JP2014198512A - Vehicle hood structure and striker reinforcement material - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle hood structure and a striker reinforcement material that can enhance strength and rigidity in the vicinity of a striker and secure pedestrian protection performance and that can be manufactured relatively inexpensively.SOLUTION: Since aluminum extruded shapes are used for a striker reinforcement material 4, a plurality of wall thicknesses can be formed on one component, so as to optimize a wall thickness of a cross section. Thus a striker connection part 5 is formed to have a thickness required for strength, so as to secure rigidity and strength in the vicinity of a striker 7. At least a plate thickness in a region where deformation occurs at the time of a collision with a pedestrian's head of a joining leg part 6 joined to an outer panel 2 or a dent reinforcement material 9 is made thinner than that of the striker connection part 5, so as to facilitate bending and deformation. Thus an increase in acceleration at the time of the collision with the pedestrian's head can be suppressed, so as to secure pedestrian protection performance.

Description

  The present invention relates to a hood structure for a vehicle and a striker reinforcing material excellent in pedestrian head collision performance, and in particular, a hood structure for a vehicle that can improve the dent resistance of an outer panel portion directly above the striker at a low cost, and to the same. It relates to the striker reinforcement used.

  In a vehicle such as an automobile having a hood at the front of the vehicle body, the hood includes an outer panel, an inner panel disposed on the lower surface side of the outer panel, and a reinforcing member disposed between the outer panel and the inner panel. Yes. In order to ensure the rigidity and strength of the hood itself, the outer panel and the inner panel are joined so as to have a closed cross-sectional structure through a space, and a plurality of reinforcing materials are installed therein. Yes.

  In recent years, in addition to hood rigidity, dent resistance, tension rigidity, and the like, a structure that can reduce an injury value when a pedestrian head collides has been demanded for a hood panel. In order to evaluate this pedestrian protection performance, an HIC (Head Injury Criteria) value calculated from an acceleration-time waveform at the time of a collision is generally used. Injury is unlikely to occur. That is, there is a need for a hood structure that can reduce the HIC value while ensuring the rigidity and strength necessary for a hood. Moreover, in order to ensure the layout freedom of various functional components, such as an engine arrange | positioned under a hood, the hood structure which can make the clearance gap between these components and a hood lower surface is also desired.

  When the head of the pedestrian collides with the hood, the acceleration waveform is generated when the head comes into contact with the outer panel of the hood. Thereafter, the acceleration waveform is accelerated by contact with various functional components arranged below the hood. A form in which the second wave is generated is common. In order to reduce the HIC value, it is most effective to reduce the second acceleration wave, and it is ideal to ensure a sufficient gap between the lower surface of the hood and various functional parts arranged on the lower side of the hood. It is. However, as described above, considering the desire to reduce this gap, it is necessary to increase the first acceleration wave and reduce the energy absorption stroke itself.

  In order to increase the first acceleration wave, it is important to widen the area responsible for the load at the time of head collision and to increase the inertial mass of the impacted object. It is necessary to make it. For this purpose, the structure of an inner panel or various reinforcing materials arranged on the back surface of the outer panel via a mastic has become important.

  Recently, particularly in the vicinity of the striker on the front side of the hood, the required performance regarding dent resistance has become strict, and a reinforcement called a dent reinforcement is provided in the vicinity of the striker near the outer panel. In general, it is common to ensure tension rigidity and dent resistance and improve pedestrian protection performance (Patent Documents 1 and 2).

  Patent Document 1 discloses a hood structure provided with an impact relaxation structure having a bent shape at the front end of an auxiliary reinforcement provided in the vicinity of the outer panel. In this prior art, at the time of a pedestrian collision, the auxiliary reinforcement is deformed in the longitudinal direction of the vehicle based on the bent shape of the impact relaxation structure, and the impact force in the collision is reduced to improve the pedestrian protection performance. Is.

  In Patent Document 2, a dent reinforcement for reinforcing the hood (dent reinforcing material) is disposed in the vicinity of the outer panel, and the dent reinforcement is provided with a bead for increasing the rigidity of the dent reinforcement. A structure is disclosed. This patent document 2 shows that even if a pedestrian's head collides from the upper side of the hood and the hood is deformed, the outer panel and the dent reinforcement are locally deformed by increasing the rigidity of the dent reinforcement. It is intended to suppress the energy absorption amount at the time of collision.

  In addition, in order to ensure the strength of the hood when the hood is closed tightly and to ensure the rigidity of the part where the striker that engages the hood with the vehicle is secured, a reinforcement called a striker reinforcement is placed close to the inner panel It is also done. This striker reinforcing material is often designed to be thicker than an inner panel or a dent reinforcing material in order to ensure the strength and rigidity of the hood. A structure that improves the dent resistance without increasing the number of parts by joining a striker reinforcing material to the outer panel instead of the dent reinforcing material is generally used. However, since the striker reinforcement is less deformable than the dent reinforcement, when the striker reinforcement is deformed greatly when the head of the pedestrian collides, the acceleration secondary peak becomes large, There is a problem that the HIC value is high, that is, the pedestrian protection performance is deteriorated.

  For this reason, when adopting a structure that connects the striker reinforcing material to the outer panel, a weak body portion is set on the joint leg that connects the striker connecting portion of the striker reinforcing material and the mastic joint portion of the outer panel, etc. Has been proposed. In order to ensure the strength and rigidity in the vicinity of the striker and to protect the pedestrian, the thin striker is used for the stiffener on the rear side of the vehicle that needs to be deformed in the event of a pedestrian head collision. There has been proposed a structure in which a thick material is used for a portion of an inner panel and a portion that supports a striker (Patent Documents 3, 4, and 5).

  In Patent Document 3, a striker support portion (11) and a stiffener portion (12) (joint leg) extending from the striker support portion (11) to the rear of the vehicle are formed as separate parts, and these are combined to be tailored. A hood striker reinforcement (10) (strike reinforcement material) is formed by the blank, and the hood striker reinforcement (10) is provided between the outer panel and the inner panel. The stiffener part (12) suppresses the deformation of the hood outer panel (3) against a weak force that pushes the hood outer panel (3) downward, but patents show that the impact force against a collision with a pedestrian is weak. It is described in Document 3 (see paragraph 0023, reference numeral in FIG. 2 of Patent Document 3). Further, the stiffness of the stiffener portion (12) is lower than the stiffness of the striker support portion (11). Thereby, this prior art ensures the rigidity of the striker support part (11), and when the head of the pedestrian collides, the stiffener part (12) having low rigidity is easily deformed, and the pedestrian head It is intended to reduce the impact force at the time of collision.

