JP4010223B2 - Vehicle hood structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a hood structure for a vehicle, and more particularly to a hood structure for a vehicle that protects a collision object in a vehicle such as an automobile in the event of a collision.
[0002]
[Prior art]
  Conventionally, in the hood structure of a vehicle, the outer peripheral edge of the insulator is in contact with the engine hood inner panel of the engine hood from the inside of the engine room, and this insulator is coupled to the engine hood inner panel by bolts and a wet nut. There exists a structure (for example, refer patent document 1).
[0003]
  Conventionally, in a vehicle hood structure, a hollow portion is provided between the strut tower and the hood outer panel, and a straight leg portion is provided in the hollow portion in the vehicle body height direction between the upper portion of the strut tower and the hood outer panel. There is a configuration in which an impact absorber that fills the gap is provided (see, for example, Patent Document 2).
[0004]
[Patent Document 1]
    JP-A-5-155356 (FIGS. 1 and 7)
[Patent Document 2]
    JP-A-7-285466 (FIGS. 2 and 5)
[0005]
[Problems to be solved by the invention]
  However, in Patent Document 1, the hood inner has an upper-open U-shaped cross section, and the hood inner and the hood outer form a closed cross section. However, when the collision body collides, the closed cross section is broken. Then, the collision object will run idle due to the closed cross-section space. It should be noted that the impact cannot be absorbed while the collision object is idle. On the other hand, in Patent Document 2, since the hood inner is formed with a U-shaped cross section with a downward opening, the idling of the collision body as in Patent Document 1 is suppressed. The ridge line portion of the hood inner, which is disposed along the vehicle width direction and has high rigidity, is formed in a direction perpendicular to the contact direction of the collision body that contacts the hood from the upper front side of the vehicle. As a result, in Patent Document 2, there is a possibility that the reaction force becomes large when the collision body collides with the ridge line portion.
[0006]
  In consideration of the above-described facts, the present invention has an object to provide a vehicle hood structure capable of suppressing the idling of the collision object and suppressing the generation of excessive reaction force on the collision object and effectively absorbing the shock.
[0007]
[0008]
[0009]
[Means for Solving the Problems]
  The present invention according to claim 1 is a vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of the hood, and an inner member that is disposed inside the outer member.
  The inner member is joined to the outer member via an adhesive layer,
  The inner member is a plurality of linear main skeleton members having an open end downward and a central axis extending along the front-rear direction of the vehicle body, and a cross section viewed from a direction along the central axis of the inner member The shape is a reverse V-shape with a downward opening that is narrower than the distance between the opening ends.
[0010]
  Therefore, the inner member joined to the outer member through the adhesive layer is a plurality of linear main skeleton members with the open end downward and the central axis extending along the longitudinal direction of the vehicle body. As a result, the open end portion of the inner member is downward, and a highly rigid ridge line portion is formed in parallel with the contact direction of the collision body that contacts the hood from the upper front side of the vehicle. For this reason, while the idling of a collision object is suppressed, generation | occurrence | production of the excessive reaction force to a collision object is suppressed, and effective shock absorption is possible. In addition, the inner member has an inverted V-shape with a downward opening, and has a structure that does not constrain the open end, so that it is possible to prevent the collision body from running idle and to prevent excessive reaction force from being generated on the collision body. Absorption is possible. Moreover, the cross-sectional shape seen from the direction along the central axis of the inner member is a reverse V-shape having a downward opening that is narrower than the distance between the opening ends, so that the joint surface of the inner member with the outer member And the occurrence of a horizontal component of the impact acceleration that pushes the collision object in the horizontal direction at the time of collision can be suppressed. As a result, it is possible to increase the upward component force of the impact acceleration that is effective for protecting the collision body from interference with the components in the engine room.
[0011]
[0012]
[0013]
[0014]
[0015]
[0016]
[0017]
  The present invention according to claim 2 is a vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of the hood, and an inner member that is disposed inside the outer member.
  The inner member includes a plurality of linear main skeleton members having an open end downward and a central axis extending along the front-rear direction of the vehicle body, and an auxiliary for connecting the plurality of main skeleton members at a predetermined position. A skeleton member, and the auxiliary skeleton member is provided integrally or separately at an open end of the plurality of main skeleton members with a predetermined distance from the outer member.
[0018]
  Therefore, the inner member has a plurality of linear main skeleton members whose open end faces downward and the central axis extends along the front-rear direction of the vehicle body, and an auxiliary that connects the plurality of main skeleton members at a predetermined position. The auxiliary skeleton member is integrally or separately provided at the open ends of the plurality of main skeleton members with a predetermined distance from the outer member. As a result, the collision object is prevented from running idle and the collision object is difficult to contact the auxiliary skeleton member via the outer member, so that it is possible to effectively absorb the impact by suppressing the generation of excessive reaction force on the collision object. .
[0019]
  According to a third aspect of the present invention, in the hood structure for a vehicle according to the second aspect, the auxiliary skeleton member has a cross section having a downward opening, and the vertical skeleton connecting the side walls of the plurality of main skeleton members. It has a wall part.
[0020]
  Therefore, in addition to the content of claim 2, since the auxiliary skeleton member has a vertical wall portion that connects the side walls of the plurality of main skeleton members, it is possible to ensure rigidity and with the deformation movement of the plurality of main skeleton members. The auxiliary skeleton member moves downward to avoid interference with the collision object.
