JP2010179908A - Hood hinge structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hood hinge structure absorbing an impact caused in collision when the collision with a vehicle body and the collisions from the front side of a vehicle body and from the upper side to a hood are generated, in a hood hinge mounted to the body of a vehicle such as an automobile front side openable/closable the hood. <P>SOLUTION: The hood hinge structure 100 includes a hinge base 11 fixed to the vehicle body; and a hinge arm 12 rotatably supported on the hinge base 11 to support the hood to open/close to the vehicle body, and having a curved portion 12c to avoid abutting on a member on the vehicle body side when the hood is opened to the vehicle body. The hinge arm 12 rotates to a curving side of the curved portion 12c to be engaged with a shock absorbing portion 40 provided on the hinge base 12, when the collision from the vehicle body front side or the collision from the vehicle body upper side to the hood is caused. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hood hinge structure in which a hood is attached to a vehicle body of a vehicle such as an automobile so as to be opened and closed.

  In a vehicle such as an automobile, a hood hinge is used to attach the hood to the vehicle body so as to be opened and closed. Various techniques have been proposed for this hood hinge to protect pedestrians in the event of a vehicle collision (see, for example, [Patent Document 1] to [Patent Document 3]).

  As such a technique, for example, a hood hinge having a hinge arm fixed to the hood and a hinge bracket that rotatably supports the hinge arm and fixed to the vehicle body body causes a collision with the hood from above the vehicle body. In order to absorb the impact caused by the collision, a structure using the deformation of the hinge arm (for example, see [Patent Document 1] to [Patent Document 3]) and a structure using the deformation of the hinge bracket (for example, [ Patent Document 2] and [Patent Document 3]).

JP 2004-276717 A JP 2005-254966 A JP 2001-354164 A

  On the other hand, the impact absorption when a collision from the front of the vehicle body occurs is generally performed by deformation of the hood, but since the rigidity of the hood is generally low, the impact absorbed by the deformation of the hood is small, After the hood was deformed, it was supposed to receive an impact on the body body side, which is relatively rigid.

  For example, a structure that prohibits excessive displacement of the hinge arm relative to the hinge bracket with respect to the hood hinge having the same configuration as described above for occupant protection when a collision from the front of the vehicle body occurs (for example, [Patent Document 1] and [Patent Document 2] have been proposed, but such a structure needs to have high rigidity for passenger protection, and is considered to be low in impact absorption due to collision.

  Therefore, in order to protect pedestrians in the event of a vehicle collision, it is desirable to provide a structure that not only absorbs impact due to collision with the hood from above the vehicle body but also absorbs impact due to collision from the front of the vehicle body.

  Here, in the hood hinge having the above-described configuration, the hinge arm has a linear type (see, for example, [Patent Document 2] and [Patent Document 3]), and a type having a curved portion (for example, [Patent Document 1] is known. The bending portion in the latter type of hinge arm is provided to avoid the hinge arm from coming into contact with the fender when the hood is opened and closed with respect to the vehicle body. It was found that it can also be used for shock absorption as described above.

  The present invention buffers a shock caused by a collision from the front of the vehicle body and a collision from above the vehicle body in a hood hinge attached to the vehicle body of a vehicle such as an automobile so that the hood can be opened and closed. An object is to provide a hood hinge structure.

  In order to achieve the above object, an invention according to claim 1 is directed to a hinge base fixed to a vehicle body, a hood that is rotatably supported by the hinge base and that can be opened and closed with respect to the vehicle body. And a hinge arm having a curved portion for avoiding contact with a member on the vehicle body side when the vehicle body is opened with respect to the vehicle body. Alternatively, when a collision with the hood from above the vehicle body occurs, the curved portion rotates to the curved side and engages with a buffer portion provided on the hinge base.

  According to a second aspect of the present invention, in the hood hinge structure according to the first aspect, the hinge arm rotates to the curved side of the curved portion when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs. And is further deformed by bending.

  The invention according to claim 3 is the hood hinge structure according to claim 1 or 2, characterized in that the buffer portion extends from a support portion of the hinge base that rotatably supports the hinge arm. To do.

  According to a fourth aspect of the present invention, in the hood hinge structure according to the third aspect, the hinge arm engages with a restriction portion of the hinge base that restricts excessive rotation when the hood is opened with respect to the vehicle body. It has an engaging part, and the engaging part engages with the buffer part when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs.

