JP2009269448A - Vehicular hood supporting structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular hood supporting structure capable of enhancing the degree of the versatility of the design of a vehicle body front part. <P>SOLUTION: In the vehicular hood supporting structure, a stepped part 15 supported by a wheel house upper member 16 extending in the longitudinal direction and arranged inside a front fender 11 is formed in an upper inner part 14 of the front fender 11. A fourth wall 34 as a receiving face abutted on a lower side of a side edge of a hood via rubber is formed on the stepped part 15, and hood lower brackets 21, 22 extending in the longitudinal direction along the stepped part 15 are fitted to the stepped part. The strength of the hood lower brackets 21, 22 is set so that the hood lower brackets become brittle as they progress to the front of a vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an improvement in a vehicle hood support structure.

  A hood support structure has been proposed that supports a hood on the vehicle body side, particularly on the left and right front fender sides, in order to reduce the impact received by the collision object when the vehicle hood has an impact object from above or diagonally forward. .

As such a conventional vehicle hood support structure, a structure in which a fragile portion is provided in a front fender is known (for example, see Patent Document 1).
Japanese Patent Laid-Open No. 2000-108841

FIG. 3 of Patent Document 1 will be described with reference to FIG. In addition, the code | symbol was reassigned.
FIG. 10 is a cross-sectional view showing a conventional vehicle hood support structure. A front fender 200 includes a vertical wall portion 201 disposed on the inner side in the vehicle width direction and an outer wall portion disposed on the outer side of the vertical wall portion 201. 202, the vertical wall portion 201 is provided with a bracket 204 for receiving the side edge portion 203a of the hood 203 at the upper portion, and a mounting portion 207 for attaching the hood ridge force 206 at the lower end. A fragile portion 208 is formed in the vertical wall portion 201 between the bracket 204 and the mounting portion 207.

  If there is an impact on the hood 203 from above, a downward external force acts on the hood 203 and the hood 203 is displaced downward. This external force is transmitted to the vertical wall portion 201 via the bracket 204, and the fragile portion 208 is crushed. Accordingly, the entire front fender 200 is deformed, and the position of the ridge line portion 200a provided at the upper end of the front fender 200 is lowered.

  As described above, in Patent Document 1, since the front fender 200 is deformed downward to reduce the impact received by the collision object, at least the front fender 200 is deformed downward, that is, the height of the weakened portion 208 is increased. Accordingly, the height of the front fender 200 must be set higher, and the position of the hood 203 needs to be increased in accordance with the front fender 200. The degree of design freedom of the parts is reduced.

  An object of the present invention is to provide a vehicle hood support structure that can increase the degree of freedom in designing the front portion of the vehicle body.

  The invention according to claim 1 is a vehicle hood support structure in which a hood is supported by an upper inner portion of a front fender, and a wheel house that extends in the front inner direction of the front fender and that is disposed inside the front fender. A step portion supported by the upper member is provided, and on this step portion, a receiving surface to be applied to the lower surface of the side edge portion of the hood is formed and a lower hood bracket extending in the front-rear direction along the step portion is attached. The lower hood bracket is characterized in that the strength is set so as to become weaker toward the front of the vehicle.

When there is a collision object on the hood from above, the vehicle front side of the lower hood bracket is deformed downward by the external force at the time of the collision, and further, the downward deformation of the lower hood bracket proceeds to the rear side of the vehicle. As a result, the displacement of the hood gradually moves from the front side of the vehicle to the rear side of the vehicle, so that the entire hood is displaced downward and the energy at the time of collision is absorbed.
Therefore, it is possible to reduce the amount of vertical deformation necessary for energy absorption, and the height of the bracket under the hood can be small.

  In the invention which concerns on Claim 1, the step part extended in the front-back direction and supported by the wheel house upper member arrange | positioned inside the front fender is provided in the upper inner side part of the front fender, A receiving surface that is applied to the lower surface of the side edge is formed, and a lower hood bracket that extends in the front-rear direction is attached along the step, and the strength is set so that the lower hood bracket becomes weaker toward the front of the vehicle. Therefore, if there is an impact on the hood from above, the vehicle front side of the fragile lower hood bracket can be deformed downward first, and then the vehicle rear side of the hood lower bracket can be gradually deformed. By this, the energy at the time of a collision can be absorbed by displacing the whole hood below.

