JP7339171B2 - vehicle hood - Google Patents

Description

The present invention relates to a vehicle hood.

BACKGROUND ART Conventionally, a vehicle hood is known that constitutes a vehicle such as an automobile and is arranged at the front part of the vehicle. In recent years, in addition to rigidity, dent resistance, and tension rigidity, vehicle hoods have been equipped with pedestrian protection to reduce injuries to the head of pedestrians when they collide with the vehicle hood. There is a demand for improved performance. Patent Literature 1 below discloses a vehicle hood structure capable of improving pedestrian protection performance by absorbing the kinetic energy of the head of a pedestrian when the head collides with the vehicle hood from above. It is

The vehicle hood structure disclosed in Patent Document 1 below includes an outer hood panel, an inner hood panel arranged behind (lower side) the outer hood panel, and a bottom wall portion in front of the inner hood panel. A striker locked by a hood lock mechanism of the vehicle body, a hood lock reinforcement arranged between a hood outer panel and a hood inner panel to reinforce a portion of the bottom wall of the hood inner panel near the location where the striker is installed, and a hood outer panel. and a dent reinforce interposed between the hood lock reinforce and suppressing deformation of the hood outer panel.

The hood lock reinforcement consists of a thick plate that is superimposed on and joined to the part of the bottom wall of the hood inner panel near the installation location of the striker to increase the rigidity of that part, and the rear end of the thick plate. a thin plate joined to and extending from the rear end of the plank toward the outer panel.

The dent reinforce is provided along the back surface of the hood outer panel in a range extending from front to back of the striker, and its front end is joined onto the front end of the thick plate of the hood lock reinforce. Further, the rear end of the dent reinforcement is joined to the front end of the general surface at the center of the hood inner panel extending rearward from the upper end of the standing wall portion raised from the bottom wall of the hood inner panel behind the striker. . A portion of the dent reinforce slightly forward of the rear end is joined to the upper end of the thin plate of the hood lock reinforce.

In the vehicle hood structure of Patent Document 1 below, since the rigidity of the thin plate of the hood lock reinforcement is lower than the rigidity of the thick plate of the hood lock reinforcement, a collision object such as the head of a pedestrian is more likely to be impacted than the striker. When the outer panel collides with the outer panel from above at the rear position, the thin plate deforms and absorbs the kinetic energy of the collision body, thereby improving the pedestrian protection performance.

Japanese Patent No. 4479844

By the way, in a region on the front side of the rear end of the striker of the vehicle hood, there is a situation different from that in the region on the rear side of the rear end of the striker in order to improve the pedestrian protection performance. It is difficult to improve the pedestrian protection performance in the front area only by reinforcing the outer panel with the dent reinforcement as in the hood structure.

Specifically, the pedestrian protection performance of a vehicle hood is generally evaluated using Head Injury Criteria (HIC), which is calculated from the waveform of acceleration applied to the head in the direction opposite to the direction of the collision. value is used. The smaller the HIC value, the less likely the head is to be injured even if the head of a pedestrian collides, and the higher the pedestrian protection performance is. In the acceleration waveform, a primary acceleration peak occurs when the pedestrian's head collides with the outer panel. A secondary acceleration peak occurs at the point of impact. In order to reduce the HIC value and improve the pedestrian protection performance, it is effective to reduce the acceleration secondary peak while increasing the acceleration primary peak.

The primary acceleration peak can be increased as the inertial mass of the portion where the pedestrian's head collides increases and as the rigidity of the outer panel around that portion increases. If the outer panel is reinforced with a dent reinforcement as in the vehicle hood structure, in the area forward of the rear end of the striker of the vehicle hood, the effect of reinforcing the primary acceleration peak is somewhat increased. However, since the point of impact is the outer peripheral portion of the vehicle hood, the inertial mass of the front region is relatively small, and the primary peak of acceleration cannot be made very large.

In addition, in the front part of the vehicle hood where the striker is provided, the closer the front end is, the smaller the distance between the outer panel and the inner panel becomes. The deformation stroke of the outer panel until it collides with the outer panel and completely crushes the space between the outer panel and the inner panel, that is, the kinetic energy absorption stroke when the pedestrian's head collides is small. In addition, since the striker is connected and fixed to the vehicle body, it cannot be expected that the inner panel deforms to the opposite side (lower side) of the outer panel in the front region, resulting in an increase in absorption stroke. Therefore, when the pedestrian's head collides with the area in front of the rear end of the striker, the kinetic energy of the head is absorbed only by a small absorption stroke between the outer panel and the inner panel, and the head still remains. A very steep and high second-order peak of acceleration often occurs while a large kinetic energy is maintained.