  According to a fifth aspect of the present invention, in the hood hinge structure according to the first or second aspect, the buffer portion has the hinge at the curved portion when a collision from the front of the vehicle body or a collision with the hood from above the vehicle body occurs. It is characterized by engaging with an arm.

  The present invention relates to a hinge base fixed to a vehicle body, a hood supported rotatably on the hinge base so that the hood can be opened and closed with respect to the vehicle body, and the vehicle body when the hood is opened with respect to the vehicle body. A hood hinge structure including a hinge arm having a curved portion for avoiding contact with a side member, wherein the hinge arm has a collision from the front of the vehicle body or a collision to the hood from above the vehicle body. When turning to the bending side of the bending portion and engages with the buffer portion provided on the hinge base, the structure can be reduced in size, simplified, easy to manufacture, and relative to the buffer portion and the hinge arm. It is possible to increase the accuracy of position positioning and control the shock absorption, and even when a collision from the front of the vehicle body occurs, a collision with the hood from above the vehicle body occurs. Even that collision According shock buffer the can provide a buffer structure in the hood hinge can be made safe pedestrian.

  The hinge arm rotates to the bending side of the bending portion when a collision from the front of the vehicle body or a collision to the hood from the upper side of the vehicle body occurs. Simplification, facilitation of manufacture, high precision positioning of the relative position of the buffer and hinge arm, high precision of shock absorption control, and improvement of shock absorption are possible. Even if it occurs, even when a collision to the hood from the top of the vehicle body occurs, a shock absorber structure in the hood hinge that can more effectively cushion the impact caused by the collision and make pedestrians safer Can be provided.

  If the buffer portion extends from a support portion of the hinge base that rotatably supports the hinge arm, the structure is more compact, simpler, easier to manufacture, the buffer portion and the hinge. It is possible to increase the accuracy of positioning relative to the arm and increase the accuracy of shock absorption control. Even when a collision from the front of the vehicle occurs, a collision with the hood from above the vehicle occurs. Even if it is, it is possible to provide a shock absorbing structure in the hood hinge that can shock the impact caused by the collision and can ensure the safety of the pedestrian.

  The hinge arm has an engagement portion that engages with a restriction portion of the hinge base that restricts excessive rotation when the hood is opened with respect to the vehicle body, and the engagement portion collides from the front of the vehicle body. Alternatively, if a collision with the hood from above the vehicle body occurs, the engagement portion is used for buffering together with the restriction of the excessive release of the hood, so that the hood is excessively opened. While regulating, it is possible to further reduce the size of the structure, further simplify, facilitate manufacturing, increase the accuracy of positioning of the relative position between the buffer and the hinge arm, and increase the accuracy of shock absorption control. Even when a collision from the front or a collision to the hood from above the vehicle body occurs, the hood hinge can buffer the impact of the collision and provide pedestrian safety. Provide a buffer structure in Door can be.

  If the shock absorber engages with the hinge arm at the curved portion when a collision from the front of the vehicle body or a collision with the hood from above the vehicle body occurs, the structure can be reduced in size, simplified, and manufactured. It is possible to improve the accuracy of positioning the relative position between the shock absorber and the hinge arm, improve the accuracy of shock absorption control, and improve the shock absorption. However, even when a collision with the hood from above the vehicle body occurs, it is possible to provide a shock absorber structure in the hood hinge that can more effectively shock the impact caused by the collision and improve pedestrian safety. .

It is a schematic plan view of a vehicle provided with a hood hinge structure to which the present invention is applied. It is a side view of the hood hinge shown in FIG. FIG. 2 is a side view of the hood hinge and the hood shown in FIG. 1. It is an operation principle figure of the hood hinge structure shown in FIG. It is a 1st structural example of the hood hinge structure shown in FIG. It is a 2nd structural example of the hood hinge structure shown in FIG. It is a 3rd structural example of the hood hinge structure shown in FIG. It is a 4th structural example of the hood hinge structure shown in FIG. It is a 5th structural example of the hood hinge structure shown in FIG. It is a schematic plan view which shows the hood hinge of the form different from the form shown in FIG. It is a conceptual diagram which shows an example at the time of the collision to the hood from the vehicle body upper direction. It is a conceptual diagram which shows that the energy by a collision is represented by the collision intensity | strength and the amount of displacement. It is a conceptual diagram which shows that a difference may arise in the maximum value of collision intensity, even when the energy by collision is constant. It is a conceptual diagram of the energy by the collision when the collision intensity at the start of the collision is low and the collision intensity is averaged. It is a conceptual diagram which shows a mode when the collision from the vehicle body front arises.

