JP6812847B2 - Vehicle hood - Google Patents

Description

The present invention relates to a vehicle hood.

Patent Document 1 below discloses an example of a vehicle hood (hereinafter, also simply referred to as “hood”). This hood is a front hood (engine hood in the case of a front engine vehicle) arranged on the front side of the vehicle, and includes an outer panel constituting the outer surface of the hood and an inner panel provided on the back side of the outer panel. ing. In this hood, the outer panel is supported from the back side by the inner panel. For this reason, the hood is configured so that when a pedestrian (typically the pedestrian's head) collides with the outer panel, the outer panel deforms toward the inner panel against the bearing capacity of the inner panel. There is.

Japanese Unexamined Patent Publication No. 2005-239902

By the way, when designing this kind of vehicle hood, there is a request to improve the performance effective for protecting the pedestrian who collided (hereinafter, referred to as "pedestrian protection performance"). This pedestrian protection performance is generally evaluated using a known index called the head injury value (HIC).
Therefore, in order to meet this demand, it is conceivable to reduce the rigidity of the inner panel to weaken the bearing capacity for the outer panel and reduce the reaction force that the pedestrian receives from the outer panel in the event of a collision. However, when the rigidity of the inner panel is lowered, the displacement amount (stroke amount) of the outer panel at the time of a collision with a pedestrian becomes large, and the phenomenon that the outer panel strongly hits the inner panel, so-called "bottoming out", tends to occur. In this case, it is necessary to increase the distance between the outer panel and the inner panel according to the displacement of the outer panel, which improves the head injury value, but the shape of the vehicle hood and the arrangement of peripheral parts, etc. There may be a problem that the degree of freedom of design is limited.

The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle hood capable of improving pedestrian protection performance while suppressing a small displacement amount of an outer panel at the time of a collision.

One aspect of the present invention is
The outer panel that constitutes the outer surface of the hood and
The inner panel provided on the back side of the outer panel and
A mass body arranged between the outer panel and the inner panel,
With
The mass body is movably attached to at least one of the outer panel and the inner panel in order to absorb energy at the time of a collision by a collision load input to the outer panel toward the inner panel.
The mass body includes a plate-shaped main body extending along the outer panel, a plurality of legs extending parallel to each other in a direction away from the main body, and having a width dimension smaller than that of the main body. The width dimension of the plurality of legs is the same, the legs are attached to the inner panel, and the main body is configured to move toward the inner panel by the collision load. It is in the vehicle hood.

According to the above-mentioned vehicle hood, by increasing the mass of the entire hood by using the mass body, the deceleration of the pedestrian at the initial stage of collision can be increased as compared with the structure without the mass body. As a result, the amount of displacement of the pedestrian at the time of collision, that is, the amount of displacement of the outer panel can be kept small.
In addition, the mass body moves toward the inner panel due to the collision load input to the outer panel when a pedestrian collides. At this time, the collision energy received by the outer panel of the mass body is converted into kinetic energy by the movement due to its own inertia. Therefore, energy can be absorbed by using the mass body, and the performance for protecting pedestrians is improved.

According to the above aspect, it is possible to provide a vehicle hood capable of improving the pedestrian protection performance while suppressing the displacement amount of the outer panel at the time of a collision to be small.

The perspective view of the inner panel of the vehicle hood of Embodiment 1. An enlarged view of the mass body in FIG. FIG. 1 is a cross-sectional view taken along the line III-III of FIG. FIG. 3 is a cross-sectional view showing a state immediately after the head impactor collides with the outer panel and before the deformation of the outer panel and the mass body. FIG. 3 is a cross-sectional view showing a state after deformation in which both the outer panel and the mass body are plastically deformed due to the collision of the head impactor with the outer panel. The figure which shows the correlation of the deceleration and the displacement amount of this head impactor when a head impactor collided with a vehicle hood. The perspective view of the mass body of the vehicle hood of Embodiment 2. The perspective view of the mass body of the vehicle hood of a reference example . The plan view which shows the schematic structure of the vehicle hood of Embodiment 4.

