JP6225858B2 - Automotive hood structure - Google Patents

Description

  According to the present invention, a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported by a vehicle body via a hinge at a rear portion, and a striker (lock portion) that engages the vehicle body side is provided at the front portion of the bonnet. Concerning structure.

  In the hood structure of an automobile, it is important to satisfy the three requirements of buffer acceleration when colliding objects collide from above the hood such as pedestrians, maintenance of rigidity during driving, and improvement of bending deformation performance during frontal collision. Various techniques have been proposed to satisfy these requirements.

For example, “vehicle hood structure” in Patent Document 1 below is one of them.
In the “vehicle hood structure” in Patent Document 1 below, a bonnet outer panel and a bonnet inner panel are joined to each other. It is formed to be raised. A portion corresponding to the mastic seating surface of the bonnet inner panel is provided with a plurality of beads having a concave cross section extending in the left-right direction of the vehicle in parallel, and the bead at the center in the vehicle front-rear direction has both end portions in the vehicle front-rear direction. The depth of the bottom from the mastic seating surface is greater than that of the beads.

  According to the following Patent Document 1, it is disclosed that a high pedestrian protection performance can be obtained by the above configuration regardless of the pedestrian's head collision position.

  However, the “vehicle hood structure” in the following Patent Document 1 is formed so that the mastic seating surface of the bonnet inner panel is raised toward the bonnet outer panel side, so that the outer periphery of the mastic seating surface has A letter-shaped frame-shaped groove is formed. Then, since a part of the frame-like groove is also formed on the rear side of the mastic seating surface in the bonnet inner panel, the rigidity on the rear side of the mastic seating surface tends to be weak, and the rigidity maintenance at the time of traveling is intended. There is room for improvement.

  In addition, the “vehicle hood structure” of Patent Document 2 below includes a hood outer panel and a hood inner panel, and the hood inner panel extends upwardly and rearwardly from the front side and the rear end of the front side. And a main part extending from the upper end of the rising part to the rear side of the vehicle body. A stiffener member is disposed between the hood outer panel and the hood inner panel, and the stiffener member is coupled to each side of the front side portion and the main portion of the hood so as to straddle the rising portion.

  However, Patent Document 2 does not disclose a configuration in which the rigidity is lowered by providing an opening in the rising portion or the like, and the main portion where the rear end of the stiffener member is located above the rising portion. In the case of the configuration coupled to the above, there is a possibility that sufficient load absorption characteristics in the vertical direction cannot be obtained, and there is room for improvement from the viewpoint of buffering promotion at the time of collision with a collision object.

JP 2012-214076 A Japanese Patent No. 5176519

  Therefore, the present invention satisfies both conflicting demands of promoting buffering at the time of collision of a colliding object from the upper side of a pedestrian or the like and maintaining rigidity at the time of traveling while improving the bending deformation performance at the time of frontal collision. The purpose of the present invention is to provide a hood structure for automobiles.

The present invention is an automobile bonnet structure in which a rear part of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported by a vehicle body via a hinge, and a striker (lock portion) that engages the vehicle body side is provided at the front part. The bonnet inner panel is provided with a central raised portion and a rear raised portion side by side in the vehicle front-rear direction, and a deep drawing groove extends in the vehicle width direction between the front and left and right sides of the three parts. A U-shaped frame that surrounds the frame and is deeper than the deep drawing groove, and is spaced upward from the striker mounting portion between the forward inclined surface of the central raised portion and the front end portion of the bonnet inner panel. to stiffener is laid, the front corners of the central elevated portion, this that a pair of slits shred vertical ridge of the central elevated portion, the columnar portion sandwiched between the slit is provided The features.

  Note that the frame-shaped groove deeper than the deep-drawn groove indicates that the bottom of the frame-shaped groove is deeper than the bottom of the deep-drawn groove, and does not indicate the depth of the groove shape itself.

  According to the above configuration, the two ridges (the central bulge and the rear bulge), the two grooves (the deep drawing groove and the frame-like groove), and the stiffeners ensure the bonnet rigidity during travel. With the stiffener, it is possible to achieve a reaction force characteristic that takes a long crash stroke while concentrating the inertial mass on the upper part of the hood as a whole, and maintains an initial high with respect to a collision load and a low low in the latter stage.

  Moreover, according to the said structure, a pair of slit which cuts off the up-and-down ridgeline of the said central protruding part and the columnar part pinched | interposed by this slit are provided in the front side corner part of the said central protruding part.

  This prevents an increase in deformation resistance due to the front corner of the central bulge when a collision object collides from above, such as a pedestrian, while maintaining rigidity during normal travel and improving the initial reaction force during collision object collision. Thus, interference with parts in the engine room and high rigidity parts such as the start tower of the front wheels can be prevented.

Also, in one aspect of the present invention, a hood structure for an automobile in which a rear portion of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported on a vehicle body via a hinge, and a striker that engages the vehicle body side is provided at the front portion. In the bonnet inner panel, a central raised portion and a rear raised portion are provided side by side in the vehicle front-rear direction, and a deep drawing groove extends in the vehicle width direction between the front and left and right sides of the three parts. A frame-shaped groove that is deeper than the deep drawing groove is provided, and is located above the striker mounting portion between the front inclined surface of the central raised portion and the front end portion of the bonnet inner panel. A stiffener is erected apart from each other, and a convex portion for supporting the bonnet outer panel is provided on the rear raised portion, and the deep drawing groove is formed on the bonnet inner panel. A concave portion recessed downwardly from, characterized in that the concave shaped portion formed by a second vertical wall extending downward.

In one aspect of the present invention, a step is provided in the front portion of the central raised portion, and the slit has a shape that cuts only a ridge line inside the step.

According to the said structure, the rigidity (frame rigidity) of the frame-shaped groove part of a bonnet inner panel can be maintained, with the load absorption deformation | transformation at the time of a collision being easy.

The step may be groove-shaped (concave) or convex with respect to the bottom surface of the frame-shaped groove, but if the step is groove-shaped, the central raised portion from the frame-shaped groove Even if the height is increased, the thickness of the bonnet does not increase, and the step is preferably formed in a groove shape in that the load absorbing deformation stroke is easily secured.

  In one aspect of the present invention, the striker reinforcement of the striker is spaced apart downward from the stiffener more than the raised height of the rear part of the central raised part, and the frame-like groove at the front part of the central raised part It is spanned on both sides.

  According to the said structure, ensuring of the load deformation | transformation stroke (crash stroke) of the said center protruding part and improvement of the rigidity (namely, frame rigidity) of the frame-shaped groove front part which has both protruding part outer periphery can be made compatible. .

  Specifically, the striker reinforcement of the striker is spaced downward from the stiffener more than the raised height of the rear part of the central raised part, and spans both sides of the frame-like groove at the front part of the central raised part. Therefore, the stiffener does not interfere with the striker reinforcement of the striker at the time of a collision and the load deformation of the central bulge is not obstructed. The load deformation stroke of the central raised portion can be ensured.

  That is, the striker reinforcement of the striker is constructed so as to span the front side and the rear side of the frame-like groove at the front part of the central raised part, and is not brought into contact with the front part of the bonnet inner panel. By configuring the front portion of the inner panel to have a closed sectional structure in a side view between the front portion of the bonnet inner panel and the striker reinforcement, the rigidity of the front portion of the frame-shaped groove can be reinforced.

Therefore, by ensuring the load deformation stroke (crash stroke) of the central raised portion, the collision safety of the pedestrian is improved, and the rigidity at the time of normal traveling can be maintained by the rigidity improvement of the frame-shaped groove front part, Both requirements can be satisfied at the same time .

  According to this invention, while improving the bending deformation performance at the time of a frontal collision, it is compatible with conflicting demands such as promoting buffering at the time of collision with a colliding object from above, and maintaining rigidity during traveling. There is an effect that can be satisfied.

The front perspective view of the motor vehicle provided with the bonnet structure of this invention. The perspective view which removes a bonnet outer panel and shows the bonnet structure of a motor vehicle. The side view of the bonnet structure of the motor vehicle shown in FIG. Sectional drawing which shows the state which cut | disconnected the bonnet structure in the vehicle width direction center part. (A) is an expanded sectional view of the front part of FIG. 4, (b) is an expanded sectional view of the rear part of FIG. The top view of a bonnet inner panel. The side view which shows the attachment structure of the hinge reinforcement with respect to a bonnet inner panel. FIG. 7 is an enlarged plan view of the front portion of the bonnet inner panel shown with the stiffener removed from the state of FIG. 6. The perspective view of the bonnet structure of the motor vehicle shown in FIG. FIG. 7 is an enlarged view of the stiffener in FIG. 6 and its peripheral portion. The enlarged view of the front side corner part of the center protruding part in FIG. 2, and its peripheral part. (A)-(d) is a schematic side view which shows in order the deformation | transformation state of a bonnet at the time of a vehicle front collision. The graph which shows the time change of the load added to a bonnet at the time of a collision.