FIG. 1 shows an arrangement position of a hood hinge structure to which the present invention is applied.
The hood hinge structure 100 uses the hood hinge 10 to cause a collision when an impact from the front of the vehicle body 20 on which the hood hinge structure 100 is mounted and a collision with the hood 30 from above the vehicle body 20 occur. It absorbs the shock caused by the shock and cushions it.

The figure shows a case where the vehicle body 20 is viewed from above, with the front side of the figure corresponding to the upper side of the vehicle body 20 and the lower side of the figure corresponding to the traveling direction when the vehicle body 20 goes straight ahead. This traveling direction is indicated by an arrow A. The figure shows a part of the left front in the traveling direction A, and the hood hinge structure 100 is also shown only disposed in the left front. A similar hood hinge structure that is symmetric with the hood hinge structure 100 is also arranged on the right front side in the traveling direction A, except that this hood hinge structure is symmetric with the hood hinge structure 100. Since the configuration, operation, and the like are the same, illustration and description thereof are omitted.
Reference numeral 30 indicates a hood that is displaceable with respect to the main body 21 of the vehicle body 20 as described later, and reference numeral 22 indicates a fender that is provided in a stationary state as a member on the main body 21 side. Reference numeral 23 denotes a pillar, and reference numeral 24 denotes a windshield, both of which are provided in a stationary state as members on the main body 21 side.

  The hood hinge 10 is disposed below the hood 30 and the fender 22. The hood hinge 10 mainly includes a hinge base 11 positioned below the fender 22, a hinge arm 12 positioned so as to straddle the hood 30 and the fender 22, and the hinge arm 12 rotatable to the hinge base 11. It has the pin 13 which has connected these in the aspect supported by.

  It is known that the hood hinge is positioned almost entirely under the hood. In this structure, when a collision with the hood occurs, the hinge arm moves with the hood position. In addition, the impact is input to the hinge base as well, and the entire hood hinge is likely to be deformed. On the other hand, in the structure in which the hinge arm 12 is disposed so as to straddle the hood 30 and the fender 22 as in the hood hinge 10 and the hinge base 11 is positioned below the fender 22, the hood 30 collides. Sometimes, even if the position change of the hood 30 occurs, there is an advantage that it is difficult for an impact to be input to the hinge base 11 and the entire hood hinge 10 is hardly deformed.

  As shown in FIG. 2 or 3, the hinge base 11 is fixed to an immovable member constituting the main body 21 located below the hood 30 and the fender 22. The hood hinge structure 100 is not shown.

The hinge arm 12 has a base end portion 12 a supported by a hinge 13 so as to be rotatable by a pin 13. The hinge arm 12 fixedly supports the back side of the rear end edge 30a of the hood 30 at the front end 12b.
The hinge base 11 supports a hinge arm 12 at its upper end portion 11a so as to be rotatable, and this upper end portion 11a functions as a support portion that supports the hinge arm 12 so as to be rotatable.

  In FIG. 3, reference numeral 25 denotes a latch for locking the front end edge 30 b of the hood 30 and prohibiting the opening of the hood 30. The latch 25 is fixed to an immovable member that forms the main body 21 of the vehicle body 20 in the same manner as the hinge base 11. In the figure, reference numeral 26 denotes an engine cover. Further, a bumper (not shown) disposed for buffering an impact from the front of the vehicle body 20 is disposed on the further downstream side in the direction A than the respective components shown in FIG. .

The hood 30 is protected by the latch 25 to shield and protect the engine room 27 containing the engine from the space outside the vehicle body 20.
On the other hand, the hood 30 is in a state where the engine room 27 can be opened to the space outside the vehicle body 20 when the latch by the latch 25 is released.

  Then, in a state where the latch of the hood 30 by the latch 25 is released, as shown by the broken line in FIG. The room 27 is opened to a space outside the vehicle body 20.

  At this time, assuming that the hinge arm 12 has a linear shape along the hood 30 from the base end portion 12a to the tip end portion 12b, an intermediate between the base end portion 12a and the tip end portion 12b. The part abuts on the fender 22 and interferes with the opening of the hood 30, and the opening of the hood 30 is insufficient or impossible.