[0021]
  According to a fourth aspect of the present invention, in the vehicle hood structure according to any one of the second and third aspects, an impact absorbing structure is provided between the auxiliary skeleton member and the outer member, and the auxiliary skeleton member is provided. Is cut and raised to adhere to the lower surface of the outer member.
[0022]
  Therefore, in addition to the contents described in any one of claims 2 and 3, an impact absorbing structure is provided between the auxiliary skeleton member and the outer member, and a part of the auxiliary skeleton member is cut and raised. Since the auxiliary skeleton member is used as an impact absorbing structure because it is bonded to the lower surface, the impact can be absorbed even when a collision object collides at a position away from the main skeleton member.
[0023]
  According to a fifth aspect of the present invention, in the hood structure for a vehicle according to any one of the second and third aspects, a fragile portion is provided at a connecting portion between the plurality of main skeleton members and the auxiliary skeleton member. And
[0024]
  Therefore, in addition to the content described in any one of claims 2 and 3, since a weak portion is provided in a connecting portion between a plurality of main skeleton members and the auxiliary skeleton member, even if a collision object collides with the auxiliary skeleton member. The auxiliary skeleton member is deformed by the fragile portion, and generation of a horizontal component of impact acceleration that pushes the collision body in the horizontal direction at the time of collision can be suppressed. As a result, it is possible to increase the upward component force of the impact acceleration that is effective for protecting the collision body from interference with the components in the engine room.
[0025]
  According to a sixth aspect of the present invention, in the hood structure for a vehicle according to the second aspect, the auxiliary skeleton member has a flat plate shape, and the open ends of the plurality of main skeleton members are connected to each other. .
[0026]
  Therefore, in addition to the content described in claim 2, the auxiliary skeleton member has a flat plate shape and connects the open ends of the plurality of main skeleton members, so that the rotational moment of the main skeleton member generated at the time of collision is reduced. It can be suppressed by the tension of the member, and a decrease in the upward component force of the impact acceleration generated in the collision body at the time of collision can be prevented.
  According to a seventh aspect of the present invention, in the hood structure for a vehicle according to the second aspect, the inner member is joined to the outer member through an adhesive layer, and the inner member is attached to a central axis of a main skeleton member. The cross-sectional shape seen from the direction along the line is characterized by a downwardly open U-shape narrower upward than the distance between the opening ends.
  Therefore, in addition to the content described in claim 2, the inner member has a U-shape that is open downward, and has a structure that does not restrain the open end. It is possible to suppress the generation of reaction force and effectively absorb the shock. Moreover, the cross-sectional shape seen from the direction along the central axis of the inner member is a U-shape having a downward opening that is narrower than the distance between the opening end portions, so that the joint surface of the inner member with the outer member can be obtained. It can be narrowed, and the generation of a horizontal component of the impact acceleration that pushes the collision body in the horizontal direction at the time of collision can be suppressed. As a result, it is possible to increase the upward component force of the impact acceleration that is effective for protecting the collision body from interference with the components in the engine room.
  The present invention according to claim 8 is the vehicle hood structure according to claim 2, wherein the inner member is joined to the outer member via an adhesive layer, and the inner member is attached to a central axis of a main skeleton member. The cross-sectional shape seen from the direction along the line is characterized by an inverted V-shape having a downward opening that is narrower than the distance between the opening end portions.
  Therefore, in addition to the content described in claim 2, the inner member has an inverted V-shaped configuration with a downward opening, and has a structure that does not restrain the open end, so that the collision object can be prevented from running freely and It is possible to suppress the generation of excessive reaction force and effectively absorb the shock. Moreover, the cross-sectional shape seen from the direction along the central axis of the inner member is a reverse V-shape having a downward opening that is narrower than the distance between the opening ends, so that the joint surface of the inner member with the outer member And the occurrence of a horizontal component of the impact acceleration that pushes the collision object in the horizontal direction at the time of collision can be suppressed. As a result, it is possible to increase the upward component force of the impact acceleration that is effective for protecting the collision body from interference with the components in the engine room.
  According to a ninth aspect of the present invention, in the hood structure for a vehicle according to the seventh aspect, an adhesive layer interposed between the upper wall portion of the main skeleton member of the inner member and the outer member is provided on the vehicle of the upper wall portion. It is also characterized in that it is arranged at the edge in the width direction.
  Therefore, in addition to the content described in claim 7, the opening angle can be reduced by the thickness of the adhesive layer even if the collision body collides with a location separated from the central axis of the inner member in the vehicle width direction. In addition, it is possible to suppress the generation of a horizontal component of the impact acceleration that pushes the collision body in the horizontal direction at the time of collision. As a result, it is possible to increase the upward component force of the impact acceleration that is effective for protecting the collision body from interference with the components in the engine room.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
  The vehicle hood structure according to the present inventionReference embodimentWill be described with reference to FIGS.
[0028]
  In the figure, the arrow UP indicates the vehicle body upward direction, and the arrow FR in the figure indicates the vehicle body front direction.
[0029]
  As shown in FIG. 4, in the present embodiment, the engine hood 12 of the automobile body 10 includes an outer panel 14 as an outer member constituting the outer surface of the vehicle body of the engine hood 12, and an engine room side disposed on the inner side of the outer panel 14. It is comprised by the inner panel 16 as an inner member which comprises a part, and the inner panel 16 is joined to the outer panel 14 through the contact bonding layer.