  Therefore, the amount of vertical deformation of the lower hood bracket required for energy absorption can be reduced and the height of the lower hood bracket can be reduced, so that the height of the front fender and the hood can be kept low. It is possible to increase the degree of freedom in designing the front part of the vehicle body.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
FIG. 1 is a cross-sectional view of a main part of a vehicle showing a hood support structure (first embodiment) according to the present invention, and is a view of a front fender 11 and a hood 12 cut in the vehicle width direction and viewed from the front of the vehicle. An arrow (LEFT) in the figure indicates the left side of the vehicle.

  The front fender 11 includes an outer wall portion 13 that is disposed on the outer side in the vehicle width direction and forms a modeling surface, and an upper inner portion 14 that is formed by bending an inner edge of the outer wall portion 13. The step portion 15 is one step lower, and the outer wall portion 13 and the vertical wall 15A connecting the step portion 15 are formed.

  A wheel house upper member 16 is disposed inside the outer wall portion 13 of the front fender 11 in the vehicle width direction. A fender bracket 17 is attached to the upper portion of the wheel house upper member 16, and the step portion 15 is supported by the fender bracket 17. Has been.

  The step portion 15 is provided with hood lower brackets 21 and 22 (only reference numeral 22 is shown) as shock absorbing members near the inner edge thereof, and rubbers 23 are attached to the lower hood brackets 21 and 22, respectively. Rubber 23 is applied to the lower surface of the hood 12.

  The wheel house upper member 16 is a member having a closed cross section formed of a member main body 25 having a U-shaped cross section and a cover member 26 formed in a U-shaped cross section so as to close the opening of the member main body 25.

The fender bracket 17 is a member having a U-shaped cross section, and is arranged such that the opening faces inward in the vehicle width direction.
The lower hood bracket 22 is a member having a W-shaped cross section, and is integrally connected so that the four first walls 31 to the fourth wall 34 are bent at the bent portions 36 to 38, and the first wall 31 is the fender bracket 17. The rubber 23 is attached to the fourth wall 34.

The fourth wall 34 is a receiving surface that is applied to the lower surface of the side edge of the hood 12, that is, the lower surface 42 b of the inner panel 42 via the rubber 23.
The hood lower bracket 21 has the same structure as the hood lower bracket 22 and will not be described in detail.

  The hood 12 includes an outer panel 41 that forms a modeling surface and an inner panel 42 that is attached to the inner side of the outer panel 41. The side edge of the outer panel 41 is aligned with the upper end of the front fender 11. The lower surface 42 b of the inner panel 42 is supported by the rubber 23.

  FIG. 2 is a perspective view of a main part of a vehicle showing a hood support structure (first embodiment) according to the present invention (an arrow (FRONT in the figure represents the front of the vehicle; the same applies hereinafter)), and the front fender 11. The wheel house upper member 16 is arranged on the inner side in the vehicle width direction so as to extend in the vehicle front-rear direction, and a step portion 15 extending above the wheel house upper member 16 and extending in the vehicle front-rear direction is an upper inner portion 14 of the front fender 11. The two hood lower brackets 21 and 22 are attached to the step portion 15 and separated from each other in the front-rear direction.

  In the lower hood brackets 21, 22, the strength of the hood lower bracket 21 on the vehicle front side with respect to the hood lower bracket 22 is different from the plate thickness, material, size, and shape, and buckles up and down to be crushed. That is, the buckling strength is low, that is, it is fragile. Reference numeral 45 denotes a bulkhead upper connected to the inner surface of the wheel house upper member 16.

Next, the operation of the hood support structure described above will be described.
3 (a) and 3 (b) are operation diagrams showing the operation of the hood support structure (first embodiment) according to the present invention.
(A) shows the lower hood brackets 21 and 22 before the collision object collides with the hood 12. Only the left half of the hood 12 is shown.

  In (b), there is a collision object at the front part of the hood 12, and as shown by an arrow A, when an external force acts on the front part of the hood 12, the external force is transmitted from the hood 12 to the lower hood brackets 21 and 22, and Both the brackets 21 and 22 are deformed.

At this time, the lower hood bracket 21 is deformed larger than the lower hood bracket 22 and absorbs collision energy.
The hood 12 is displaced so that the front part is largely displaced downward and rotates as indicated by an arrow B with the rear part as a fulcrum.