  Therefore, the hinge arm 12 has a curved portion 12c curved downward so that the intermediate portion escapes from the fender 22, and has a shape called a gooseneck shape as a whole, so that the hood 30 can be When the main body 21 is opened and closed, contact with the fender 22 is avoided in the curved portion 12c, and the hood 30 is sufficiently opened. In addition, the base end part 12a is located in the one end part of the bending part 12c, and the front-end | tip part 12b has comprised linear form in the other end part of the bending part 12c.

  However, in order to prevent the hinge arm 12 from being excessively rotated and the hood 30 from being excessively opened, the hinge arm 12 has a convex portion 12d at the base end portion 12a. As it opens, the convex portion 12d engages with the edge 11b of the hinge base 11, so that the hood 30 is not excessively opened due to excessive rotation of the hinge arm 12. The edge 11b of the hinge base 11 with which the convex portion 12d engages is constituted by the side edge on the upstream side in the A direction, in other words, the rear side of the vehicle body 20, and functions as a restricting portion that restricts such excessive rotation. is there. Moreover, the convex part 12d functions as an engaging part which engages with the edge 11b as a restricting part and restricts such excessive rotation.

  Here, as shown in FIG. 11, a sphere M having a mass m hits the hood 30 from above the vehicle body 20 at a speed v, and the hood 30 changes from a state indicated by a broken line to a state indicated by a solid line by a stroke X Consider the case of deformation. It is assumed that the hood hinge structure 100 is not provided. The collision position of the sphere M with respect to the hood 30 is an area S indicated by hatching in FIG. 1, and the collision direction forms an angle θ with respect to the horizontal as shown in FIG.

As shown in the figure, the hood 30 is bent downward and comes into contact with the engine cover 26, and the deformation is finished in a state where the hinge arm 21 supporting the hood 30 comes into contact with the main body 21. in, assuming that absorbs all the energy ^{E = mv 2/2 [J} ] of the collision, the energy E is represented by the area of the shaded region in the graphs shown in FIG. 12. The collision strength [KN] means the strength of the collision of the sphere M against the hood 30, in other words, a load, and is a function of the deformation amount [mm] of the hood 30. In an actual collision, the hood 30 bends relatively easily due to a load from above, so that the collision energy absorbed in the stroke X is small.

  The graph on the left side of the figure shows the case where the collision strength increases in proportion to the deformation amount of the hood 30, and the graph on the right side of the figure shows that the collision strength is constant regardless of the deformation amount of the hood 30. Although the case, that is, the case where the collision intensity is averaged, the energy absorbed by the hood 30 is E, which is the same.

  As described above, since the deformation of the hood 30 is terminated when the hood 30 abuts on the engine cover 26, the graph on the left side of FIG. However, in the graph on the left side of the figure, although the collision strength at the start of the collision is lower than the collision intensity in the graph on the right side of the figure where the collision strength is averaged, the maximum value P of the collision strength is averaged. It is twice the impact strength P / 2 in the graph on the right side of the figure. Regarding the collision safety, the maximum value of the collision strength is regarded as important. For example, in the example shown in FIG. 13, the maximum value of the collision strength is higher in the graph of C1 corresponding to the left diagram of FIG. 12 than in the graph of C2. Because it is small, it is considered safe. Therefore, in the example shown in FIG. 12, the safety that is relatively matched to the actual collision shown in the graph on the left side of the figure is lower than the case shown in the graph on the right side of the figure. it is conceivable that. For this reason, for improving safety, it is desirable that the collision intensities are averaged as shown in the graph on the right side of the figure. Furthermore, as shown in FIG. 14, the safety is further improved when the collision intensity at the start of the collision is low while the averaging is performed.

  On the other hand, as shown in FIG. 15, a case where a collision from the front of the vehicle body 20 indicated by an arrow F occurs will be considered. It is assumed that the hood hinge structure 100 is not provided. 4A shows a case where the load resistance of the hood hinge 10, particularly the hinge arm 12, is smaller than the load resistance of the hood 30, and FIG. 4B shows the load resistance of the hood hinge 10 higher than the load resistance of the hood 30. This also shows a large case. Except for the energy absorbed by the deformation and displacement of the latch 25, a bumper (not shown), etc., in the case shown in FIG. In the case shown in FIG. 5B, the hood 30 is deformed by the stress indicated by the arrow D, and thereby the energy due to the collision is absorbed.

