JP4297076B2 - Vehicle hood structure - Google Patents

Description

  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 at the time of a collision in a vehicle such as an automobile.

Conventionally, as a vehicle hood structure that protects a collision body in a vehicle such as an automobile, a fragile portion is formed on a bottom portion of a cross portion of the hood inner panel so that the hood inner panel absorbs an impact on the hood outer panel. What provided the through-hole which becomes is disclosed (for example, refer patent document 1).
JP-A-5-155355

  However, in the above-described conventional example, in the hood inner panel, the through hole which is the fragile portion is provided in the crossing portion, and the fragile portion is not provided in other portions. For this reason, it has been difficult to design the panel thickness and the like so that the impact can be absorbed when the colliding body first collides with the hood outer panel and the hood inner panel collides with the components in the engine compartment.

  In consideration of the above fact, the present invention suppresses a decrease in the primary peak G, which is the maximum acceleration at the time of the primary collision, over a wider range of the engine hood, while suppressing the secondary peak, which is the maximum acceleration at the time of the secondary collision. The purpose is to reduce G and increase the shock absorption.

According to the first aspect of the present invention, a hood outer panel configured as an outer portion of an engine hood and a plurality of large bead portions configured as an inner portion of the engine hood and projecting away from the hood outer panel are formed in parallel. In each of the large bead portions, the detachable portion from the hood outer panel, a fragile portion that makes the large bead portion easy to deform, and the bead length direction of the large bead portion are extended to the hood outer panel side . And a hood inner member provided with a small bead portion narrower than the large bead portion.

  In the hood structure for a vehicle according to claim 1, since the weak part and the small bead part are provided in the separated part away from the hood outer panel among the large bead part of the hood inner member, rigidity by providing the weak part. The impact of the decline does not reach the hood outer panel.

  Therefore, the primary peak G, which is the maximum acceleration when the collision body first collides with the hood outer panel of the engine hood, is compared with the case where the weak part is not provided even though the weak part is provided on the hood inner member. And it does n’t drop much. That is, even if the weak portion is provided to weaken the engine hood, the primary peak G can be prevented from decreasing.

  On the other hand, in the hood structure for a vehicle according to claim 1, since the weak part and the small bead part are provided in the separation part, when the large bead part of the hood inner member secondarily collides with a component in the engine compartment, The large bead portion is easily crushed in the direction approaching the hood outer panel in both the weak portion and the small bead portion. For this reason, the secondary peak G (bottom G), which is the maximum acceleration at the time of the secondary collision, is reduced while suppressing the decrease of the primary peak G in a wider range of the engine hood, thereby reducing the impact absorption (impact energy absorption). Property).

  Accordingly, the large bead portion undergoes the same crushing deformation at the position of the fragile portion and the position of the small bead portion, so a plurality of large bead portions are provided in parallel on the hood inner member, and the fragile portion and By providing a small bead portion, the secondary peak G, which is the maximum acceleration at the time of the secondary collision, is reduced while suppressing the decrease of the primary peak G in a wider range of the engine hood, and the impact absorption (impact energy absorption) Property).

  According to a second aspect of the present invention, in the vehicular hood structure according to the first aspect, the fragile portions are provided at predetermined intervals in the bead length direction, and the small bead portions are disposed between the adjacent fragile portions. It is characterized by being provided.

  In the vehicle hood structure according to the second aspect, since the small bead portion is provided between the weak portions provided at predetermined intervals in the separation portion, the large bead portion of the hood inner member serves as a component in the engine compartment. In the case of a next collision, the weak bead is easily crushed by the weakening in the weak part, and the large bead part is affected by the small bead part protruding to the hood outer panel side in the small bead part. , It is deformed along the small bead portion and is easily crushed in the direction approaching the hood outer panel.

  Therefore, in the vehicle hood structure according to the second aspect, the large bead portion undergoes the same crushing deformation at the position of the fragile portion and the position of the small bead portion. The secondary collision G can be reduced by earning a stroke amount, and the shock absorption for the secondary collision G can be increased.