  As the hood 12 is displaced downward, the lower hood bracket 22 is gradually deformed downward, and the entire hood 12 is displaced downward. As a result, both the lower hood brackets 21 and 22 absorb the impact at the time of collision.

  If the buckling strength of the lower hood brackets 21 and 22 is the same and both are low buckling strength, both the lower hood brackets 21 and 22 are crushed at the initial stage of the collision by an external force acting on the hood 12. On the contrary, a large reaction force is generated, and the collision object receives a large impact force.

  Also, if the buckling strength of the lower hood brackets 21 and 22 is the same and both are set to a high buckling strength, both the lower hood brackets 21 and 22 are less likely to be crushed by the external force acting on the hood 12. The collision object receives a large impact force.

  On the other hand, in the present invention, the lower hood bracket 21 on the front side of the vehicle has a lower buckling strength than the lower hood bracket 22 on the rear side of the vehicle. The lower hood bracket 21 is first deformed to displace the front part of the hood 12 downward, and subsequently the lower hood bracket 22 is deformed to displace the rear part of the hood 12 downward to By displacing downward, large energy can be effectively absorbed at the time of collision.

  Therefore, the amount of vertical deformation of the lower hood brackets 21 and 22 required for energy absorption can be reduced. That is, the height of the lower hood brackets 21 and 22 can be reduced.

4A to 4D are perspective views (second embodiment) showing another embodiment of the lower hood bracket according to the present invention. The same components as those in the embodiment shown in FIG.
A lower hood bracket 50 shown in FIG. 5A is a member having a W-shaped cross section composed of a first wall 31, a second wall 52, a third wall 53, and a fourth wall 34. A long hole 56 (long axis length L1) for strength adjustment is opened.

  The lower hood bracket 60 shown in (b) is a member having a W-shaped cross section composed of a first wall 61, a second wall 62, a third wall 63 and a fourth wall 64, and the vertical direction on the bent portions 66 to 68, respectively. A long hole 56 for adjusting the buckling strength is formed.

  The lower hood bracket 70 shown in (c) is a member having a W-shaped cross section composed of the first wall 31, the second wall 72, the third wall 73, and the fourth wall 34, and is buckled in the vertical direction on the bent portion 75. Long holes 76 and 76 (each major axis length L2) for strength adjustment are opened.

  The lower hood bracket 80 shown in (d) is a member having a W-shaped cross section made up of the first wall 81, the second wall 82, the third wall 83, and the fourth wall 84, and is vertically arranged on the bent portions 86 to 88, respectively. The long holes 76 and 76 (each long axis length L2) for adjusting the buckling strength of each are formed.

  The long axis lengths L1, L2 and the number of the long holes 56, 76 shown in the above (a) to (d) are factors that mainly adjust the rigidity at the initial stage of buckling deformation. If L2 is large and the number is large, the load generated in the initial stage of buckling deformation becomes small. If the major axis lengths L1 and L2 are small and the number is small, the load generated in the initial stage of buckling deformation becomes large.

  Therefore, by combining the above-described lower hood brackets 50 to 80, or changing the long axis length and number of the long holes 56 and 76, the lower hood bracket on the vehicle front side is made more than the lower hood bracket on the vehicle rear side. It can be made fragile as a low buckling strength.

FIGS. 5A and 5B are perspective views (third embodiment) showing another embodiment of the hood lower bracket according to the present invention. The same components as those in the embodiment shown in FIG.
A lower hood bracket 90 shown in FIG. 5A is a member having a W-shaped cross section in which a bending angle of a bending portion 97 provided between the second wall 92 and the third wall 93 is θ1. The bending angle θ1 is an angle close to 180 °, for example.

  The lower hood bracket 100 shown in (b) is a member having a W-shaped cross section in which the bending angle of the bending portion 107 provided between the second wall 102 and the third wall 103 is θ2. The bending angle θ2 is smaller than the bending angle θ1 shown in (a), for example, an angle close to 90 °.

  The bending angles θ1 and θ2 shown in the above (a) and (b) are factors that mainly adjust the amount of decrease in rigidity in the later stage of buckling deformation. If the bending angle is large as in the bending angle θ1, the seating angle is increased. If the amount of decrease in the load in the later stage of bending deformation increases and the bending angle is small like the bending angle θ2, the amount of decrease in the load in the later stage of buckling deformation decreases.