The magnitude relationship between the load capacity of the hood hinge 10 and the load capacity of the hood 30 depends on the shape, material, thickness, and the like. However, the hood hinge 10 and the hood 30 have the hood hinge 10 that adjusts the load capacity. It is easy to make the hood hinge 10 function as an absorber against such a collision.
Also, when a collision from the front of the vehicle body 20 occurs, it is desirable that the collision strength is averaged as in the case where the collision from above the vehicle body 20 with respect to the hood 30 occurs.

  Under such circumstances, the present inventor has intensively studied, and when shock absorption is performed on the hood hinge 10 side, control is performed so that the collision strength is averaged in both the collision from above and the collision from the front. It has been found that the characteristics shown in FIG. 14 can also be obtained.

This is realized by the hood hinge structure 100.
The operation principle of the hood hinge structure 100 will be described with reference to FIG. It should be noted that the load capacity of the hood 30 and the load capacity of the hood 30 are adjusted such that the load capacity of the hood 30 is increased by adjusting the shape, material, thickness, and the like. As shown in the figure, the hinge arm 12 can be used even when a collision from the front of the vehicle body 20 occurs or even when a collision with the hood 30 from above the vehicle body 20 occurs. As indicated by an arrow E, the base end portion 12a, which is a support position by the pin 13, is displaced in a manner of turning to the bending side of the bending portion 12c. The bending side of the bending portion 12c is a direction opposite to the B direction in which the hinge arm 12 rotates when the engine room 27 is opened, and an arrow E corresponds to this direction. In addition, when the collision from the front of the vehicle body 20 occurs, the rotation of the hinge arm 12 in the E direction is mainly accompanied by bending deformation in which the bending amount of the bending portion 12c increases.

  The hood hinge structure 100 includes an impact absorbing means including a buffer portion 40 provided on the hinge base 11 for absorbing an impact caused by the collision by the engagement of the hinge arm 12 and the hinge base 11 that rotate in this manner. 41. Such engagement may occur simultaneously with the start of rotation of the hinge arm 12 in the E direction, or may occur after the hinge arm 12 has rotated in the E direction to some extent after the start of such rotation.

The buffer portion 40 is a member having a function to be called a stopper against the rotation of the hinge arm 12 in the E direction, receives the hinge arm 12 rotating in the E direction, and is deformed by the engagement with the hinge arm 12. In this way, the shock is absorbed.
The deformation mode of the buffer portion 40 includes plastic deformation, elastic deformation, breakage, and breakage.

  As shown in the figure, the buffer 40 abuts on the hinge arm 12 that rotates in the E direction by a collision. Even when the hinge arm 12 is rotated from the normal state indicated by the solid line in FIG. 5 to the state indicated by the alternate long and short dash line in FIG. Even when the hood 30 is rotated so as to be in a state indicated by a broken line in the drawing, the buffer 40 engages with the hinge arm 12.

  Thus, if the buffer part 40 is comprised so that it may engage with the hinge arm 12 in the outer peripheral surface of the bending part 12c, especially the bending part 12c, it buffers in the buffer part 40 in addition to the bending deformation of the bending part 12c. Obtaining it has the advantage of excellent shock absorption. On the other hand, in the base end portion 12a, for example, in the convex portion 12d, when the buffer portion 40 is engaged with the hinge arm 12, the buffer portion 40 is placed at the center of rotation of the hinge arm 12 such as the upper end portion 11a of the hinge base 11. Since it is provided around a certain pin 13, an increase in size of the hood hinge structure 100 as a whole is suppressed, and there is an advantage of downsizing and simplification.

  Further, since the buffer portion 40 is a part of the hinge base 11, advantages of downsizing and simplification of the structure can be obtained, and advantages of facilitating manufacture of the hood hinge structure 100 can be obtained. There are advantages such as high positioning accuracy relative to the hinge arm 12, easy control of shock absorption, and high accuracy. Furthermore, since the degree of freedom in design of the shape and material of the hinge base 11 is higher than that of the hinge arm 12, the shock absorption can be easily adjusted by arranging the buffer portion 40 on the hinge base 11. There are advantages such as easy control of shock absorption and high accuracy.

  Further, since the shock absorption is carried out by the buffer portion 40 by providing the hood hinge structure 100, the shock absorption is efficiently performed, the retreat of the hood 30 is suppressed, and the safety of the passenger is improved, and the hinge arm 12 is also improved. The rigidity of the hinge arm 12 can be lowered, and the thickness of the hinge arm 12 can be made thinner and lighter.