As described above, in the area forward of the rear end of the striker, it is difficult to remarkably increase the primary acceleration peak in the event of a pedestrian's head collision, and a very high acceleration secondary peak is likely to occur. Therefore, it is difficult to reduce the HIC value, and as a result, it is difficult to improve the pedestrian protection performance.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle hood that can appropriately improve the pedestrian protection performance in both the front and rear regions of the rear end of the striker according to the circumstances of each of these regions. That is.

A vehicle hood provided by the present invention is a vehicle hood attached to a vehicle body. The vehicle hood includes an outer panel, an inner panel arranged on the back side of the outer panel, and the inner panel attached to the inner panel and engaged with the vehicle body to fix the vehicle hood to the vehicle body. and a reinforcing member interposed between the outer panel and the inner panel and attached to a panel to be reinforced selected from the outer panel and the inner panel to reinforce the panel to be reinforced. The reinforcing member has a front portion located forward of the rear end of the striker and a rear portion located rearward of the rear end of the striker. The front side portion has a protruding portion that protrudes from the reinforcement target panel toward a counterpart panel, which is a panel other than the reinforcement target panel, of the outer panel and the inner panel, more than the rear side portion.

In this vehicular hood, the kinetic energy of the pedestrian's head is transferred to the front side projecting portion of the reinforcing member and the opposing panel until the secondary peak of acceleration occurs in the area forward of the rear end of the striker. Alternatively, it is lowered by contact with a member associated with it, thereby reducing the acceleration secondary peak, and in the area behind the rear end of the striker, the size of the absorption stroke of the kinetic energy of the pedestrian's head is effective. Acceleration secondary peak can be reduced by utilizing the can be done.

Specifically, in the vehicle hood according to the present invention, since the front side portion of the reinforcing member has a projecting portion that projects from the panel to be reinforced toward the counterpart panel more than the rear side portion of the reinforcing member, the front side portion of the reinforcing member protrudes from the rear end of the striker. In the front area, when the pedestrian's head collides, the outer panel is deformed and before the space between the outer panel and the inner panel is completely crushed, the projecting portion comes into contact with the other panel or a member attached thereto, and the pedestrian is injured. Acceleration is applied to the head in the direction opposite to the impact direction, thereby reducing the kinetic energy of the pedestrian's head. Therefore, it is possible to reduce the acceleration secondary peak that occurs when the pedestrian's head collides in the region on the front side of the rear end of the striker.

In addition, in the area behind the rear end of the striker of the vehicle hood, the gap between the outer panel and the inner panel is generally large, and when the pedestrian's head collides, the outer panel is deformed and deformed. A large stroke for absorbing the kinetic energy of the pedestrian's head until the space between the outer panel and the inner panel is completely crushed can be secured, and the inner panel can be deformed to the opposite side of the outer panel in this rear area. Therefore, an increase in absorption stroke due to deformation of the inner panel can be expected. Therefore, in the vehicle hood according to the present invention, the protruding portion of the front side portion of the reinforcing member protrudes from the panel to be reinforced toward the counterpart panel more than the rear side portion of the reinforcing member. does not protrude toward the opposing panel compared to the protruding portion of the front side, so that when the pedestrian's head collides with the region behind the rear end of the striker, the rear side of the reinforcing member Alternatively, it is possible to delay the timing of contact with a member associated with it, effectively utilizing a large absorption stroke in the region behind the rear end of the striker, and the state in which the reverse acceleration applied to the pedestrian's head is low. The kinetic energy of the pedestrian's head can be absorbed over a long period of time. Therefore, it is possible to reduce the acceleration secondary peak that occurs when the pedestrian's head collides in the area behind the rear end of the striker.

As described above, in the vehicle hood according to the present invention, it is possible to reduce the secondary peak of acceleration that occurs when the pedestrian's head collides, according to the respective conditions of the area on the front side and the area on the rear side of the rear end of the striker. As a result, it is possible to reduce the HIC value in the regions both forward and rearward of the rear end of the striker. Therefore, it is possible to appropriately improve the pedestrian protection performance in both the areas on the front side and the rear side of the rear end of the striker according to the respective circumstances of those areas.