FIG. 6 is a graph showing the relationship between the load and stroke of the lower hood bracket according to the present invention, and the stroke amount (deformation amount) when the lower hood bracket is forcibly deformed in the vertical direction, and at that time The relationship with the load to be shown is shown.
In the sample of Example 1 (solid line), the bending angle of the bent portion 55 of the lower hood bracket 50 shown in FIG. 4A is set to θ2 shown in FIG. (Low buckling strength) and the load is difficult to decrease even if the stroke is increased.

In the sample of Example 2 (dashed line), the bending angle of the bent part 75 of the lower hood bracket 70 shown in FIG. 4C is θ1, and the rigidity is higher than that of Example 1 (the center seat). Flexural strength) and the stroke amount increases, the load decreases greatly.
The first embodiment described above may be combined on the vehicle front side, and the second embodiment may be combined on the vehicle rear side.

  The sample of Comparative Example 1 (broken line) does not have a long hole formed in the bent part, has a cross-sectional W shape whose bending angle is larger than θ1, and has a higher rigidity than Example 2, but the stroke The load drops abruptly when the amount is small.

  Similarly to the first and second embodiments described above, the lower hood brackets 50, 60, 70, and 80 shown in FIGS. 4A to 4D and the lower hood bracket 90 shown in FIG. By combining 100 with an appropriate combination, it is possible to set a more suitable energy absorption characteristic at the time of collision.

FIG. 7 is a perspective view (fourth embodiment) showing a hood support structure according to the present invention. The same components as those in the first embodiment shown in FIG.
A long hood lower bracket 110 extending in the vehicle front-rear direction is attached to a step portion 15 provided on the upper inner portion 14 of the front fender 11.

  The lower hood bracket 110 is set so that the buckling strength in the vertical direction decreases as it goes toward the front of the vehicle, that is, becomes weak. Reference numeral 115 denotes a fender bracket provided between the wheel house upper member 16 and the step portion 15 and extending in the vehicle front-rear direction.

  For example, rubber (not shown) is attached to the entire upper portion of the lower hood bracket 110, and this rubber is applied to the lower surface of the hood 12 (see FIG. 1), so that the gap between the front fender 11 (see FIG. 1) and the hood 12 is reduced. The sound can be blocked, the sound in the engine room can be hardly transmitted to the outside, and the sound insulation can be improved.

FIGS. 8A and 8B are perspective views (fifth and sixth embodiments) showing another embodiment of the lower hood bracket according to the present invention.
In the fifth embodiment of (a), the lower hood bracket 110 is a member having a W-shaped cross section, and is integrally formed so that the four first walls 111 to the fourth wall 114 are bent at the bent portions 116 to 118. The three elongated holes 121 to 123 are opened on the bent portion 117 in order from the front of the vehicle to the rear of the vehicle.
When the major axis lengths of the long holes 121 to 123 are L3 to L5, the relationship is L3>L4> L5.

The lower hood bracket 110 is divided into three parts in the longitudinal direction of the vehicle, that is, the front bracket 125, the intermediate bracket 126, and the rear bracket 127 in order from the front to the longitudinal direction by the two-dot chain line in the figure. When divided, a slot 121 is provided in the front bracket 125, a slot 122 is provided in the intermediate bracket 126, and a slot 123 is provided in the rear bracket 127.
With such a structure, the buckling strength in the vertical direction decreases in order as the lower hood bracket 110 moves from the rear bracket 127 toward the front bracket 125.

  The lower hood bracket 130 of the sixth embodiment shown in (b) is a member having a W-shaped cross section, and the four first walls 111, the second wall 132, the third wall 133, and the fourth wall 114 are bent portions 116, respectively. 137 and 118 are integrally formed so as to be bent, and a plurality of long holes 141 are formed on the bent portion 137. The long axis length of the long hole 141 is L6.

The lower hood bracket 130 is divided into three parts in the longitudinal direction of the vehicle, that is, the front bracket 145, the intermediate bracket 146, and the rear bracket 147 in order from the front to the longitudinal direction by the two-dot chain line in the figure. When divided, three slots 111 are provided in the front bracket 145, two slots 141 are provided in the intermediate bracket 146, and one slot 141 is provided in the rear bracket 147. . That is, in the front bracket 145 and the intermediate bracket 146, the pitch between the adjacent long holes 141, 141 is narrower in the front bracket 145.
With such a structure, the buckling strength in the vertical direction decreases in order as the lower hood bracket 130 moves from the rear bracket 147 toward the front bracket 145.

