34. A connecting flange 46 is linearly formed in the vehicle width direction intermediate portion of the through hole 44 along the vehicle longitudinal direction, and adjacent beams 38 are connected by the connecting flange 46.

  A through hole 48 is formed along the vehicle width direction between the rear end edge portion 34B of the hood inner panel 34 and the beam 38 positioned most rearward of the vehicle body. A connecting flange 50 is formed linearly in the vehicle width direction intermediate portion of the through hole 48 along the longitudinal direction of the vehicle body, and the connecting flange 50 causes the rear end edge portion 34B and the beam 38 positioned most rearward of the vehicle body. It is connected.

  Therefore, the hood 30 has a so-called beam structure, not a middle structure (double structure).

  As shown in FIG. 7, each beam 38 is formed by pressing and deforming the hood inner panel 34 downward by press molding or the like, and the sectional shape of each beam 38 and the interval between the beams 38 are substantially equal. .

  The cross-sectional shape of the beam 38 cut along the longitudinal direction of the vehicle body is a hat cross-sectional shape with the opening portion directed upward of the vehicle body. That is, a front wall portion 38B is formed from the front end portion of the bottom portion 38A toward the upper front side of the vehicle body, and a flange 38C is formed at the upper end portion of the front wall portion 38B substantially toward the front of the vehicle body. Further, a rear wall portion 38D is formed from the rear end portion of the bottom portion 38A toward the rear upper side of the vehicle body, and a flange 38E is formed at the upper end portion of the rear wall portion 38D substantially toward the rear of the vehicle body.

  Further, the cross-sectional shape of the beam 38 cut along the longitudinal direction of the vehicle body is substantially constant over the vehicle width direction.

  The cross-sectional shape being substantially constant in the vehicle width direction means a cross-sectional shape in which the bending rigidity and bending strength of the beam 38 are within a predetermined range (−20% to + 20%) in the vehicle width direction. ing. For this reason, the cross-sectional shape may be constant over the vehicle width direction or may be slightly changed.

  As shown in FIG. 6, both end portions 38 </ b> F in the vehicle width direction of each beam 38 reach left and right end portions 14 </ b> C and 14 </ b> D in the left and right vehicle width directions formed at both end portions of the hood inner panel 14.

  In addition, the site | part which formed each through-hole 40, 44, 48 in the food | hood inner panel 34 in the hood 30 has low rigidity and intensity | strength compared with the site | part which does not form the through-hole. As a result, as shown in FIG. 7, when the vehicle body collides with the wall M or the like from the front (front collision) and an impact load (arrow F in FIG. 7) of a predetermined value or more is applied from the front of the vehicle body, Since both end portions 30 </ b> A in the vehicle width direction are supported on the vehicle body by the hood hinges 31, the portions where the through holes 40, 44, 48 are formed are the starting points for bending the hood 30.

  In addition, crash beads 52 are respectively formed at the left and right vehicle width direction both end portions 34C and 34D on the extension line extending in the vehicle width direction outer side in the center in the front-rear direction in the second through hole 44 from the front of the vehicle body. Yes. These crush beads 52 are formed by bending a part of the hood inner panel 34 to the hood outer panel 32 side by pressing or the like. For this reason, the thickness of the hood 30 is reduced at the site where the crush bead 52 is formed, and the rigidity and strength are reduced.

  Therefore, as shown in FIG. 7, when the vehicle body collides with the wall M or the like (front collision) from the front and an impact load (arrow F in FIG. 7) of a predetermined value or more is applied from the front of the vehicle body, Since both end portions 30 </ b> A in the vehicle width direction are supported by the vehicle body by the hood hinges 31, the crash beads 52 (see FIG. 6) serve as starting points for bending the hood 30.

  That is, by forming the crush bead 52, the hood 30 is bent at the center in the front-rear direction of the second through hole 44 from the front of the vehicle body. When the crush bead 52 is not formed, the hood 30 is bent in at least one of the through holes 44.

  Next, the operation of this embodiment will be described.

  In the present embodiment, as shown in FIG. 7, when the collision body K collides with the hood 30 from the diagonally upper front direction of the vehicle body to the diagonally lower rear direction (arrow A direction), the hood inner panel together with the hood outer panel 32. 34 beams 38 are deformed downward to absorb the collision energy.

  At this time, each beam 38 is formed in the hood inner panel 34 at a predetermined interval in the longitudinal direction of the vehicle body and continuously formed along the vehicle width direction, and both end portions 38F of each beam 38 in the vehicle width direction are formed in the hood inner panel 34. And both left and right vehicle width direction end portions 34C and 34D formed at both end portions. Therefore, the rigidity and strength of the hood 30 for protecting the collision body K can be ensured by these beams 38. As a result, it is possible to suppress the occurrence of a so-called secondary collision in which the hood 30 collides with a component in the engine room.

  Further, since each beam 38 is long in the vehicle width direction, the stress at the time of collision can be propagated to a wide range of the hood 30, and the energy absorption amount at the initial stage of the collision can be increased. As a result, the maximum acceleration in the latter half of the collision can be reduced.