Preferred embodiments of the above embodiments will be described below.

In the vehicle hood, the mass body includes a plate-shaped main body extending along the outer panel, and the main body is configured to move in parallel toward the inner panel by the collision load. It is preferable that it is.
According to this vehicle hood, the displacement amount of the outer panel and the pedestrian protection performance at the time of a collision can be set by appropriately arranging the mass body at a required place. In this case, this setting can be easily changed only by changing the plate area of the main body. Further, since the main body moves in parallel at the time of a collision, the transmission of the impact from the main body to the inner panel can be reduced.

In the vehicle hood, the mass is preferably attached to the outer panel in the main body.
According to this vehicle hood, the tension rigidity of the outer panel can be increased by attaching the mass body to the outer panel. Further, the main body of the mass body can be moved integrally with the outer panel from the initial stage of collision, and energy absorption using the mass body can be performed from the initial stage of collision.

In the vehicle hood, the mass is preferably attached to the outer panel via a bonding layer made of a mastic adhesive formed between the main body and the outer panel.
In this case, the mastic adhesive is an elastic adhesive containing synthetic rubber as a main component. Therefore, according to this vehicle hood, it is possible to suppress the vibration and noise of the hood to be low by interposing the mastic adhesive between the main body portion of the mass body and the outer panel.

In the vehicle hood, the mass body includes a leg portion extending in a direction away from the main body portion, and is attached to the inner panel at the leg portion. The leg portion has the main body portion as described above. It is preferably configured as a low-rigidity support portion that movably supports the inner panel.
According to this vehicle hood, the mass body can be attached to the inner panel, which is relatively easy to attach, by using the legs. In this case, the legs are low-rigidity support parts, and it is difficult to inhibit the plastic deformation of the main body part and the outer panel of the mass body. It can be kept low.
In addition, when the mass body is attached to the inner panel on both the main body and the legs, the mass body exerts a function of bridging two different parts of the inner panel, thereby increasing the torsional rigidity of the vehicle hood. The effect is obtained.

In the vehicle hood, it is preferable that the legs of the mass body are configured to cantilever support the main body.
According to this vehicle hood, it is difficult for a force that acts as a resistance to the movement of the mass body to reach from the legs to the main body. Therefore, the movement of the main body is less likely to be obstructed by the legs.

In the vehicle hood, the inner panel extends so as to span the outer peripheral skeleton extending in a ring shape along the outer periphery of the outer panel and having an opening in the inner region, and the opening of the outer peripheral skeleton. With multiple internal skeletons,
It is preferable that the mass body is attached to a low-rigidity skeleton having a relatively low rigidity among the plurality of internal skeletons of the inner panel in the main body portion.
According to this vehicle hood, the mass body can be attached to the inner panel, which is relatively easy to attach, by using the main body. In this case, the low-rigidity skeleton to which the main body of the mass is attached has a particularly low rigidity among the inner panels, and it is difficult to inhibit the plastic deformation of the main body of the mass and the outer panel, which is advantageous for improving the head injury value. In addition, the deceleration of pedestrians in the latter half of the collision can be kept low.

Hereinafter, the vehicle hood of the present embodiment will be described with reference to the drawings.

In the drawings of the present specification, unless otherwise specified, the first direction in the front-rear direction of the vehicle hood is indicated by an arrow X, and the second direction in the left-right direction of the vehicle hood is indicated by an arrow Y. The third direction (thickness direction of the vehicle hood) orthogonal to both the direction and the second direction is indicated by an arrow Z.

(Embodiment 1)
As shown in FIG. 1, the vehicle hood 1 of the first embodiment (hereinafter, also simply referred to as “hood 1”) generally includes an outer panel 10, an inner panel 20, and two mass bodies 30, 30. I have. The hood 1 is an engine hood (front hood) configured so that the opening of the engine room (not shown) at the front of the vehicle can be opened and closed. This hood 1 is also called a "bonnet".