The panel to be reinforced is the outer panel, the counterpart panel is the inner panel, the reinforcing member is an outer panel reinforcing member attached to the outer panel to reinforce the outer panel, and the outer panel reinforcing member is A predetermined portion of the outer panel stiffener has a bead formed by being recessed to protrude toward the inner panel, the bead extending across the front side and the rear side. , the projection may be a portion of the bead located on the front side.

According to this configuration, the rigidity and strength of the outer panel reinforcing member are improved by the bead to enhance the effect of reinforcing the outer panel by the outer panel reinforcing member, and part of the bead is used as the projecting portion to form a vehicle hood striker. Pedestrian protection performance can be improved in a region on the front side of the rear end of the .

The beads each extend along a width direction orthogonal to the front-rear direction of the vehicle hood, are provided side by side in the front-rear direction, and include a plurality of bead portions recessed so as to protrude toward the inner panel. , the plurality of beads includes a front bead portion located on the front side portion and a rear bead portion located on the rear side portion; The bead portion may be formed by a projecting amount of the front side bead portion toward the inner panel from the outer panel, and may be larger than a projecting amount of the rear bead portion toward the inner panel from the outer panel.

With this configuration, the projecting portion of the front side portion of the reinforcing member is aligned with the panel to be reinforced by utilizing the plurality of bead portions extending along the width direction orthogonal to the front-rear direction of the vehicle hood and provided side by side in the front-rear direction. It is possible to obtain a configuration of the reinforcing member which protrudes from the rear side of the reinforcing member towards the mating panel.

The amount of protrusion of an arbitrary bead portion of the plurality of bead portions from the outer panel toward the inner panel is determined by the amount of protrusion of the bead portion located on the rear side of the arbitrary bead portion from the outer panel toward the inner panel. It is preferable that the amount of protrusion is larger than the total amount of protrusion.

According to this configuration, it is possible to effectively reduce the secondary acceleration peak in a region closer to the front end of the vehicle hood, which is difficult to reduce when the pedestrian's head collides. Specifically, in the front portion of the vehicle hood where the striker is provided, the distance between the outer panel and the inner panel generally becomes smaller as the front end of the vehicle hood is approached, so that the absorption stroke becomes smaller and the pedestrian is injured. Although it is difficult to reduce the acceleration secondary peak when the head of the vehicle collides, in this configuration, the bead located on the frontmost side among the plurality of beads can have the largest protrusion amount, so the acceleration secondary peak To reduce the kinetic energy of the pedestrian's head by bringing the frontmost bead part into early contact with the opponent panel or a member attached thereto when the pedestrian's head collides in a region closer to the front end where it is difficult to reduce the kinetic energy of the pedestrian's head. As a result, the acceleration secondary peak can be effectively reduced.

The bead extends in the front-rear direction of the vehicle hood from a position on the front side of the striker to a position on the rear side of the striker. The amount of protrusion from the outer panel toward the inner panel may be greater than the amount of protrusion from the outer panel of a portion of the bead located on the rear side of the rear end of the striker.

In this way, by utilizing the bead extending in the longitudinal direction of the vehicle hood, the protruding portion of the front side portion of the reinforcing member protrudes from the panel to be reinforced toward the counterpart panel from the rear side portion of the reinforcing member. You can get the configuration.

The panel to be reinforced is the inner panel, the counterpart panel is the outer panel, and the reinforcing member is an inner panel attached to a range of the inner panel extending in front and behind the striker to reinforce the range. The inner panel reinforcing member has an inner panel reinforcing member front side portion positioned forward of the rear end of the striker as the front side portion and rearward of the rear end of the striker as the rear side portion. and an inner panel stiffener rear side portion located on the side of the inner panel stiffener, and the inner panel stiffener front side portion protrudes from the inner panel toward the outer panel as the projecting portion beyond the inner panel stiffener rear side portion. It may have an inner panel stiffener protrusion.

According to this configuration, while the inner panel reinforcing member reinforces the front and rear range of the striker of the inner panel, a part of the inner panel reinforcing member is used as a projecting portion so that the rear end of the striker of the vehicle hood is lowered. Pedestrian protection performance in the front region can be improved.