  Further, since the beam 38 formed on the hood inner panel 34 is continuously formed only along the vehicle width direction, the rigidity and strength of the hood 30 are low along the vehicle longitudinal direction where the beam 38 is not formed. It has become. As a result, as shown in FIG. 7, when the vehicle body projects forward against the wall M or the like and an impact load (arrow F in FIG. 7) of a predetermined value or more is applied from the front of the vehicle body, both ends of the hood 30 in the vehicle width direction Since the portions 30A are supported on the vehicle body by the hood hinges 31, the hood 30 is easily deformed.

  At this time, starting from the crash bead 52 formed at the left and right vehicle width direction both ends 34C, 34D on the extension line of the second through hole 44 from the front of the vehicle body to the vehicle width direction outside at the center in the front-rear direction, As shown by a two-dot chain line in FIG. 7, the hood 30 is easily bent into a convex shape upward in the vehicle body at the center in the front-rear direction of the second through hole 44 from the front of the vehicle body. For this reason, it is possible to prevent the hood 30 from moving to the rear of the vehicle body (in the direction of arrow B in FIG. 7) at the time of a vehicle front collision.

  As a result, in the present embodiment, the rigidity and strength of the hood 30 for protecting the collision body K are secured, and when an impact load F of a predetermined value or more is applied from the front of the vehicle body, the hood 30 is bent and deformed. It is possible to achieve both the so-called bending effect of the hood 30 that prevents the hood 30 from moving rearward of the vehicle body at the time of a frontal collision of the vehicle.

  In this embodiment, since the cross-sectional shape of the beam 38 cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction, the hood for protecting the collision body K in the entire vehicle width direction of the beam 38. 30 rigidity and strength can be secured.

  Further, in the present embodiment, the front end edge portion 34 </ b> A and the beam 38 positioned most forward in the vehicle body are connected by the connecting flange 42, and the adjacent beams 38 are connected by the connecting flange 46. Further, the rear end edge portion 34B and the beam 38 positioned most rearward of the vehicle body are connected by the connecting flange 50.

  As a result, the load at the time of collision is propagated to the adjacent front end edge 34A, beam 38 or rear end edge 34B by the connecting flanges 42, 46 and 50. For this reason, the relationship between the stroke S of the collision body K and the negative acceleration G which is the deceleration of the collision body K is as shown in FIG. That is, the present embodiment shown by a solid line in FIG. 8 and a comparative example in which the front end edge 34A, the beam 38, and the rear end edge 34B are not connected by the connecting flanges 42, 46, and 50 shown by a broken line in FIG. In this embodiment, as shown by hatching in FIG. 8, it is possible to increase the energy absorption amount at the initial stage of the collision. For this reason, in this embodiment, since the maximum acceleration G1 in the latter half of the collision can be reduced, energy can be absorbed more efficiently than in the comparative example.

  Further, in the present embodiment, the front end edge portion 34 </ b> A and the beam 38 positioned most forward in the vehicle body are connected by the connecting flange 42, and the adjacent beams 38 are connected by the connecting flange 46. Further, the rear end edge portion 34B and the beam 38 positioned most rearward of the vehicle body are connected by the connecting flange 50. As a result, the rigidity and strength of the hood inner panel 34 are improved. For this reason, the assembly accuracy of the hood inner panel 34 to the hood outer panel 32 is improved, and the assembly is facilitated, so that the productivity of the hood 30 is improved.

  A plurality of connecting flanges 42, 46, and 50 may be disposed between the front end edge 34A, the beam 38, and the rear end edge 34B.

  Further, the vehicle width direction both end portions 38F of each beam 38 may reach the vicinity of the left and right vehicle width direction both end portions 34C and 34D formed at both end portions of the hood inner panel 14.

  The crush bead 52 has left and right vehicle width directions that are on an extension line extending outward in the vehicle width direction at the center in the front-rear direction in the through holes 40, 44, 48 other than the second through hole 44 from the front of the vehicle body of the hood inner panel 34. You may form in other site | parts, such as the site | part of both ends 34C and 34D.

  Further, the crush beads 52 may be formed at a plurality of portions of the left and right vehicle width direction both end portions 34C and 34D which are on an extension line of the through holes 40, 44 and 48 to the vehicle width direction outer side at the center in the front-rear direction.

  Further, the hood 30 may be deformed without forming the crash bead 52.

  In the above embodiment, the cross-sectional shape of each beam 38 and the interval between the beams 38 are substantially equal. Instead, the cross-sectional shape (height and width) of each beam 38 is changed in the longitudinal direction of the vehicle body. A configuration may be adopted in which the interval between the beams 38 is changed in the front-rear direction.

  Next, a fourth embodiment of the vehicle hood structure of the present invention will be described with reference to FIGS.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 9 and 10, in this embodiment, the bead 18 on the rear side of the hood 10 is larger than the bead 18 on the front side of the hood 10.

