JP6155966B2 - Vehicle hood structure - Google Patents

Description

  The present invention relates to a vehicle hood structure.

For example, Patent Document 1 discloses a hood for a vehicle formed by joining an outer panel and an inner panel together with their peripheral portions. Since the peripheral part of this hood joins two panels, it is a rigid hood skeleton part.
In the vehicle hood, a load transmission portion is formed by joining a part of the outer panel and the inner panel in a straight line extending in the vehicle width direction to the inner portion surrounded by the peripheral edge portion. It is connected to the hood skeleton of the peripheral part. Thereby, when the colliding object falling from the upper side collides with the hood, the collision load is transmitted to the hood skeleton through the load transmission unit, so that the downward deformation of the hood is suppressed.

JP 2010-1116074 A

  However, since the load transmitting portion in Patent Document 1 extends in the vehicle width direction, it is difficult to transmit the collision load to the damper portion provided on the front side of the hood, and an improvement has been desired. .

  Therefore, the problem to be solved by the present invention is to efficiently transmit the collision load from the damper portion provided on the front side of the hood to the vehicle body member when the colliding object falling from above collides with the hood. An object of the present invention is to provide a vehicle hood structure that can be used.

In the vehicle hood structure of the present invention, the inner panel has a damper portion that contacts the first vehicle body member from above on the vehicle front side, and a hood hinge portion that connects to the second vehicle body member on the vehicle rear side. . In addition, a slope portion that is inclined so that the rear side region on the rear side and the front side region on the front side are connected to each other and the front side is lowered is provided in the inner region of the outer peripheral edge of the inner panel. A higher rigidity part was provided. Furthermore the high rigidity portion, at least a portion of, I vehicle width direction outer side near the imaginary straight line passing through the hood hinge portion and the damper portion in a plan view, the front end of the rear end and the rear region of the front region It provided over the entire inclined surface portion between and a shall. An end portion on the vehicle rear side of the slope portion of the portion including the high-rigidity portion is connected to the vicinity of the joint portion with the outer panel in the rear region.

According to the vehicle hood structure of the present invention, the inner panel has a slope portion that connects the rear side region on the rear side and the front side region on the front side to the inner region of the outer peripheral edge and has a lower front side. Has a highly rigid part. The high-rigidity portion is at least partially outside the imaginary straight line passing through the hood hinge portion on the vehicle rear side and the damper portion on the vehicle front side.
As a result, the load applied to the slope portion due to the collision from above passes through the highly rigid portion formed on the outer side in the vehicle width direction than the virtual straight line on the slope portion, and the front side where the damper portion is provided in front of the slope portion. Good transmission to the area.
Therefore, when a colliding object falling from above collides with the hood, an effect is obtained that the collision load can be efficiently transmitted from the damper portion provided on the front side of the hood to the first vehicle body member.

It is a longitudinal cross-sectional view for demonstrating the hood 1 used for the hood structure FK which concerns on the 1st Embodiment of this invention. FIG. 3 is a top view for explaining an inner panel 3 in the hood 1. It is arrow Y1 figure in FIG. It is a figure for demonstrating Mises stress distribution of the food | hood 1 in an upper collision. It is a partial top view for demonstrating the inner panel 3A which concerns on the 2nd Embodiment of this invention. It is a partial top view for demonstrating the inner panel 3B which concerns on the 3rd Embodiment of this invention. It is sectional drawing which shows the cross section of the S1-S1 position in FIG.

(First embodiment)
A vehicle hood structure FK (hereinafter simply referred to as a hood structure FK) according to a first embodiment of the present invention will be described with reference to FIGS. In each figure, one of the front, rear, left, right, top and bottom directions of the vehicle body is indicated by an arrow when an instruction is required.

The hood 1 is a vehicle hood that covers an engine room at the front of a vehicle body of an automobile so as to be openable and closable from above.
The hood 1 includes an outer panel 2 and an inner panel 3 integrally joined to the outer panel 2.
The outer panel and the inner panel are partially joined up and down to form a closed cross section, and constitute the hood skeleton F1 along the outer periphery of the hood.
As shown in FIG. 2, hood hinges 4 are provided at both left and right ends of the inner panel 3 on the vehicle rear side.
As shown in FIG. 3, a hinge 5 that extends downward and rearward is attached to the hood hinge portion 4.
The distal end side of the hinge 5 is rotatably attached to a hinge support portion (second vehicle body member M2) on the vehicle body side. Thus, the hood 1 is connected to the vehicle body via the hinge 5 so as to open and close the upper side of the engine room.
A hood lock portion 6 is provided on the center front side of the inner panel 3.
A frame-shaped hood lock 7 protruding downward is attached to the hood lock portion 6.
The hood lock 7 is detachably engaged with a lock mechanism (not shown) provided on the vehicle body side. Thereby, when the hood 1 is in the closed state, the hood lock 7 is in the locked state so that the hood 1 does not open.