It is preferable that the inner panel reinforcing member protruding portion is formed by bending a portion of the inner panel reinforcing member so as to form a cantilever beam.

In this way, the cantilever-like bent portion is easily deformed by a collision. It does not cause excessive deformation resistance due to the residual crushing of the projecting part. Therefore, it is possible to suppress an increase in the acceleration secondary peak due to the remaining portion of the inner panel reinforcing member being crushed.

As described above, according to the present invention, the vehicle can appropriately improve the pedestrian protection performance in both the front and rear regions of the rear end of the striker according to the circumstances of each region. hoods are provided.

1 is a plan view showing a state in which an outer panel is removed from a vehicle hood according to a first embodiment of the present invention; FIG. FIG. 2 is a sectional view of the vehicle hood according to the first embodiment taken along line II-II in FIG. 1; 1 is a perspective view of an outer panel reinforcing member used in the vehicle hood according to the first embodiment; FIG. FIG. 3 is a cross-sectional view corresponding to FIG. 2 showing the behavior of the outer panel and the outer panel reinforcing member when the impactor collides with the vehicle hood according to the first comparative example at an impact point on the front side of the rear end of the striker; FIG. 10 is a diagram showing acceleration-displacement waveforms when the impactor collides with the vehicle hood according to the first comparative example at an impact point on the front side of the rear end of the striker; FIG. 3 is a cross-sectional view corresponding to FIG. 2 showing a state in which the impactor collides with the vehicle hood according to the first embodiment at an impact point on the front side of the rear end of the striker, and the outer panel reinforcing member comes into contact with the base plate; FIG. 7 is a cross-sectional view corresponding to FIG. 2 showing a state in which an impactor collides with a vehicle hood according to a second comparative example at an impact point on the front side of the rear end of the striker and travels to the same position as the impactor in FIG. 6 ; Acceleration when the impactor collides with the vehicle hood according to the first embodiment at an impact point on the front side of the rear end of the striker -Displacement waveform and acceleration when the impactor similarly collides with the vehicle hood according to the second comparative example- FIG. 4 is a diagram showing displacement waveforms; FIG. 3 is a cross-sectional view corresponding to FIG. 2 showing a state in which the impactor collides with the vehicle hood according to the first embodiment at an impact point behind the rear end of the striker and the outer panel and the outer panel reinforcing member are deformed so as to be recessed. FIG. 10 is a cross-sectional view corresponding to FIG. 2 showing a state in which an impactor collides with a vehicle hood according to a third comparative example at an impact point behind the rear end of the striker and travels to the same position as the impactor in FIG. 9 ; Acceleration-displacement waveform when the impactor collides with the vehicle hood according to the first embodiment at an impact point behind the rear end of the striker, and acceleration when the impactor similarly collides with the vehicle hood according to the third comparative example. - Fig. 3 shows a displacement waveform; FIG. 2 is a cross-sectional view corresponding to FIG. 2 of a vehicle hood according to a second embodiment of the present invention; FIG. 10 is a perspective view of an outer panel reinforcing member used in the vehicle hood according to the second embodiment; FIG. 3 is a cross-sectional view corresponding to FIG. 2 of a vehicle hood according to a third embodiment of the present invention; FIG. 11 is a perspective view of the inner panel reinforcing member, the base plate, and the striker used in the vehicle hood according to the third embodiment in a combined state; FIG. 3 is a cross-sectional view corresponding to FIG. 2 of a vehicle hood according to a first modified example of the present invention; FIG. 11 is a perspective view of a combined state of an inner panel reinforcing member, a base plate, and a striker used in a vehicle hood according to a first modified example; FIG. 3 is a cross-sectional view corresponding to FIG. 2 of a vehicle hood according to a second modified example of the present invention; FIG. 11 is a perspective view of a combined state of an inner panel reinforcing member, a base plate, and a striker used in a vehicle hood according to a second modified example;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
A vehicle hood 1 according to a first embodiment of the present invention is a member that constitutes a vehicle such as an automobile, and is attached to a vehicle body so that an engine room provided in the front portion of the vehicle body can be opened and closed. The vehicle hood 1 covers the engine room while the engine room is closed. In the following description of the configuration of the vehicle hood 1, front, rear, left, and right refer to the front, rear, left, and right of the vehicle in which the vehicle hood 1 is installed and the vehicle hood 1 closes the engine room. The left-right direction corresponds to the width direction of the vehicle (vehicle width direction). It should be noted that when simply described as the width direction hereinafter, the width direction corresponds to the width direction of the vehicle. Further, the vertical direction of the vehicle hood 1 means the vertical direction when the vehicle hood 1 closes the engine room. Each drawing shows front/rear, left/right, and up/down directions.