[0030]
  As shown in FIG. 3, the outer peripheral bone including the front bone 16 </ b> A, the rear bone 16 </ b> B, and the vehicle width direction outer bone 16 </ b> C in the inner panel 16 of the engine hood 12 has higher rigidity than other parts.
[0031]
  The front bone 16A and the rear bone 16B of the inner panel 16 have a plurality of (five in the present embodiment) main skeleton members extending in the longitudinal direction of the vehicle body with a predetermined interval in the vehicle width direction. The skeleton member 22 is constructed.
[0032]
  As shown in FIG. 2, the cross-sectional shape of the skeleton member 22 as viewed from the axial direction (vehicle body longitudinal direction) is a U-shape in which the opening is directed downward in the vehicle and the lower part is widened.
[0033]
  As a result, as shown by a two-dot chain line in FIG. 1, the skeleton member 22 is compared with the comparative example in which the entire width L1 and the opening width L2 are the same and the opening width in the vertical direction is constant. In the embodiment, the offset amount L in plan view between the central axis X of the skeleton member 22 and the vehicle width direction edge portion 24A of the joint portion 24 between the skeleton member 22 and the outer panel 14 is small. Therefore, the opening angle with respect to the vertical direction of the straight line connecting the collision point P and the central axis X of the skeleton member 22 when the collision body S collides with the outer panel 14 above the vehicle width direction edge portion 24A of the joint portion 24. θ1 is smaller than the opening angle θ2 of the comparative example.
[0034]
  As shown in FIG. 2, left and right flanges 22A and 22B are formed at the opening end of the skeleton member 22 toward the outside of the opening, and the hood silencer 23 is locked to the flanges 22A and 22B. ing.
[0035]
  Next, the operation of this embodiment will be described.
[0036]
  In the present embodiment, a plurality of skeleton members 22 extending in the vehicle body front-rear direction with a predetermined interval in the vehicle width direction are provided between the front bone 16A and the rear bone 16B in the inner panel 16 of the engine hood 12. The cross-sectional shape seen from the axial direction of the skeleton member 22 is a U-shape with the opening directed downward in the vehicle and the lower portion expanded.
[0037]
  As a result, the open end of the skeleton member 22 of the inner panel 16 is downward, and the ridge line portion of the skeleton member 22 having high rigidity is parallel to the contact direction of the collision body S that contacts the engine hood 12 from the upper front side of the vehicle. Is formed. For this reason, it is possible to suppress the idling of the collision body S and to suppress the generation of an excessive reaction force on the collision body S and to effectively absorb the shock.
[0038]
  In addition, as shown by a two-dot chain line in FIG. 1, the present embodiment is compared with the comparative example in which the skeleton member 22 is formed in a U-shape in which the entire width L1 and the opening width L2 are the same and the opening width in the vertical direction is constant. The offset amount L in plan view between the center axis X of the skeleton member 22 and the vehicle width direction edge portion 24A of the joint portion 24 between the skeleton member 22 and the outer panel 14 is small.
[0039]
  Therefore, the opening angle with respect to the vertical direction of the straight line connecting the collision point P and the central axis X of the skeleton member 22 when the collision body S collides with the outer panel 14 above the vehicle width direction edge portion 24A of the joint portion 24. θ1 is smaller than the opening angle θ2 of the comparative example.
[0040]
  For this reason, the horizontal component G2 of the impact acceleration G generated on the straight line connecting the collision point P and the central axis X of the skeleton member 22 is reduced. That is, the component force of the impact acceleration acting in the lateral direction with respect to the collision body S can be suppressed. As a result, the upward component G1 of the impact acceleration G, which is effective for protecting the collision body S from interference with parts in the engine room, is increased.
[0041]
  Further, in the present embodiment, as shown by a two-dot chain line in FIG. 2, the hood silencer 23 can be locked to the flanges 22A and 22B of the skeleton member 22, so that the hood silencer 23 can be prevented from falling off and the hood silencer 23 is There is no need to separately provide a bracket for mounting, and the number of parts and weight can be reduced, and productivity is improved.
[0042]
  Further, in the present embodiment, the air from the front of the vehicle can flow without receiving a large resistance as shown by the arrow W in FIG. 4 through the U-shaped cross section of the skeleton member 22 while the vehicle is traveling. The upper portion 26A of the engine 26 can be effectively cooled.
[0043]
  Further, in this embodiment, since the skeleton member 22 has a U-shaped cross-sectional shape with the lower portion spread, it is difficult for water to accumulate in the cross-section, and the rust prevention performance can be improved, and press working or die cutting can be easily performed. Improves. In addition, the ability to prevent the hood silencer from falling off is improved.
[0044]
  Further, in this embodiment, since the skeleton member 22 is disposed along the vehicle front-rear direction, compared to an engine hood in which the skeleton member is extended in the vehicle width direction, the skeleton member is counteracted from the collision side at the time of an offset light collision. It is difficult for the load to be transmitted to the collision side, the damage on the anti-collision side can be reduced, and the torsional rigidity of the single inner panel is improved.
[0045]
  In the present embodiment, the hood silencer 23 is locked to the flanges 22A and 22B of the skeleton member 22. Instead, as shown in FIG. 5, the cross sections of the flanges 22A and 22B of the skeleton member 22 or the skeleton member 22 are used. It is also possible to assemble a washer hose 25 or the like inside.