  According to a third aspect of the present invention, in the hood structure for a vehicle according to the first aspect, the small bead portion is formed in the separation portion along the bead length direction, and the weak portion is the small bead portion. It is characterized by being provided above.

  In the vehicle hood structure according to claim 3, when the large bead portion of the hood inner member has a secondary collision with a component in the engine compartment, the influence of the small bead portion overhanging the hood outer panel side of the large bead portion. In response to the deformation, it deforms along the small bead portion and is crushed in the direction approaching the hood outer panel, and the weak bead portion is provided on the small bead portion. It is easy to deform.

  Therefore, in the vehicle hood structure according to the third aspect, the secondary collision G can be decreased by increasing the stroke amount of the deformation in the large bead portion, and the shock absorbability with respect to the secondary collision G can be increased. .

  According to a fourth aspect of the present invention, in the vehicular hood structure according to any one of the first to third aspects, the fragile portion is a through hole.

  In the hood structure for a vehicle according to claim 4, since the fragile portion is a through-hole, the mass of the engine hood is reduced, and the through-hole is a working hole when the hood inner member is transported or when the engine hood is produced. Can be used together.

  Therefore, the weight of the vehicle can be reduced, and the engine hood can be efficiently designed and produced.

  As described above, according to the vehicle hood structure of the present invention, the secondary peak G, which is the maximum acceleration at the time of the secondary collision, is reduced while suppressing the reduction of the primary peak G in a wider range of the engine hood. It has the outstanding effect that it can be made to improve shock absorption.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
1 or 2, the vehicle hood structure S1 according to the present embodiment is, for example, an engine hood of a vehicle 30, and a hood outer panel 12 configured as an outer portion of the engine hood 10 and a hood inner panel 14 ( Food inner member).

  As shown in FIGS. 2 to 4, the hood inner panel 14 is, for example, a press-formed product configured as an inner portion of the engine hood 10, and is fixed to the hood outer panel 12 by, for example, welding. A plurality of large bead portions 16 projecting in a direction away from the hood outer panel 12 are formed in parallel on the hood inner panel 14, and the large bead portions are separated from the hood outer panel 12 in the large bead portions 16. Through holes 18 (fragile portions) that facilitate deformation of 16 are provided in the bead length direction of the large bead portion 16 at predetermined intervals.

  As shown in FIGS. 3 and 4, the large bead portion 16 projects in a direction away from the hood outer panel 12, for example, in a cross-sectional shape, and the bead length direction is, for example, the vehicle front-rear direction. The separation portion 16A of the large bead portion 16 is near the top of the two peaks closest to the component 20 (FIGS. 5 and 7) in the engine compartment of the large bead portion 16.

  3 and 4, between the adjacent through holes 18 in one large bead portion 16 in the center of the spacing portion 16A, the large bead portion 16 extends in the bead length direction, and the hood outer panel 12 A small bead portion 22 that protrudes to the side and is narrower than the large bead portion 16 is provided. The small bead portion 22 is formed to be narrower than the through hole 18, for example, and the amount of protrusion of the small bead portion 22 is set smaller than the amount of protrusion of the large bead portion 16.

  As shown in FIG. 3, the through hole 18 formed in the large bead portion 16 is a rectangular hole, for example. However, the shape of the through hole 18 is not limited to this, and may be an ellipse, a circle, or the like. There may be. Further, the size (width, length, etc.) of each through-hole 18 may all be the same, or may be changed depending on the arrangement location. As shown in FIG. 2, the through holes 18 are arranged by changing the phase between adjacent large bead portions 16, and arranged so that the shock absorption is as uniform as possible in each part of the engine hood 10. Is desirable.