  While aiming to improve the bending deformation performance at the time of frontal collision, the purpose of satisfying both conflicting demands such as promoting buffering at the time of collision with a colliding object from the upper part of the pedestrian etc. and maintaining rigidity at the time of traveling, A bonnet structure of an automobile in which a rear part of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported by a vehicle body via a hinge, and a striker that engages with the vehicle body side is provided at the front part of the bonnet inner panel. The central raised portion and the rear raised portion are provided side by side in the vehicle front-rear direction, and a deep drawing groove extends in the vehicle width direction between them, in a U-shape that surrounds the front and left and right surroundings of the three parts, A frame-like groove deeper than the deep drawing groove is provided, and is spaced upward from the striker mounting portion between the forward inclined surface of the central raised portion and the front end portion of the bonnet inner panel, It was realized by a configuration that is bridged.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawing shows the hood structure of the automobile, and FIG. 1 is a front perspective view of the automobile provided with a hood that covers the engine room so as to be openable and closable.
2 is a perspective view showing the bonnet structure of the automobile with the bonnet outer panel removed, FIG. 3 is a side view of the hood structure of the automobile shown in FIG. 2, and FIG. 4 is a state in which the bonnet structure is vertically cut at the center in the vehicle width direction. 5A is an enlarged sectional view of the front part of the bonnet of FIG. 4, FIG. 5B is an enlarged sectional view of the rear part of the hood of FIG. 4, and FIG. 6 is a plan view of the bonnet inner panel. FIG. 7 is a side view showing a hinge reinforcement attachment structure to the bonnet inner panel, FIG. 8 is an enlarged plan view of the front of the bonnet inner panel with the stiffener removed from the state of FIG. 6, and FIG. It is a perspective view of the bonnet structure of the motor vehicle shown.
10 is an enlarged view of the stiffener in FIG. 6 and its peripheral portion, and FIG. 11 is an enlarged view of the front corner portion of the central raised portion 31 and its peripheral portion in FIG. 12 (a) to 12 (d) are schematic side views sequentially showing the deformation state of the bonnet at the time of the vehicle front collision, and FIG. 13 is a graph showing the time change of the load applied to the bonnet at the time of collision.
In FIG. 12, α indicates the position of the striker 71 at the normal time (before the front collision), and in the drawing, the arrow F indicates the front of the vehicle and the arrow R indicates the rear of the vehicle.

  As shown in FIG. 1, a hood 10 (hood) that covers the engine room 100 is provided on the upper surface of the front portion of the automobile of the present embodiment.

  The bonnet 10 is pivotally supported on the vehicle body via a bonnet hinge 20 so as to open and close the engine room 100, and forms the outer surface of the bonnet 10. The bonnet outer panel 25 (hereinafter referred to as "outer panel 25") made of iron plate. And a bonnet inner panel 26 (hereinafter referred to as “inner panel 26”) made of aluminum or aluminum alloy. The outer panel 25 and the inner panel 26 are opposed to each other with a gap between them, and the outer peripheral edge of the inner panel 26 is turned to the outer panel 25 by a hemming process in which the outer peripheral edge of the outer panel 25 is folded back to the outer peripheral edge of the inner panel 26. Are integrally formed so as to be sandwiched between the outer peripheral edges of the two.

  As shown in FIG. 2 and FIG. 6 in plan view of the inner panel 26 with the outer panel 25 removed, the outer peripheral edge portion of the inner panel 26 includes a front side portion 26F, left and right side portions 26L and 26R, And a rear side portion 26B. Further, at the outer peripheral edge of the inner panel 26, the front side 26F and the left and right side parts 26L, 26R are thinner than the inner side (center side) in plan view and the rear side is opened in plan view. A U-shaped outer frame portion 3 is formed.

The outer frame portion 3 is formed with a U-shaped frame-shaped groove 30 having a concave groove shape continuous along the outer frame portion 3 and opened rearward in plan view.
The frame-shaped groove 30 includes a lateral groove 27 formed in a concave shape along the front side portion 26F and extending in the vehicle front-rear direction, a side groove 29 formed in a concave shape along the right side portion 26R, and a side groove 29 extending in the vehicle front-rear direction. A side groove 28 formed in a concave shape along the portion 26L and extending in the vehicle front-rear direction is formed continuously along the groove formation direction.

  Further, as shown in FIGS. 2, 3, 4, and 6, a central raised portion 31 is formed on the inner side of the outer frame portion 3 of the inner panel 26, with a central portion raised above the outer frame portion 3. A rear raised portion 32 is provided on the rear side of the central raised portion 31 and along the rear side portion 26B of the inner panel 26 in the vehicle front-rear direction.

Between the central raised portion 31 and the rear raised portion 32 of the inner panel 26, a deep-drawn groove 33 having a concave groove shape as a reinforcing portion is formed in the vehicle width direction.
The central raised portion 31, the rear raised portion 32, and the deep drawing groove 33 are surrounded in three directions by the outer frame portion 3, that is, the side grooves 28 and 29 on both sides in the vehicle width direction, and the lateral groove 27 in a U shape in plan view. (See FIGS. 2 and 6).

Here, as shown in FIG. 5B and FIG. 7, the rear raised portion 32 described above includes a front wall 32 a that slopes in a front-rear and rear-high shape, and a side wall 32 b, and the rear raised portion. A convex portion 32c that extends in the vehicle width direction and extends in the vehicle width direction from the rear end of the bonnet 10 and supports the outer panel 25 is provided at the front edge of the upper surface of the portion 32, and the above-described deep drawing groove is provided by the convex portion 32c. In addition to the structure in which the groove depth of 33 is further deepened, and a structure in which a convex portion is provided on the rear edge of the rear raised portion 32, the hinge support rigidity and the tension rigidity of the rear portion of the outer panel 25 are improved. Yes.
Further, at least one ridge line X1 extending in the vehicle width direction is formed by the shape of the convex portion 32c as shown in FIG. 5B.

The deep drawing groove 33 described above is formed into a deep groove shape by a plurality of press processes.
As shown in FIGS. 4 and 5B, the deep drawing groove 33 described above includes a deep drawing main groove 33b formed on the central raised portion 31 side and a central raised portion than the bottom surface of the deep drawn main groove 33b. A deep drawing sub-groove 33a formed one step deeper is formed on the side 31. By forming the deep drawing sub-groove 33a, a plurality of ridge lines X2, X3, and X4 along the deep drawing sub-groove 33a are formed.

As shown in FIGS. 2 and 6, the deep drawing groove 33 described above is curved so that the vehicle width direction center portion protrudes forward of the vehicle in plan view, and the curved center portion 33 c is the deep drawing groove 33. Are located in front of the vehicle from the front end of a hinge reinforcement 40 described later provided on both outer sides in the vehicle width direction.
Due to the curved structure of the deep drawing groove 33, the hinge support rigidity is improved to the front part from the front end of the hinge reinforcement 40, and further, the rigidity of the deep drawing groove 33 against opening deformation is improved by the curved structure. It is comprised as follows.

  The above-described central raised portion 31 absorbs impact energy at the time of collision with a collision object, and as shown in FIG. 2, the upper surface 31u of the central raised portion 31 is formed in an uneven shape (ladder-like structure). .

  That is, as shown in FIG. 2, FIG. 3, FIG. 4, and FIG. 6, the central raised portion 31 includes a convex portion 31a that is located on the upper front side and extends in the vehicle width direction, and a vehicle behind the convex portion 31a. A convex portion 31b extending in the width direction, a convex portion 31c extending in the vehicle width direction further rearward of the convex portion 31b, a convex portion 31d positioned on the upper rear side of the central raised portion 31 and extending in the vehicle width direction, The convex portions 31a, 31b, the convex portions 31b, 31c, and the concave portions 31e, 31f, 31g extending in the vehicle width direction between the convex portions 31c, 31d, and the upper surface 31u of the central raised portion 31 on the lower side Compared with the part, it has inertial mass and high rigidity.

As shown in FIGS. 6, 8, and 9, a plurality of openings 46 for reducing the weight are formed in the recessed portion 31 e and the recessed portion 31 g of the central raised portion 31.
In addition, as shown in FIG. 6, an inner panel 26 is provided on the top deck surface of each convex portion 31 a, 31 b, 31 c, 31 d of the central raised portion 31 and the convex portion 32 c of the rear raised portion 32. A filler 47 (shown by a small-diameter white circle in FIG. 6) for adhering and fixing to the outer panel 25 is provided.
For convenience of illustration, the filler 47 is not shown in FIGS. 2, 3 and 7 to 9.

  As shown in FIGS. 2 and 6, the central raised portion 31 includes an inclined front surface 31h that rises from the front side portion 26F of the inner panel 26 to the convex portion 31a while inclining in a front low, rear, and high shape, and a convex portion 31d. An inclined rear surface 31i extending obliquely rearward and downward from each other, and left and right inclined side surfaces 31j and 31k extending obliquely downward and outward from the upper left and right of the central raised portion 31 are provided.