The outer panel 10 constitutes an outer design surface which is an outer surface of the hood. The outer panel 10 is also referred to as a "hood outer". The inner panel 20 is provided so as to overlap the back surface side of the outer panel 10. The inner panel 20 is also referred to as a "food inner". Both the outer panel 10 and the inner panel 20 are made of a plate material.

The inner panel 20 includes an outer peripheral skeleton 21 extending in an annular shape along the outer circumference of the outer panel 10. The outer peripheral skeleton 21 is joined to the back surface of the outer panel 10. The outer peripheral skeleton 21 has an opening 22 in its inner region. In this case, the outer peripheral skeleton 21 includes a front edge portion 21a that partitions the front side of the opening 22, a trailing edge portion 21b that partitions the rear side of the opening 22, and a left edge portion 21c that partitions the left side of the opening 22. It is roughly classified into a right edge portion 21d that partitions the right side of the opening 22 and a right edge portion 21d.

The inner panel 20 includes a plurality of internal skeletons extending so as to span the opening 22 of the outer skeleton 21. The plurality of internal skeletons include one main skeleton 23 and a plurality of subskeletons 24 and 25. In the present embodiment, as auxiliary subskeletons for the main skeleton 23, a plurality of subskeletons 24 extending in the left-right direction (two in FIG. 1) and a plurality of subskeletons extending in the anteroposterior direction (FIG. 1). Then, four) subskeletons 25 and 25 are provided. As a result, the internal skeleton is arranged in a mesh pattern in the opening 22 of the outer skeleton 21.

The main skeleton 23 is a skeleton that connects the front edge portion 21a and the trailing edge portion 21b of the outer peripheral skeleton 21. The main skeleton 23 has a long shape with the first direction X, which is the front-rear direction of the vehicle, as the longitudinal direction without being joined to the outer panel 10 at the opening 22 in a state where both ends thereof are connected to the outer peripheral skeleton 21. It is postponed. In this case, the main skeleton 23 is supported by at least the outer peripheral skeleton 21. In the present embodiment, only one main skeleton 23 is provided, and the rigidity is higher than that of the sub-skeletons 24 and 25.

The accessory skeleton 24 is a skeleton that connects the left edge portion 21c and the right edge portion 21d of the outer peripheral skeleton 21. The subskeleton 24 extends in a long shape along the second direction Y at the opening 22 in a state where both ends thereof are connected to the outer peripheral skeleton 21. The subskeleton 24 intersects each of one main skeleton 23 and four subskeletons 25, and is connected to the intersecting skeleton at the intersection. In this case, the accessory skeleton 24 is supported by at least the outer peripheral skeleton 21.

The subskeleton 25 is a skeleton that connects the front edge portion 21a and the trailing edge portion 21b of the outer peripheral skeleton 21 like the main skeleton 23. The subskeleton 25 extends in an elongated shape along the first direction X at the opening 22 in a state where both ends thereof are connected to the outer peripheral skeleton 21. The subskeleton 25 intersects each of the two subskeletons 24 and is connected to the intersecting skeleton at the intersection. In this case, the subskeleton 25 is supported by at least the outer peripheral skeleton 21.

Both the subskeletons 24 and 25 are configured to have higher rigidity than the main skeleton 23. In order to realize this configuration, the sub-skeletons 24 and 25 are configured to be lower than the main skeleton 23 (relatively lower in rigidity) with respect to parameters related to rigidity such as skeleton width, skeleton thickness, and section modulus. ..

Both the subskeletons 24 and 25 are joined to the back surface 10a of the outer panel 10 via the joining layer 12. The bonding layer 12 is preferably made of a mastic adhesive (an elastic adhesive containing synthetic rubber as a main component). The mastic adhesive is applied in the car body process and cured in a paint baking oven. The mastic adhesive is effective in increasing the rigidity of the entire hood 1 and suppressing the vibration and noise of the outer panel 10 and the inner panel 20 which are the objects to be adhered.