The bead length direction of the large bead portion 16 is not limited to the vehicle front-rear direction, and may be, for example, the vehicle width direction as shown in FIG. Moreover, although the some large bead part 16 was formed in parallel, this is not restricted to when each large bead part 16 is parallel, For example, it may be formed radially.
(Function)
In the vehicle hood structure S1, the through hole 18 and the small bead portion 22 are provided in the separation portion 16A of the large bead portion 16 of the hood inner panel 14 away from the hood outer panel 12, and therefore the through hole 18 is provided. The effect of lowering the rigidity due to this does not reach the hood outer panel 12. For this reason, the primary peak G, which is the maximum acceleration when the collision body 26 (FIG. 5) primarily collides with the hood outer panel 12 of the engine hood 10, has a through hole 18 that is a fragile portion provided in the hood inner panel 14. However, it does not decrease much compared to the case without a vulnerable part. That is, in the vehicle hood structure S1, even if the through-hole 18 is provided to weaken the engine hood 10, the primary peak G can be prevented from being lowered and dent resistance can be ensured. Further, by suppressing the lowering of the primary peak G, the secondary peak G (bottom G) which is the maximum acceleration when the large bead portion 16 of the hood inner panel 14 collides with the component 20 in the engine compartment is subjected to a secondary collision. ) Can be reduced.

  Further, in the vehicle hood structure S1, since the small bead portions 22 are provided between the adjacent through holes 18 (the small bead portions 22 are connected between the through holes 18), the rigidity of the engine hood 10 is reduced. However, since the decrease in the primary peak G is suppressed, the generation of a high secondary peak G is suppressed.

  When the large bead portion 16 of the hood inner panel 14 is secondarily collided with the component 20 in the engine compartment due to the collision of the collision body 26, the large bead portion 16 is affected by the small bead portion 22 protruding to the hood outer panel 12 side. In response to this, it deforms along the small bead portion 22 and collapses in a direction approaching the hood outer panel 12.

  Specifically, as shown in FIG. 5 and FIG. 6, in the cross-sectional position of the through hole 18, when the large bead portion 16 secondarily collides with the component 20, the large bead is narrowed in the direction of arrow A. Part 16 is crushed. The large bead portion 16 is weakened by the through hole 18, and since both sides 18 </ b> A of the through hole 18 are separated from each other, the large bead portion 16 is easily crushed in a direction approaching the hood outer panel 12. For this reason, it is also possible to increase the amount of overhang of the large bead portion 16 to increase the amount of deformation stroke.

  Further, as shown in FIGS. 7 and 8, the small bead portion 22 is formed so as to protrude toward the hood outer panel 12, so that the large bead portion 16 is part 20 in the cross-sectional position of the small bead portion 22. When the secondary collision occurs, the large bead portion 16 is deformed in the direction of the arrow A along the small bead portion 22 under the influence of the small bead portion 22 and is crushed in a direction approaching the hood outer panel 12.

  In this way, the large bead portion 16 undergoes the same crushing deformation at the position of the through hole 18 or the position of the small bead portion 22, so a plurality of large bead portions 16 are provided in parallel on the hood inner panel 14. By providing through holes 18 in the large bead portion 16 at a predetermined interval and providing the small bead portions 22 between the through holes 18, the primary peak G at the time of the primary collision in a wider range of the engine hood 10 is reduced. The secondary peak G, which is the maximum acceleration at the time of the secondary collision, can be reduced and the impact absorption (collision energy absorption) can be increased. In addition, the deformation | transformation aspect of the large bead part 16 at the time of a secondary collision can be predetermined according to the design method of the through-hole 18 and the small bead part 22, and the secondary peak G can be adjusted.

In the vehicle hood structure S1, the fragile portion is formed as the through hole 18, so that the mass of the engine hood 10 is reduced, and the through hole 18 is a work hole when the hood inner panel 14 is transported or when the engine hood 10 is produced. The vehicle can be reduced in weight, and the engine hood 10 can be efficiently designed and produced.
[Second Embodiment]
In FIG. 10, in the vehicle hood structure S2 according to the present embodiment, unlike the first embodiment, the hood inner member 24 of the engine hood 10 has a bone structure having the large bead portion 16 as a bone. The member 24 does not have a double structure that covers the entire inner surface of the hood outer panel 12 over the entire surface. In the vehicle hood structure S2, the large bead portions 16 that extend radially in the vehicle front-rear direction are, for example, spaced apart from each other in the vehicle width direction and are independently arranged. The arrangement direction of the large bead portions 16 is the vehicle width. It is not limited to the direction.