  In Patent Document 4, a striker fixing patch for fixing a striker to an inner panel is fastened to an upper surface of the inner panel, and a hood lock reinforcement (strike reinforcement) extending in the longitudinal direction of the vehicle is further formed on the upper surface of the striker fixing patch. A hood structure in which a material is disposed and fastened is disclosed. In Patent Document 4, a striker fixing patch and a hood lock reinforcement are installed in a portion where the striker is fixed, and only a hood lock reinforcement is installed on the rear side of the vehicle from the portion where the striker is fixed. A hood lock reinforcement is joined to the outer panel. As a result, this Patent Document 4 increases the rigidity in the vicinity of the striker fixing portion by two parts, a striker fixing patch and a hood lock reinforcement, and only the hood lock reinforcement is installed on the rear side of the vehicle. By doing so, it weakens rather than a striker fixing | fixed part, the deformation strength at the time of a pedestrian head collision is made low, and it tries to improve a pedestrian protection performance.

  Furthermore, in Patent Document 5, a hood lock reinforcement in which two members having different plate thicknesses are formed by press molding and the two members are joined by spot welding is disposed between the outer panel and the inner panel. A hood structure is disclosed. In the hood lock reinforcement of Patent Document 5, the bottom portion (striker connecting portion) to which the striker is fixed is thickened to increase the rigidity, and the extension portion (joining leg) to be joined to the outer panel is thinned to be rigid. Is low. As a result, this conventional technique also increases the rigidity of the striker fixing part and absorbs collision energy by increasing the deformation stroke of the extension part (joint leg) with low rigidity even if the head of the pedestrian collides. It is something to try.

  Aluminum extruded profiles have the advantage that the thickness and rib arrangement in the cross-section can be set relatively freely. In particular, since the shape of the closed cross-section can be obtained in advance without welding, the frame and energy of the automobile can be obtained. Adoption in absorbent parts is increasing. However, although there are examples of use as reinforcements in panels for linear parts such as door beams, there are few examples of adoption for hood panels. For example, Patent Document 6 discloses that a stiffener that reinforces the inner surface of the outer panel is formed of an extruded material such as an aluminum alloy. In the past, there have been no cases where the application of extruded profiles has been studied from the perspective of achieving both pedestrian protection and rigidity and strength requirements.

Japanese Patent No. 4292549 JP 2007-98963 A JP 2007-69643 A JP 2008-68795 A Japanese Patent No. 4479844 JP-A-7-101357

  However, in order to ensure the strength of the hood when the hood is closed and the rigidity in the vicinity of the striker, if the striker connecting part and the joining leg in the striker reinforcement are made thick, when the pedestrian's head collides with the outer panel, the outer panel The joined joint legs are difficult to deform. On the other hand, in order to make this joint leg easier to deform, there is a method of setting a fold part (setting a broken line) on the joint leg, but simply setting the fold part does not reduce the strength of the joint leg. Insufficient to deform the leg. Therefore, in order to weaken the joint leg so as to be easily deformed, it is necessary to reduce the area of the deformed portion that is the starting point of the deformation. In order to reduce the area of the deformation part, the deformation part is weakened by providing a weakening hole in the deformation part. In this case, in order to enable drilling, it is necessary to provide a step on the joint leg to form a shelf, and there is a limitation on the drilling position.

  Further, as in Patent Documents 3 and 5, the striker connecting portion in the striker reinforcement is formed as a thick part, and the joint leg of the striker reinforcement with the outer panel or the dent reinforcement is formed as a thin part. If the striker reinforcing material is configured by joining the individual parts, it is possible to achieve both strength and rigidity in the vicinity of the striker and weakening of the joint leg for securing pedestrian protection performance. However, in this case, the cost increases due to an increase in the number of parts and an increase in the number of welding points for welding these parts.

  Further, Patent Document 1 has a hood lock reinforcement on the inner panel side of the auxiliary reinforcement, and Patent Document 2 also has a lock reinforcement on the inner panel side of the dental reinforcement. Because the lock reinforcement used in is formed from a press-formed product of a plate material with a constant thickness, the thickness of the lock reinforcement near the striker mounting part and the plate thickness near the dent reinforcement reinforcement position, that is, the rigidity is the same, Ensuring the rigidity of the striker mounting position and securing the pedestrian protection performance cannot be achieved at the same time. Furthermore, as in Patent Document 4, it is possible to increase the rigidity in the vicinity of the striker by arranging two parts in the portion where the striker is attached, but the cost due to the increase in the number of parts and the number of joints The rise is a problem.

  Furthermore, the striker reinforcement made of a conventional aluminum sheet press-molded product extends along the inner panel from the striker connecting part to the rear or front of the vehicle, and this extended part is joined to the inner panel. By doing so, the rigidity in the vicinity of the striker can be improved. However, when the joint leg with the outer panel or the dent reinforcement is provided, if the portion extending in front of the vehicle or the rear of the vehicle becomes long, the striker reinforcement and the outer panel or dent reinforcement are joined at a position far from directly above the striker. As a result, the support point interval of the outer panel or the dent reinforcing material by the striker reinforcing material becomes wide, and the dent resistance and the pedestrian protection performance deteriorate. On the other hand, if the extension part of the striker reinforcing material to the front or rear of the vehicle is shortened, the rigidity in the vicinity of the striker is lowered, so it is difficult to balance this rigidity with the dent resistance and the pedestrian protection performance. There was a problem.

  In addition, as in Patent Document 6, the structure in which the stiffener (reinforcing material) of the outer panel is formed of an extruded material is only for the purpose of improving the rigidity of the panel, ensuring high strength and high rigidity near the striker, and pedestrians It does not suggest a method for ensuring protection performance.

  The present invention has been made in view of such a problem, and achieves both high strength and high rigidity in the vicinity of the striker and securing of pedestrian protection performance, and a vehicle hood structure and striker that can be manufactured at a relatively low cost. The object is to provide a reinforcing material.