[0046]
  Next, the hood structure of the vehicle according to the present inventionFirst embodimentWill be described with reference to FIGS.
[0047]
  In addition,Reference embodimentThe same members as those in FIG.
[0048]
  As shown in FIG. 7, in the present embodiment, the cross-sectional shape of the skeleton member 22 viewed from the axial direction is an inverted V shape in which the opening is directed downward in the vehicle and the lower part is widened.
[0049]
  As a result, as shown in FIG. 6, the offset amount L in plan view between the central axis X of the skeleton member 22 and the joint portion 24 between the skeleton member 22 and the outer panel 14 is zero. Therefore, the opening angle θ1 with respect to the vertical direction of the straight line connecting the collision point P when the collision body S collides with the outer panel 14 above the joint portion 24 and the central axis X of the skeleton member 22 becomes 0 degree. Yes.
[0050]
  Next, the operation of this embodiment will be described.
[0051]
  In the present embodiment, a plurality of skeleton members 22 extending in the vehicle body front-rear direction with a predetermined interval in the vehicle width direction are provided between the front bone 16A and the rear bone 16B in the inner panel 16 of the engine hood 12. The cross-sectional shape seen from the axial direction of the skeletal member 22 is a V-shape with the opening directed downward in the vehicle and expanded downward.
[0052]
  As a result, the open end of the skeleton member 22 of the inner panel 16 is downward, and the ridge line portion of the skeleton member 22 having high rigidity is parallel to the contact direction of the collision body S that contacts the engine hood 12 from the upper front side of the vehicle. Is formed. For this reason, it is possible to suppress the idling of the collision body S and to suppress the generation of an excessive reaction force on the collision body S and to effectively absorb the shock.
[0053]
  Further, the offset amount L in plan view between the central axis X of the skeleton member 22 and the vehicle width direction edge portion 24A of the joint portion 24 between the skeleton member 22 and the outer panel 14 is zero.
[0054]
  Therefore, the opening angle θ1 with respect to the vertical direction of the straight line connecting the collision point P when the collision body S collides with the outer panel 14 above the joint portion 24 and the central axis X of the skeleton member 22 is 0 degree.
[0055]
  As a result, the horizontal component of the impact acceleration G generated on the straight line connecting the collision point P and the central axis X of the skeleton member 22 becomes zero. That is, the component force of the impact acceleration acting in the lateral direction with respect to the collision body S can be suppressed. As a result, the upward component force G1 of the impact acceleration G, which is effective for protecting the collision body S from interference with components in the engine room, is increased.
[0056]
  As shown in FIG. 8, the cross-sectional shape of the upper end portion 22C of the skeleton member 22 may be an R shape.
[0057]
  Next, the hood structure of the vehicle in the present inventionReference embodimentWill be described with reference to FIGS.
[0058]
  In addition,Embodiment of reference example shown in FIGS.Are attached to the same members with the same reference numerals.
[0059]
  As shown in FIG. 10, in the present embodiment, the adhesive layer 34 interposed between the upper wall portion 22 </ b> C of the skeleton member 22 and the outer panel 14 has a wave shape along the vehicle front-rear direction. Are also disposed at the edge of the upper wall portion 22C of the skeleton member 22 in the vehicle width direction.
[0060]
  As a result, as shown in FIG. 9, the collision point P when the collision body S collides with the joint portion 24 between the outer panel 14 and the edge in the vehicle width direction of the upper wall portion 22 </ b> C of the skeleton member 22 is The adhesive layer 34 interposed between the outer panel 14 and the frame member 22 is spaced upward from the edge in the vehicle width direction of the upper wall portion 22 </ b> C.
[0061]
  Therefore, the opening angle θ1 of the present embodiment with respect to the vertical direction of the straight line connecting the collision point P and the central axis X of the skeleton member 22 is as shown in FIG. This is smaller than the opening angle θ3 of the comparative example provided only at the center in the vehicle width direction of 22C.
[0062]
  Next, the operation of this embodiment will be described.
[0063]
  In the present embodiment, the collision point P when the colliding body S collides with the edge 24 in the vehicle width direction of the upper wall portion 22 </ b> C of the skeleton member 22 and the joint portion 24 with the outer panel 14 is determined between the skeleton member 22 and the outer panel 14. Due to the adhesive layer 34 interposed therebetween, the frame member 22 is spaced upward from the edge in the vehicle width direction of the upper wall portion 22C.
[0064]
  Accordingly, the opening angle θ1 with respect to the vertical direction of the straight line connecting the collision point P and the central axis X of the skeleton member 22 is such that the adhesive layer 34 has the vehicle width of the upper wall portion 22C of the skeleton member 22 as shown in FIG. This is smaller than the opening angle θ3 of the comparative example in which only the central portion in the direction is provided.
[0065]
  As a result, the horizontal component G1 of the impact acceleration G generated on the straight line connecting the collision point P and the central axis X of the skeleton member 22 is reduced. That is, the component force of the impact acceleration acting in the lateral direction with respect to the collision body S can be suppressed. As a result, the upward component force G1 of the impact acceleration G, which is effective for protecting the collision body S from interference with parts in the engine room, is increased.