As shown in FIGS. 3, 4, and 5 (a), the front portion (front side portion 26 </ b> F) of the inner panel 26 in the vehicle width direction is located on the vehicle body side with the hood 10 closed. A striker 71 locked by engaging with a provided latch (not shown) is provided in a state of protruding downward.
As shown in FIG. 4, FIG. 5A and FIG. 8, a striker mounting portion 72 is provided at the front portion (front side portion 26 </ b> F) of the inner panel 26 in the vehicle width direction. A mounting plate 74 (retainer) to which a weld nut 73 is welded is disposed in a state where a striker reinforcement 50 as a reinforcing member is interposed from the upper side at the front portion of the inner panel 26.

Further, in the striker attachment portion 72, the attachment plate 74 is rivet-bonded to the striker reinforcement 50, and through holes 75 that pass through the base portion of the striker 71, the front portion of the inner panel 26, and the striker reinforcement 50 are provided. A bolt 76 formed (see FIG. 5A) and inserted through the through-hole 75 from below is screwed into the weld nut 73 to be fastened together.
In addition, the code | symbol 77 in FIG. 8 has shown the rivet used for the rivet joining of the attachment board 74 and the striker reinforcement 50. FIG.

As shown in FIG. 4 and FIG. 5A, the striker reinforcement 50 is disposed on the front portion of the inner panel 26 from the upper side, but the striker reinforcement 50 is further above the striker reinforcement 50. A stiffener 60, which will be described later, is disposed apart from the force 50.
The striker reinforcement 50 is disposed with respect to the stiffener 60 so as to be spaced downward at a distance equal to or higher than the height of the rear portion of the central raised portion 31 (see H1 (see FIGS. 3 and 7)). Yes.

As shown in FIG. 4 and FIG. 5A, the striker reinforcement 50 straddles the step 27a of the lateral groove 27 from the striker mounting portion 72 provided on the front portion (front side portion 26F) of the inner panel 26. It spans the lower part of the inclined front surface 31 h of the central raised portion 31.
That is, the striker reinforcement 50 of the striker is bridged on both sides in the groove width direction of the step 27 a of the lateral groove 27 at the front portion of the central raised portion 31.

  Thereby, the closed cross-sectional space S is comprised between the striker reinforcement 50 and the opposing part in the inner panel 26 which opposes this (refer Fig.5 (a)).

  As shown in FIGS. 4 and 5A, the stiffener 60 is a plate-like reinforcing member that compensates for deformation resistance at the tip of the bonnet 10 against a collision. The stiffener 60 includes an inclined front surface 31h of the central raised portion 31 and an inner panel. 26, the striker mounting portion 72 and the striker reinforcement 50 are spaced upward from the front end portion of the 26 as described above.

  The deep drawing groove 33, the frame-like groove 30 and the stiffener 60 described above ensure overall rigidity of the bonnet 10, while the central raised portion 31, the rear raised portion 32, and the stiffener 60 provide overall inertia. While the mass is concentrated on the upper part of the bonnet 10, the crash stroke in the vertical direction is increased, and the reaction force when the collision object is buffered is initially high, as shown in FIG. It is configured to ensure low and lasting reaction force characteristics.

  As shown in FIGS. 2, 6, and 10, the above-described stiffener 60 has a plurality of upper and lower openings 61 and 62, which will be described later, between the upper opening 61 and the lower opening 62. Are formed with horizontal beads 63 that are curved in the vertical direction and extend in the vehicle width direction. Vertical beads 64 that are curved outward in the vehicle width direction and extend in the front-rear direction are formed on both left and right sides of the horizontal beads 63. 64 is formed to prevent the reinforcement bead 63, 64 itself from breaking and reducing the shock absorbing stroke of the collision object.

  As shown in FIGS. 2 and 6, the stiffener 60 is located in the center portion in the vehicle width direction and is made of a substantially flat steel material having a substantially rectangular shape in plan view. As shown in FIG. The striker reinforcement 50 is disposed at a position facing the lower surface of the outer panel 25 while facing the upper part of the vehicle at a predetermined interval.

The plate-like portion of the stiffener 60 includes a main body 65 having a plurality of legs 67 (67F, 67R) extending downward from the front and rear ends as shown in FIGS. The body portion 65 is integrally formed with an extending portion 66 extending in a cantilevered manner in the vehicle width direction from both sides in the width direction.
Further, as shown in FIGS. 2, 3, 4, 5 (a), and 6, the stiffener 60 has three rear legs 67 </ b> R formed at the rear end of the main body 65, and the main body Two front legs 67 </ b> F are formed at the front end of the portion 65.

  The rear legs 67R are disposed on the center portion of the main body portion 65 in the width direction and on both side portions of the main body portion 65 in the width direction (see FIGS. 2, 6, and 10). The front end is formed in a flange shape so that it can be joined by bolt fastening to the joint portion on the upper part of the inclined front surface 31h (see FIGS. 4 and 5A).

  The front leg portion 67F is disposed at a position alternated with the three rear leg portions 67R in the vehicle width direction of the stiffener 60 (see FIGS. 2, 6, and 10). The front end of the inner panel 26 is formed in a flange shape so that it can be joined by bolt fastening (see FIGS. 4 and 5A).

As shown in FIGS. 2, 3, 4, 5 (a), and 6, the joint portion with the rear leg 67 </ b> R at the upper portion of the inclined front surface 31 h is a stiffener that is raised in a dome shape with respect to the peripheral portion. A raised joint 35 is formed.
As shown in FIGS. 2, 6, and 10, the three stiffener raised joints 35 are provided at the same height at the upper portion of the inclined front surface 31 h at predetermined intervals in the vehicle width direction.

  Further, as shown in FIG. 10, the stiffener 60 is formed with a substantially annular annular groove bead 68 along the outer peripheral edge on the inner side in a plan view than the outer peripheral edge. The annular groove bead 68 is formed such that the longitudinal cross-sectional shape along the vehicle front-rear direction is a cross-sectional shape protruding in a substantially semicircular shape toward the vehicle lower side.

  In plan view, on the inner side of the annular groove bead 68 of the stiffener 60, at the approximate center in the vehicle width direction, two front opening holes 62, 62 on the vehicle front side and behind the two front opening holes 62, 62 are provided. One rear opening 61 is formed (see FIG. 10).

  Further, the stiffener 60 includes a horizontal bead 63 extending in the vehicle width direction between the front opening hole 62 and the rear opening hole 61, and two vertical beads 64 extending in the vehicle front-rear direction in the vicinity of both ends of the horizontal bead 63 in the vehicle width direction. (See FIG. 10).

  In addition, the portion on the outer side in the vehicle width direction from the vertical bead 64 is formed into a truss shape in plan view by three triangular opening holes having a substantially triangular shape in plan view. More specifically, the first triangular opening hole 165 whose apex is located on the front side of the vehicle is formed adjacent to the outside of the vertical bead 64 in the vehicle width direction (see FIG. 10).

  Further, a second triangular opening 166 is formed which is larger than the first triangular opening hole 165 and whose apex is located on the vehicle rear side at a position spaced apart from the first triangular opening hole 165 by a predetermined distance in the vehicle width direction. A third triangular opening 167 that is smaller than the first triangular opening 165 and whose apex is located on the front side of the vehicle is formed at a position spaced apart from the second triangular opening 166 in the vehicle width direction by a predetermined distance ( (See FIG. 10).

  The first triangular opening hole 165, the second triangular opening hole 166, and the third triangular opening hole 167 form an outer portion in the vehicle width direction of the stiffener 60 with respect to the vertical bead 64 in a plan view truss shape.

  The front opening hole 62 and the rear opening hole 61 are arranged such that the tip of the welding machine is located at the spot welding locations SP1, SP2, SP3 (see FIG. 8) of the striker connecting member (the striker reinforcement 50 and the mounting plate 74). It is formed in a size that can be inserted.

  More specifically, as shown in FIG. 10, the front opening hole 62 is formed in a substantially rectangular shape in plan view that is long in the vehicle front-rear direction. The front opening hole 62 is formed to have a length in the vehicle front-rear direction in which the front portion of the striker reinforcement 50 is exposed in a state where the stiffener 60 is joined to the inner panel 26 (see FIG. 8).

  Further, two front opening holes 62 are provided at a predetermined interval in the vehicle width direction so that the outer edge in the vehicle width direction is located inside the edge in the vehicle width direction of the striker reinforcement 50. An opening is formed.

  As shown in FIG. 10, the rear opening hole 61 is formed by opening the edge on the vehicle front side in a long oval shape in a plan view that is long in the vehicle width direction so as to protrude toward the vehicle front. The rear opening 61 is formed in a position slightly longer than the length of the striker reinforcement 50 in the vehicle width direction and at a position where the rear side portion of the striker reinforcement 50 is exposed in plan view. doing.

  The front opening hole 62, the rear opening hole 61, the first triangular opening hole 165, the second triangular opening hole 166, and the third triangular opening hole 167 described above are edges formed by burring and then bent into a flange shape. Formed by the edges.

  As shown in FIG. 10, the lateral bead 63 is longer in the vehicle width direction than the rear opening hole 61 in the vehicle width direction in a plan view, and the center in the vehicle width direction protrudes toward the rear of the vehicle. It is formed in a curved shape. In addition, as shown in FIG. 2, the horizontal bead 63 is formed so that a longitudinal section along the vehicle front-rear direction has a longitudinal section that protrudes in a substantially semicircular shape toward the vehicle lower side.

