JP4293152B2 - Vehicle hood structure - Google Patents

Description

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

For example, as a hood structure that covers an engine room of a vehicle, a hood structure in which an inner panel is coupled to an outer panel is used, and an aluminum alloy is used for the outer panel and the inner panel in order to reduce the weight of the hood structure. In such a lightweight hood structure, in order to mitigate the obstacle value acting on the collision body that collided with the hood structure, the inner panel has a plurality of beads extending in the longitudinal direction of the vehicle body in parallel. A technique for forming a mold is known (for example, see Patent Document 1).
JP 2003-205866 A

  However, in the conventional technology as described above, when a collision object collides between a plurality of beads (between peaks), a good shock absorption performance can be obtained. ) In order to obtain sufficient shock absorbing performance, for example, a wave-shaped inner is likely to cause local large deformation (partial collapse in the longitudinal direction) due to insufficient rigidity of the bead. Measures such as making the convex bead portion of the panel thick were necessary.

  In view of the above fact, an object of the present invention is to obtain a vehicle hood structure capable of exhibiting good shock absorption performance regardless of the collision site of the collision object.

In order to achieve the above object, a vehicle hood structure according to the first aspect of the present invention comprises a hood outer panel and a hood inner panel coupled to each other, and is a vehicle hood structure for covering a vehicle body opening. The hood inner panel has a peak in the predetermined direction and a convex shape on the hood outer panel side, and a trough that is long in the predetermined direction and a concave shape on the hood outer panel side. provided by being stiffened by Rukoto formed corrugated with respect to the longitudinal direction of the bending of the ridges and the slopes of the mountain portion, forms part penetrating the oblique surface in the thickness direction stiffeners that stiffening is formed on one body with respect to the local collapse of the ridges in Rukoto is protruded or retracted to without the slant face to.

  In the structure of the vehicle hood according to claim 1, each of the hoods has a corrugated shape having a peak portion and a valley portion that are elongated in a predetermined direction (not limited to a linear direction) and alternately arranged. An outer panel is disposed outside the inner panel. A convex portion protruding from the inclined surface or a concave portion recessed into the inclined surface is integrally formed as a stiffening portion on the peak portion of the corrugated inner panel. That is, the inner panel is a three-dimensional thin-walled member in which peaks, valleys, and stiffening portions (projections or recesses) are integrally formed by, for example, press molding. Since this inner panel has a corrugated shape, it has a relatively high rigidity and can absorb energy required for plastic deformation and the like.

  Here, because the stiffening part is protruded or recessed in the peak part that can receive concentrated load, the rigidity of each peak part is improved in the structure of this hood for the vehicle, and the rigidity against the local load is ensured. can do. For this reason, for example, even when a colliding body collides with a single peak via the outer panel, it is possible to increase the energy absorbed with the deformation of the peak. That is, the impact structure can be absorbed and the collision object can be protected by the hood structure itself.

Thus, in the structure of the vehicle hood according to the first aspect, it is possible to exhibit good shock absorbing performance regardless of the collision site of the collision body.
The structure of the vehicle hood according to a second aspect of the present invention is the vehicle hood structure according to the first aspect, wherein the stiffening portion protrudes toward the outer panel with respect to the slope of the mountain portion and the mountain. An upper wall that continues to the top of the ridge, a pair of convex walls that are suspended from both sides in the longitudinal direction of the ridge with respect to the upper wall and that continues to the slope of the ridge, and the ridge on the lower side of the slope of the ridge And an upright wall continuous to the pair of convex walls.
The structure of the vehicle hood according to a third aspect of the present invention is the vehicle hood structure according to the first aspect, wherein the stiffening portion is recessed on the opposite side to the outer panel side with respect to the slope of the mountain portion. A bottom wall, a pair of concave walls standing from both longitudinal sides of the peak portion with respect to the bottom wall and continuing to the slope of the peak portion, a top portion of the peak portion on the top side of the peak portion, and the bottom A wall and a standing wall continuous to the pair of concave walls.
The structure of the vehicle hood according to a fourth aspect of the present invention is the structure of the vehicle hood according to the first aspect, wherein the mountain portion is an upper surface portion in which an edge portion along the longitudinal direction is formed in a corrugated shape in plan view. And a corrugated slope having a lower edge that is suspended from the corrugated edge of the upper surface portion and has a corrugated shape in phase with the edge of the upper surface portion, and the stiffening portion is It is the part which protruded on the opposite side to the top part side of the peak part in the corrugated slope of the peak part.