The vehicle hood 1 includes an outer panel 2, an inner panel 4, an inner panel reinforcing member 6, a base plate 7, a striker 8, and an outer panel reinforcing member 10, as shown in FIG.

The outer panel 2 constitutes the upper surface (outer surface) of the vehicle hood 1 when the vehicle hood 1 closes the engine room. The outer panel 2 in the first embodiment is an example of a panel to be reinforced in the present invention. The outer panel 2 is formed by press-molding a plate material made of, for example, an aluminum-based material. The outer panel 2 has an outer peripheral portion 2a (see FIG. 2) that is firmly fixed to an outer joint portion 12 (described later) of the inner panel 4 by hemming (folding). Further, the outer panel 2 has a front surface 2b forming the upper surface (outer surface) of the vehicle hood 1 when the engine compartment is closed, and a rear surface 2c opposite to the front surface 2b. The outer panel 2 produces a primary acceleration peak in the acceleration-displacement waveform when a pedestrian's head collides from the front side of the outer panel 2 , and also deforms so as to be depressed toward the inner panel 4 . The front side of the outer panel 2 corresponds to the upper side of the outer panel 2 when the vehicle hood 1 closes the engine room. The back side of the outer panel 2 corresponds to the bottom side of the outer panel 2 when the vehicle hood 1 closes the engine room.

The inner panel 4 constitutes the lower surface of the vehicle hood 1 when the vehicle hood 1 closes the engine room. The inner panel 4 in the first embodiment is an example of the counterpart panel in the present invention. The inner panel 4 is formed by press-molding a plate material made of, for example, an aluminum-based material. The inner panel 4 is arranged on the back side of the outer panel 2 and joined to the outer panel 2 . In other words, the inner panel 4 is arranged to face the rear surface 2c of the outer panel 2 and joined to the outer panel 2 .

The inner panel 4 has an outer joint portion 12 (see FIG. 1), a bottom portion 14, a connecting wall portion 15 (see FIG. 2), and an inner joint portion 16. As shown in FIG.

The outer joint portion 12 is an annular portion forming the outer periphery of the inner panel 4, and is joined to the outer peripheral portion 2a of the outer panel 2 as described above. The outer joint portion 12 has a joint front end portion 12 a positioned at the front end of the inner panel 4 .

The bottom portion 14 is a portion forming the bottom surface of the inner panel 4 . The bottom portion 14 is disposed inside the annular outer joint portion 12 and has an annular plate shape along the outer joint portion 12 . The bottom portion 14 is separated from the back surface 2 c of the outer panel 2 . The bottom portion 14 has a front bottom portion 18 which is a portion located rearwardly and adjacent to the joining front end portion 12a. As shown in FIG. 2, the outer panel 2 extends from its front end portion toward the rear side so as to be inclined away from the front bottom portion 18 of the inner panel 4. As a result, the outer panel 2 and the front bottom portion 18 are separated from each other. The interval between is increasing toward the rear side. A bottom opening 18a that penetrates the front bottom portion 18 in the plate thickness direction is provided in the center of the front bottom portion 18 in the left-right direction.

Further, hinge attachment portions 19 (see FIG. 1) are provided at a portion near the left rear end and a portion near the right rear end of the bottom portion 14, respectively. A hinge (not shown) is attached to the hinge mounting portion 19, and the vehicle hood 1 is connected to the vehicle body via the hinge so that an upper opening of an engine room of the vehicle body (not shown) can be opened and closed. be.

The connection wall portion 15 is a portion that connects the outer joint portion 12 and the bottom portion 14 to each other, and has an annular shape along the outer joint portion 12 . The connecting wall portion 15 has a front connecting wall portion 20 (see FIG. 2) which is a portion between the connecting front end portion 12a and the front bottom portion 18 and which connects the rear end of the connecting front end portion 12a and the front end of the front bottom portion 18. . The front connecting wall portion 20 generally slopes rearward as it approaches the front bottom portion 18 from the rear end of the joining front end portion 12a. The front connecting wall portion 20 has a front connecting wall intermediate stage portion 20a arranged substantially parallel to the front bottom portion 18 at a predetermined intermediate position between the front connecting end portion 12a of the front connecting wall portion 20 and the front bottom portion 18. .