  As shown in FIG. 10, the vertical bead 64 has a length in the vehicle front-rear direction extending from the vicinity of the front end of the front opening hole 62 to the vicinity of the approximate center of the rear opening hole 61 in a plan view, and projects outward in the vehicle width direction. It is formed in a curved shape.

The vertical bead 64 is disposed so that the vicinity of the top curved outward in the vehicle width direction is close to the end of the horizontal bead 63 in the vehicle width direction. The vertical bead 64 is formed so that the vertical cross-sectional shape along the vehicle width direction is a vertical cross-sectional shape that protrudes in a substantially semicircular shape toward the vehicle lower side, like the horizontal bead 63.
In addition, the code | symbol 47b in FIG. 10 is the foaming urethane filler interposed between the outer panel 25 and the stiffener 60. FIG.

2, 6, 8, 9, and 11, the inclined front surface 31 h of the central raised portion 31 has two types of openings, a first opening 43 and a second opening 45. Is provided.
The first opening 43 has an inclined front surface 31h and inclined side surfaces 31j, 31k of the central raised portion 31 at the corner portions 31fc on both sides in the vehicle width direction of the inclined front surface 31h, that is, the front corner portion 31fc of the central raised portion 31. It is formed in a slit shape that is long in the vertical direction so as to be divided.

A columnar portion 44 is provided inside the first opening 43, and the columnar portion 44 is located between the slit-shaped first openings 43 in the width direction.
Specifically, as shown in FIGS. 2, 3, 6, 8, 9, and 11, the columnar portion 44 is provided in the width direction of the vertically long slit-shaped first opening 43, The first opening 43 is divided into a first opening front side 43F that opens on the inclined front surface 31h side in the width direction and a first opening rear side 43R that opens on the inclined side surfaces 31j and 31k, and the first opening front side 43F. And the first opening rear side portion 43R.
Thus, the bead 44a which becomes thick along the up-down direction is formed in the column-shaped part 44 constructed in the shape of a column at the upper and lower ends of the first opening 43 of the central raised portion 31.

  In addition, as shown in FIGS. 2, 4, 5 (a), 6, and 8 to 11, the lateral groove 27 in the frame-shaped groove 30 described above includes the front corner portion 31 fc of the central raised portion 31. The lateral groove main body 27b including the boundary portion (groove merging point) between the lateral groove 27 and the side grooves 28 and 29, and the inner side in the groove width direction (center side of the inner panel 26) of the lateral groove main body 27b are provided. 27b is formed with a step 27a having a step shape different in height from the bottom surface.

The step 27a has a substantially full length extending in the vehicle width direction as a step having a groove shape that is one step deeper than the lateral groove main body 27b (see FIGS. 4 and 5A).
By the way, since parts (not shown) such as engine intake holes are disposed below the right side of the vehicle with respect to the center in the width direction of the front portion of the inner panel 26, FIGS. As shown, a bulging portion 36 bulging upward is formed, and the step 27 a is formed so as to pass through the bulging portion 36. Therefore, the step 27a is formed as a convex step that is one step higher than the lateral groove main body 27b at a location corresponding to the bulging portion 36 of the inner panel 26.

  As shown in FIGS. 2, 4, 5 (a), 6, and 8 to 11, the step 27 a is formed by forming the lateral groove 27 in a step shape (concave shape or convex shape). A step inner ridge line X7 as a ridge line on the inner side in the width direction of the step 27a and a step outer ridge line X8 as a ridge line on the outer side in the width direction of the step 27a are formed.

  As shown in the figure, in the horizontal groove main body 27b, the front side portion 26F is formed in a concave groove shape, whereby the horizontal groove main body inner ridge line X9 as a ridge line on the inner side in the groove width direction of the horizontal groove main body 27b and the horizontal groove main body A lateral groove main body outer ridge line X10 as a ridge line on the outer side in the groove width direction of 27b is formed.

  As shown in FIGS. 2, 6, 8, 9, and 11, the side grooves 28 and 29 in the frame-shaped groove 30 are recessed grooves on the side sides 26 </ b> L and 26 </ b> R on both sides in the vehicle width direction of the inner panel 26. As a result, the side groove inner ridge line X11 as the ridge line on the inner side in the vehicle width direction of the side grooves 28 and 29, and the side groove outer ridge line X12 as the ridge line on the outer side in the vehicle width direction of the side grooves 28 and 29 are formed. Yes.

  As shown in FIGS. 8, 9, and 11, the lateral groove main body outer ridge line X <b> 10 and the side groove outer ridge line X <b> 12 are continuously connected at the front corner portion 31 fc of the central raised portion 31, and are U-shaped frame-shaped grooves in plan view. The outer ridge line of the continuous frame-shaped groove | channel 30 which does not interrupt in the whole 30 is formed.

  As shown in the figure, the lateral groove main body inner ridge line X9 and the side groove inner ridge line X11 are connected at the front corner portion 31fc of the central raised portion 31, and are U-shaped in a plan view regardless of the portion corresponding to the bulging portion 36. A continuous inner ridge line of the frame-shaped groove 30 is formed in the entire frame-shaped groove 30 without interruption.

  On the other hand, the step-side inner ridge line X7 and the lower ridge line X6 formed at the lower part of the central raised portion 31 are the front corners of the central raised portion 31, as shown in FIGS. 2, 6, 8, 9, and 11. In the part 31fc, the first opening 43 is cut off.

  Specifically, as shown in FIGS. 8, 9, and 11 in which the front portion of the inner panel 26 is enlarged, the upper and lower portions of the central raised portion 31 have a substantially annular upper ridge line X5, A side ridge line X6 is formed, and the first opening 43 divides the upper ridge line X5 and the lower ridge line X6 in addition to the step inner ridge line X7 among the ridge lines X5 to X10 described above.

  Specifically, at the front corner portion 31fc of the central raised portion 31, the lower ridge line X6 and the step inner ridge line X7 that is positioned forward of the lower ridge line X6 and formed inside the step 27a are the first opening. Although it is divided by the lower end portion of the portion 43, the step outer ridge line X8, the lateral groove main body inner ridge line X9, and the horizontal groove main body outer ridge line X10 that are formed further forward are not separated by the lower end portion of the first opening 43. (See FIGS. 9 and 11).

  Accordingly, as described above, the lateral groove body inner ridge line X9 that is not divided by the first opening 43 is formed continuously with the side groove inner ridge line X11 in the outer frame portion 3, and the lateral groove body outer ridge line X10 is formed on the outer frame portion. 3 is formed continuously with the lateral groove outer ridgeline X12.

  In addition, as shown in FIGS. 2, 3, 6, 6, 8, 10 and 11, the second opening 45 is formed in a horizontally long shape in the vehicle width direction, and the second opening 45 on the inclined front surface 31h. Between the one opening 43 and the stiffener raised joint 35 serving as a stiffener joint, it is provided spaced downward from the upper ridge line X5.

  Specifically, as shown in FIGS. 2, 3, 6, 8, 9, 10, and 11, the second opening 45 is arranged at the position where the stiffener raised joint 35 is disposed on the inclined front surface 31 h. The second opening 45 and the stiffener raised joint 35 are arranged side by side in the vehicle width direction (see particularly the line L1 in FIG. 11).

  2, 3, and 4, the bonnet 10 can be opened and closed via a bonnet hinge 20 at an upper bent portion 190 a of a cowl side panel 190 disposed on the lower side of the rear portion of the bonnet 10. It is attached.

  As shown in FIGS. 2 and 3, the cowl side panel 190 is disposed on both sides in the vehicle width direction as part of a cowl portion 200 disposed so as to cover the dash lower panel 120 from above, and apron reinforcement is provided. It is located at the base of (not shown).

  3 is a cowl seal, reference numeral 130 in FIG. 4 and FIG. 5B is a cowl panel, reference numeral 140 is a cowl front panel, and reference numeral 150 is a cowl front reinforcement. The reference numeral 170 denotes a cowl grill, and the reference numeral 180 denotes a cowl grill front.

  As shown in FIG. 7, the above-described bonnet hinge 20 includes a body-side hinge bracket 22 that is fixed to the upper-end bent portion 190 a of the cowl side panel 190 using a mounting member 21 such as a bolt and a nut, and the body side A hood-side hinge bracket 24 connected to the hinge bracket 22 via a hinge pin 23 is provided, and the hood-side hinge bracket 24 is connected and fixed to the lower surfaces of both the left and right sides of the rear end portion of the bonnet 10 described above.

  As shown in FIGS. 2, 6, and 7, the left and right hinges extend from the side of the side wall 32 b of the rear raised portion 32 to the rear end of the central raised portion 31 through the side of the deep drawing groove 33. Reinforcements 40, 40 are attached.

  As shown in FIGS. 6 and 7, the hinge reinforcement 40 is formed in a concave shape when viewed from the front. As shown in FIG. 7, the front and rear portions of the hinge reinforcement 40 have rivets 41, 41. And the intermediate portion of the hinge reinforcement 40 in the front-rear direction is attached to the inner panel 26 and the hood-side hinge bracket 24 using mounting members 42 and 42 such as bolts and nuts. Tightened and fixed.