The structure of the vehicle hood according to the invention of claim 5 is the structure of the vehicle hood according to any one of claims 1 to 3 , wherein the stiffening portion is along a longitudinal direction of the mountain portion. Are divided.

In the structure of the vehicle hood according to claim 5 , since the stiffening portion is divided along the longitudinal direction of the peak portion, in other words, the stiffening portions are separated from each other along the longitudinal direction of the peak portion. Since it is composed of a plurality of convex portions or concave portions arranged (independently), a convex wall or a concave wall is formed at the end in the longitudinal direction of each stiffening portion, and the rigidity of each peak portion is Further improvement.

The structure of the vehicle hood according to the invention described in claim 6 is the structure of the vehicle hood according to claim 4 or 5, wherein the stiffening portion adjacent in the longitudinal direction of the mountain portion is a human head. It is arranged in the modeled predetermined interval following the outer diameter of the impact body.

In the structure of the vehicle hood according to claim 6 , since a plurality of stiffening portions (a plurality of convex portions or concave portions constituting the stiffening portion) are arranged at a constant interval, a portion between the stiffening portions in the mountain portion It is possible to prevent the collision body from colliding with each other.

The structure of the vehicle hood according to the invention of claim 7 is the structure of the vehicle hood according to any one of claims 1 to 6 , wherein the stiffening portion is provided on both sides of the top of the mountain portion. Each is formed.

In the structure of the vehicle hood according to the seventh aspect, since the stiffening portions are respectively provided on both slopes located across the top portion of the mountain portion, the rigidity of the mountain portion is further improved.

  As described above, the structure of the vehicle hood according to the present invention has an excellent effect of being able to exhibit good shock absorption performance regardless of the collision site of the collision body.

  A vehicle hood 10 to which the structure of a vehicle hood according to a first embodiment of the present invention is applied will be described with reference to FIGS. 1 to 7. An arrow FR and an arrow UP that are appropriately described in each figure indicate the forward direction (traveling direction) and the upward direction of the automobile S to which the vehicle hood 10 is applied, respectively.

  In FIG. 2, the front portion of the automobile S provided with the vehicle hood 10 is shown in a plan view. As shown in this figure, a vehicle hood 10 of the present embodiment is a front hood that covers an engine room formed at the front of a vehicle body so as to be openable and closable. Both end portions 10A in the width direction are supported by a hood hinge H on a cowl side portion that is the front side of the vehicle body, for example, the front windshield glass G. Although illustration is omitted, the vehicle hood 10 is smoothly curved downward from the rear side of the vehicle body to the front side of the vehicle body, and is provided by a hood lock device disposed at the center in the vehicle width direction of the front end portion 10B. The engine room can be kept closed.

  The vehicle hood 10 is disposed on a hood outer panel 12 (see an imaginary line in FIG. 2) that constitutes the vehicle body outer side surface of the vehicle hood 10, and on the hood inner side (back side) of the hood outer panel 12. The hood inner panel 14 which comprises the inner part of this is provided. Further, the vehicle hood 10 is configured such that the outer periphery of the hood outer panel 12 and the outer periphery of the hood inner panel 14 are coupled, and the hood outer panel 12 and the hood inner panel 14 have a closed cross-section (in the middle) structure. Yes. In addition, the appropriate location of the center part of the hood outer panel 12 and the hood inner panel 14 is adhere | attached with the adhesive agent.