The inner joint portion 16 protrudes from the bottom portion 14 toward the outer panel 2 inside the annular bottom portion 14 and is joined to the back surface 2 c of the outer panel 2 . The inner joint portion 16 has an upright wall portion 24 and a top wall portion 26 .

The standing wall portion 24 rises from the inner edge of the annular bottom portion 14 toward the outer panel 2 to form an annular shape. The upright wall portion 24 has a front upright wall portion 28 that extends from the rear end of the front bottom portion 18 toward the outer panel 2 and connects the rear end of the front bottom portion 18 and the front end of the top wall portion 26 . The front upright wall portion 28 is generally inclined rearward as it approaches the front end of the top wall portion 26 . The front upright wall portion 28 has a front upright wall intermediate step portion 28 a arranged substantially parallel to the front bottom portion 18 at a predetermined intermediate position between the rear end of the front bottom portion 18 and the front end of the top wall portion 26 .

The top wall portion 26 is a portion that constitutes the top surface (upper surface) of the inner joint portion 16 and is connected to the edge of the annular standing wall portion 24 opposite to the bottom portion 14 . The ceiling wall portion 26 is arranged along the back surface 2c of the outer panel 2 and is joined to the back surface 2c of the outer panel 2 . The outer panel 2 is supported by the inner panel 4 from the back side by joining the top wall portion 26 to the back surface 2c of the outer panel 2. As shown in FIG.

The inner panel reinforcing member 6 is a plate-like member interposed between the outer panel 2 and the inner panel 4 and attached to the inner panel 4 to reinforce the inner panel 4 . Specifically, the inner panel reinforcing member 6 is a so-called hood lock reinforcement that reinforces a portion of the front bottom portion 18 of the inner panel 4 around the striker 8 . The inner panel reinforcing member 6 is provided in the front bottom portion 18 around the bottom opening 18a, specifically in the front, rear, left and right ranges of the bottom opening 18a. It is placed over and bonded to a side facing surface. By joining the inner panel reinforcing member 6 to the front bottom portion 18 in this way, the inner panel reinforcing member 6 is attached to the portion of the front bottom portion 18 around the bottom opening 18a. The part around the striker 8 attached to 18 is reinforced. A reinforcing member opening 6a is provided in the inner panel reinforcing member 6 at a location corresponding to the bottom opening 18a so as to penetrate the inner panel reinforcing member 6 in the plate thickness direction.

The base plate 7 is a member coupled with the striker 8, is arranged on the surface of the inner panel reinforcing member 6 facing the outer panel 2 side, and is fixed to that surface. The base plate 7, as shown in FIG. 2, has a base portion 7a, a front fixing portion 7b, and a rear fixing portion 7c.

The base portion 7a is a portion of the inner panel reinforcing member 6 which has a flat plate shape, is arranged on the surface of the inner panel reinforcing member 6 facing the outer panel 2 side, and is fixed to the surface. The base portion 7a is arranged so as to cover front, rear, left, and right regions of the reinforcing member opening 6a of the inner panel reinforcing member 6. As shown in FIG.

The front fixing portion 7b is a portion to which a front mounting portion 32 of the striker 8, which will be described later, is fixed. The front fixing portion 7b has a semi-cylindrical shape and extends rightward from a position near the front end of the reinforcing material opening 6a. The front fixing portion 7b bulges from the base portion 7a toward the outer panel 2, while forming a recess on the side opposite to the outer panel 2. As shown in FIG.

The rear fixing portion 7c is a portion to which a rear mounting portion 34 of the striker 8, which will be described later, is fixed. The rear fixing portion 7c has a semi-cylindrical shape and extends leftward from a position near the rear end of the reinforcing member opening 6a. The rear fixing portion 7c protrudes from the base portion 7a toward the outer panel 2 and forms a recess on the side opposite to the outer panel 2. As shown in FIG.