  Thus, by extending the hinge reinforcement 40 from the side of the rear raised portion 32 to the rear end of the central raised portion 31 through the side of the deep drawing 33 groove, the left and right hinge reinforcements 40, The deep drawing groove 33 spanned in the vehicle width direction between the 40 can increase the vertical bending rigidity of the center part in the vehicle width direction of the bonnet 10, and the hinge reinforcement 40 can deform the opening of the deep drawing groove 33. In order to prevent vertical bending deformation of the rear part of the bonnet 10, the rigidity is improved.

  That is, in the bonnet 10 having the central raised portion 31, the hinge support rigidity at the rear part of the bonnet 10 is increased, and the bonnet 10 is prevented from being bent or vibrated due to traveling vibration or wind pressure of the traveling wind. is there.

  3 and 6, the portion between the striker reinforcement 50 constituting the lock portion of the inner panel 26 and the hinge reinforcement 40 described above is located above the hood 10 at the time of a vehicle front collision. A mountain fold starting point 52 that promotes bending to the right is provided.

  In this embodiment, the above-described mountain fold starting point 52 includes a recessed portion 53 that is recessed upward from the bottom surface of the inner panel 26, specifically, the bottom wall portions of the side grooves 28 and 29, and a first extending upward from the recessed portion 53. It is formed with the inclined side surfaces 31j and 31k of the central raised portion 31 as one vertical wall.

  By providing the above-described mountain fold starting points 52 and 52, as shown in FIG. 6, a mountain fold line L3 that connects the left and right mountain fold starting points 52 and 52 in the vehicle width direction is formed.

  As shown in FIG. 3 and FIG. 6, a depth as a reinforcing portion that extends in the vehicle width direction and deforms downward with an input load greater than the proof strength in the vehicle front-rear direction is provided at a position behind the above-described mountain fold starting points 52, 52. The throttle groove 33 and the front end of the hinge reinforcement 40 are provided side by side in the vehicle width direction.

  Both the deep drawing groove 33 and the front end of the hinge reinforcement 40 act as a stiffness change point. The deep drawing groove 33 and the front end of the hinge reinforcement 40 are aligned in the vehicle width direction, so that the normal time The rear bonnet 10 is configured to improve the bending rigidity and hinge support rigidity.

Further, since the deep drawing groove 33 as the rigidity changing point and the front end of the hinge reinforcement 40 are arranged in the vehicle width direction, stress concentrates on the rigidity changing point at the time of the front collision, and the deep drawing groove 33 and the hinge reinforcement 40 The front end of the ment 40 is deformed downward (down-folding, valley-folding), and the bending mode is adopted in which the bonnet hinge 20 is pressed against the vehicle body to promote the downward bending deformation and to distribute the load.
That is, the configuration is such that both the securing of the hinge support rigidity of the bonnet 10 and the prevention of the backward movement of the rear part of the bonnet 10 at the time of a vehicle front collision are achieved.

  As shown in FIGS. 2, 3 and 7, the deep drawing groove 33 as a reinforcing portion is formed as a concave groove, and as shown in FIG. 7, the front end of the hinge reinforcement 40 is the deep drawing groove. 33 (that is, a concave groove) extends forward of the vehicle up to the front edge.

  Further, the hinge reinforcement 40 reinforces the opening deformation of the concave groove (deep drawing groove 33) to increase the weight and rigidity, and the deep drawing groove 33 is strongly bent and deformed at the time of a vehicle front collision. And the bonnet hinge 20 is pressed against the vehicle body to disperse the front impact load.

  As shown in FIGS. 6 and 7, the front end of the hinge reinforcement 40 described above is in front of the lower edge of the inclined rear surface 31 i of the central raised portion 31, and is the same as or behind the upper edge of the inclined rear surface 31 i. It is provided so that it may be located in.

  As a result, the lower edge of the central raised portion 31 is reinforced with the hinge reinforcement 40 described above to achieve light weight and high rigidity, and the normal rigidity can be controlled at the front end position of the hinge reinforcement 40. It is configured as follows.

  As shown in FIG. 3 and FIG. 6, the front impact load transmission path Z (specifically, the upper surface 31 u of the central raised portion 31 and the deep drawing groove 33 serving as the reinforcing portion is located above the hinge reinforcement 40. Inclined side surfaces 31j, 31k) extend in the vehicle front-rear direction.

Thereby, the front collision load transmission path Z (the upper surface 31u and the inclined side surfaces 31j and 31k of the central raised portion 31) is present above the hinge reinforcement 40, so that the load is reliably transmitted to the rear in the initial stage of the collision. At the same time, by ensuring the amount of offset in the vertical direction between the hinge reinforcement 40 and the front collision load transmission path Z, the downward bending deformation is more reliably promoted.
By providing the deep drawing groove 33 and the front end of the hinge reinforcement 40 side by side in the vehicle width direction behind the front collision load transmission path Z (the upper surface 31u and the inclined side surfaces 31j and 31k of the central raised portion 31). As shown in FIG. 6, a valley fold line L4 that connects the front ends of the left and right hinge reinforcements 40, 40 in the vehicle width direction is formed.

  As shown in FIG. 6, the deep drawing groove 33 as the above-described reinforcing portion includes a concave shape portion that is recessed downward from the upper surface of the inner panel 26, and a second vertical wall 33 w that extends downward from the concave shape portion (specifically, 6 is formed by a bottom wall of the deep drawing groove 33 shown in FIG. 6 and a vertical wall between the left and right side grooves 28 and 29, and the second vertical wall 33w is used to secure rigidity at normal times. It is composed.

  Further, as shown in FIG. 3, there is provided a mountain fold starting point 52 composed of the above-described recessed portion 53 and the inclined side surfaces 31j and 31k of the central raised portion 31 which is the first vertical wall. By providing the deep drawing groove 33 formed by the above-described concave shape portion and the second vertical wall 33w in the rear part, the load absorption amount due to deformation at the mountain fold starting point 52 and the reinforcing portion (deep drawing groove 33). In addition, the front impact load urged by the hinge reinforcement 40 is distributed to the vehicle body from the hinge reinforcement 40 that is bent downward and deformed to suppress the backward movement of the bonnet 10. It is composed.

  Incidentally, as shown in a plan view in FIG. 6, the inner panel 26 includes the second opening 45 in the inclined front surface 31 h of the central raised portion 31, in addition to the above-described mountain fold line L <b> 3 and valley fold line L <b> 4. Formed in a valley fold line L1 (a line that deforms in a valley when colliding with a collision object) connecting the rear leg 67R and the first opening front side portion 43F in the vehicle width direction, and a front corner portion 31fc of the central raised portion 31 After connecting the left and right columnar parts 44, 44 from the lower part to the upper part, the pre-mountain fold line L2 (the front mountain fold starting point) connecting the columnar parts 44, 44 to each other in the vehicle width direction along the rear surface of the convex part 31a. Part) and are formed.

(A)-(d) of FIG. 12 is a schematic side view which shows in order the deformation | transformation state of the bonnet 10 at the time of a vehicle front collision.
As shown in FIG. 12 (a), at the time of frontal collision of the vehicle, stress is first concentrated on the pre-mountain fold line L2 (the front mountain fold starting point) and the front collision load transmission path (the upper surface 31u of the central ridge 31). And the load is transmitted to the rear via the inclined side surfaces 31j and 31k).

  Next, as shown in FIG. 12 (b), the pre-mountain fold line L2 is bent, the bonnet 10 is bent and deformed, and the rigidity change point is caused by the load transmitted rearward from the front impact load transmission path. Stress concentrates on (the deep drawing groove 33 and the front end of the hinge reinforcement 40), and the deep drawing groove 33 starts to bend and deform.

  Next, as shown in FIG. 12 (c), the bonnet side hinge bracket 24 of the bonnet hinge 20 buffers the vehicle body and disperses the stress by the progress of the valley fold deformation of the deep drawing groove 33. The stress that has lost its place due to the interference between the side hinge bracket 24 and the vehicle body concentrates at the mountain break starting point 52.

  Next, as shown in FIG. 12 (d), the central raised portion 31 is bent and deformed by the above-described mountain fold starting point 52 to absorb the load, whereby the amount of transmission of the front impact load to the rear of the bonnet 10 is obtained. Since the deep drawing groove 33 is further bent and deformed, the amount of transmission of the front impact load to the rear of the bonnet 10 is further reduced, so that the backward load to the hinge pin 23 is reduced and the rear part of the bonnet 10 is reduced. Is prevented from moving to the rear of the vehicle. For this reason, the bonnet 10 is deformed into a tri-fold state in front of the hinge pin 23.