  The vehicle hood structure according to the present invention is integrally formed with an outer panel, an inner panel disposed on the lower surface side of the outer panel, a striker for engaging the hood with the vehicle body, and a vehicle width direction as an extrusion direction. A striker reinforcing member made of an extruded aluminum material, and the striker reinforcing member is fixed to the inner panel and has a connecting portion for attaching the striker, and the striker connecting portion. The striker connecting portion and the joining leg portion integrally formed by extrusion molding have a joining leg portion that extends in the vehicle longitudinal direction and is joined to the outer panel. It is formed thinner than the striker connecting portion.

  Another vehicle hood structure according to the present invention relates to an outer panel, a dent reinforcement member fixed to the lower surface of the outer panel, an inner panel disposed on the lower surface side of the outer panel, and the hood to the vehicle body. And a striker reinforcing member made of an aluminum extruded shape integrally formed with the vehicle width direction as an extrusion direction. The striker reinforcing member is fixed to the inner panel, and the striker A striker connecting portion having a connecting portion for attaching the joint, and a joining leg portion that extends from the striker connecting portion to the vehicle upper direction and in the vehicle longitudinal direction and is joined to the dent reinforcing material, and is integrally formed by extrusion molding. The striker connecting portion and the joining leg portion are formed so that the thickness of the joining leg portion is thinner than that of the striker connecting portion. And wherein the door.

  In the present invention, for example, the joint leg portion extends upward from the rear end of the striker connection portion and is joined to the outer panel or the dent reinforcing material, and the striker connection portion extends along the inner panel. And a rear flange extending rearward of the vehicle. The joint leg portion extends upward from the front end of the striker connecting portion and is joined to the outer panel or the dent reinforcing member, and the striker connecting portion extends forward of the vehicle along the inner panel. You may comprise so that it may have a front flange.

  Furthermore, you may comprise the said joining leg part so that it may have a bending part used as the starting point which bends and deforms at the time of a collision. In this case, for example, the thickness of the bent portion is thinner than the portion of the joint leg portion other than the bent portion. Furthermore, the joining leg portion may be divided into a plurality of branches from a branch point and joined to a plurality of locations of the outer panel or the dent reinforcing material.

  The striker reinforcement may be formed parallel to the vehicle width direction and joined to the inner panel in parallel to the vehicle width direction, and the striker reinforcement may be parallel to the vehicle width direction. And may be configured to be joined to the dent reinforcing member in parallel to the vehicle width direction.

  Further, the striker reinforcing material may be an extruded shape made of an aluminum 6000 series alloy, and the thickness of the striker connecting portion may be 1.4 mm or more.

  The striker reinforcing material according to the present invention is a striker reinforcement provided in a vehicle hood structure having an outer panel, an inner panel disposed on the lower surface side of the outer panel, and a striker for engaging the hood with the vehicle body. A striker connecting portion fixed to the inner panel and having a connecting portion for attaching the striker, and a joining leg portion extending from the striker connecting portion in the vehicle longitudinal direction and in the vehicle longitudinal direction and joined to the outer panel. The striker connecting portion and the joining leg portion are made of an aluminum extruded shape formed integrally with the vehicle width direction as the extrusion direction, so that the thickness of the joining leg portion is thinner than that of the striker connecting portion. It is characterized by being integrally molded.

  Another striker reinforcing material according to the present invention includes an outer panel, a dent reinforcing material arranged fixed to the lower surface of the outer panel, an inner panel arranged on the lower surface side of the outer panel, and a hood engaged with the vehicle body. A striker reinforcing member provided in a vehicle hood structure having a striker, and a striker connecting portion fixed to the inner panel and having a connecting portion for attaching the striker, and from the striker connecting portion An aluminum extrusion that extends in the vehicle longitudinal direction and is joined to the dent reinforcing member, and the striker connecting portion and the joining leg are integrally formed with the vehicle width direction as an extrusion direction. It is integrally molded by the shape so that the thickness of the joint leg portion is thinner than the striker connecting portion. And features.

  According to the present invention, by using an aluminum extruded profile for the striker reinforcement, a plurality of thicknesses can be formed on one part, and the thickness of the cross section can be optimized. As a result, the striker connecting portion is made as thick as necessary to ensure the rigidity and strength in the vicinity of the striker, and at least during the collision of the pedestrian head among the joint legs joined to the outer panel or the dent reinforcement. By making the plate thickness of the region where deformation occurs thinner than that of the striker connecting portion and facilitating bending deformation, it is possible to suppress an increase in acceleration during a pedestrian head collision and to ensure pedestrian protection performance.

  Further, the striker reinforcing member has a flange extending along the shape of the inner panel on the vehicle front side, the vehicle rear side, or both the vehicle front side and the vehicle rear side of the striker connecting portion, and the flange. It is desirable to have a joint leg that branches off from the vehicle and extends upward. This joining leg part is connected with an outer panel or a dent reinforcement. With this configuration, the rigidity in the vicinity of the striker connecting portion is increased, and the outer panel or the dent reinforcing material and the striker reinforcing material are joined at a position close to the position directly above the striker, and the resistance by shortening the distance between the support point and the striker. The denting property and pedestrian protection performance can be improved.

  Moreover, in order to stabilize the bending position of a joining leg part at the time of a pedestrian head collision, it is desirable to provide the folding part in the middle of this joining leg part. And by reducing the thickness near the folded part compared to other parts, the deformation strength at the time of pedestrian head collision can be further reduced, and by suppressing the deformation of other parts, stable Collision performance can be ensured. The present invention has an advantage that a bent shape that becomes a negative angle in press molding can be easily formed by using an extruded profile for the striker reinforcement, and it is easier to reinforce the striker at the time of head collision. It is possible to deform the material. Further, from the viewpoint of pedestrian protection, when the strength of the joint leg portion joined to the outer panel or the dent reinforcing material is further lowered, a weakening hole or the like may be provided in the joint leg portion.