  As shown in FIG. 2, the outer peripheral edge of the hood inner panel 14 is composed of a front end edge 14A, a rear end edge 14B, and left and right vehicle width direction ends 14C, 14D. The inside of the edge portion 14B and the left and right vehicle width direction end portions 14C and 14D is a central region 14E. Further, the front end edge portion 14A, the rear end edge portion 14B, and the left and right vehicle width direction both end portions 14C and 14D are formed by projecting and deforming downward in the vehicle body by pressing or the like, and compared with the central region 14E. Stiffness and strength are high.

  In the central region 14E of the hood inner panel 14, a plurality of beads 18 as ridges in the present invention are formed independently of each other. As shown in FIGS. 1 and 3, each bead 18 is formed such that a panel in the central region 14 </ b> E is raised in a substantially mountain shape in a cross-sectional view along a plane perpendicular to the longitudinal direction. In this embodiment, the longitudinal direction of each bead 18 coincides with the vehicle width direction orthogonal to the arrow FR in plan view, and both end portions 18B of each bead 18 in the vehicle width direction are vehicle widths of the hood inner panel 14. It has reached the vicinity of the direction both ends 14C and 14D. Therefore, each bead 18 forms a skeleton that improves the bending rigidity in the vehicle width direction in the central region 14E of the hood inner panel 14.

  Thus, in the central region 14E of the hood inner panel 14 in which the plurality of beads 18 are arranged in parallel, valley portions 20 are formed between the adjacent beads 18 respectively. That is, as shown in FIGS. 1 and 3, the central region 14 </ b> E is formed in a stepped-view wave type in which beads 18 (mountains) and valleys 20 are alternately arranged along the front-rear direction. In this embodiment, the space | interval (pitch) before and behind between the beads 18 is made substantially constant, and this fixed space | interval is made into the same grade as the outer diameter of the collision body C (refer FIG. 1). The collision body C is obtained by modeling a human head, and its outer diameter substantially corresponds to the average outer diameter of the human head.

  Further, as shown in FIGS. 1 to 3, a concave groove 22 is formed in the top portion 18 </ b> A of each bead 18 continuously in the longitudinal direction. As shown in FIG. 2, each groove 22 has an opening edge 22 </ b> A that opens upward and is closed at both ends in the vicinity of the longitudinal end 18 </ b> B of the corresponding bead 18. Is coated or filled with an adhesive B for joining the top 18A of the hood inner panel 14 to the lower surface of the hood outer panel (see FIG. 2). Furthermore, a concave groove 22 that opens downward is formed at the bottom of each valley 20 of the hood inner panel 14.

  As shown in FIG. 3, in the hood inner panel 14 of the vehicle hood 10, a seat-shaped portion 24 as a stiffening portion is formed in each bead 18. A plurality of the seat-shaped portions 24 are provided (divided into a plurality of portions) spaced apart from each other in the longitudinal direction of the bead 18. In this embodiment, each seat-shaped portion 24 is formed integrally protruding from the front and rear slopes 18C and 18D with respect to the recessed groove 22 of the bead 18, and has a seat-like upper surface 24A. As shown in FIG. 1, the upper surface 24 </ b> A of each seat-shaped portion 24 is a high position that coincides with the top portion 18 </ b> A (opening edge 22 </ b> A of the groove 22) of the bead 18.

  Moreover, the left and right (longitudinal direction of the bead 18) ends of each seat-shaped portion 24 are respectively convex walls 24B. The rear edge of the seat-shaped portion 24 formed on the inclined surface 18C and the front edge of the seat-shaped portion 24 formed on the inclined surface 18D coincide with the opening edge 22A of the concave groove 22, respectively. Further, the seat-shaped portions 24 are arranged at substantially equal intervals in the longitudinal direction of the bead 18, and the intervals are equal to or less than the outer diameter of the collision body C described above. In this embodiment, the interval between the seat-shaped portions 24 adjacent to each other in the longitudinal direction of the bead 18 is sufficiently small with respect to the outer diameter of the collision body C. Further, in this embodiment, as shown in FIG. 2, the seat-shaped portion 24 formed on the slope 18C and the seat-shaped portion 24 formed on the slope 18D are in phase (in the same position in the vehicle width direction). Has been placed.