  As described above in detail, in the bonnet structure of the automobile of the above embodiment, the rear part of the bonnet 10 having the outer panel 25 and the inner panel 26 is pivotally supported on the vehicle body 400 via the bonnet hinge 20 as a hinge, and at the front part thereof. The vehicle bonnet structure is provided with a striker 71 as a lock portion that engages with the vehicle body 400 side, and a central raised portion 31 and a rear raised portion 32 are provided on the inner panel 26 side by side in the vehicle front-rear direction. In the meantime, the deep drawing groove 33 is extended in the vehicle width direction, and a frame-like groove 30 deeper than the deep drawing groove 33 is provided in a U-shape surrounding the three parts 31, 32, 33 around the left and right sides. The stiffener 60 is installed between the inclined front surface 31h of the central raised portion 31 and the front side portion 26F (front end portion) of the inner panel 26 so as to be spaced upward from the striker mounting portion 72. Those with (3, 4, FIG. 5 (a), the reference to FIG. 10).

  According to the above configuration, the rigidity of the bonnet 10 at the time of traveling is improved by the two raised portions (the central raised portion 31 and the rear raised portion 32), both grooves (the deep drawing groove 33 and the frame-like groove 30), and the stiffener 60. While securing the inertia mass portion M in which the inertia mass is concentrated on the upper part of the bonnet 10 as a whole (see FIG. 3), both the raised portions 31 and 32 and the stiffener 60 constitute a long crash stroke. As shown in FIG. 5, the reaction force characteristic that is high in the initial tA and low in the late tB with respect to the collision load can be achieved.

  In one embodiment of the present invention, the striker reinforcement 50 of the striker 71 is spaced apart from the stiffener 60 by a height equal to or greater than the height H (FIGS. 3 and 7) at the rear of the central raised portion 31, and the lateral groove It is spanned from the front to the rear with respect to the step 27a of 27 (see FIG. 3, FIG. 4 and FIG. 5 (a)).

  With the above configuration, the load deformation stroke (crash stroke) of the central raised portion 31 is secured, and the rigidity of the front portion (lateral groove 27) of the frame-like groove 30 on the outer periphery of the raised portions (the central raised portion 31 and the rear raised portion 32) ( That is, both improvement in frame rigidity can be achieved.

  More specifically, since the striker reinforcement 50 of the striker 71 is arranged so as to be spaced downward from the stiffener 60 above the height H of the rear portion of the central raised portion 31, a pedestrian or the like may The stiffener 60 does not interfere with the striker reinforcement 50 and the load deformation of the central raised portion 31 is not hindered, and the load of the central raised portion 31 can be firmly applied to a hard place having the striker reinforcement 50. A deformation stroke can be secured.

  That is, the striker reinforcement 50 of the striker 71 is bridged across the step 27 a of the lateral groove 27, so that a closed sectional structure S (see side view) between the striker reinforcement 50 and the front portion of the inner panel 26 is provided. The rigidity of the front part of the inner panel 26 can be reinforced so as to be configured.

  Therefore, by ensuring the load deformation stroke (crash stroke) of the central raised portion 31, the collision safety of the pedestrian is improved, and the rigidity at the time of normal traveling can be maintained by improving the rigidity of the front portion of the inner panel 26. It is possible to satisfy both requirements.

  Moreover, in one Embodiment of this invention, the upper side ridgeline X6 of the central bulge part 31 and the lower ridgeline X6 of the central bulge part 31 as the upper and lower ridgelines of the central bulge part 31 are formed in the front corner part 31fc of the central bulge part 31. A first opening 43 (first opening front side 43F, first opening rear side 43R) as a pair of slits to be cut off, and a columnar part 44 sandwiched between the first openings 43 are provided. (See FIG. 2, FIG. 3, FIG. 6, FIG. 8, FIG. 9 and FIG. 11).

  According to the above configuration, when a collision object collides from above such as a pedestrian, an increase in deformation resistance due to the front corner portion 31fc of the central raised portion 31 is prevented, while maintaining rigidity during normal travel and an initial reaction at the time of collision object collision. It is possible to improve the force and prevent interference (so-called bottoming) with components in the engine room 100 and highly rigid components such as the start tower of the front wheels.

  Specifically, in the case of a configuration in which the upper surface 31u of the central raised portion 31 is supported by the front corner portion 31fc and the inclined surfaces 31h, 31i31j, and 31k (wall surfaces) that are continuous in the circumferential direction of the central raised portion 31, from above the pedestrian or the like On the other hand, the deformation resistance of the central raised portion 31 is too large at the time of collision of the collision object, while the upper surface 31u of the central raised portion 31 is only inclined surfaces 31h, 31i31j, 31k (wall surfaces) except for the front corner portion 31fc of the central raised portion 31. It is difficult to support it stably.

  On the other hand, in the present embodiment, a first opening 43 (a pair of slits) that cuts the upper and lower ridge lines X5 and X6 of the central raised portion 31 in the front corner portion 31fc of the central raised portion 31, and the first opening. By providing the columnar portion 44 sandwiched between the portions 43, the upper surface 31u of the central raised portion 31 is supported not by the front corner portion 31fc continuous in the circumferential direction of the central raised portion 31 but by a collection of walls and columns. Can do.

  As a result, the central raised portion 31 can be stably deformed in load at the time of a collision while securing a normal supporting force. Therefore, the front raised corner portion 31fc of the central raised portion 31 at the time of collision with a collision object from above such as a pedestrian. While preventing an increase in deformation resistance, it is possible to maintain rigidity during normal traveling and improve an initial reaction force at the time of collision with a collision object, thereby preventing interference with parts in the engine room 100 (so-called bottoming).

  Moreover, in one Embodiment of this invention, the level | step difference 27a is provided in the front part of the central protruding part 31, and the 1st opening part 43 as a slit is a level | step difference among each ridgeline X7, X8 of the inner side and the outer side of the level | step difference 27a. It is a shape that cuts only the inner ridgeline X7 (see FIGS. 9 and 11).

  According to the said structure, the rigidity (frame rigidity) of the outer side frame part 3 (formation part of the frame-shaped groove | channel 30) of the inner panel 26 can be maintained, with the load absorption deformation | transformation at the time of a collision being easy.

  More specifically, a step 27a is provided at the front of the central raised portion 31, and the first opening 43 has a shape that cuts only the inner ridge line X7 of the step, thereby facilitating load absorption deformation of the central raised portion 31 at the time of collision. Is done.

  Specifically, a trapezoidal groove-shaped step 27a is formed on the inner side in the width direction of the lateral groove 27 (on the central raised portion 31 side), and the step inner ridge line as the ridge line constituting the step 27a is formed in the step 27a. X7 and the step outer ridge line X8 extend along the vehicle width direction on each side of the step 27a in the groove width direction. And the 1st opening part 43 is formed in the shape which cuts only the level | step inner side ridgeline X7 inside (the center protruding part 31 side) among the double ridgelines X7 and X8 which comprise the level | step difference 27a (refer FIG. 11). ).

  Thus, the rigidity of the front corner portion 31fc of the central raised portion 31 can be weakened by making the first opening 43 to cut the step inner ridge line X7, and the load of the central raised portion 31 at the time of collision is reduced. Absorption deformation can be promoted.

On the other hand, the first opening 43 cuts only the step inner ridge line X7 on the inner side (center raised portion 31 side) out of the double ridge lines constituting the step 27a, so that the step outer ridge line X8 and the lateral groove main body 27b The ridge lines (lateral groove main body inner ridge line X9, horizontal groove main body outer ridge line X10) extend over the entire length of the frame-shaped groove 30 at least about the horizontal groove main body inner ridge line X9 and the horizontal groove main body outer ridge line X10 without being cut off.
Thereby, even if it is the inner panel 26 formed with aluminum or aluminum alloy, the rigidity of the outer frame part 3 (frame-like groove 30) periphery of the inner panel 26 can be ensured.

  Further, in the bonnet structure of the automobile of the above embodiment, the rear part of the bonnet 10 having the outer panel 25 and the inner panel 26 is pivotally supported by the vehicle body 400 via the hood hinge 20 as a hinge, and the stiffener 60 is provided at the front part of the inner panel 26. And an automobile bonnet structure provided with a striker 71 that engages with the vehicle body 400 side, and a stiffener raised joint as a stiffener joint at an inclined front surface 31h formed at the rear of the striker mounting part 72 in the inner panel 26. And a first opening 43 that cuts the upper ridge line X5 of the inclined front surface 31h is provided at both ends in the vehicle width direction, and between the first opening 43 and the stiffener raised joint 35 on the inclined front surface 31h. The second opening 45 is provided to be spaced downward from the upper ridge line X5 (FIGS. 2 and 3). 6, 8, 9, see FIGS. 10 and 11).

  With the above configuration, since the second opening 45 of the inclined front surface 31h is separated from the upper ridge line X5, the stiffener 60 can be supported to withstand the closing load of the bonnet 10, and the first opening 43 and the first The inclined front surface 31h can be load-absorbed and deformed by the two openings 45.

  In one embodiment of the present invention, the second openings 45 and the stiffener raised joints 35 are arranged in a line in the vehicle width direction (FIGS. 2, 3, 6, 8, and 8). 9, FIG. 10 and FIG. 11 in particular, see the valley fold line L1 in FIG.

  According to the above-described configuration, the second opening 45 provided at a position away from the upper ridge line X5 of the inclined front surface 31h is disposed at the same height in the stiffener raised joint 35 and the inclined front surface 31h. It is possible to promote the bending deformation of the inclined front surface 31h at the time of the collision, and it is possible to appropriately absorb the shock at the time of the collision.