[0066]
  In the present embodiment, the adhesive layer 34 is disposed in a wave shape along the vehicle front-rear direction. Instead, as shown in FIG. 12, the adhesive layer 34 is formed in a zigzag shape along the vehicle front-rear direction. It may be arranged. Further, as shown in FIG. 13, the adhesive layer 34 may be disposed linearly along the vehicle front-rear direction at the edge in the vehicle width direction of the upper wall portion 22 </ b> C of the skeleton member 22. Further, the adhesive layer 34 may be intermittently disposed with a predetermined length. Furthermore, as shown in FIG. 14, a configuration may be adopted in which a concave portion 36 for applying an adhesive is formed on the upper wall portion 22 </ b> C of the skeleton member 22.
[0067]
  Next, the hood structure of the vehicle in the present inventionSecond embodimentWill be described with reference to FIGS.
[0068]
  In addition,Embodiment of reference example shown in FIGS.The same members are denoted by the same reference numerals and the description thereof is omitted.
[0069]
  As shown in FIG. 17, in the present embodiment, the three skeleton members 22 adjacent to each other in the vehicle width direction central portion of the inner panel 16 of the engine hood 12 are arranged along the vehicle width direction at the respective center portions in the front-rear direction. They are connected by a skeleton member 38 as an auxiliary skeleton member.
[0070]
  As shown in FIG. 16, the cross-sectional shape of the skeletal member 38 viewed from the axial direction (vehicle width direction) is a U-shape with the opening facing the lower side of the vehicle and the lower side spreading. Front and rear flanges 38A and 38B are formed at the opening end portion toward the outside of the opening. Further, the flanges 38 </ b> A and 38 </ b> B of the skeleton member 38 are connected to the flanges 22 </ b> A and 22 </ b> B of the skeleton member 22.
[0071]
  In addition, in the site | part to which the skeleton member 38 in the skeleton member 22 is connected, for example, the upper wall portion 22C is bonded to the outer panel 14 by an adhesive layer 34 arranged in a ring shape.
[0072]
  As shown in FIG. 18, a gap 39 is formed between the upper wall portion 38 </ b> C of the skeleton member 38 and the outer panel 14.
[0073]
  Next, the operation of this embodiment will be described.
[0074]
  In the present embodiment, a plurality of skeleton members 22 extending in the vehicle body front-rear direction with a predetermined interval in the vehicle width direction are provided between the front bone 16A and the rear bone 16B in the inner panel 16 of the engine hood 12. The three skeleton members 22 adjacent to each other in the center portion in the vehicle width direction of the inner panel 16 are connected by skeleton members 38 disposed along the vehicle width direction in the respective center portions in the front-rear direction. Yes. As a result,Embodiment of reference example shown in FIGS.As compared with the above, the rigidity of the engine hood 12 is improved and the collision energy can be absorbed efficiently.
[0075]
  Further, since the portion of the inner panel 16 of the engine hood 12 where the skeleton member 38 is connected becomes a trigger to fold the skeleton member 22 extending in the front-rear direction at the time of a vehicle frontal collision, as shown in FIG. By adjusting the installation site, the mode control for folding the engine hood 12 becomes possible.
[0076]
  Further, in the present embodiment, as shown in FIG. 20, when the collision body S comes into contact with the engine hood 12, the skeleton member 38 is moved downward (arrows in FIG. 20) due to the bending deformation of the skeleton member 22 of the inner panel 16. Therefore, it is difficult for the collision body S to contact the upper wall portion 38C of the skeleton member 38 with the outer panel 14 interposed therebetween.
[0077]
  Accordingly, as shown in FIG. 15, the forward inclination angle α1 of the impact acceleration G of the present embodiment, which is determined by the inclination angle of the collision point P when the collision body S collides with the outer panel 14, is replaced with the skeleton member 38. Thus, as shown in FIG. 21, in the comparative example in which the skeletal member 42 with the opening facing upward is disposed, the impact acceleration G determined by the tilt angle of the collision point P is smaller than the forward tilt angle α2. .
[0078]
  As a result, in the present embodiment, the horizontal component G2 in front of the impact acceleration G is reduced. That is, the component force of the impact acceleration acting in the lateral direction with respect to the collision body S can be suppressed. As a result, the upward component force G1 of the impact acceleration that is effective for protecting the collision body S from interference with the components in the engine room is increased.
[0079]
  Note that, as shown in FIG. 22, a convex portion 40 is formed by cutting a part on the upper wall portion 38 </ b> C of the skeleton member 38 that is the central portion of the adjacent skeleton member 22. The upper wall portion 40A may be coupled to the outer panel 14. Further, as shown in FIG. 23, a notch 43 is formed on the rear side of the convex portion 40. For this reason, when the colliding body S collides with the outer panel 14, the upper wall portion 40A of the convex portion 40 easily falls down to the vehicle rear side (in the direction of arrow B in FIG. 23). By tilting in the B direction, the forward tilt angle of the impact acceleration G determined by the tilt angle of the collision point P when the colliding body S collides with the outer panel 14 becomes small.
[0080]
  Further, as shown in FIG. 24, a fragile portion 44 serving as a deformation starting point is formed at a connection portion of the skeleton member 38 with the skeleton member 22, and the outer panel 14 is caused to collide with the collision body S so that the outer panel 14 is the upper wall portion 38 </ b> C of the skeleton member 38. In this case, the skeleton member 38 may be easily deformed as indicated by a two-dot chain line downward (in the direction of arrow B in FIG. 24) starting from the fragile portion 44.