The mass bodies 30 are arranged on the left and right sides of the space 11 between the outer panel 10 and the inner panel 20, respectively. The mass body 30 is attached to both the outer panel 10 and the inner panel 20 so as to be movable toward the inner panel 20 by the collision load input to the outer panel 10.

The mass body 30 includes a main body portion 31 and three leg portions 32 having the same shape. The mass body 30 is preferably made of a metal material such as iron having a relatively large specific gravity. The main body 31 is joined to the outer panel 10 by six joints 30a provided with the same joint layers 33 as the above-mentioned joint layer 12 for attachment to the outer panel 10. Further, the main body portion 31 is joined to the sub-skeleton 24 which is a low-rigidity skeleton of the inner panel 20 at two joint portions 30b for attachment to the inner panel 20. Similarly, each leg portion 32 is joined to the outer peripheral skeleton 21 of the inner panel 20 at one joint portion 30b for attachment to the inner panel 20.

It is preferable to use spot welding for joining at the joining portion 30b. This makes it possible to easily perform the assembling work of the mass body 30.

Since the two mass bodies 30 and 30 have symmetrical shapes and have the same essential structure, only the left mass body 30 will be described below, and the description of the right mass body 30 will be omitted.

As shown in FIGS. 2 and 3, the main body 31 of the mass body 30 has a plate shape extending along the outer panel 10. Specifically, the main body 31 has a substantially uniform thickness and is configured so that the plan view shape is substantially quadrangular.

The three legs 32 of the mass body 30 are arranged parallel to each other and all extend in a direction away from the main body 31. In particular, in the case of the mass body 30, the leg portion 32 has a lower rigidity than the main body portion 31, and is configured to extend from the main body portion 31 while being inclined in one direction to cantilever support the main body portion 20. .. As a result, the leg portion 32 becomes a low-rigidity support portion that supports the main body portion 31 so as to be movable substantially in parallel toward the inner panel 20 at the time of a collision. In short, although the leg portion 32 supports the main body portion 31, it has a low rigidity that does not hinder the main body portion 31 from moving substantially in parallel.

Next, with reference to FIGS. 4 to 6, this when a head impactor (hereinafter, simply referred to as “impactor”) H, which is a dummy simulating a human head, is made to collide with the hood 1 having the above configuration. The operation of the hood 1 will be described.

The impactor H is used in a pedestrian head protection performance test conducted on the assumption that the vehicle collides with a pedestrian at a constant speed. In this test, the head injury value (HIC) for evaluating the protection performance is derived by measuring the impact received by the impactor H when the impactor H is launched from the testing machine toward the hood 1.

As shown in FIG. 4, the outer panel 10 of the hood 1 receives a collision load F due to the collision of the impactor H. The outer panel 10 that receives the collision load F moves toward the inner panel 20 while being deformed. At this time, the main body portion 31 of the mass body 30 is attached to the outer panel 10 at the joint portion 30a, and moves toward the inner panel 20 together with the outer panel 10 from the initial stage of the collision.

Here, in the mass body 30, the main body portion 31 is joined to the inner panel 20 in the sub-skeleton 24 which is a low-rigidity skeleton, and is joined to the inner panel 20 via the leg portion 32 which is a low-rigidity support portion. .. As a result, a structure is realized in which it is difficult to regulate the movement of the main body 31 of the mass body 30. Therefore, the main body 31 moves substantially in parallel while being accelerated by the collision load F without receiving resistance from the inner panel 20 side at the initial stage of the collision. At this time, the collision energy received by the outer panel 10 at the time of collision is converted into the kinetic energy of the main body 31, and the energy is absorbed.

Then, both the outer panel 10 and the mass body 30 are finally plastically deformed to the state shown in FIG. At this time, since it is difficult for the accessory skeleton 24 and the leg portion 32 of the inner panel 20 having low rigidity to regulate the movement of the main body portion 31 of the mass body 30, the effect of hindering the plastic deformation of the outer panel 10 and the mass body 30 is small. .. Therefore, energy absorption is also performed by the plastic deformation of the outer panel 10 and the mass body 30.