  The hood inner panel 14 described above is formed by pressing an aluminum alloy thin plate into a front end edge portion 14A, a rear end edge portion 14B, left and right vehicle width direction end portions 14C and 14D, and a center region 14E bead 18 (valley). Part 20) and a seat-shaped part 24 are integrally formed. That is, the seat-shaped portion 24 is formed without increasing the number of processing steps of the hood inner panel 14. The hood outer panel 12 is also made of an aluminum alloy.

  Next, the operation of the first embodiment will be described. 4 and 6 showing the deformation state of the vehicle hood 10 due to the collision of the collision body C, the state after the deformation is indicated by a solid line, and the state before the deformation is indicated by an imaginary line.

  In the vehicle hood 10 having the above-described configuration, as shown in FIG. 4, when the collision body C collides with a corresponding position between the beads 18 of the hood inner panel 14, the collision body C obtained by deforming the hood outer panel 12 is It is supported by two front and rear beads 18 so as to enter the valley 20. For this reason, the hood inner panel 14 is deformed while maintaining the continuity of the two beads 18 without causing local deformation, and absorbs impact energy. For this reason, as shown in FIG. 5, the peak acceleration (impact load) of the primary collision can be increased to ensure the amount of energy absorbed by the vehicle hood 10, and a rigid body such as an engine disposed below the hood The peak acceleration at the time of the secondary collision can be reduced.

  Further, in the vehicle hood 10 having the above-described configuration, as shown in FIG. 6, when the collision body C collides with a position corresponding to the top portion 18 </ b> A of the bead 18 of the hood inner panel 14, the plurality of seat-shaped portions 24 are formed. In order to prevent or suppress the local collapse of the bead 18, the deformation of the entire vehicle hood 10 can be suppressed and the peak acceleration of the primary collision can be kept high as shown in FIG. Energy absorption equivalent to the case where the body C collides can be achieved. Thereby, the peak acceleration of the secondary collision is reduced.

  The effect when the collision body C collides with a position corresponding to the top portion 18A of the bead 18 of the hood inner panel 14 will be described in comparison with the vehicle hood 100 that does not have the seat-shaped portion 24 shown in FIG. To do. In addition, the same code | symbol as the vehicle hood 10 is attached | subjected to the part corresponding to the structure of the vehicle hood 10 in the structure of the vehicle hood 100. FIG. The vehicle hood 100 includes a hood inner panel 102 configured in the same manner as the hood inner panel 14 except that the seat-shaped portion 24 is not provided. When the collision body C collides with a position corresponding to the top portion 18A of the bead 18 of the vehicle hood 100, the bead 18 is locally crushed as shown in FIG. For this reason, in the vehicle hood 100, the peak acceleration of the primary collision is small as in the region X shown in FIG. On the other hand, in the vehicle hood 10 according to the embodiment of the present invention, since the seat-shaped portion 24 prevents or suppresses the local collapse of the bead 18 as described above, the peak acceleration of the primary collision is kept high.

  Further, in the vehicle hood 100, the closed cross section formed by the hood outer panel 12 and the valley portion 20 of the hood inner panel 14 (a portion excluding the top portion 18 </ b> A of the bead 18) by locally collapsing the bead 18, It collapses as shown in FIG. For this reason, in the vehicle hood 100, the acceleration (support load) after the occurrence of the primary acceleration peak acceleration as shown in the region Y shown in FIG. On the other hand, in the vehicle hood 10 according to the embodiment of the present invention, the closed cross section formed by the hood outer panel 12 and the valley portion 20 of the hood inner panel 14 is maintained in order to prevent or suppress the crushing of the bead 18. The acceleration in region Y is maintained relatively high.

  As described above, in the vehicle hood 10, compared to the vehicle hood 100, the primary collision, that is, the energy absorption amount due to the deformation of the hood itself is large, and the secondary collision with the parts arranged below the vehicle hood 10 occurs. Even if it occurs, the peak acceleration of the secondary collision is remarkably reduced as in the region Z shown in FIG.