  In one embodiment of the present invention, the stiffener 60 extends in a cantilevered manner on both sides in the vehicle width direction from the stiffener raised joint 35 to the second opening 45 with respect to the main body 65. 66 is provided (see FIGS. 2, 6 and 10).

  According to the above configuration, by providing the extending portion 66, the number of the front leg portion 67F, the rear leg portion 67R, and the stiffener raised joint portion 35 (leg portion) is not increased. Regardless of the shape, the tension rigidity reinforcement range of the stiffener 60 corresponding to the closing operation of the bonnet 10 can be expanded, and the extension portion 66 is provided in a cantilever manner, so that the second opening 45 is moved upward by the extension portion 66. Therefore, it is possible to prevent the reaction force of the load absorbing deformation in the formation region of the second opening 45 from becoming too low.

  Moreover, in one Embodiment of this invention, the columnar part 44 is provided in the inside of the 1st opening part 43 (refer FIG.2, FIG.3, FIG.6, FIG.8, FIG.9 and FIG. 11).

  According to the said structure, the upper part of the inclined front surface 31h can be moderately reinforced with the columnar part 44, and a load absorption deformation | transformation can be smoothly carried out in the case of the heavy load input by the collision with a collision object.

  In one embodiment of the present invention, the stiffener 60 is joined to the front side portion 26F (front end portion) of the inner panel 26 and the upper portion of the inclined front surface 31h, and the inclined front surface 31h and the upper end of the inclined front surface 31h to the rear. A central bulging portion 31 as a bulging portion and a rear bulging portion 32 formed as a bulging portion having an upper surface 31 u extending toward the upper side and bulging upward from the outer frame portion 3 (frame portion) of the inner panel 26. 31, 32) has a predetermined mass (see FIGS. 2, 3, and 4).

  According to the above configuration, the stiffener 60 and the ridges (the central bulge 31 and the rear bulge 32) having the upper surface 31u having a predetermined mass are connected to each other so that the inertia mass part M (see FIG. As shown in FIG. 13, at the time of collision with the collision object, a high reaction force is generated in the initial collision tA, and the first opening 43 and the second opening are detected in the late collision tB. The deformation can be promoted by 45, and a low reaction force can be stably generated.

  Further, as described above, the bonnet structure of the automobile has the bonnet 10 formed by the outer panel 25 serving as the design surface of the automobile and the inner panel 26 facing the outer panel 25, and the vicinity of the rear end of the vehicle body 400 at the front of the vehicle. On the other hand, a bonnet hinge 20 as a hinge that pivotally supports the rear end of the bonnet 10 so as to be openable and closable, a striker 71 that removably connects the front end of the bonnet 10 to the vicinity of the front end of the vehicle body at the front of the vehicle, A bonnet structure of an automobile which is disposed on an upper surface 26u of the panel 26 and includes a striker mounting portion 72 to which a striker 71 is mounted. The outer panel 25 is supported on the upper surface of the inner panel 26 near the front end from below the vehicle. A stiffener 60 as a bonnet stiffener is provided. The main body portion 65 and the extension portion 66 which are substantially flat plate-like portions of the stiffener 60 which are arranged to face the striker mounting portion 72 at a predetermined interval above the vehicle, and the main body portion 65 and the inner panel 26 are connected. A front leg hole 67F that is integrally formed with a front leg part 67F and a rear leg part 67R as a connecting part, and is opposed to the striker mounting part 72 on the stiffener 60 and has an opening formed so as to be juxtaposed in the vehicle longitudinal direction; A lateral bead 63 projecting above or below the vehicle and extending in the vehicle width direction between the rear opening hole 61, the front opening hole 62, and the rear opening hole 61, and a vehicle width direction of the lateral bead 63 In the vicinity of both ends of the vehicle, and a vertical bead 64 that extends in the vehicle front-rear direction and protrudes above or below the vehicle. Formed in a curved shape so as to project to both the longitudinal direction, the longitudinal bead 64, and is formed in a curved shape so as to protrude in the vehicle width direction (see FIGS. 2, 6 and 10).

According to the above configuration, it is possible to ensure both the shock absorption that absorbs the collision load from above the vehicle and the support rigidity of the outer panel 25. □
Specifically, by forming the horizontal bead 63 and the vertical bead 64 on the stiffener 60, the bonnet structure of the automobile can suppress a decrease in rigidity of the stiffener 60 in the vicinity of the front opening hole 62 and the rear opening hole 61. .

  Further, for example, the stiffener 60 has a curved bead 63 and a vertical bead 64 as compared with a case where a horizontal bead extending substantially linearly in the vehicle width direction and a vertical bead extending substantially linearly in the vehicle front-rear direction are formed. By forming the shape, the rigidity of the stiffener 60 can be improved.

  More specifically, for example, when the bonnet 4 is closed by pressing with a fingertip, the filler 47b presses the stiffener 60 downward through the outer panel 25. For this reason, the application position of the filler 47b becomes a load input location, and a tensile load to the load input location occurs in the in-plane direction of the stiffener 60.

  At this time, when the tensile direction of the tensile load acting on the lateral bead substantially coincides with the lateral direction of the lateral bead in a plan view, the lateral bead is easily deformed by opening from the bottom portion of the groove shape. There is.

  For example, in the case of a substantially linear lateral bead, the lateral direction in plan view is uniformly the front-rear direction, so the lateral direction of the lateral bead and the tensile direction of the tensile load are substantially uniform over a wide range in the vehicle width direction. It becomes easy to do. For this reason, when a tensile load acts on a substantially straight horizontal bead, there is a risk of opening deformation starting from the bottom of the groove shape.

  On the other hand, in the case of the horizontal bead 63 that is curved so as to protrude in the vehicle front-rear direction, the short direction in plan view is not a uniform direction, so that the tensile direction of the tensile load and the short direction of the horizontal bead 63 are Are likely to cross, i.e., hardly match.

  For this reason, the curved lateral bead 63 and the vertical bead 64 are subject to opening deformation starting from the bottom portion of the groove shape as compared with the substantially linear lateral bead and vertical bead even when a tensile load is applied. Can be suppressed. Thereby, the stiffener 60 can improve the rigidity of the stiffener 60 as compared with the substantially linear horizontal and vertical beads.

  In addition, since the vertical beads 64 are formed close to both ends of the horizontal bead 63, the stiffener 60 can reinforce the vicinity of both ends in the vehicle width direction of the horizontal bead 63. For this reason, the stiffener 60 can suppress the concentration of stress at both ends in the vehicle width direction of the lateral bead 63 that is the stiffness change point.

  As a result, the bonnet structure of the automobile has a stiffener even when the front opening hole 62 and the rear opening hole 61 that are service holes for the striker connecting members (the striker reinforcement 50 and the mounting plate 74) are formed. 60 rigidity can be ensured.

For this reason, the bonnet structure of the automobile can prevent the stiffener 60 from being completely crushed before the collision load is sufficiently absorbed when a collision load from above the vehicle is applied. □
Therefore, the bonnet structure of the automobile can ensure both the impact absorbability for absorbing the collision load from above the vehicle and the support rigidity of the outer panel 25 by the curved horizontal beads 63 and vertical beads 64.

  As an embodiment of the present invention, when the lateral bead 63 is formed in a curved shape so as to protrude toward the rear of the vehicle, the front edge of the rear opening hole 61 on the front side of the vehicle protrudes toward the front of the vehicle. When the lateral bead 63 is formed so as to protrude toward the front of the vehicle, the rear edge of the front opening hole 62 on the rear side of the vehicle is directed toward the rear of the vehicle. Are formed in a curved shape so as to protrude.

  For example, in this embodiment, the lateral bead 63 is formed in a curved shape so as to protrude toward the rear of the vehicle, and the front edge of the rear opening hole 61 on the front side of the vehicle is protruded toward the front of the vehicle. It is formed in a curved shape (see FIGS. 6 and 1). With this configuration, the bonnet structure of the automobile can further suppress the deformation of the stiffener 60.

  Specifically, when the front edge of the rear opening hole 61 is formed in a curved shape so as to protrude toward the rear of the vehicle with respect to the lateral bead 63 curved so as to protrude toward the rear of the vehicle, Since the curved shape of the horizontal bead 63 and the front edge end shape of the rear opening hole 61 are substantially parallel, the rigidity between the rear opening hole 61 and the horizontal bead 63 tends to be low.

For this reason, for example, when a load from above the vehicle is applied between the rear opening hole 61 and the lateral bead 63, the amount of displacement between the rear opening hole 61 and the lateral bead 63 increases, and the lateral bead 63 is opened. There is a risk of deformation. □
Further, when the front edge of the rear opening hole 61 is curved so as to protrude toward the rear of the vehicle, the curvature of both ends in the vehicle width direction at the front edge of the rear opening hole 61 is increased. There is a risk of concentration.

  For this reason, when the lateral bead 63 is formed close to the rear opening hole 61, stress is more concentrated on both ends of the lateral bead 63 in the vehicle width direction and both ends of the front edge of the rear opening hole 61 in the vehicle width direction. It becomes easy to cause cracks when a load from above the vehicle is repeatedly applied.