[0081]
  In addition, as shown in FIG. 25, the flanges 22 </ b> A and 22 </ b> B of the adjacent skeleton members 22 are connected by a single plate 46, so that when the adjacent skeleton member 22 is bent due to the collision of the collision body S, the plate It is possible to prevent the upward acceleration G1 generated in the collision body S from being reduced by the tension T generated in 46.
[0082]
  Next, the hood structure of the vehicle in the present inventionReference embodimentWill be described with reference to FIGS.
[0083]
  In addition,Embodiment of reference example shown in FIGS.The same members are denoted by the same reference numerals and the description thereof is omitted.
[0084]
  As shown in FIG. 26, in the present embodiment, the flange of the skeleton member 22 is eliminated, and the front end portions 22F and 22G of the left and right vertical wall portions 22D and 22E have an arcuate cross-sectional shape.
[0085]
  As a result, the width W1 of the skeleton member 22 of the present embodiment shown in FIG. 27 is smaller than the width W2 = W1 + N1 + N2 of the skeleton member 22 of the comparative example having the flange shown in FIG.
[0086]
  Therefore, when the collision body S collides with the engine hood 12 and the skeleton member 22 descends from the position indicated by the two-dot chain line to the position indicated by the solid line as shown in FIGS. When the gaps M1 and M2 for preventing the components 46 and 48 and the skeleton member 22 from interfering with each other are taken into consideration, the distance L1 between the component 46 and the component 48 in this embodiment (FIG. 27) is the same as that in the comparative example (FIG. 28). The distance L2 between the component 46 and the component 48 of the skeleton member 22 is shorter. For this reason, when the interval between the component 46 and the component 48 is determined in advance, in the present embodiment, the gaps M1 and M2 are increased so that the variation in the components causes the variation as shown in the comparative example (FIG. 29). The skeleton member 22 and the component 46 can be prevented from interfering with each other.
[0087]
  Next, the operation of this embodiment will be described.
[0088]
  In the present embodiment, when the collision body S collides with the engine hood 12 and the skeleton member 22 descends from the position indicated by the two-dot chain line to the position indicated by the solid line as shown in FIG. The distance L1 between the component 46 and the component 48 when considering the gaps M1 and M2 for preventing the components 46 and 48 and the skeleton member 22 from interfering with each other is equal to the component 46 and the component 48 of the skeleton member 22 of the comparative example shown in FIG. Is shorter than the interval L2.
[0089]
  As a result, when the interval between the component 46 and the component 48 is determined in advance, the gaps M1 and M2 are increased so that the skeleton member 22 and the skeleton member 22 as shown in the comparative example (FIG. 29) due to component variations. Interference with the component 46 can be prevented. For this reason, in this embodiment, it can prevent that the frame member 22 and the components in an engine room interfere, and the impact acceleration which the collision body S receives increases.
[0090]
  Further, in the present embodiment, as shown in FIG. 30, the thickness K1 after deformation of the skeleton member 22 due to the secondary collision is smaller than the thickness K2 after deformation of the skeleton member 22 in the comparative example (FIG. 31). Therefore, also in this respect, it is possible to prevent an increase in impact acceleration received by the collision body S.
[0091]
  Further, in the present embodiment, since the front end portions 22F and 22G of the vertical wall portions 22D and 22E of the skeleton member 22 have an arcuate cross-sectional shape, when contacting the member 50 in the engine room due to a secondary collision. In addition, the tip portions 22F and 22G are not easily caught by the member 50.
[0092]
  As shown in FIG. 32, even if the front end portions 22F and 22G of the vertical wall portions 22D and 22E of the skeleton member 22 are curved in a J shape, the front end portions 22F and 22G are less likely to be caught by members in the engine room. good.
[0093]
  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.
[0094]
[0095]
[0096]
[0097]
  Further, the arrangement positions and widths of the skeleton member 22 and the skeleton member 38 are not limited to the above-described embodiment.FIG.(A) ~FIG.As shown in (D), the arrangement position and width of the skeleton member 22 and the skeleton member 38 can be changed.
[0098]
  Also,FIG.As shown in FIG. 5, the weakened portion 44 may be formed by eliminating the U-shaped cross section extending in the left-right direction at the connecting portion between the skeleton member 22 and the skeleton member 38.
[0099]
[0100]
[0101]
  Moreover, it is also possible to make the structure which combined said each embodiment.
[0102]
[0103]
【The invention's effect】
  The present invention according to claim 1 is a vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of the hood, and an inner member that is disposed on the inner side of the outer member, and the inner member is an outer member. The inner member is joined through an adhesive layer, and the inner member is a plurality of linear main skeleton members extending along the front-rear direction of the vehicle body with the open end downward and the central axis of the inner member The cross-sectional shape seen from the direction along the line is a reverse V-shape with an opening that is narrower than the distance between the open ends, so that the collision object is prevented from running idle and excessive reaction force to the collision object. It has an excellent effect of suppressing generation and effective shock absorption. Moreover, it has the outstanding effect that it can suppress the idling of the collision body and suppress the generation of an excessive reaction force to the collision body and can effectively absorb the shock. Moreover, it has the outstanding effect that generation | occurrence | production of the horizontal component of the impact acceleration which pushes a collision body to a horizontal direction at the time of a collision can be suppressed.