  Hereinafter, various configuration examples of the hood hinge structure 100 will be described with reference to FIGS. 5 to 9. However, the hood hinge structure 100 is not limited to those shown in these drawings, and various configurations as described above can be adopted.

  In the hood hinge structure 100 shown in FIG. 5, the shock absorbing means 41 includes a buffer portion 40 disposed on the hinge base 11 and a curved portion 12c that contacts the buffer portion 40 by rotating in the E direction. . The buffer portion 40 includes a cylindrical pin 50 that contacts the curved portion 12c that rotates in the E direction, and a support portion 51 that supports the pin 50 so as to be displaceable in the G direction along the E direction with friction. ing.

  In this configuration example, when the hinge arm 12 rotates in the E direction, the bending portion 12c tries to move further in the E direction with the pin 50 in contact with the pin 50. At this time, in response to the stress to be moved, the pin 50 receives friction by the support portion 51 and is displaced in the G direction with elastic deformation. In addition to this, the curved portion 12c is further curved, so that the hood hinge structure 100 functions as a shock absorber against a collision, and the safety at the time of the collision is enhanced. In addition, since the load resistance of the hood hinge structure 100 is improved by the pins 50 and the hood 30 is easily broken, the hood 30 also functions as a shock absorber at the time of collision from the front, and safety at the time of collision is enhanced. The hood 30 also functions as a shock absorber against a collision from above.

  Since the shock absorber 40 is disposed on the hinge base 11, the shock absorption is excellent, the structure is downsized and simplified, the manufacture of the hood hinge structure 100 is facilitated, and the shock absorption is adjusted. There is an advantage that the shock absorption can be controlled more easily and more accurately. Since the buffer part 40 engages with the hinge arm 12 in the curved part 12c, there is also an advantage that the shock absorption is excellent.

  Further, when the frictional force applied to the pin 50 by the support portion 51 is set so as to increase in proportion to the displacement amount in the G direction from the initial position of the pin 50 indicated by the solid line in FIG. It is also possible to obtain the impact absorbing characteristics as shown in (1), and the safety is further improved. Such a frictional force can be set by adjusting the shape, size, thickness, material, and the like of the pin 50 and the support portion 51.

  In the hood hinge structure 100 shown in FIG. 6, the shock absorbing means 41 includes a buffer portion 40 disposed on the hinge base 11 and a curved portion 12c that contacts the buffer portion 40 by rotating in the E direction. . The buffer portion 40 includes a cylindrical pin 60 that contacts the curved portion 12c that rotates in the E direction, and a support portion 61 that fixes and supports the pin 60.

  In this configuration example, when the hinge arm 12 rotates in the E direction, the bending portion 12c tries to move further in the E direction in contact with the pin 60. At this time, against the stress to be moved, the pin 60 fixedly supported by the support portion 61 is deformed by elastic deformation or plastic deformation, or in addition to this, as shown by the broken line in FIG. In the form that causes the shock absorber 40 to be deformed, or particularly in the case of a collision from the front, in addition to this, the curved portion 12c is further curved, so that the hood hinge structure 100 functions as a shock absorber against the collision, Safety in the event of a collision is increased. Moreover, since the load resistance of the hood hinge structure 100 is improved by the pin 60 and the hood 30 is easily broken, the hood 30 also functions as a shock absorber at the time of a collision from the front, and the safety at the time of the collision is enhanced. The hood 30 also functions as a shock absorber against a collision from above.

  Since the shock absorber 40 is disposed on the hinge base 11, the shock absorption is excellent, the structure is downsized and simplified, the manufacture of the hood hinge structure 100 is facilitated, and the shock absorption is adjusted. There is an advantage that the shock absorption can be controlled more easily and more accurately. Since the buffer part 40 engages with the hinge arm 12 in the curved part 12c, there is also an advantage that the shock absorption is excellent.

  In addition, the cost is reduced by a simple configuration in which the support portion 61 is fixedly supporting the pin 60. The shock absorption characteristics can be set by adjusting the shape, size, material, etc. of the pin 60.