  A plurality of joint legs that are joined to the outer panel or the dent reinforcing material may be provided on the vehicle front side, the vehicle rear side, or both the vehicle front side and the vehicle rear side. Further, a branch may be provided in the middle of the joint leg portion extending upward of the vehicle, and a plurality of branches may be branched from the branch point to join at a plurality of locations on the outer panel or the dent reinforcing material. These joining positions are appropriately selected from the viewpoint of securing dent properties and pedestrian protection performance, but the degree of freedom in designing the thickness of the cross section is high, and the T-shaped section can be easily set without welding or the like. If it is an extruded shape, it is possible to set the joining position relatively freely, and it is possible to support the position closer to the striker just above the striker reinforcement compared to the structure of the conventional press-molded product of plate material Become.

  In general, the outer panel for automobiles also has a curvature in the vehicle width direction. For this reason, when the striker reinforcing material is directly mastic bonded to the outer panel, it is necessary to change the shape of at least the bonding seat surface portion in the longitudinal direction (vehicle width direction). Even in this case, the shape in the longitudinal direction may be changed by pressing or bending the extruded shape part having a constant shape in the longitudinal direction. More preferably, in a structure in which the striker reinforcing material is joined to the dent reinforcing material instead of the outer panel, the joint on the dent reinforcing material side is set in advance in a position parallel to the vehicle width direction. Similarly to the dent reinforcing material, the joint portion of the inner panel with the striker reinforcing material is set in advance in a position parallel to the vehicle width direction. As a result, the striker reinforcing material of the present invention having a constant cross section in the vehicle width direction can be assembled to the dent reinforcing material and the inner panel without changing the shape in the vehicle width direction by press molding. Manufacturing is possible at a low cost.

It is sectional drawing which shows the hood structure for vehicles of 1st Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 2nd Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 3rd Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 4th Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 5th Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 6th Embodiment of this invention. It is sectional drawing which shows the hood structure for vehicles of 7th Embodiment of this invention. It is sectional drawing which shows the conventional hood structure for vehicles. It is sectional drawing which shows the conventional hood structure for vehicles. It is a figure which shows the modification of FIG. It is a figure which shows the modification of FIG.

  Next, a first embodiment of the present invention will be specifically described with reference to the accompanying drawings. FIG. 1 is a cross-sectional view showing a vehicle hood structure according to a first embodiment of the present invention. FIG. 1 representatively shows the vicinity of the hood striker of the vehicle. As shown in FIG. 1, the vehicular hood structure 1 has a cross-sectional structure in which an outer panel 2 constituting the upper surface of the hood extends with a gentle curvature in the longitudinal direction of the vehicle, and an inner panel 3 is disposed on the lower surface side thereof. Has been. And the outer panel front end part 2a is a part which takes in the inner panel front end part 3a by hem processing and fixes the inner panel 3. Further, a striker reinforcing material 4 is disposed on the vehicle lower side surface (hereinafter referred to as a bottom surface) of the inner panel 3, and is sandwiched between the steel plate base plate 8 to which the striker 7 is joined and the inner panel 3. The inner panel 3 is fixed.

  The striker reinforcing member 4 includes a striker connecting portion 5 fixed to the inner panel 3 and a joint leg portion 6 extending from the rear end portion of the striker connecting portion 5 to the vehicle upper side and the vehicle rear side. In the present embodiment, the striker connecting portion 5 is provided with a bent portion at a position corresponding to the front end of the bottom surface of the inner panel 3 for the purpose of improving rigidity. The striker connecting portion 5 is formed with a corresponding trim hole so that the striker 7 can be inserted from above. The joint leg 6 extends from the rear end of the striker connection part 5 to the upper side of the vehicle and the rear of the vehicle, and a bent part 10 is provided in the middle of the joint leg part 6. The joint leg 6 has a mastic seating surface close to the outer panel 2 above and behind the fold 10 in the vehicle, and is joined to the outer panel 2 via the mastic, and an inner panel on the rear side thereof. 3 is joined. The joint legs 6 may be joint legs 6a provided on the entire surface in the vehicle width direction (see FIG. 10 (b)), or a plurality of joint legs 6 may be provided in the vehicle width direction by performing trim processing. It may be a joint leg 6b having a structure (see FIG. 10C). FIG. 10A is the same as FIG. The bent portion 10 provided in the middle of the joint leg portion 6 is a portion that becomes a starting point at which the striker reinforcing material 4 is bent and deformed when the head of the pedestrian collides with the hood.

  In general, an outer panel for an automobile is curved with a curvature also in the vehicle width direction. For this reason, when the striker reinforcing material is directly mastic bonded to the outer panel, it is necessary to change the shape of at least the mastic bonding seat surface portion in the striker reinforcing material in the longitudinal direction (vehicle width direction) of the bonded seat surface portion. For this reason, it can be said that the joint seat surface portion needs to be formed by pressing or bending the extruded material, and the position of the joint seat surface is formed according to the outer panel.

  The striker reinforcing material 4 is made of an aluminum extruded shape, and the striker connecting portion 5 and the joining leg portion 6 are integrally formed by extrusion molding with the vehicle width direction as the extrusion direction. The striker reinforcement 4 is made of a hood material that is reusable in consideration of recycling (use of the same material), FSW (Friction Stir Welding) bonding (friction stir welding), and ease of extrusion. Therefore, an extruded shape made of aluminum 6000 series alloy is preferable. Further, the joining leg portion 6 joined to the outer panel 2 and the inner panel 3 in the striker reinforcing material 4 is thinner than the striker connecting portion 5 joined to the bottom surface of the inner panel 3. Then, by making the thickness of the striker connecting portion 5 as thick as necessary for strength, the joining leg portion 6 is made thinner than the striker connecting portion 5 while ensuring the rigidity and strength in the vicinity of the striker 7 in the hood. When the pedestrian's head collides with the hood, the pedestrian's head can be easily deformed and the pedestrian's head collision performance can be improved. The thickness of the striker connecting portion 5 is preferably 1.4 mm or more. Thereby, the rigidity and strength in the vicinity of the striker 7 attachment position can be further increased. Moreover, when making the intensity | strength of the joining leg part 6 with this outer panel 2 still lower from a viewpoint of pedestrian protection, you may provide a weakening hole in this joining leg part 6. FIG.