The striker 8 engages with a latch of a lock device of the vehicle body (not shown) when the vehicle hood 1 is closed with the engine compartment closed, thereby fixing the vehicle hood 1 to the vehicle body in that state. be. The striker 8 is attached to the front bottom portion 18 of the inner panel 4 via the inner panel reinforcement 6 and the base plate 7 . The striker 8 has an engaging portion 30 , a front extension portion 31 , a front attachment portion 32 , a rear extension portion 33 and a rear attachment portion 34 .

The engagement portion 30 is a portion that engages with the latch (not shown) when the vehicle hood 1 is closed with the engine compartment. The engaging portion 30 extends in the front-rear direction at a position spaced apart from the bottom opening 18 a of the front bottom portion 18 on the side opposite to the outer panel 2 .

The front extending portion 31 extends from the front end portion of the engaging portion 30 toward the front bottom portion 18 , and the rear extending portion 33 extends from the rear end portion of the engaging portion 30 toward the front bottom portion 18 . The end portion of the front extending portion 31 opposite to the engaging portion 30 and the end portion of the rear extending portion 33 opposite to the engaging portion 30 pass through the bottom opening 18a and the reinforcing material opening 6a to the outer panel. It protrudes to two sides.

The front attachment portion 32 is a portion attached to the front fixing portion 7 b of the base plate 7 . The front attachment portion 32 extends rightward from the end of the front extension portion 31 opposite to the engaging portion 30 . The front mounting portion 32 is arranged in a recess formed in the front fixing portion 7b and fixed to the front fixing portion 7b in that state.

The rear attachment portion 34 is a portion attached to the rear fixing portion 7 c of the base plate 7 . The rear attachment portion 34 extends leftward from the end of the rear extension portion 33 opposite to the engaging portion 30 . The rear mounting portion 34 is arranged in a recess formed in the rear fixing portion 7c and fixed to the rear fixing portion 7c in that state.

By fixing the front mounting portion 32 to the front fixing portion 7b and fixing the rear mounting portion 34 to the rear fixing portion 7c, the striker 8 is fixed to the base plate 7, and the base plate 7 and the inner panel reinforcing member are fixed. It is fixed to the front bottom portion 18 of the inner panel 4 via 6.

The outer panel reinforcing member 10 is a member interposed between the outer panel 2 and the inner panel 4 and attached to the outer panel 2 to reinforce the outer panel 2 . Specifically, the outer panel reinforcing material 10 reinforces a region of the outer panel 2 that faces the region extending from the front connecting wall portion 20 of the inner panel 4 to the front end portion of the ceiling wall portion 26 . The outer panel reinforcing member 10 in the first embodiment is an example of the reinforcing member in the present invention. This outer panel reinforcing material 10 is a so-called dent reinforcement for enhancing the dent resistance of the outer panel 2 . The outer panel reinforcing member 10 is made of a single plate material, and is configured to deform together with the outer panel 2 toward the inner panel 4 when the head of a pedestrian collides with the outer panel 2 from the front side.

The outer panel reinforcing member 10 has a front side portion 10a positioned forward of the rear end 8a of the striker 8 and a rear side portion 10b positioned rearward of the rear end 8a of the striker 8 .

The front side portion 10 a has a front body portion 36 and a front joint portion 38 . The front body portion 36 is arranged along the back surface 2c of the outer panel 2 and is bonded to the back surface 2c via a mastic adhesive (not shown). The front joint portion 38 extends from the front end of the front main body portion 36 toward the front connection wall intermediate step portion 20a of the inner panel 4, and is welded to the front connection wall intermediate step portion 20a by spot welding, FSW joining, TOX joining, or the like (not shown). are joined by caulking.

The rear side portion 10 b has a rear body portion 39 and a rear joint portion 40 . The rear main body portion 39 extends continuously rearward from the front main body portion 36, is arranged along the back surface 2c of the outer panel 2, and is bonded to the back surface 2c via a mastic adhesive (not shown). ing. The rear joint portion 40 extends from the rear end of the rear main body portion 39 toward the ceiling wall portion 26 of the inner panel 4, and the portion near the front end of the ceiling wall portion 26 is welded by spot welding or FSW (not shown). Alternatively, they are joined by caulking joining such as TOX joining.