Damper portions 8E having dampers 8 projecting downward are provided on the left and right sides of the inner panel 3 on the front side of the vehicle. FIG. 2 shows an example in which two dampers 8 are provided on the left side and the right side in the damper portion 8E.
Of the two dampers 8, the inner damper 8 is a damper 8a and the outer damper 8 is a damper 8b.
The damper 8 is made of a material having elasticity such as rubber. When the hood 1 is in the closed state, the damper 8 abuts on the vehicle body side frame or the like (the first vehicle body member M1) from the upper side, restricts the downward movement when the hood 1 is opened and closed, and controls the vibration of the hood 1. Suppress.

The outer panel 2 is formed in a shape corresponding to the appearance design of the vehicle body. For example, as shown in FIG. 1, it has a gently curved shape with an upward convex shape.
The inner panel 3 is formed so that an outer peripheral edge 3a which is a peripheral edge protrudes upward.
A convex portion 3b and a convex portion 3c that protrude upward and extend in the vehicle body width direction are formed in the inner region surrounded by the outer peripheral edge 3a so as to be separated from each other in the vehicle longitudinal direction.
The left and right ends of the protrusion 3b and the protrusion 3c are connected by protrusions 3d and 3e extending in the vehicle body front-rear direction. That is, the convex portion 3b to the convex portion 3e are formed to project in a frame shape.
A portion surrounded by the protrusions 3b to 3e is a bead 3f that protrudes relatively downward. A portion between the convex portion 3b and the rear outer peripheral edge 3a is a bead 3g protruding relatively downward.
The outer panel 2 and the inner panel 3 are joined by mastic joining or the like at the outer peripheral edge 3a, the convex portion 3b, and the convex portion 3c.
The portion joined at the outer peripheral edge 3 a constitutes a frame-shaped hood skeleton F <b> 1 along the peripheral edge of the hood 1.

As shown in FIG. 1, in the inner area AR of the hood skeleton F1 that is the outer peripheral edge 3a that is the peripheral edge of the inner panel 3, the rear rear area AR1 including the protrusion 3c is a front-side hood lock. It exists in the high position with respect to front side area | region AR2 which has the part 6 and the damper part 8E. In other words, the front area AR2 is located at a position spaced below the rear area AR1 with respect to the outer panel 2.
The rear region AR1 and the front region AR2 are connected (connected) by an inclined surface portion 9 that is disposed between them and is inclined so that the front side is lowered.

The slope portion 9 has a high-rigidity portion D on the slope 9a, which is the upper surface. The high-rigidity portion D is a portion protruding in a direction approaching or leaving the outer panel 2. The high-rigidity portion D is a portion where rigidity is higher at a predetermined portion of the slope portion 9 than at other portions of the slope portion 9. FIG. 1 shows a high-rigidity portion D that protrudes upward and obliquely forward. The high-rigidity portion D extends in the longitudinal direction of the vehicle body, for example, in plan view. The high-rigidity part D may extend in a direction intersecting with the vehicle body longitudinal direction in a plan view.
In the hood structure FK, the high rigidity portion D is a bead 10. The bead 10 is formed by press molding. The bead 10 may protrude downward and obliquely rearward on the slope portion 9.
That is, the high-rigidity part D is provided so as to protrude in the approaching direction or the leaving direction with respect to the outer panel 2 on the slope part 9.
A plurality of beads 10 are formed apart from each other in the vehicle body width direction. In FIG. 2, four beads 10 are formed on the left side and the right side symmetrically with respect to the longitudinal axis CL1 of the vehicle body. The number of beads 10 is not limited to four. The number of beads 10 may be the same or different on the left side and the right side in the inner panel 3.

When a virtual straight line LN1 connecting a predetermined position P1 of the hood hinge portion 4 and a predetermined position P2 in the vicinity of the damper 8 is set in a plan view seen from above, at least one of the beads 10 is connected to the virtual straight line LN1. Also, it may be formed so as to be located outside in the vehicle body width direction (outside in the vehicle width direction).
In FIG. 2, the outermost bead 10a of the plurality of beads 10 corresponds.