  Next, the assembly | attachment process of the hood structure 1 for vehicles of this embodiment is demonstrated. First, the striker reinforcing material 4 is joined to the inner panel. After that, a steel plate base plate 8 to which a steel striker 7 is welded is assembled from above the vehicle and inserted into the striker connecting portion 5 and the hole of the inner panel 3 in the striker reinforcement 4. And the striker 7 and the inner panel 3 are arrange | positioned in the state which pinched | interposed the striker reinforcement 4, and after that, the striker reinforcement 4 and the inner panel 3 are joined. Thus, when the striker 7 is inserted into the hole of the striker connection portion 5 in the striker reinforcement member 4, it is necessary to provide a space above the striker connection portion 5 so that the striker 7 can enter. For this reason, it is necessary to set the joint leg 6 in the striker reinforcing material 4 in consideration of this space. The joint leg 6 applies mastic to the joint with the outer panel 2 to join the joint leg 6 to the outer panel 2. In this way, the vehicle hood structure 1 is assembled.

  Next, operation | movement of the hood structure 1 for vehicles of this embodiment is demonstrated. The striker reinforcing material 4 shown in FIG. 8 has a conventional structure in which the striker connecting portion 5 and the joining leg portion 6 are integrally formed with a press-formed product of a plate material. Since the striker reinforcing member 4 shown in FIG. 8 has a uniform plate thickness, the striker connecting portion 5 and the joining leg portion 6 have the same rigidity. Then, if both rigidity is improved, the joining leg part 6 will become difficult to deform | transform and pedestrian protection performance will fall. On the other hand, if the rigidity of the striker connecting part 5 and the joining leg part 6 is lowered, the rigidity in the vicinity of the striker 7 is insufficient. On the other hand, the striker reinforcing material of the present embodiment makes the thickness of the striker connecting portion 5 necessary for strength and makes the thickness of the joining leg portion 6 thinner than that of the striker connecting portion 5. For this reason, the high intensity | strength and high rigidity of the striker 7 vicinity and the improvement of a pedestrian protection performance can be made to make compatible.

  That is, in the vehicle hood structure 1 of the present embodiment, when the pedestrian's head collides with the outer panel 2 constituting the upper surface of the hood, the outer panel 2 is deformed downward in the vehicle. Along with the deformation of the outer panel 2, the joint leg portion 6 of the striker reinforcing member 4 joined to the outer panel 2 is also deformed downward in the vehicle. In that case, since the joining leg part 6 is thinner than the striker connection part 5, it can be changed easily. On the other hand, since the striker connecting portion 5 in the striker reinforcing material 4 is thick, the portion in the vicinity of the striker 7 can ensure high rigidity and high strength. As described above, the present invention provides the pedestrian protection performance while ensuring the strength and rigidity in the vicinity of the striker 7 by making the joint leg portion 6 thinner than the striker connecting portion 5 and providing the bent portion 10. It is possible to weaken the joint leg 6 for ensuring the above. Moreover, if the bent part 10 is provided in the middle of the joining leg part 6, since this bending part 10 will be a starting point from which the joining leg part 6 bends and deforms, the position where the joining leg part 6 breaks is stabilized. Can do.

  Moreover, even if the striker reinforcing material 4 is formed as a single part by using an extruded aluminum material as the striker reinforcing material 4, the present invention forms a plurality of thick portions in this part. Can do. Further, by setting the extrusion direction of the aluminum extruded profile to the vehicle width direction, a plurality of portions having different thicknesses can be formed in the vehicle longitudinal direction. Thus, the striker connection part 5 and the joining leg part 6 in the striker reinforcing material 4 are integrally formed by extrusion, so that the striker connection part 5 in the striker reinforcing material 4 is thickened, and the vicinity of the striker 7 is formed. In addition to ensuring rigidity and strength, the joint leg 6 in the striker reinforcement 4 is made thinner than the striker connecting part 5 to reduce its rigidity, and the joint leg 6 is bent and deformed at the time of a pedestrian head collision. By making it easy to do, the acceleration increase at the time of a pedestrian head collision can be suppressed, and pedestrian protection performance can be ensured. In addition, since the striker reinforcing material 4 of the present invention uses an extruded profile, it can be easily formed into a bent shape that becomes a negative angle in press molding, so it is easier at the time of a pedestrian head collision. It is possible to deform the joint leg portion 6 to the above.

  Next, a second embodiment of the present invention will be described. FIG. 2 is a cross-sectional view of the vicinity of the striker setting portion showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 2, in the present embodiment, the vicinity of the bent portion 10 provided on the joint leg 6 in the striker reinforcing member 4 is larger than the portion of the joint leg 6 other than the vicinity of the bent portion 10. The thickness is thin. Other configurations are common to the vehicle hood structure 1 of the first embodiment. In other words, the striker reinforcing member 4 is thickest at the striker connecting portion 5, and the portion other than the vicinity of the folded portion 10 in the joint leg 6 is second thickest, and the folded portion 10 of the joint leg 6. In the vicinity of, the wall thickness is the thinnest. As described above, by reducing the thickness in the vicinity of the fold portion 10 as compared with other portions, it is possible to reduce the deformation strength at the time of pedestrian head collision in the joint leg portion 6. Stable collision performance can be ensured by suppressing the deformation of the part.

  Next, a third embodiment of the present invention will be described. FIG. 3 is a cross-sectional view of the vicinity of the striker setting portion showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 3, in this embodiment, the outer panel 2, the inner panel 3, the striker 7, and the base plate 8 are common to the first embodiment. A dent reinforcing member 9 that reinforces the outer panel 2 is provided between the outer panel 2 and the inner panel 3. The front end portion of the dent reinforcing material 9 contacts the outer panel 2 side of the inner panel 3 and is joined to the inner panel 3, and extends from the front end portion to the upper side of the vehicle and rearward of the vehicle, and the inner panel 3 of the outer panel 2. A vertical wall extending rearward of the vehicle along the outer panel 2 and a mastic joint surface close to the outer panel 2, and joined to the joint leg 6 of the striker reinforcement 4 on the rear side thereof. It has the joint seat surface 9a made. In the dent reinforcement material 9 of this embodiment, it has the mastic joint seat surface 9b which adjoins an outer panel and is mastic joined on the back side of the joint seat surface 9a with the joint leg part 6, and has an inner panel in a rear end part. 3 has a joint seating surface 9c to be joined. Further, the striker reinforcing material 4 according to the present embodiment is different from the first embodiment in that the joint leg portion 6 is joined not to the outer panel 2 but to the joint seat surface 9a of the dent reinforcing material 9.