  Thus, in the vehicle hood 10 according to the first embodiment, since the seat-shaped portion 24 as the stiffening portion is provided on the bead 18 that can receive the concentrated load accompanying the collision of the collision body C, the rigidity of each bead 18 is increased. (Rigidity against deformation in the crushing direction) is improved, and rigidity can be ensured even for a locally input load. Therefore, the vehicle hood 10 can exhibit a good impact absorption performance regardless of the portion where the collision body C collides.

  Further, in the vehicle hood 10, a plurality of seat-shaped portions 24 that are independent from each other in the longitudinal direction of the bead 18 are disposed on the bead 18. In other words, a plurality of seat-shaped portions 24 are disposed in the longitudinal direction of the bead 18. Therefore, convex walls 24B are formed at both ends in the longitudinal direction of each seat-shaped portion 24, and the rigidity of the bead 18 is further improved. In addition, since the interval between the seat-shaped portions 24 adjacent to each other in the longitudinal direction of the bead 18 is equal to or less than the outer diameter of the collision body C, the collision body C avoids the seat-shaped portions 24 between the seat-shaped portions 24. A low-rigidity portion that can collide is not formed, and good impact absorption performance can be surely exhibited regardless of the portion where the collision body C collides. Furthermore, in the vehicle hood 10, the plurality of seat-shaped portions 24 are arranged at predetermined intervals on both the front and rear sides of the top portion 18A of the bead 18, so that the rigidity of the bead 18 is further improved.

  Next, another embodiment of the present invention will be described. Note that components / parts that are basically the same as those in the first embodiment or the above-described configuration are denoted by the same reference numerals as those in the first embodiment or the above-described configuration, and description thereof is omitted (illustration). May be omitted).

  FIG. 8 is a perspective view showing a part of the hood inner panel 14 constituting the vehicle hood 10 according to the second embodiment. As shown in this figure, the hood inner panel 14 includes a seat-shaped portion 30 as a stiffening portion instead of the seat-shaped portion 24.

  A plurality of seat-shaped portions 30 are provided (divided into a plurality of portions) spaced apart from each other in the longitudinal direction of the bead 18. In this embodiment, each seat-shaped portion 30 is formed so as to be immersed and projecting (indented) from the inclined surfaces 18C and 18D of the bead 18, and each has a bottom surface 30A like a seat. Moreover, the left and right (longitudinal direction of the bead 18) end portions of the seat-shaped portions 30 are respectively concave walls 30B. The rear edge of the seat-shaped portion 30 (bottom surface 30A) formed on the slope 18C and the front edge of the seat-shaped portion 24 formed on the slope 18D are continuous with the upper end of the groove wall of the concave groove 22, respectively. Further, each seat-shaped portion 30 is arranged in the same manner as the seat-shaped portion 24 with respect to the bead 18. The hood inner panel 14 having the plurality of seat-shaped portions 30 is integrally formed as a whole by pressing a thin aluminum alloy plate.

  In the vehicle hood 10 according to the second embodiment including the hood inner panel 14 having the seat-shaped portion 30 described above, the seat-shaped portion 30 prevents or suppresses deformation of the bead 18 in the collapse direction. The same effect as that of the embodiment can be obtained.

  FIG. 9 is a perspective view showing a part of the hood inner panel 14 constituting the vehicle hood 10 according to the third embodiment. As shown in this figure, the hood inner panel 14 includes a plurality of beads 40 as ridges, instead of the beads 18.