As shown in FIG. 6, focusing on the correlation between the deceleration G [m / s2] of the impactor H and the displacement amount L [mm], the modified example without the mass body 30 (see the broken line in the figure) On the other hand, as in the present embodiment (see the solid line in the figure) including the mass body 30, this correlation can be improved.

In the comparative example, the deceleration of the impactor H greatly increases from the deceleration G1 at the initial stage of the collision to the deceleration G3 at the latter stage of the collision, and the displacement amount of the impactor H is large, causing the outer panel 10 to bottom out with respect to the inner panel 20. easy. In the case of this comparative example, a high deceleration in the late collision is particularly disadvantageous for the head injury value.

On the other hand, in the present embodiment, in order to keep the deceleration of the impactor H in the late collision stage low, a structure in which the mass body 30 is attached to the hood 1 is adopted. According to this structure, the deceleration of the impactor H at the initial stage of collision can be increased to a deceleration G2 higher than the deceleration G1 in a range lower than the deceleration G3 of the comparative example. That is, due to the mass increasing effect and the rigidity increasing effect by providing the mass body 30, the resistance of the impactor H at the initial stage of collision becomes larger than that of the comparative example, and as a result, the deceleration of the impactor H at the initial stage of collision becomes higher.

At this time, the deceleration of the impactor H at the initial stage of collision is higher than that of the comparative example, but by setting the deceleration G2 within the permissible range below the deceleration G3, the influence on the head injury value is small. ..

Then, by increasing the deceleration of the impactor H at the initial stage of collision, the displacement amount of the impactor H can be reduced to a displacement amount L1 lower than the displacement amount L2 of the comparative example.

Further, by adopting a structure that makes it difficult to regulate the movement of the main body 31 of the mass body 30 as described above, the deceleration of the impactor H in the late collision stage is reduced to a deceleration G2 lower than the deceleration G3 of the comparative example. be able to. At this time, the area Sa of the difference from the comparative example by increasing the deceleration and the area Sb of the difference from the comparative example by decreasing the deceleration are theoretically the same.

In the case of the present embodiment, the deceleration of the impactor H at the initial stage of collision is higher than that of the comparative example, but by setting the deceleration G2 within the permissible range below the deceleration G3, the influence on the head injury value is affected. small.

In addition, in FIG. 6, in the present embodiment, the case where the deceleration of the impactor H coincides with the deceleration G2 in both the early stage of the collision and the late stage of the collision is illustrated. The values may be different from each other.

According to the first embodiment, the following effects can be obtained.

According to the above-mentioned hood 1, by increasing the mass of the entire hood 1 by using the mass body 30, the deceleration of the pedestrian at the initial stage of collision can be increased as compared with the structure without the mass body 30. .. As a result, the displacement amount of the pedestrian at the time of collision, that is, the stroke amount in the third direction Z, which is the displacement amount of the outer panel 10, can be suppressed small.

Further, the mass body 30 moves toward the inner panel 20 due to the collision load input to the outer panel 10 at the time of a pedestrian collision. At this time, in the mass body 30, the collision energy received by the outer panel 10 is converted into kinetic energy by the movement due to its own inertia. Therefore, energy can be absorbed by using the mass body 30, and the performance for protecting pedestrians is improved.

As a result, it is possible to provide the hood 1 capable of improving the pedestrian protection performance while suppressing the displacement amount of the outer panel 10 at the time of a collision to be small. By keeping the displacement amount of the outer panel 10 small, the degree of freedom in designing the shape of the hood 1 and the arrangement of peripheral parts is less likely to be limited.

According to the hood 1, the displacement amount of the outer panel 10 and the pedestrian protection performance at the time of a collision can be set by appropriately arranging the mass body 30 at a required position. In this case, this setting can be easily changed only by changing the plate area of the main body 31. Further, since the main body 31 moves in parallel at the time of a collision, the transmission of the impact from the main body 31 to the inner panel 20 can be reduced.