  In the first embodiment, since the striker reinforcing material 4 is mastic bonded to the outer panel 2 which is a curved surface having a gentle curvature, the shape of the joint seat surface portion of the striker reinforcing material 4 is changed in the longitudinal direction (vehicle width direction) by press molding. Needed to be changed. However, this embodiment has a structure in which the striker reinforcing material 4 is joined to the dent reinforcing material 9 instead of the outer panel 2. Therefore, the striker reinforcing material 4 formed in parallel to the vehicle width direction is formed in the vehicle width direction by press molding by forming the joint on the dent reinforcing material 9 side so as to be parallel to the vehicle width direction. It is possible to assemble the striker reinforcing material 4 at a relatively low cost. Similarly to the dent reinforcement 9, the inner panel 3 is similarly configured as long as the shape of the region corresponding to the striker joint 5 of the striker reinforcement 4 is formed to be parallel to the vehicle width direction. The joint portion 5 can be assembled to the inner panel without being subjected to press molding or the like, and can be manufactured at a relatively low cost.

  Next, an assembly process of the vehicle hood structure 1 according to the third embodiment will be described. The assembly process of the vehicle hood structure 1 of the third embodiment is the same as that of the hoods of the first and second embodiments, except that the dent reinforcing member 9 is assembled from above the vehicle before the outer panel 1 is finally assembled. . In addition, as another assembling method, assembling may be performed in the following steps. A steel plate base plate 8 to which a steel striker 7 is welded is temporarily attached to the striker reinforcement 4 from above the vehicle, and the striker 7 is inserted into a trim hole provided in the striker connecting portion 5 of the striker reinforcement 4. insert. And a dent reinforcement material is assembled | attached and joined with respect to a striker reinforcement material from a vehicle upper direction, and a sub assembly component is created. This sub-assembly component is assembled and joined to the inner panel 3 from above the vehicle. Then, a tool is inserted through a work hole (not shown) provided in the dent reinforcing material, and assembled so that the striker connecting portion 5 of the striker reinforcing material 4 is sandwiched between the inner panel 3 and the base plate 8. Further, the dent reinforcing material 9 and the striker reinforcing material 4 are joined to the inner panel 3, and finally mastic is applied to the surface of the dent reinforcing material 9 that is close to the outer panel 2 to join the outer panel 2.

  The striker reinforcing material shown in FIG. 9 is a conventional structure in which the striker reinforcing material is formed of a press-formed product of a plate material in a vehicle hood structure provided with a dent reinforcing material. Since the striker connecting portion 5 and the joining leg portion 6 shown in FIG. 9 have a uniform thickness, both have the same rigidity. For this reason, if it is going to raise the rigidity of the striker connection part 5, the rigidity of the joining leg part 6 will also become high, Therefore, the joining leg part 6 becomes difficult to deform | transform and pedestrian protection performance falls. Moreover, if the rigidity of the joining leg part 6 is lowered in order to ensure this pedestrian protection performance, the rigidity of the striker connecting part 5 is also lowered. On the other hand, this embodiment secures strength and rigidity by making the thickness of the striker connecting portion 5 as necessary in terms of strength, and makes the thickness of the joining leg portion 6 more than that of the striker connecting portion 5. By reducing the thickness, the deformation strength of the joint leg 6 can be reduced and the pedestrian protection performance can be improved. Thus, also in this embodiment, the joining leg part 6 can be made thinner than the striker connection part 5 by one component, and thereby, the striker connection part 5 of the striker connection part 5 can be formed as in the first embodiment. Ensuring strength and rigidity and weakening the joint leg 6 for improving pedestrian protection performance can be achieved at the same time.

  Next, a fourth embodiment of the present invention will be described. FIG. 4 is a cross-sectional view of the vicinity of the striker setting portion showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 4, in this embodiment, the outer panel 2, the inner panel 3, the striker 7, the base plate 8 and the dent reinforcing material 9 have the same configuration as that of the third embodiment. The striker reinforcing member 4 has a striker connecting portion 5 provided with a rear flange 5a extending from the rear end of the striker connecting portion 5 similar to the first embodiment along the inner panel 3 to the rear of the vehicle. doing. Further, the joint leg portion 6 extends above the vehicle from a portion of the striker connecting portion 5 where the striker 7 is fixed to the rear side of the vehicle. The joint leg portion 6 extends upward from the vehicle, then bends at a folding portion 10, extends upward and rearward of the vehicle, and a rear end portion contacts the dent reinforcement member 9 and is joined to the dent reinforcement member 9. The

  In this embodiment, since the striker connecting portion 5 is provided with the rear flange 5a extending from the striker connecting portion 5 to the rear of the vehicle, the rigidity in the vicinity of the striker 7 can be further increased. This effect can be similarly obtained without the dent reinforcing material 9. Further, the joining leg portion 6 is not close to the rear end of the striker connecting portion 5a but extends from the rear end of the striker connecting portion 5 so as to extend above the vehicle, so that it is closer to the position directly above the striker 7 than the conventional structure. In this position, the dent reinforcement 9 and the striker reinforcement 4 can be joined. For this reason, the distance between the support points of the dent reinforcing material 9 and the striker reinforcing material 4 and the vertical wall on the front side of the dent reinforcing material is shortened, so that the distance between the support points of the mastic joint surface with the outer is shortened. Dent resistance and pedestrian protection performance can be improved. This effect can be similarly obtained by joining the joint leg 6 to the outer panel 2 even when the dent reinforcing material 9 is not provided.

  Next, a fifth embodiment of the present invention will be described. FIG. 5 is a cross-sectional view of the vicinity of the striker setting portion showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 5, in this embodiment, the outer panel 2, the inner panel 3, the striker 7, the base plate 8, and the dent reinforcing material 9 are common to the fourth embodiment, and the striker connecting portion 5 in the striker reinforcing material 4. Is also common to the fourth embodiment in that it has a rear flange 5a. In the present embodiment, the joint leg 6 in the striker reinforcing member 4 extends from the rear part of the vehicle where the striker of the striker connecting part 5 is fixed to the upper part of the vehicle, and then from the branch point, the first joint leg part It branches into 6a and the 2nd joining leg part 6b. Similarly to the fourth embodiment, the first joint leg 6 a extends upward and rearward of the vehicle, contacts the dent reinforcement 9, and is joined to the dent reinforcement 9. Moreover, the 2nd joining leg part 6b has a flange extended in the vehicle front side, and is joined to the dent reinforcement material 9 ahead of a vehicle via this flange.