  On the other hand, the horizontal bead 63 is formed in a curved shape so as to protrude toward the rear of the vehicle, and the front edge of the rear opening hole 61 is formed in a curved shape so as to protrude toward the front of the vehicle. As a result, the stiffener 60 suppresses a decrease in rigidity between the rear opening hole 61 and the horizontal bead 63 as compared with the case where the curved shape of the horizontal bead 63 and the front edge end shape of the rear opening hole 61 are substantially parallel. can do.

  Furthermore, by forming the front edge of the rear opening hole 61 in a curved shape so as to protrude toward the front of the vehicle, the curvature of both ends in the vehicle width direction at the front edge of the rear opening hole 61 can be reduced. it can. For this reason, the stiffener 60 can suppress the concentration of stress at both ends of the front edge of the rear opening hole 61 in the vehicle width direction, and can form the rear opening hole 61 with a larger size.

  In addition, even when the lateral bead 63 is formed close to the rear opening hole 61, the front edge of the rear opening hole 61 and the lateral bead 63 are separated toward the outer side in the vehicle width direction. For this reason, the stiffener 60 suppresses the generation of cracks from both ends of the lateral bead 63 in the vehicle width direction or from both ends of the front edge of the vehicle width direction even when a load from above the vehicle is repeatedly applied. be able to.

  Therefore, the bonnet structure of the automobile can further suppress the deformation of the stiffener 60 by forming the front edge of the rear opening 61 and the lateral bead 63 in a curved shape protruding so as to face each other.

  As one embodiment of the present invention, the size in the vehicle width direction of the stiffener 60 is formed wider than the striker mounting portion 72, and the outer portion in the vehicle width direction of the vertical bead 64 in the stiffener 60 is formed by a plurality of substantially triangular shapes. A truss shape can be formed by a triangular opening hole having a shape (see FIGS. 2 and 10).

  For example, in this embodiment, the vehicle width direction outer side portion of the stiffener 60 than the vertical bead 64 is formed in a truss shape by the first triangular opening hole 165, the second triangular opening hole 166, and the third triangular opening hole 167. Thus, the hood structure of the automobile can reduce the weight of the stiffener 60 while maintaining the size in the vehicle width direction and the rigidity necessary to support the outer panel 25.

  Furthermore, since the edge shape of the first triangular opening hole 165 adjacent to the vertical bead 64 and the curved shape of the vertical bead 64 are not substantially parallel, the stiffener 60 is formed between the first triangular opening hole 165 and the vertical bead 64. It is possible to suppress a decrease in the rigidity of the portion in between.

  Accordingly, the bonnet structure of the automobile is formed with a truss-shaped outer portion in the vehicle width direction of the stiffener 60, so that both the shock absorption that absorbs the collision load from above the vehicle and the support rigidity of the outer panel 25 are more reliably achieved. Can be secured.

  Further, the automobile bonnet structure of the embodiment described above is an automobile bonnet structure in which the rear part of the bonnet 10 having the outer panel 25 and the inner panel 26 is pivotally supported on the vehicle body 400 via the bonnet hinge 20 as a hinge. The inner panel 26 is provided with a central raised portion 31 protruding upward in a front view of the vehicle and a rear raised portion 32 positioned behind the inner raised portion 31 in the front-rear direction. A deep-drawn groove 33 extends in the vehicle width direction, and a hinge reinforcement 40 extends from the side of the rear raised portion 32 to the rear end of the central raised portion 31 through the side of the deep drawn groove 33. (See FIGS. 2, 4 and 6).

  According to this configuration, the left and right hinge reinforcements 40 are extended from the side of the rear raised portion 32 to the rear end of the central raised portion 31 through the side of the deep drawing groove 33. The deep drawing groove 33 spanned in the vehicle width direction between 40 and 40 can increase the vertical bending rigidity of the central portion in the vehicle width direction of the bonnet 10, and the hinge reinforcement 40 opens the mouth of the deep drawing groove 33. The rigidity can be improved in order to prevent deformation and vertical bending deformation of the rear part of the bonnet 10.

  In short, in the bonnet 10 having the central raised portion 31, it is possible to increase the hinge support rigidity of the rear part of the bonnet 10, and to prevent the bonnet 10 from being bent or generated due to traveling vibration or wind pressure of the traveling wind.

  Further, in one embodiment of the present invention, the deep drawing groove 33 is curved so that the center portion in the vehicle width direction projects in front of the vehicle in plan view, and the curved center portion 33c is from the front end of the hinge reinforcement 40. Is also located in front of the vehicle (see FIG. 6).

  According to this configuration, the curved structure of the deep drawing groove 33 described above makes it possible to improve the hinge support rigidity from the front end of the hinge reinforcement 40 to the front portion. It is also possible to improve the rigidity against the mouth opening deformation.

  Furthermore, in one embodiment of the present invention, side grooves 28 and 29 that are recessed below the deep drawing groove 33 are provided in the left and right sides of the inner panel 26 so as to extend in the front-rear direction. The hinge reinforcement 40 is fixed at a position below the deep drawing groove 33 in FIG. 7 (see FIG. 7).

  According to this configuration, the deep drawing groove 33 and the rear raised portion 32 can be reinforced by the side grooves 28 and 29, and the hinge reinforcement 40 is fixed at a position below the deep drawing groove 33. Therefore, it is possible to increase the impact space for crashing the impactor above the hinge reinforcement 40 (that is, the crash space for crashing object buffer).

The hinge of the present invention corresponds to the bonnet hinge 20, and hereinafter,
The forward inclined surface corresponds to the inclined front surface 31h,
The front end portion of the inner panel corresponds to the front side portion 26F of the inner panel 26,
The raised portions correspond to the central raised portion 31 and the rear raised portion 32,
The upper and lower ridge lines of the central raised portion correspond to the upper ridge line X5 of the central raised portion 31 and the lower ridge line X6 of the central raised portion 31,
The slit corresponds to the first opening 43,
The ridge line inside the step corresponds to the step inner ridge line X7, but the present invention is not limited to the configuration of the above-described embodiment.

  As described above, the present invention is, for example, an automobile in which a rear part of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported on a vehicle body via a hinge, and a striker that is engaged with the vehicle body side is provided at the front part. This is useful for the bonnet structure.

DESCRIPTION OF SYMBOLS 10 ... Bonnet 20 ... Bonnet hinge 25 ... Outer panel 26 ... Inner panel 26F ... Inner panel front side part 27a ... Step 30 ... Frame-shaped groove 31 ... Central raised part 31h ... Inclined front surface 31fc ... Front side corner part 32 of central raised part ... Rear raised portion 33 ... deep drawn groove 43 ... first opening 44 ... columnar portion 50 ... striker reinforcement 60 ... stiffener 71 ... striker 72 ... striker mounting portion 400 ... vehicle body H ... raised height at the rear of the central raised portion X5 ... Upper ridge line X6 of the central ridge part ... Lower ridge line X7 of the central ridge part ... Inner ridge line of the step

Claims (4)

A bonnet structure of an automobile in which a rear part of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported by a vehicle body via a hinge, and a striker that engages with the vehicle body side is provided at the front part of the bonnet inner panel. The central raised portion and the rear raised portion are provided side by side in the vehicle front-rear direction, and a deep drawing groove extends in the vehicle width direction between them, in a U-shape that surrounds the front and left and right surroundings of the three parts, A frame-like groove deeper than the deep drawing groove is provided, and a stiffener is installed between the forward inclined surface of the central raised portion and the front end portion of the bonnet inner panel, spaced upward from the striker mounting portion ,
A bonnet structure of an automobile , wherein a front corner portion of the central raised portion is provided with a pair of slits for cutting the upper and lower ridges of the central raised portion and a columnar portion sandwiched between the slits . A bonnet structure of an automobile in which a rear part of a bonnet having a bonnet outer panel and a bonnet inner panel is pivotally supported by a vehicle body via a hinge, and a striker that engages with the vehicle body side is provided at the front part of the bonnet inner panel. The central raised portion and the rear raised portion are provided side by side in the vehicle front-rear direction, and a deep drawing groove extends in the vehicle width direction between them, in a U-shape that surrounds the front and left and right surroundings of the three parts, A frame-like groove deeper than the deep drawing groove is provided, and a stiffener is installed between the forward inclined surface of the central raised portion and the front end portion of the bonnet inner panel, spaced upward from the striker mounting portion,
The rear raised portion is provided with a convex portion that supports the bonnet outer panel,
The hood structure of an automobile, wherein the deep drawing groove is formed by a recessed portion that is recessed downward from the upper surface of the bonnet inner panel and a second vertical wall that extends downward from the recessed portion . A step is provided at the front of the central raised portion, and the slit has a shape that cuts only a ridge line inside the step.
The hood structure of the automobile according to claim 1 . The striker reinforcement of the striker is spaced downward from the stiffener more than the raised height of the rear portion of the central raised portion, and is spanned on both sides of the frame-like groove at the front portion of the central raised portion. It is characterized by
The bonnet structure of a motor vehicle according to one of claims 1 to 3 .

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