  The bead 40 is formed on both front and rear sides of the top portion 40A (concave groove 22) and has an upper surface portion 42 having a small inclination angle with respect to the inner surface of the hood outer panel 12, and an edge portion 42A far from the top portion 40A of each upper surface portion 42. The inclined surface 44 has a larger inclination angle with respect to the inner surface of the hood outer panel 12 than the portion 42. A valley portion 20 is formed between the inclined surfaces 44 of the beads 40 adjacent to each other in the front-rear direction in the hood inner panel 14. And the edge part 42A (upper edge of each slope 44) in each upper surface part 42 is formed in a waveform (sine wave shape) in plan view, and the lower edge of each slope 44 is a waveform having the same phase as the upper edge. Is formed. For this reason, each slope 44 is formed in a wave shape as a whole.

  In this embodiment, each portion protruding forward and backward so as to be separated from the top 40A (concave groove 22) in the bead 40 (when protruding from the upper portion of the slope 44 with respect to the portion having a small front-rear distance from the top 40A, it protrudes upward as well. The portion that can be grasped as is a convex portion 46 as a stiffening portion in the present invention. That is, the seat-shaped convex portion 46 having the upper surface 46A that is a part of the upper surface portion 42 improves the rigidity of the bead 40 (stiffness against deformation in the collapse direction), and prevents or suppresses the local collapse of the bead 40. It is configured. The front and rear ends of the convex portion 46 are convex side walls 46 </ b> B that are part of the corrugated slope 44. Moreover, in this embodiment, the convex part 46 before and behind each bead 40 is arrange | positioned with the same phase, and also the convex part 46 of the adjacent bead 40 is arrange | positioned with the same phase. The hood inner panel 14 having the plurality of beads 40 is integrally formed as a whole by pressing a thin plate of aluminum alloy.

  In the vehicle hood 10 according to the third embodiment including the bead 40 and the hood inner panel 14 having the convex portion 46 described above, the seat-shaped portion 30 prevents or suppresses deformation in the crushing direction of the bead 18. The same effect as that of the first embodiment can be obtained.

  FIG. 10 is a plan view showing one bead 18 among the plurality of beads 18 of the hood inner panel 14 constituting the vehicle hood 10 according to the fourth embodiment. As shown in this figure, the bead 18 in this embodiment includes a plurality of seat-shaped portions 24 or seat-shaped portions 30 (hereinafter referred to as seat-shaped portions) arranged (vertically) on the inclined surface 18C at equal intervals along the longitudinal direction. 24) and a plurality of seat-shaped portions 24 etc. arranged at equal intervals along the longitudinal direction on the slope 18D are arranged offset (in opposite phases) in the longitudinal direction of the bead 18. As a result, it is possible to obtain the same stiffening effect as that of reducing the interval between the adjacent seat-shaped portions 24 in the top portion 18A without increasing the number of seat-shaped portions 24 and the like, and the rigidity of the beads 18 is further improved. To do.

  As described above, in the vehicle hood 10 according to the fourth embodiment including the hood inner panel 14 having the beads 18 in which the seat-shaped portions 24 and the like are arranged in a staggered manner, the same as in the first embodiment. An effect can be obtained.

  In the above embodiments, the beads 18 and 40 are long in the vehicle width direction. However, the present invention is not limited to this. For example, the beads 18 and 40 are long in the front-rear direction, You may make it long in the inclination direction with respect to the width direction, or you may form in curvilinear form, such as circular arc shape and a waveform, by planar view.

  Moreover, in each said embodiment, although the hood inner panel 14 showed the example made from aluminum alloy, this invention is not limited to this, Even if a hood inner panel is comprised with another metal material and resin material. good. Therefore, the hood inner panel 14 is sufficient if the bead 18 and the seat-shaped portion 24 are integrally formed, and is not limited to the configuration formed by press working.