  In the hood hinge structure 100 shown in FIG. 7, the shock absorbing means 41 includes a buffer portion 40 disposed on the hinge base 11 and a curved portion 12c that contacts the buffer portion 40 by rotating in the E direction. . As shown in FIG. 3C, the buffer portion 40 is constituted by a single member having a bent portion 70 that contacts the curved portion 12c and a support portion 71 that supports the bent portion 70. The support portion 71 has a bellows portion 71a that extends when the bending portion 12c abuts on the bending portion 70 and applies stress.

  In this configuration example, when the hinge arm 12 rotates in the E direction, the bending portion 12c tries to move further in the E direction with the bending portion 70 in contact with the bending portion 70. At this time, the buffer portion 40 is deformed in such a manner that the bellows portion 71a of the support portion 71 supporting the bent portion 70 is deformed by elastic deformation or extension by plastic deformation with respect to the stress to be moved at this time. Alternatively, particularly in the case of a collision from the front, in addition to this, the curved portion 12c is further curved, so that the hood hinge structure 100 functions as a shock absorber against the collision, and the safety at the time of the collision is enhanced. Further, since the load resistance of the hood hinge structure 100 is improved by the bent portion 70 and the hood 30 is easily broken, the hood 30 also functions as a shock absorber at the time of a collision from the front, and the safety at the time of the collision is enhanced. The hood 30 also functions as a shock absorber against a collision from above.

  Since the shock absorber 40 is disposed on the hinge base 11, the shock absorption is excellent, the structure is downsized and simplified, the manufacture of the hood hinge structure 100 is facilitated, and the shock absorption is adjusted. There is an advantage that the shock absorption can be controlled more easily and more accurately. Since the buffer part 40 engages with the hinge arm 12 in the curved part 12c, there is also an advantage that the shock absorption is excellent.

Further, the cost is reduced by a simple configuration in which the buffer portion 40 is a single member. The shock absorption characteristics can be set by adjusting the shape, size, thickness, material, etc. of the bellows portion 71a and the like.
The bent portion 70 may have a claw shape as shown in FIG. 4D to improve the retention of the engaged state with the curved portion 12c.

  In the hood hinge structure 100 shown in FIG. 8, the shock absorbing means 41 includes a buffer portion 40 disposed on the hinge base 11 and a curved portion 12c that contacts the buffer portion 40 by rotating in the E direction. . As shown in FIG. 3C, the buffer portion 40 is constituted by a single member having a bent portion 80 that contacts the curved portion 12c and a support portion 81 that supports the bent portion 80. The support portion 81 has a cut portion 81a that defines a portion where deformation occurs when the bending portion 12c abuts on the bending portion 80 and stress is applied.

  In this configuration example, when the hinge arm 12 rotates in the E direction, the bending portion 12c tries to move further in the E direction in a state where the bending portion 12c is in contact with the bent portion 80. At this time, the buffering portion 81 is elastically deformed or deformed by plastic deformation so that the cut portion 81a of the supporting portion 81 supporting the bent portion 80 expands against the stress to be moved. The hood hinge structure 100 functions as a shock absorber with respect to the collision by deforming the portion 40 or, in addition, in the case of a collision from the front, the curved portion 12c is further curved. Is increased. Further, since the load resistance of the hood hinge structure 100 is improved by the bent portion 80 and the hood 30 is easily broken, the hood 30 also functions as a shock absorber at the time of collision from the front, and safety at the time of collision is enhanced. The hood 30 also functions as a shock absorber against a collision from above.

  Since the shock absorber 40 is disposed on the hinge base 11, the shock absorption is excellent, the structure is downsized and simplified, the manufacture of the hood hinge structure 100 is facilitated, and the shock absorption is adjusted. There is an advantage that the shock absorption can be controlled more easily and more accurately. Since the buffer part 40 engages with the hinge arm 12 in the curved part 12c, there is also an advantage that the shock absorption is excellent.

Further, the cost is reduced by a simple configuration in which the buffer portion 40 is a single member. The shock absorption characteristics can be set by adjusting the shape, size, thickness, material, and the like of the support portion 81 and the cut portion 81a.
The shape of the bent portion 80 may be a claw shape as shown in FIG. 7D to improve the retention of the engaged state with the curved portion 12c.