  As shown in FIG. 11, the through hole 18 and the small bead portion 22 are the same as those in the first embodiment. In addition, the shape of the through-hole 18 is not restricted to a rectangle, For example, circular may be sufficient as FIG. 12 shows.

  Further, as shown in FIG. 13, the configuration of the through hole 18 and the small bead portion 22 is such that the large bead is formed along the bead length direction in the space 16A from the hood outer panel (not shown) of the large bead portion 16. A small bead portion 22 narrower than the portion 16 may be formed, and an elliptical through hole 18 may be provided on the small bead portion 22, for example.

  The operation is basically the same as that of the first embodiment, but in the case of the configuration shown in FIG. 13, the large bead portion 16 of the hood inner member 24 secondarily collides with the component 20 in the engine compartment. At this time, the large bead portion 16 is deformed along the small bead portion 22 under the influence of the small bead portion 22 projecting toward the hood outer panel 12, and collapses in a direction approaching the hood outer panel 12. In addition, since the through hole 18 is provided on the small bead portion 22, the small bead portion 22 is more easily deformed than the case where the through hole 18 is not provided.

  In any of the above-described embodiments, the fragile portion has been described as the through-hole 18, but the fragile portion is not limited to this, and may be a thin-walled portion, a concavo-convex portion having a cross-sectional wave shape, or the like. Further, although the small bead portion 22 is formed in the bead direction of the large bead portion 16, it is not always necessary to be parallel to the bead direction. It may be inclined with respect to the direction.

1 to 9 relate to the first embodiment, and FIG. 1 is a perspective view showing a vehicle having a vehicle hood structure as viewed obliquely from the front. It is a bottom view of the engine hood with the large bead portions arranged in the vehicle width direction. It is an expansion perspective view of a food inner panel. It is a 4-4 arrow expanded sectional view in Drawing 1 and Drawing 2 showing a food inner panel. It is sectional drawing which shows the state which the hood inner panel collided secondarily with the components in an engine compartment by the collision of the collision body to an engine hood in the cross-sectional position of a through-hole. It is sectional drawing which shows the state by which the large bead part was crushed by the secondary collision in the cross-sectional position of a through-hole. It is sectional drawing which shows the state which the hood inner panel collided secondary with the components in an engine compartment by the collision of the collision body to an engine hood in the cross-sectional position of a small bead part. It is sectional drawing which shows the state which the large bead part collapsed by the secondary collision in the cross-sectional position of a small bead part. It is a bottom view of the engine hood with the large bead portions arranged in the vehicle front-rear direction. FIGS. 10 to 13 relate to the second embodiment, and FIG. 10 is a bottom view of an engine hood in which large bead portions are arranged in the vehicle width direction. It is an expansion perspective view of the hood inner member in which the rectangular through-hole was formed. It is an expansion perspective view of the hood inner member in which the circular through-hole was formed. It is an expansion perspective view of the hood inner member by which the elliptical through-hole was formed on the small bead part.

Explanation of symbols

10 Engine Hood 12 Hood Outer Panel 14 Hood Inner Panel (Hood Inner Member)
16 Large bead part 18 Through hole (fragile part)
22 Small bead portion 24 Hood inner member S1 Vehicle hood structure S2 Vehicle hood structure

Claims (4)

A hood outer panel configured as an outer portion of the engine hood;
A plurality of large bead portions configured as inner portions of the engine hood and extending in a direction away from the hood outer panel are formed in parallel, and the large beads are separated from the hood outer panel in each of the large bead portions. a weakened portion to facilitate deformation of the parts, said extends in the bead length direction of the large bead portions protruding to the hood outer panel side, wherein the hood inner member and is provided narrow small bead portion from the large bead portion ,
A vehicle hood structure characterized by comprising: The fragile portions are provided at predetermined intervals in the bead length direction,
The vehicle hood structure according to claim 1, wherein the small bead portion is provided between the adjacent weak portions. The small bead portion is formed in the spacing portion along the bead length direction,
The hood structure for a vehicle according to claim 1, wherein the fragile portion is provided on the small bead portion.   The hood structure for a vehicle according to any one of claims 1 to 3, wherein the fragile portion is a through hole.

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