It is a sectional side view of the hood to which the structure of the vehicle hood according to the first embodiment of the present invention is applied. 1 is a plan view of a hood to which a structure of a vehicle hood according to a first embodiment of the present invention is applied. It is a perspective view of the hood inner panel which comprises the structure of the vehicle hood which concerns on the 1st Embodiment of this invention. It is a sectional side view which shows the deformation | transformation state at the time of a collision body colliding between beads of the hood to which the structure of the vehicle hood which concerns on the 1st Embodiment of this invention is applied. It is a diagram which shows the shock absorption characteristic in the deformation | transformation state shown in FIG. 4 of the hood to which the structure of the vehicle hood which concerns on the 1st Embodiment of this invention was applied. It is a sectional side view which shows the deformation | transformation state at the time of a collision body colliding with the top part of a bead of the hood to which the structure of the vehicle hood which concerns on the 1st Embodiment of this invention is applied. It is a diagram which shows the shock absorption characteristic in the deformation | transformation state shown in FIG. 6 of the hood to which the structure of the vehicle hood which concerns on the 1st Embodiment of this invention was applied. It is a perspective view of the hood inner panel which comprises the structure of the vehicle hood which concerns on the 2nd Embodiment of this invention. It is a perspective view of the hood inner panel which comprises the structure of the vehicle hood which concerns on the 3rd Embodiment of this invention. It is a top view which shows arrangement | positioning of the seat-shaped part of a bead in the structure of the vehicle hood which concerns on the 4th Embodiment of this invention. (A) is a side sectional view of a hood according to a comparative example with the embodiment of the present invention, (B) is a side sectional view showing a deformation state when a collision body collides with the top of the bead of the hood according to this comparative example. It is.

Explanation of symbols

10 Vehicle Hood 12 Hood Outer Panel 14 Hood Inner Panel 18 Bead (Mount)
18A Top part 20 Valley part 24 Seat shape part (stiffening part)
30 Seat-shaped part (stiffening part)
40 bead (mountain)
40A Top 46 Convex (stiffening part)

Claims (7)

A hood outer panel and a hood inner panel are coupled to each other, and the vehicle hood structure for covering the vehicle body opening is provided.
The hood inner panel is provided with alternating ridges that are elongated in a predetermined direction and convex toward the hood outer panel, and troughs that are elongated in the predetermined direction and recessed toward the hood outer panel. are stiffened with respect to the longitudinal direction of the bending of the ridges in Rukoto formed corrugated Te,
And, on the slopes of the mountain portion, the stiffening against localized crushing the ridges in Rukoto is protruded or retracted relative to the slant surface without forming a part penetrating the oblique surface in the thickness direction complement structure hood vehicular rigid portion is formed on one body. The stiffening portion protrudes toward the outer panel side with respect to the slope of the peak portion, and continues to the top of the peak portion, and is suspended from both longitudinal sides of the peak portion with respect to the upper wall. 2. The vehicle according to claim 1 , further comprising: a pair of convex walls that are continuous with the slope, and a standing wall that is continuous with the slope of the peak, the upper wall, and the pair of convex walls on a lower side of the slope of the peak . The structure of the hood. The stiffening portion includes a bottom wall that is recessed on the opposite side of the outer panel side with respect to the slope of the peak portion, and is erected from both sides in the longitudinal direction of the peak portion with respect to the bottom wall. a pair of recessed wall continuous, top of該山portion at the top side of the mountain portion, the bottom wall, and the structure of the vehicle hood according to claim 1, further comprising a standing wall Metropolitan continuous to the pair of recessed wall. The peak portion has an upper surface portion in which the edge portion along the longitudinal direction is formed in a corrugated shape in a plan view, and the corrugated portion of the upper surface portion that is suspended from the corrugated edge portion and has the same phase as the edge portion of the upper surface portion. And a corrugated slope having a lower edge formed on the
The stiffeners, the mountain part structure of a vehicle hood according to claim 1 Symbol placing the top side of the該山portion is a portion that protrudes to the opposite side of the slope of the corrugated. The structure of the hood for vehicles in any one of Claims 1-3 in which the said stiffening part is divided | segmented along the longitudinal direction of the said peak part . 6. The vehicle hood according to claim 4, wherein the stiffening portions adjacent to each other in the longitudinal direction of the mountain portion are arranged at a constant interval equal to or less than an outer diameter of a collision body that models a human head. Construction. The structure of the vehicle hood according to any one of claims 1 to 6, wherein the stiffening portion is formed on each side of a top portion of the peak portion.

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