According to the hood 1, the tension rigidity of the outer panel 10 can be increased by attaching the mass body 30 to the outer panel 10. Further, the main body 31 of the mass body 30 can be integrally moved with the outer panel 10 from the initial stage of collision, and energy absorption using the mass body 30 can be performed from the initial stage of collision.

According to the hood 1, the vibration and noise of the hood 1 can be suppressed low by interposing a bonding layer 33 made of a mastic adhesive between the main body 31 of the mass body 30 and the outer panel 10. ..

According to the hood 1, the mass body 30 can be attached to the inner panel 20 whose attachment work is relatively easy by using both the main body portion 31 and the leg portions 32. In this case, the leg portion 32 is a low-rigidity support portion, and it is difficult to inhibit the plastic deformation of the main body portion 31 of the mass body 30 and the outer panel 10. Further, the accessory skeleton 24 to which the main body 31 of the mass body 30 is attached is a low-rigidity skeleton having particularly low rigidity among the inner panels 20, and it is difficult to inhibit the plastic deformation of the main body 31 of the mass body 30 and the outer panel 10.
Therefore, the plastic deformation of the main body 31 and the outer panel 10 of the mass body 30 is less likely to be hindered by the legs 32, and it is possible to suppress the deceleration of the pedestrian in the latter stage of the collision, which is advantageous for improving the head injury value. it can.

Further, since the mass body 30 is attached to the inner panel 20 in both the main body portion 31 and the leg portion 32, and the mass body 30 exerts a function of bridging two different parts of the inner panel, the torsional rigidity of the hood 1 is increased. The effect of enhancing is obtained.

According to the hood 1, the main skeleton 23 of the inner panel 20 functions to maintain the rigidity of the entire hood 1, but is not joined to the outer panel 10, so that the outer panel 10 is deformed at the initial stage of collision with a pedestrian. The load received from the part is small. Therefore, when a pedestrian collides with the outer panel 10, the deformation of the outer panel 10 is less likely to be hindered by the main skeleton 23. On the other hand, the subskeletons 24 and 25 are both joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23. Therefore, even if the main skeleton 23 is not joined to the outer panel 10, the tension rigidity of the outer panel 10 can be maintained by the sub-skeletons 24 and 25. Therefore, the distortion generated in the outer panel 10 when the hood 1 is closed can be suppressed to a small value.

According to the hood 1 described above, since the outer panel 10 is supported by the subskeletons 24 and 25 having lower rigidity than the main skeleton 23, the deformation of the outer panel 10 at the time of collision with a pedestrian is hindered by the subskeletons 24 and 25. It will be done. Therefore, the reaction force that the pedestrian receives from the outer panel 10 can be suppressed to a small value.

According to the above-mentioned hood 1, since each of the main skeleton 23 and the sub-skeletons 24 and 25 of the inner panel 20 is supported by the outer peripheral skeleton 21 in both sides, the rigidity is higher than in the case where the inner panel 20 is supported in both sides. Each skeleton can be made thinner as much as possible, and the opening area of the opening 22 of the outer skeleton 21 can be widened (in other words, the cross-sectional area of the outer skeleton 21 can be kept small). As a result, the outer panel 10 can be efficiently supported by the outer peripheral skeleton 21 having a small cross section, and the weight of the hood 1 can be reduced.

According to the above-mentioned hood 1, since the sub-skeleton 24 is connected to the main skeleton 23 and is supported by the main skeleton 23 in addition to the outer peripheral skeleton 21, the sub-skeleton 24 stably applies the collision load of the outer panel 10. Can receive. Further, since the subskeleton 24 intersects the subskeleton 25 and is connected to the subskeleton 25, the subskeleton 24 and the subskeleton 25 support each other, and the number of subskeletons required to support the outer panel 10 Can be reduced.