  In the present embodiment, the joint leg 6 is branched into a first joint leg 6a and a second joint leg 6b, and the first joint leg 6a, the second joint leg 6b, the dent reinforcing material 9, and the like. Are joined, and the support points of the dent reinforcing material 9 and the striker reinforcing material 4 become two, can support a portion closer to the striker, and shorten the distance between the support points of the mastic joint surface with the outer panel described above. Further, dent resistance can be improved. And the vehicle lower side of this joint leg part is formed with one flange, and the deformation resistance is not greatly different from the case where there is no branch because the vicinity of this branch point is bent and deformed, and the pedestrian protection performance The adverse effects on can be suppressed. Further, in the present embodiment, two branches are made from the branch point to the first joint leg 6a and the second joint leg 6b, but more branches may be branched. However, since the component weight of the striker reinforcement increases as the number of branches increases, the number of branches is preferably 2 or less in consideration of weight reduction.

  In the present embodiment, the joint legs 6a and 6b and the dent reinforcing material 9 are provided on the same cross section. However, as shown in FIG. A surface 9d may be provided to join the second joint leg 6b and the joint seat surface 9d. Moreover, as shown in FIG.11 (b), the structure which has each one pair of junction parts 9e and 9f with the dent reinforcement material 9 by turns in the vehicle width direction may be sufficient. Moreover, in this embodiment, it has only the joining leg part 6b instead of the joining leg part 6a, and the effect of shortening a support point space | interval is acquired even if it hold | maintains the part near a striker more directly at 1 point. Therefore, a good effect can be obtained in terms of both improvement of dent resistance and pedestrian protection performance. In addition, regarding the effect of the structure considering only the branching of the joint leg 6 and the joint leg 6b, the joint leg 6 is joined to a plurality of locations of the outer panel 2 even when the dent reinforcing material 9 is not provided. Similar effects can be obtained.

  Next, a sixth embodiment of the present invention will be described. FIG. 6 is a cross-sectional view of the vicinity of the striker showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 6, in this embodiment, the outer panel 2, the inner panel 3, the striker 7 and the base plate 8 have the same configuration as that of the third embodiment. Moreover, in this embodiment, the striker connection part 5 in the striker reinforcing member 4 is provided with a rear flange 5a as in the fourth embodiment, and further, along the inner panel 3, a front flange 5b extending forward of the vehicle. Is provided. The dent reinforcing member 9 disposed between the outer panel 2 and the inner panel 3 has a front end joined to a front flange 5b of the striker connecting portion 5 in the striker reinforcing member 4, and from the rear side to the upper side of the vehicle. It extends and has a mastic joint surface with the outer panel 2, and has a joint surface with the joint leg portion 6 of the striker reinforcing material 4 at the rear, and further has a mastic joint surface with the outer panel at the rear. Thereafter, the structure is joined to the inner panel 3.

  And the joining leg part 6 is extended from the middle of the front flange 5b in the striker reinforcement material 4 to the vehicle upper direction and the vehicle rear, and this joining leg part 6 contacts the surface by the side of the inner panel 3 of the dent reinforcement material 9. And it is joined to the dent reinforcing material 9. As described above, the portion of the dent reinforcing member 9 to which the joint leg 6 is joined is a portion that extends slightly to the vehicle lower side and the vehicle rear after being joined to the outer panel 2 and then to the vehicle rear. 6 indicates an insertion course in which the striker 7 is inserted into the hole of the striker reinforcing member 4 and the hole of the inner panel 3 from above the vehicle. Thus, it is necessary to arrange the joining leg portion 6 in the striker reinforcing member 4 above the striker connecting portion 5 while ensuring a space in which the striker 7 can be inserted.

  In this embodiment, since the striker connecting portion 5 is provided with a front flange 5b extending from the striker connecting portion 5 to the front of the vehicle in addition to the rear flange 5a extending from the striker connecting portion 5 to the vehicle rear, the rigidity in the vicinity of the striker 7 is provided. Can be further improved. This effect can be similarly obtained without the dent reinforcing material 9. Further, after the joint leg 6 extends upward and rearward of the vehicle, the joint leg 6 is joined to the dent reinforcing member 9, and the distance between the joint with the dent reinforcing member 9 and the rear inner panel joining portion, that is, the outer panel. The support point interval of the mastic joint surface can be shortened. Therefore, as in the fourth embodiment, it is possible to improve dent resistance and pedestrian protection performance by shortening the interval. In this regard, even when the dent reinforcing material 9 is not provided, the same effect can be obtained by shortening the distance between the support point of the striker reinforcing material 4 and the outer panel 2 and the striker 7.

  Next, a seventh embodiment of the present invention will be described. FIG. 7 is a cross-sectional view of the vicinity of the striker showing the vehicle hood structure 1 of the present embodiment. As shown in FIG. 7, in this embodiment, the outer panel 2, the inner panel 3, the striker 7, and the base plate 8 are common to the sixth embodiment. In the present embodiment, the dent reinforcing member 9 has a front end portion that has a proximity surface to the outer panel 2, and is mastic bonded to the outer panel 2 at this portion, and the front joint leg portion of the striker reinforcing member 4 at the rear thereof. It is joined to the inner panel 3 at the rearmost end via a joint part with 6d, a mastic joint surface with the outer panel, a joint part with the rear joint leg 6c in the striker reinforcement 4, and a mastic joint surface with the outer panel. Further, in the drawing, the joint portion of the striker reinforcing member 4 with the front joint leg portion 6d and the joint portion with the rear joint leg portion 6c are shown as the same cross section. It does not necessarily have to be set to the same cross section, such as being set alternately in the width direction.