The predetermined position P1 is the center position of the hood hinge portion 4. For example, as shown in FIGS. 2 and 3, when the hinge 5 is fixed by bolts or welding at two positions P1a and P1b, the center positions of the two positions are set as the predetermined position P1.
The predetermined position P2 is the center position when there is one damper 8. For example, as shown in FIG. 2, when there are a plurality of dampers 8, they are set on the virtual line segment LN <b> 2 that connects the center position of the innermost damper 8 and the center position of the outermost damper 8. For example, the center position of the virtual line segment LN2.
The entire bead 10a is present on the outer side in the vehicle body width direction with respect to the virtual straight line LN1. The bead 10a is not limited to this, and the virtual straight line LN1 may intersect with the bead 10a in a top view, and a part of the bead 10a may be present outside the virtual straight line LN1 in the vehicle body width direction.

According to the hood structure FK described above, the high-rigidity portion D that extends in the front-rear direction of the vehicle body and protrudes diagonally forward is provided at a predetermined portion of the slope 9a that is the front side surface of the convex portion 3c.
Thereby, the rigidity of the convex portion 3c is improved, and the collision load applied from above the hood 1 is transmitted from the left and right end portions of the hood 1 to the damper portion 8E with high efficiency. As a result, the amount of collision energy absorbed is improved. Moreover, the deformation | transformation to the downward direction of the food | hood 1 is suppressed compared with the case where the highly rigid part D is not formed.

The transmission state of the collision load by the high rigidity portion D of the hood 1 is apparent in FIG.
FIG. 4 corresponds to FIG. 2 and shows the Mises stress distribution of the inner panel 3 when a collision object collides with the central portion PA from above the hood 1 having the bead 10 as the high-rigidity portion D. It is. Since the distribution is symmetrical with respect to the longitudinal axis CL1, only the left side is shown as a representative.
In FIG. 4, for easy understanding, the stress distribution is binarized into a high stress portion (one-hatching application range) and a low stress portion (non-hatching range).

As is apparent from FIG. 4, the entire protrusion 3b and the protrusion 3c are almost entirely stressed. Further, the intermediate region AR4 located on the left front side of the slope portion 9 and behind the damper 8 is subjected to high stress through the slope portion 9a from the convex portion 3c. Further, a region from the intermediate region AR4 to the hood peripheral region AR3 (both hatching ranges) in the vicinity of the damper 8 is high stress.
Thereby, it can be seen that the collision load is satisfactorily transmitted to the hood peripheral area AR3 which is the damper peripheral area via the slope portion 9.
The range of the hood peripheral area AR3 increases as the number of beads 10 increases, and the collision load is better transmitted to the vicinity including the hood peripheral area AR3.
In particular, as shown in FIG. 4, it is preferable to provide the bead 10a because the hood peripheral area AR3 is most enlarged.
For comparison, when the bead 10 is not provided at all (corresponding to the prior art), the intermediate area AR4 is in a low stress state, and accordingly, the hood peripheral area AR3 is also in a low stress state. That is, it is clear that the collision load is transmitted to the hood peripheral area AR3 satisfactorily by setting the hood structure to the hood structure FK of the embodiment.
Thus, the highly rigid part D functions so that the slope part 9 may become a load transmission part which transmits a load favorably.

As described above, in the hood structure FK, the slope portion 9 of the hood 1 is provided with the high-rigidity portion D that is, for example, the bead 10.
Thereby, when a collision object collides from the upper part of the hood 1, a collision load can be favorably transmitted to the damper part 8E periphery, and the absorption amount of the collision energy of the hood 1 can be improved more. Moreover, the downward deformation | transformation of the food | hood 1 is suppressed with respect to the case where the bead 10 is not formed.
Further, as the high-rigidity portion D, a high-rigidity portion D (in this example, a bead 10a) existing outside the virtual straight line LN1 passing through the center position of the hood hinge portion 4 and the center position of the damper 8 is provided. Good.
As a result, the collision load can be transmitted better around the damper portion, and the amount of collision energy absorbed by the hood 1 can be further improved. By forming the bead 10a in this manner, the downward deformation of the hood 1 can be further suppressed.
Thus, in the hood structure FK, the inner panel 3 has the inclined surface portion 9 that connects the rear-side rear area AR1 and the front-side front area AR2 to the inner area of the outer peripheral edge 3a and the front side becomes lower, The slope portion 9 has a highly rigid portion D. The high-rigidity portion D is at least partially outside the virtual straight line LN1 passing through the hood hinge portion 4 on the vehicle rear side and the damper portion 8E on the vehicle front side.
As a result, the load applied to the slope portion 9 due to the collision from above passes through the high rigidity portion D formed on the slope portion 9 outside the virtual straight line LN1, and the damper portion 8E in front of the slope portion 9 is passed through. Is transmitted well to the front area AR1 in which is provided.
Therefore, when a collision object falling from above collides with the hood 1, a collision load can be efficiently transmitted from the damper portion 8E provided on the front side of the hood 1 to the first vehicle body member M1.
In the hood structure FK, the high rigidity portion D is a bead 10 formed on the slope portion 9.
Thereby, since the highly rigid part D can be formed simultaneously with press molding of the inner panel 3, the cost increase of the inner panel 3 is suppressed.