  In the hood hinge structure 100 shown in FIG. 9, the impact absorbing means 41 extends from the buffer portion 40 disposed on the hinge base 11 and the base end portion 12a that contacts the buffer portion 40 by turning in the E direction. And a convex portion 12d. The convex portion 12 d is constituted by a part of the hinge arm 12. The buffer portion 40 forms a part of the hinge base 11 and is disposed extending from the base end portion 12a of the hinge base 11 and at a position downstream of the curved portion 12c in the E direction. Projected. The buffer portion 40 is configured by a single member having a bent portion 90 that contacts the upper edge of the convex portion 12d and a support portion 91 that supports the bent portion 90. The bent portion 90 is bent with respect to the support portion 91 in the axial direction of the pin 13, that is, in the rotational axis direction of the hinge arm 12.

  In this configuration example, when the hinge arm 12 rotates in the E direction, the bending portion 12c tries to move further in the E direction in a state where the bending portion 12c is in contact with the bent portion 80. At this time, the supporting portion 91 supporting the bending portion 90 is elastically deformed or deformed by plastic deformation so that the supporting portion 91 supporting the bending portion 90 is bent toward the downstream side in the E direction with respect to the stress to be moved. As a result, the buffer portion 40 is deformed, the convex portion 12d is bent toward the upstream side in the E direction, or in particular in the case of a collision from the front, the bending portion 12c is further bent. The hood hinge structure 100 functions as a shock absorber against a collision, and the safety at the time of the collision is enhanced. Further, since the load resistance of the hood hinge structure 100 is improved by the bent portion 90 and the hood 30 is easily broken, the hood 30 also functions as a shock absorber at the time of a collision from the front, and the safety at the time of the collision is enhanced. The hood 30 also functions as a shock absorber against a collision from above.

  Since the shock absorber 40 is disposed on the hinge base 11, the shock absorption is excellent, the structure is downsized and simplified, the manufacture of the hood hinge structure 100 is facilitated, and the shock absorption is adjusted. There is an advantage that the shock absorption can be controlled more easily and more accurately. Since the buffer portion 40 engages with the hinge arm 12 at the convex portion 12d disposed on the base end portion 12a, there is an advantage that the structure is further reduced in size and simplified.

Further, the cost is reduced by a simple configuration in which the buffer portion 40 is a single member. The shock absorption characteristics can be set by adjusting the shape, size, thickness, material, etc. of the support portion 91.
The shape of the bent portion 90 may be a claw shape as shown in FIG. 7D to improve the retention of the engaged state with the convex portion 12d.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and the present invention described in the claims is not specifically limited by the above description. Various modifications and changes are possible within the scope of the above.

For example, as shown in FIG. 1, the shape of the hinge arm 12 is not limited to a straight line along the A direction as viewed from above the vehicle body 20 as long as the curved portion 12c is provided. As shown in FIG. 10, the vehicle body 20 may be bent in the left-right direction, for example, in a crank shape.
The shock absorbing means may include a plurality of buffer portions, and for example, two or more of the buffer portions shown in FIGS. 5 to 9 may be used in combination.

  The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

DESCRIPTION OF SYMBOLS 10 Hood hinge 11 Hinge base 11a Support part 11b Control part 12 Hinge arm 12c Bending part 12d Engagement part 20 Car body 21 Car body main body 22 Car body main body side member 40 Buffer part 100 Hood hinge structure

Claims (5)

A hinge base fixed to the vehicle body,
A curved portion that is pivotally supported by the hinge base and supports the hood so that it can be opened and closed with respect to the vehicle body, and also avoids contact with a member on the vehicle body when the hood is opened with respect to the vehicle body. A hood hinge structure having a hinge arm having
The hinge arm rotates to the bending side of the bending portion when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs, and engages with a buffer portion provided on the hinge base. Characteristic hood hinge structure. The hood hinge structure according to claim 1,
The hinge arm structure is characterized in that the hinge arm is further bent and deformed while rotating to the bending side of the bending portion when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs. The hood hinge structure according to claim 1 or 2,
The said buffer part is extended from the support part which supported the said hinge arm of the said hinge base so that rotation was possible, The food hinge structure characterized by the above-mentioned. In the hood hinge structure according to claim 3,
The hinge arm has an engagement portion that engages with a restriction portion of the hinge base that restricts excessive rotation when the hood is opened with respect to the vehicle body.
The hood hinge structure, wherein the engaging portion engages with the buffer portion when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs. The hood hinge structure according to claim 1 or 2,
The buffer portion engages with the hinge arm at the curved portion when a collision from the front of the vehicle body or a collision to the hood from above the vehicle body occurs.

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