  And the striker connection part 5 in the striker reinforcement 4 is provided with the front flange 5b and the back flange 5a similarly to 6th Embodiment. A front joint leg 6d extends from the middle of the front flange 5b in the striker connecting portion 5 to the upper side of the vehicle and rearward of the vehicle. The front joint leg 6d contacts the dent reinforcement 9, and the dent reinforcement 9 is joined. In addition, a rear joining leg portion 6 c extends from the middle of the rear flange 5 a in the striker connecting portion 5 to the upper side of the vehicle and is joined to the dent reinforcing material 9.

  In the present embodiment, the front joint leg 6d extending from the front flange 5b of the striker connecting portion 5 in the striker reinforcing member 4 and the rear joint leg 6c extending from the rear flange 5a of the striker connecting portion 5 are formed as a dent reinforcing member 9. Since the striker reinforcement 4 and the dent reinforcement 9 are joined at two locations on the front and rear of the dent reinforcement 9, the mastic joint surface with the outer panel of the dent reinforcement 9 is supported. The point interval can be further shortened, and the dent resistance and the pedestrian protection performance can be further improved. In addition, about this, even when there is no dent reinforcement material 9, the same effect can be acquired by joining the striker reinforcement material 4 and the outer panel 2 in two places.

  These joint positions are appropriately selected from the viewpoint of securing dent properties and pedestrian protection performance, but they have a high degree of freedom in designing the thickness of the cross section, and are not accompanied by welding or the like. By using an extruded profile that can be easily set, these joining positions can be set relatively freely. Further, by using this extruded shape member, it becomes possible to support the dent reinforcing material 9 with the striker reinforcing material 4 at a position closer to the striker 7 just above the structure of the conventional press-molded product of the plate material. .

1: vehicle hood structure, 2: outer panel, 2a: outer panel front end, 3: inner panel, 3a: inner panel front end, 4: striker reinforcement, 5: striker connection, 5a: rear flange, 5b: front flange , 6: joint leg, 6a: first joint leg, 6b: second joint leg, 6c: rear joint leg, 6d: front joint leg, 7: striker, 8: base plate, 9: dent reinforcement 10: Folded part

Claims (12)

Outer panel,
An inner panel disposed on the lower surface side of the outer panel;
A striker for engaging the hood with the vehicle body;
A striker reinforcement made of an aluminum extruded shape integrally formed with the vehicle width direction as the extrusion direction;
Have
The striker reinforcement is
While being fixed to the inner panel, a striker connecting portion having a connecting portion for attaching the striker;
A joining leg portion that extends from the striker connecting portion above the vehicle and in the vehicle longitudinal direction and is joined to the outer panel;
Have
The vehicle hood structure characterized in that the striker connecting portion and the joining leg portion integrally formed by extrusion molding are formed with a thickness of the joining leg portion thinner than that of the striker connecting portion. Outer panel,
Dent reinforcement material fixed to the lower surface of the outer panel,
An inner panel disposed on the lower surface side of the outer panel;
A striker for engaging the hood with the vehicle body;
A striker reinforcement made of an aluminum extruded shape integrally formed with the vehicle width direction as the extrusion direction;
Have
The striker reinforcement is
While being fixed to the inner panel, a striker connecting portion having a connecting portion for attaching the striker;
A joint leg that extends from the striker connecting portion and extends in the vehicle longitudinal direction and is joined to the dent reinforcement,
Have
The vehicle hood structure characterized in that the striker connecting portion and the joining leg portion integrally formed by extrusion molding are formed with a thickness of the joining leg portion thinner than that of the striker connecting portion. The joint leg portion extends from the rear end of the striker connecting portion to the vehicle upper side, and is joined to the outer panel or the dent reinforcing material,
The hood structure for a vehicle according to claim 1, wherein the striker connecting portion has a rear flange extending rearward of the vehicle along the inner panel. The joint leg portion extends upward from the front end of the striker connecting portion, and is joined to the outer panel or the dent reinforcing material,
The hood structure for a vehicle according to any one of claims 1 to 3, wherein the striker connecting portion includes a front flange extending forward of the vehicle along the inner panel. The hood structure for a vehicle according to any one of claims 1 to 4, wherein the joint leg portion includes a bent portion that is a starting point that is bent and deformed in a collision. The vehicle hood structure according to claim 5, wherein a thickness of the bent portion is thinner than a portion of the joint leg other than the bent portion. The vehicle hood according to any one of claims 1 to 6, wherein the joint leg portion is branched into a plurality of branches from a branch point and joined to a plurality of locations of the outer panel or the dent reinforcing material. Construction. The hood structure for a vehicle according to any one of claims 1 to 7, wherein the striker reinforcing member is formed in parallel to a vehicle width direction and is joined to the inner panel in parallel to the vehicle width direction. . The hood structure for a vehicle according to claim 2, wherein the striker reinforcing material is formed in parallel to the vehicle width direction and is joined to the dent reinforcing material in parallel to the vehicle width direction. The material of the striker reinforcing material is an extruded shape made of an aluminum 6000 series alloy, and the thickness of the striker connecting portion is 1.4 mm or more. Vehicle hood structure. In a striker reinforcing material provided in a vehicle hood structure having an outer panel, an inner panel disposed on the lower surface side of the outer panel, and a striker for engaging the hood with the vehicle body,
While being fixed to the inner panel, a striker connecting portion having a connecting portion for attaching the striker;
A joining leg portion that extends from the striker connecting portion above the vehicle and in the vehicle longitudinal direction and is joined to the outer panel;
Have
The striker connecting portion and the joining leg portion are integrally formed by an aluminum extruded shape member integrally formed with the vehicle width direction as an extrusion direction so that the thickness of the joining leg portion is thinner than that of the striker connecting portion. Strike reinforcement material characterized by A vehicle hood having an outer panel, a dent reinforcement member fixed to the lower surface of the outer panel, an inner panel disposed on the lower surface side of the outer panel, and a striker for engaging the hood with the vehicle body. In the striker reinforcement provided in the structure,
While being fixed to the inner panel, a striker connecting portion having a connecting portion for attaching the striker;
A joint leg that extends from the striker connecting portion and extends in the vehicle longitudinal direction and is joined to the dent reinforcement,
Have
The striker connecting portion and the joining leg portion are integrally formed by an aluminum extruded shape member integrally formed with the vehicle width direction as an extrusion direction so that the thickness of the joining leg portion is thinner than that of the striker connecting portion. Strike reinforcement material characterized by

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