(Second Embodiment)
The hood structure FK may be a hood structure FKA having the inner panel 3A in which a part or all of the bead 10 is replaced with the reinforcement 10A as the high-rigidity portion D of the inner panel 3.

  FIG. 5 is a top view for explaining the inner panel 3A. FIG. 5 shows the vicinity of the convex portion 3c and the slope portion 9 on the left side of the vehicle body. FIG. 5 shows an inner panel 3A in which the beads 10 are all replaced with reinforcements 10A.

The reinforcement 10A is formed as a separate member from the inner panel 3A.
The reinforcement 10A is joined to the slope 9a of the slope portion 9 of the inner panel 3A in a posture extending in the longitudinal direction of the vehicle body.
A plurality of reinforcements 10A are provided apart from each other in the vehicle body width direction.
The reinforcement 10A is joined by welding or mastic joining, for example.
That is, in the second embodiment, the high-rigidity portion D is formed by joining the reinforcement 10 </ b> A to the slope portion 9.
By joining the reinforcement 10A, the joining portion is thickened.
The reinforcement 10 </ b> A is joined to the slope portion 9 on the outer panel 2 side or on the opposite side to the outer panel 2.
The high-rigidity portion D is formed so as to protrude to the outer panel 2 side in the former case and to protrude to the opposite side to the outer panel 2 in the latter case.

At least one of the reinforcements 10A may be a reinforcement 10Aa provided so as to be located outside the virtual straight line LN1 in the vehicle body width direction.
The reinforcement 10A is, for example, a reinforcing member having a ridge extending in one direction, and the cross-sectional shape is not limited.

According to the hood structure FK of the second embodiment, the reinforcement 10 </ b> A is attached to the inclined surface portion 9 as the high-rigidity portion D.
Thereby, when a collision object collides from the upper part of the hood 1, a collision load can be favorably transmitted to the hood peripheral area AR3 in the vicinity of the damper portion. Therefore, the amount of collision energy absorbed by the hood 1 can be further improved.
Moreover, the downward deformation | transformation of the hood 1 is suppressed compared with the case where the reinforcement 10A is not attached.
Further, the reinforcement 10Aa may be provided as the reinforcement 10A that exists outside the virtual straight line LN1 passing through the center position of the hood hinge portion 4 and the center position of the damper 8 in the vehicle width direction. As a result, the collision load can be transmitted better around the damper portion. Accordingly, the amount of collision energy absorbed by the hood 1 can be further improved. Moreover, the downward deformation of the hood 1 can be further suppressed by providing the reinforcement 10Aa.
As described above, the high-rigidity portion D may be a reinforcement 10 </ b> A bonded to the slope portion 9.
Thereby, since the highly rigid part D is formed as a part which has higher rigidity, a collision load can be favorably transmitted to front side area | region AR1 in which the damper part 8E ahead of the slope part 9 is provided.
The reinforcement 10A may be formed in an arbitrary shape. Therefore, it is suitable also when providing the highly rigid part D in the shape which is hard to form by the press work of the inner panel 3. FIG.

(Third embodiment)
The hood structure FK may be a hood structure FKB having an inner panel 3B in which a part or all of the bead 10 is a plate thickness increasing portion 10B as the highly rigid portion D of the inner panel 3. In other words, in the third embodiment, the highly rigid portion D is formed by increasing the thickness of the inner panel 3 to form the thickened portion 10B.
FIG. 6 is a top view for explaining the inner panel 3B. 6 shows the vicinity of the convex portion 3c and the slope portion 9 on the left side of the vehicle body, as in FIG.
The plate thickness increasing portion 10B is formed as a thickened portion having a plate thickness larger than that of other portions. For example, in press molding of the inner panel 3 </ b> B, the inner panel 3 </ b> B is formed by performing a press that is partially thicker than others.
Further, the plate thickness increasing portion 10B may be thickened by joining another plate-like member 11 to the inclined surface 9a. The joining of the plate thickness increasing portion 10B is, for example, by welding or mastic joining.
The former plate thickness increasing portion 10B thickened by pressing is shown as a plate thickness increasing portion 10B1 in FIG. Moreover, the cross-sectional shape is shown in FIG. 7 as a cross-section at the position S1-S1 in FIG.
The latter plate thickness increase part 10B which joined and thickened the plate-shaped member 11 is shown as plate | board thickness increase part 10B2 in FIG.
The thickening is formed so as to protrude on the outer panel 2 side or on the opposite side to the outer panel 2.
The high-rigidity portion D is formed so as to protrude to the outer panel 2 side in the former case and to protrude to the opposite side to the outer panel 2 in the latter case.