  FIG. 9 is a perspective view (seventh embodiment) showing a hood support structure according to the present invention. A hood lower bracket 110 is attached to a step portion 15 provided on the upper inner portion 14 of the front fender 11, and the bulkhead upper is shown. At the upper part of 45, hood lower brackets 151 and 152 as shock absorbing members having a receiving surface applied to the lower surface of the hood 12 (see FIG. 1) are attached.

  The lower hood bracket 151 is a rear wall composed of a bottom wall 154 attached to the upper surface of the bulkhead upper 45, a front lower wall 155, a front upper wall 156, and an upper wall 157 that are bent in order from the bottom wall 154. The upper wall 157 is applied to the lower surface of the hood 12 through rubber (not shown).

  The lower hood bracket 152 is a rear wall composed of a bottom wall 161 attached to the upper surface of the bulkhead upper 45, a front lower wall 162 that is bent in order from the bottom wall 161, a front upper wall 163, and an upper wall 164. The upper wall 164 is applied to the lower surface of the hood 12 through rubber (not shown).

  As shown in FIGS. 1 and 2, in the vehicle hood support structure in which the hood 12 is supported by the upper inner portion 14 of the front fender 11, the front fender 11 extends to the upper inner portion 14 in the front-rear direction. A step portion 15 supported by a wheel house upper member 16 disposed inside the front fender 11 is provided, and a fourth wall 34 as a receiving surface applied to the side edge lower surface 42 b of the hood 12 is provided on the step portion 15. The lower hood brackets 21 and 22 extending in the front-rear direction along the step portion 15 are attached, and the strength is set so that the lower hood brackets 21 and 22 become weaker toward the front of the vehicle. Therefore, when there is an impact on the hood 12 from above, the vehicle front side of the fragile lower hood bracket, that is, under the hood After the racket 21 is deformed downward first, the vehicle rear side of the lower hood bracket, that is, the lower hood bracket 22 can be gradually deformed. It can absorb energy.

  Accordingly, the amount of vertical deformation of the lower hood brackets 21 and 22 necessary for energy absorption can be reduced, and the height of the lower hood brackets 21 and 22 can be reduced. Can be kept low, and the degree of freedom in designing the front part of the vehicle body can be increased.

  In the present embodiment, as shown in FIG. 2, the two hood lower brackets 21 and 22 are arranged side by side in the front-rear direction so that the front side of the vehicle is fragile. A plurality of lower hood brackets may be arranged side by side in the front-rear direction so that the side becomes fragile.

  The hood support structure of the present invention is suitable for an automobile.

It is principal part sectional drawing of the vehicle which shows the hood support structure (1st Embodiment) which concerns on this invention. It is a principal part perspective view of the vehicle which shows the hood support structure (1st Embodiment) which concerns on this invention. It is an operation | movement figure which shows the effect | action of the food support structure (1st Embodiment) which concerns on this invention. It is a perspective view (2nd Embodiment) which shows another embodiment of the hood lower bracket which concerns on this invention. It is a perspective view (3rd Embodiment) which shows another embodiment of the hood lower bracket which concerns on this invention. It is a graph which shows the relationship between the load and stroke of the hood lower bracket which concerns on this invention. It is a perspective view (4th Embodiment) which shows the hood support structure which concerns on this invention. It is a perspective view (5th Embodiment, 6th Embodiment) which shows another embodiment of the hood lower bracket which concerns on this invention. It is a perspective view (7th Embodiment) which shows the hood support structure which concerns on this invention. It is sectional drawing which shows the conventional hood support structure for vehicles.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Front fender, 12 ... Hood, 14 ... Upper inner part, 15 ... Step part, 16 ... Wheel house upper member 21, 22, 50, 60, 70, 80, 90, 100, 110, 130 ... Under-hood bracket , 34, 64, 84, 114 ... receiving surface (fourth wall).

Claims (1)

In the vehicle hood support structure in which the hood is supported by the upper inner part of the front fender,
A step portion extending in the front-rear direction and supported by a wheel house upper member disposed inside the front fender is provided on an upper inner portion of the front fender, and on the lower portion of the side edge portion of the hood, the step portion is provided. A lower hood bracket extending in the front-rear direction is formed along the stepped portion, and a strength is set so that the lower hood bracket becomes weaker toward the front of the vehicle. A vehicle hood support structure characterized by the above.

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