Hereinafter, other embodiments related to the above-described first embodiment will be described with reference to the drawings. In other embodiments, the same elements as those in the first embodiment are designated by the same reference numerals, and the description of the same elements will be omitted.

(Embodiment 2)
As shown in FIG. 7, the hood 101 of the second embodiment has a structure of the mass body 130, which is a component thereof, different from that of the first embodiment. The other configurations other than the mass body 130 are the same as those in the first embodiment.

The mass body 130 includes two leg portions 32 having the same shape, whereas the mass body 30 of the first embodiment has three leg portions 32. That is, the number of legs 32 of this mass body 130 is one less than that of the mass body 30.

According to the hood 101 of the second embodiment, the support rigidity for the main body portion 31 can be further suppressed by reducing the number of the leg portions 32. As a result, the plastic deformation of the main body 31 of the mass body 30 and the outer panel 10 is less likely to be disturbed by the legs 32.
Other than that, it has the same effect as that of the first embodiment.

As an example of modification related to the second embodiment, the number of legs 32 can be reduced to one.

On the other hand, in order to keep the support rigidity for the main body 31 low, in addition to reducing the number of legs 32, the width dimension of the legs 32 is kept small and the length of the legs 32 is increased. You can also. In this case, the number of legs 32 is not limited, but it is preferable that the number of legs 32 is small.

( Reference example )
As shown in FIG. 8, the hood 201 of the reference example has a structure of the mass body 230, which is a component thereof, different from that of the first embodiment. The other configurations other than the mass body 230 are the same as those in the first embodiment.

The mass body 230 does not have a portion such as the leg portion 32, whereas the mass body 30 of the first embodiment includes the leg portion 32. That is, the mass body 230 includes only the main body portion 31. The main body 31 of the mass body 230 is attached to the outer panel 10 at each of the five joints 30a, and is attached to the subskeleton 24 of the inner panel 20 at each of the two joints 30.

According to the hood 201 of the reference example , by eliminating the leg portion 32 that may hinder the movement of the main body portion 31, the plastic deformation of the main body portion 31 of the mass body 30 and the outer panel 10 is reduced as compared with the structure including the leg portion 32. It will be less likely to be disturbed.
Other than that, it has the same effect as that of the first embodiment.

(Embodiment 4)
As shown in FIG. 9, the hood 301 of the fourth embodiment is different from the first embodiment in the structures of the inner panel 320 and the mass body 330, which are the components thereof. Other configurations other than the inner panel 320 and the mass body 330 are the same as those in the first embodiment.

The inner panel 320 includes an outer peripheral skeleton 21 and two main skeletons 23 and 23, but does not include a skeleton portion such as the subskeletons 24 and 25 of the inner panel 20. The mass body 330 is attached to the outer panel 10 at the five joints 30a of the main body 31, and is attached to the outer peripheral skeleton 21 of the inner panel 320 at each joint 30b of the three legs 32. In short, the main body 31 of the mass body 330 is not directly attached to the inner panel 320.

According to the fourth embodiment, it is possible to provide the hood 301 in which the mass body 330 is attached to the inner panel 320 having a structure different from that of the inner panel 20 of the first embodiment.
Other than that, it has the same effect as that of the first embodiment.

The present invention is not limited to the above-mentioned typical embodiments, and various applications and modifications can be considered as long as the object of the present invention is not deviated. For example, the following embodiments to which the above embodiments are applied can also be implemented.

In the above embodiment, the case where the mass body includes a main body portion having a plate shape and a substantially quadrangular shape in a plan view has been illustrated, but when a desired effect can be obtained by the mass body, the main body portion having a different shape is provided. Can also be adopted. When the mass body has a plate shape, its plan view shape may be, for example, a circle, an ellipse, a triangle, a polygon, or the like.

In the above embodiment, the case where the mass body is attached to both the outer panel and the inner panel has been described, but instead, a structure in which the mass body is attached to either the outer panel or the inner panel can be adopted. ..