At least one of the plate thickness increasing portions 10B may be a plate thickness increasing portion 10Ba provided so as to be located outside the virtual straight line LN1 in the vehicle width direction.
In FIG. 6, the plate thickness increasing portion 10B2 is the plate thickness increasing portion 10Ba.

According to the hood structure FKB of the third embodiment, the slope portion 9 is provided with the plate thickness increasing portion 10B as the high rigidity portion D.
Thereby, when a collision object collides from the upper part of the hood 1, a collision load can be favorably transmitted to the hood peripheral area AR3 in the vicinity of the damper portion. Therefore, the amount of collision energy absorbed by the hood 1 can be further improved. Moreover, the downward deformation | transformation of the hood 1 is suppressed compared with the case where the board thickness increase part 10B is not attached.
Further, as the plate thickness increasing portion 10B, a plate thickness increasing portion 10Ba existing outside the imaginary straight line LN1 passing through the center position of the hood hinge portion 4 and the center position of the damper 8 may be provided. As a result, the collision load can be transmitted better around the damper portion. Accordingly, the amount of collision energy absorbed by the hood 1 can be further improved. Moreover, the downward deformation | transformation of the food | hood 1 can further be suppressed by providing plate | board thickness increase part 10Ba.
The range in which the plate thickness is increased by pressing is not limited and can be set freely. If the plate thickness increasing portion 10B is formed by pressing, a separate member is not used, so that the cost becomes low.
The shape of the plate member 11 is not limited and can be set freely. The plate-like member 11 is a separate member and is also a reinforcement having a reinforcing function. However, since the plate-like member 11 has a shape that does not require processing such as bending or drawing, it is less expensive than the case of using the reinforcement 10A.
Thus, the high rigidity part D may be a thick part formed in the slope part.
Thereby, since the shape of the high-rigidity portion D is simple and easy to form, the cost increase of the inner panel 3 is suppressed.

DESCRIPTION OF SYMBOLS 1 Hood 2 Outer panel 3, 3A, 3B Inner panel 4 Hood hinge part 5 Hinge 8, 8a, 8b Damper 8E Damper part 9 Slope part 10, 10a Bead 10A, 10Aa Reinforce 10B Thickness increase part (thick part)
AR (in the hood skeleton part) AR1 Rear side area AR2 Front side area D High rigidity part FK, FKA, FKB Hood structure F1 Hood skeleton part LN1 Virtual straight line M1 First body member M2 Second body member

Claims (4)

An outer panel, and an inner panel joined to the outer panel at an outer peripheral edge,
The inner panel is
While having a damper portion provided on the vehicle front side and contacting the first vehicle body member from above and a hood hinge portion provided on the vehicle rear side and connected to the second vehicle body member,
In a region inside the outer peripheral edge, a slope portion that connects the front region on the vehicle front side and the rear region on the vehicle rear side, and is inclined so that the height position becomes lower toward the vehicle front side, A high-rigidity part that is provided at a predetermined part of the slope part and has higher rigidity than other parts in the slope part,
The high rigidity portion in plan view, I vehicle width direction outer side near the imaginary straight line passing through the at least partially the hood hinge the damper portion, the rear end and the rear region of the front region Provided in the entire area of the slope between the front end,
The end portion of the vehicle rear side of the inclined surface portion, the hood structure characterized that you have been connected in the vicinity junction between the outer panel of the rear area of the portion having the high rigidity portion.   The vehicle hood structure according to claim 1, wherein the high-rigidity portion is a bead formed on the slope portion.   The vehicle hood structure according to claim 1, wherein the high-rigidity portion is a reinforcement bonded to the slope portion.   The vehicle hood structure according to claim 1, wherein the high-rigidity portion is a thick-walled portion formed on the slope portion.

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