[0104]
[0105]
[0106]
[0107]
  According to a second aspect of the present invention, there is provided a vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of the hood, and an inner member that is disposed inside the outer member, wherein the inner member has an open end. A plurality of linear main skeleton members having a central portion extending along the front-rear direction of the vehicle body, and an auxiliary skeleton member that connects the plurality of main skeleton members at predetermined locations, Since the auxiliary skeleton member is provided integrally or separately at the open ends of the plurality of main skeleton members with a predetermined distance from the outer member, it is possible to prevent the collision body from running idle and excessive reaction force against the collision body. It has an excellent effect of suppressing generation and effective shock absorption.
[0108]
  According to a third aspect of the present invention, in the vehicle hood structure according to the second aspect, the auxiliary skeleton member has a cross section having a downward opening, and the vertical wall portion connects between the side walls of the plurality of main skeleton members. Therefore, in addition to the effect of the second aspect, it has an excellent effect that the rigidity can be secured and the interference between the auxiliary skeleton member and the collision body can be avoided.
[0109]
  According to a fourth aspect of the present invention, in the hood structure for a vehicle according to any one of the second and third aspects, a shock absorbing structure is provided between the auxiliary skeleton member and the outer member, and a part of the auxiliary skeleton member is provided. In addition to the effect according to any one of claims 2 and 3, it is possible to absorb an impact even if a collision object collides at a position away from the skeleton member. Has an effect.
[0110]
  According to a fifth aspect of the present invention, in the hood structure for a vehicle according to any one of the second and third aspects, the weakened portion is provided at the connecting portion between the plurality of main skeleton members and the auxiliary skeleton members. In addition to the effect described in any one of 3 above, the present invention has an excellent effect that it is possible to suppress the generation of a horizontal component of impact acceleration that pushes the collision body in the horizontal direction at the time of multiple collisions.
[0111]
  According to a sixth aspect of the present invention, in the vehicle hood structure according to the second aspect, the auxiliary skeleton member has a flat plate shape, and connects the open ends of the plurality of main skeleton members. In addition to the above effect, it has an excellent effect of preventing a reduction in the upward component force of the impact acceleration generated in the collision body at the time of collision.
  According to a seventh aspect of the present invention, in the vehicle hood structure according to the second aspect, the inner member is joined to the outer member via an adhesive layer, and the direction along the central axis of the main skeleton member of the inner member Since the cross-sectional shape seen from the top is a U-shape with a lower opening narrower than the distance between the opening end portions, in addition to the effect of claim 2, the collision object is prevented from running idle and the collision object It has an excellent effect of suppressing the generation of an excessive reaction force and effective shock absorption. Moreover, it has the outstanding effect that it can suppress the idling of the collision body and suppress the generation of an excessive reaction force to the collision body and can effectively absorb the shock. Moreover, it has the outstanding effect that generation | occurrence | production of the horizontal component of the impact acceleration which pushes a collision body to a horizontal direction at the time of a collision can be suppressed.
  The invention according to claim 8 is the vehicle hood structure according to claim 2, wherein the inner member is joined to the outer member via an adhesive layer, and the direction along the central axis of the main skeleton member of the inner member Since the cross-sectional shape seen from above is a reverse V-shaped with a lower opening narrower than the distance between the opening end portions, in addition to the effect of claim 2, while preventing the collision object from running idle, It has an excellent effect of suppressing the generation of excessive reaction force on the body and effective shock absorption. Moreover, it has the outstanding effect that it can suppress the idling of the collision body and suppress the generation of an excessive reaction force to the collision body and can effectively absorb the shock. Moreover, it has the outstanding effect that generation | occurrence | production of the horizontal component of the impact acceleration which pushes a collision body to a horizontal direction at the time of a collision can be suppressed.
  According to a ninth aspect of the present invention, in the vehicle hood structure according to the seventh aspect, an adhesive layer interposed between the upper wall portion of the main skeleton member of the inner member and the outer member is provided in the vehicle width direction of the upper wall portion. Since it is also arranged at the edge, in addition to the effect described in claim 7, it has an excellent effect that generation of a horizontal component of impact acceleration that pushes the collision body in the horizontal direction at the time of collision can be suppressed.
[Brief description of the drawings]
FIG. 1 of the present inventionReference embodimentIt is sectional drawing seen from the vehicle front which shows the hood structure of the vehicle which concerns on.
FIG. 2 of the present inventionReference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 3 of the present inventionReference embodimentIt is the top view seen from the vehicle lower part which shows the hood structure of the vehicle which concerns on.
FIG. 4 of the present inventionReference embodimentIt is a schematic sectional side view which shows the vehicle body front part to which the hood structure of the vehicle which concerns on is applied.
FIG. 5 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on the modification of this.
FIG. 6 of the present inventionFirst embodimentIt is sectional drawing seen from the vehicle front which shows the hood structure of the vehicle which concerns on.
[Fig. 7] of the present invention.First embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
[Fig. 8] of the present inventionFirst embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on the modification of this.
FIG. 9 shows the present invention.Reference embodimentIt is sectional drawing seen from the vehicle front which shows the hood structure of the vehicle which concerns on.
FIG. 10 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 11 is a cross-sectional view of a vehicle hood structure according to a comparative example of the present invention as seen from the front of the vehicle.
FIG. 12 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 13 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 14 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 15 shows the present invention.Second embodimentIt is side sectional drawing which shows the hood structure of the vehicle which concerns on.
FIG. 16 shows the present invention.Second embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
FIG. 17 shows the present invention.Second embodimentIt is the top view seen from the vehicle lower part which shows the hood structure of the vehicle which concerns on.