  That is, as shown in FIG. 9, the width W2 of the bead 18 on the rear side of the hood 10 is larger than the width W1 of the bead 18 on the front side of the hood 10, and as shown in FIG. Compared with the height H1 of the bead 18 on the front side of the hood 10, the height H2 of the bead 18 on the rear side of the hood 10 is larger.

  Next, the operation of this embodiment will be described.

  In the present embodiment, in addition to the operational effects of the first embodiment, a light collision body collides by increasing the bead 18 on the rear side of the hood 10 as compared with the bead 18 on the front side of the hood 10. Compared to the rigidity and strength of the front side of the hood 10 that has a high possibility, the rigidity and strength of the rear side of the hood 10 that is likely to collide with a heavy impact body can be increased. As a result, energy can be efficiently absorbed in the entire area of the hood 10.

  In the above, the present invention has been described in detail for specific embodiments. However, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, the cross-sectional shape of the bead 18 cut along the longitudinal direction of the vehicle body in the first, second, and fourth embodiments is not limited to the arc shape protruding upward in the vehicle body, and may be another shape.

  That is, as in the fifth embodiment shown in FIG. 11, the cross-sectional shape of the central region 14E of the hood inner panel 14 cut along the longitudinal direction of the vehicle body is a sine wave shape, and the peak portion of the sine wave is a bead 18. It is good also as a structure.

  Further, as in the sixth embodiment shown in FIG. 12, the cross-sectional shape of the central region 14E of the hood inner panel 14 cut along the longitudinal direction of the vehicle body has a mountain portion as a bead 18 and the top portion 18A is a central portion in the longitudinal direction. It is good also as the structure made into the sawtooth shape in the back side.

  Further, the cross-sectional shape of the beam 38 cut in the longitudinal direction of the vehicle body in the third embodiment is not limited to the hat cross-sectional shape in which the opening portion is directed upward of the vehicle body, but is an arc shape in which the opening portion is directed upward of the vehicle body. It is good also as other shapes, such as.

It is a top view which shows the hood outer panel which shows the hood structure for vehicles which concerns on 1st Embodiment of this invention with a dashed-two dotted line. It is an expanded sectional view along line 2-2 in FIG. It is a graph which shows the relationship between the stroke of a collision object and acceleration in the hood structure for vehicles concerning a 1st embodiment of the present invention by the simplified waveform. It is a top view which shows the hood outer panel which shows the hood structure for vehicles which concerns on 2nd Embodiment of this invention with a dashed-two dotted line. It is a top view which shows the hood outer panel which shows the hood structure for vehicles which concerns on the modification of 2nd Embodiment of this invention with a dashed-two dotted line. It is a top view which shows the hood outer panel which shows the hood structure for vehicles which concerns on 3rd Embodiment of this invention with a dashed-two dotted line. FIG. 7 is an enlarged cross-sectional view taken along line 7-7 in FIG. It is a graph which shows the relationship between the stroke of a collision object and acceleration in the hood structure for vehicles concerning a 3rd embodiment of the present invention by the simplified waveform. It is a top view which shows the hood outer panel which shows the hood structure for vehicles which concerns on 4th Embodiment of this invention with a dashed-two dotted line. FIG. 10 is an enlarged cross-sectional view taken along line 10-10 in FIG. 9. It is sectional drawing corresponding to FIG. 2 which shows the hood structure for vehicles which concerns on 5th Embodiment of this invention. It is sectional drawing corresponding to FIG. 2 which shows the hood structure for vehicles which concerns on 6th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Hood 10A The vehicle width direction both ends of the vehicle body front-back direction rear part of a hood 11 Hood hinge 12 Hood outer panel 14 Hood inner panel 14A Front edge part (outer peripheral edge part) of food inner panel
14B Rear edge of hood inner panel (outer peripheral edge)
14C Both ends of the hood inner panel in the vehicle width direction (outer periphery)
Both ends of the 14D hood inner panel in the vehicle width direction (outer periphery)
14E Central area of food inner panel 18 Bead (skeleton)
18A Bead top 18B Bead vehicle width direction both ends 30 Hood 30A Vehicle width direction both ends of vehicle body front-rear direction rear portion 31 Hood hinge 32 Hood outer panel 34 Hood inner panel 38 Beam (framework)
38F Beam width direction both ends 40 Through hole 42 Connecting flange 44 Through hole 46 Connecting flange 48 Through hole 50 Connecting flange

Claims (2)

A vehicle hood structure comprising a hood outer panel, and a hood inner panel disposed below the hood outer panel, the vehicle body front-rear direction rear portion being mounted and supported on the vehicle body via a hood hinge,
The hood inner panel has a skeleton formed in a central region excluding the outer peripheral edge with a predetermined interval in the longitudinal direction of the vehicle body and continuously formed only along the vehicle width direction. The skeleton has both ends in the vehicle width direction. A vehicle hood structure characterized by reaching both ends of the inner panel in the vehicle width direction.   The vehicle hood structure according to claim 1, wherein a cross-sectional shape of the skeleton cut along the longitudinal direction of the vehicle body is substantially constant in the vehicle width direction.

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