In the above embodiment, the mass body made of a metal material such as iron has been illustrated, but instead of this, a mass body made of a material other than metal can be used. For example, a sheet-shaped member made of a thermosetting material can be adopted as a mass body.

In the above embodiment, the case where the mass body is attached to the outer panel by the joining structure using the mastic adhesive and attached to the inner panel by the joining structure by spot welding has been illustrated, but the mass body to the outer panel or the inner panel has been illustrated. It is also possible to adopt a structure other than these joint structures for mounting. Further, the number of joints to the outer panel and the inner panel is not limited to that of the above embodiment, and can be appropriately changed as needed.

The structure of the hood of the above embodiment can be applied not only to the structure of the engine hood but also to the structure of a lid such as a tailgate, a door, and a trunk lid that covers other than the engine room.

1,101,201,301 Vehicle hood 10 Outer panel 20,320 Inner panel 21 Outer skeleton
22 Opening 23 Main skeleton (internal skeleton)
24 Sub-skeleton (internal skeleton, low-rigidity skeleton)
25 subskeleton (internal skeleton)
30, 130, 230, 330 Mass body 31 Main body 32 Legs (low rigidity support)
33 Bonding layer

Claims (7)

The outer panel that constitutes the outer surface of the hood and
The inner panel provided on the back side of the outer panel and
A mass body arranged between the outer panel and the inner panel,
With
The mass body is movably attached to at least one of the outer panel and the inner panel in order to absorb energy at the time of a collision by a collision load input to the outer panel toward the inner panel.
The mass body includes a plate-shaped main body extending along the outer panel, a plurality of legs extending parallel to each other in a direction away from the main body, and having a width dimension smaller than that of the main body. The width dimension of the plurality of legs is the same, the legs are attached to the inner panel, and the main body is configured to move toward the inner panel by the collision load. The hood for vehicles that has been used. The outer panel that constitutes the outer surface of the hood and
The inner panel provided on the back side of the outer panel and
A mass body arranged between the outer panel and the inner panel,
With
The mass body is movably attached to at least one of the outer panel and the inner panel in order to absorb energy at the time of a collision by a collision load input to the outer panel toward the inner panel.
The mass body includes a plate-shaped main body extending along the outer panel and legs extending in a direction away from the main body and having a width smaller than that of the main body. A vehicle hood that is attached to the inner panel at both the portion and the leg portion , and is configured such that the main body portion moves toward the inner panel by the collision load. The outer panel that constitutes the outer surface of the hood and
The inner panel provided on the back side of the outer panel and
A mass body arranged between the outer panel and the inner panel,
With
The mass body is movably attached to at least one of the outer panel and the inner panel in order to absorb energy at the time of a collision by a collision load input to the outer panel toward the inner panel.
The mass body includes a plate-shaped main body portion extending along the outer panel and a leg portion extending in a direction away from the main body portion and having a width dimension smaller than that of the main body portion. The part is attached to the inner panel, and the main body is configured to move toward the inner panel by the collision load .
The inner panel includes an outer skeleton extending in a ring shape along the outer periphery of the outer panel and having an opening in an inner region, and a plurality of internal skeletons extending so as to span the opening of the outer skeleton. With
The mass body is a vehicle hood that is attached to a low-rigidity skeleton having a relatively low rigidity among the plurality of internal skeletons of the inner panel in the main body portion . The vehicle hood according to any one of claims 1 to 3, wherein the mass body is attached to the outer panel in the main body portion. The vehicle hood according to claim 4, wherein the mass body is attached to the outer panel via a bonding layer made of a mastic adhesive formed between the main body and the outer panel. Any of claims 1 to 5, wherein the leg portion of the mass body is configured as a low-rigidity support portion having a rigidity lower than that of the main body portion, which movably supports the main body portion toward the inner panel. The vehicle hood described in item 1. The vehicle hood according to any one of claims 1 to 6, wherein the legs of the mass body are configured to cantilever support the main body.

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