18 is an enlarged cross-sectional view taken along line 18-18 in FIG.
FIG. 19 shows the present invention.Second embodimentIt is a schematic sectional side view which shows the deformation | transformation state of the vehicle body front part to which the hood structure of the vehicle which concerns on is applied.
FIG. 20 shows the present invention.Second embodimentIt is sectional drawing corresponding to FIG. 18 which shows the deformation | transformation state of the hood structure of the vehicle which concerns on.
FIG. 21 is a cross-sectional view of a vehicle hood structure according to a comparative example of the present invention as seen from the front of the vehicle.
FIG. 22 shows the present invention.Second embodimentIt is sectional drawing corresponding to FIG. 18 which shows the hood structure of the vehicle which concerns on the modification of this.
23 is an enlarged cross-sectional view taken along line 23-23 in FIG.
FIG. 24 shows the present invention.Second embodimentIt is sectional drawing corresponding to FIG. 18 which shows the hood structure of the vehicle which concerns on the modification of this.
FIG. 25 shows the present invention.Second embodimentIt is sectional drawing corresponding to FIG. 18 which shows the deformation | transformation state of the hood structure of the vehicle which concerns on the modification of this.
FIG. 26 of the present inventionReference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on.
Fig. 27 of the present inventionReference embodimentIt is sectional drawing seen from the vehicle front which shows the hood structure of the vehicle which concerns on.
FIG. 28 is a cross-sectional view of a vehicle hood structure according to a comparative example of the present invention as seen from the front of the vehicle.
FIG. 29 is a cross-sectional view of a vehicle hood structure according to a comparative example of the present invention as seen from the front of the vehicle.
FIG. 30 shows the present invention.Reference embodimentIt is sectional drawing seen from the vehicle front which shows the deformation | transformation state of the hood structure of the vehicle which concerns on.
FIG. 31 is a cross-sectional view seen from the front of the vehicle showing a deformation state of the hood structure of the vehicle according to the comparative example of the present invention.
FIG. 32 shows the present invention.Reference embodimentIt is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on the modification of this.
FIG. 33(A)-(D) are the top views seen from the vehicle lower part which shows the hood structure of the vehicle which concerns on other embodiment of this invention.
FIG. 34It is the cross-sectional perspective view seen from the vehicle diagonal front which shows the hood structure of the vehicle which concerns on other embodiment of this invention.
[Explanation of symbols]
  12 Engine hood
  14 Outer panel (outer member)
  16 Inner panel (inner member)
  22 Skeletal member (main skeletal member)
  22A flange
  22B Flange
  22C Upper end
  22D vertical wall
  22E Vertical wall
  23 Hood Silencer
  24 joints
  25 Washer hose
  26 engine
  34 Adhesive layer
  36 recess
  38 Skeletal member (auxiliary skeletal member)
  40 Convex
  42 Skeletal members
  43 Notches

Claims (9)

A vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of a hood, and an inner member disposed inside the outer member,
The inner member is joined to the outer member via an adhesive layer,
The inner member is a plurality of linear main skeleton members having an open end downward and a central axis extending along the front-rear direction of the vehicle body, and a cross section viewed from a direction along the central axis of the inner member The vehicle hood structure is characterized in that the shape is a reverse V-shape with a lower opening narrower than the distance between the opening end portions. A vehicle hood structure comprising an outer member that constitutes a vehicle body outer surface of a hood, and an inner member disposed inside the outer member,
The inner member includes a plurality of linear main skeleton members having an open end downward and a central axis extending along the front-rear direction of the vehicle body, and an auxiliary for connecting the plurality of main skeleton members at a predetermined position. A vehicle hood, wherein the auxiliary skeleton member is provided integrally or separately at an open end of the plurality of main skeleton members with a predetermined distance from the outer member. Construction.   3. The vehicle hood structure according to claim 2, wherein the auxiliary skeleton member has a cross section having an opening that opens downward, and has a vertical wall portion that connects side walls of the plurality of main skeleton members. 4.   4. A shock absorbing structure is provided between the auxiliary skeleton member and the outer member, and a part of the auxiliary skeleton member is cut and bonded to the lower surface of the outer member. A hood structure for a vehicle according to any one of the above.   The vehicle hood structure according to any one of claims 2 and 3, wherein a fragile portion is provided at a connecting portion between the plurality of main skeleton members and the auxiliary skeleton member.   The hood structure for a vehicle according to claim 2, wherein the auxiliary skeleton member has a flat plate shape and connects between the open ends of the plurality of main skeleton members.   The inner member is joined to the outer member via an adhesive layer, and the cross-sectional shape viewed from the direction along the central axis of the main skeleton member of the inner member is narrower above the distance between the opening end portions. The hood structure for a vehicle according to claim 2, wherein the hood structure has a U-shape with a downward opening.   The inner member is joined to the outer member via an adhesive layer, and the cross-sectional shape viewed from the direction along the central axis of the main skeleton member of the inner member is narrower above the distance between the opening end portions. The hood structure for a vehicle according to claim 2, wherein the hood structure has a reverse V-shape with a downward opening.   The vehicle according to claim 7, wherein an adhesive layer interposed between the upper wall portion of the main skeleton member of the inner member and the outer member is also disposed at a vehicle width direction edge portion of the upper wall portion. Hood structure.

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