In the first embodiment, the front main body portion 36 and the rear main body portion 39 constitute the reinforcing member main body 41 of the outer panel reinforcing member 10 that reinforces the range of the outer panel 2 extending in front of and behind the striker 8 . The reinforcing member main body 41 is generally arranged from the rear end position of the front connecting wall portion 20 of the inner panel 4 to the front end position of the top wall portion 26 in the front-rear direction.

The reinforcing material main body 41 has a bead 42 formed by recessing a predetermined portion of the reinforcing material main body 41 so as to protrude toward the inner panel 4 . The beads 42 improve the rigidity and strength of the reinforcing member body 41 . The bead 42 is provided across the front body portion 36 and the rear body portion 39 . That is, the bead 42 is provided across the front and rear of the striker 8 . In the first embodiment, the bead 42 includes a plurality of bead portions 44 each extending in the width direction (left-right direction) orthogonal to the front-rear direction of the vehicle hood 1 and arranged side by side in the front-rear direction. The plurality of bead portions 44 are recessed so as to protrude toward the inner panel 4 . Each of the plurality of bead portions 44 is spaced apart from each of the inner panel 4, the inner panel reinforcing member 6 and the base plate 7 in the vertical direction.

An arbitrary bead portion 44 out of the plurality of bead portions 44 protrudes from the outer panel 2 toward the inner panel 4, and the bead portion 44 located on the rear side of the arbitrary bead portion 44 protrudes from the outer panel 2 to the inner panel. It is larger than the amount of protrusion toward 4. That is, the bead portion 44 positioned closer to the front of the plurality of bead portions 44 has a larger protrusion amount.

The multiple bead portions 44 include a front bead portion 44a, an intermediate bead portion 44b, and a rear bead portion 44c. The front bead portion 44a, the intermediate bead portion 44b, and the rear bead portion 44c are arranged in this order from front to back.

The front bead portion 44a is provided on the front main body portion 36 and is an example of a projecting portion in the present invention. The front side bead portion 44 a is the bead portion 44 located on the frontmost side among the plurality of bead portions 44 of the reinforcing material main body 41 . The front side bead portion 44a protrudes from the outer panel 2 toward the inner panel 4 more than the rear side portion 10b. Specifically, the front bead portion 44 a protrudes toward the inner panel 4 more than the portion of the intermediate bead portion 44 b provided on the rear side portion 10 b , the rear bead portion 44 c , and the rear joint portion 40 . there is In other words, the amount of protrusion of the front bead portion 44a from the outer panel 2 toward the inner panel 4 is the same as the amount of protrusion of the intermediate bead portion 44b, the rear bead portion 44c, and the rear joint portion 40 from the outer panel 2 toward the inner panel 4. It is larger than the protrusion amount. The front bead portion 44a is formed when the pedestrian's head collides with the outer panel 2 from the front side at a point of impact on the front side of the rear end 8a of the striker 8, and the outer panel 2 and the outer panel reinforcing member 10 are deformed toward the inner panel 4. , the base plate 7, the inner panel reinforcing member 6, or the front bottom portion 18 of the inner panel 4 is first contacted and deformed (collapsed), thereby absorbing the kinetic energy of the pedestrian's head. It's like

The intermediate bead portion 44 b is provided across the front body portion 36 and the rear body portion 39 . Further, the rear bead portion 44 c is provided on the rear body portion 39 . The amount of protrusion of the intermediate bead portion 44b from the outer panel 2 toward the inner panel 4 is greater than the amount of protrusion of the rear bead portion 44c from the outer panel 2 toward the inner panel 4 . Since both the rear bead portion 44c and the intermediate bead portion 44b have smaller projecting amounts than the front bead portion 44a, the pedestrian's head is pushed to the outer panel 2 at the striking point behind the rear end 8a of the striker 8. When the outer panel 2 and the outer panel reinforcing member 10 are deformed toward the inner panel 4 due to collision from the front side, contact with the base plate 7, the inner panel reinforcing member 6 and the inner panel 4 is delayed.

The reinforcing material main body 41 has a front end portion of the reinforcing material main body 41 positioned on the front side of the front bead portion 44a, a portion between the front bead portion 44a and the intermediate bead portion 44b, and a portion between the intermediate bead portion 44b and the rear bead portion. 44c and at the rear end portion of the reinforcing member main body 41 located behind the rear bead portion 44c, and a plurality of main body joint portions 46 respectively joined to the rear surface 2c of the outer panel 2. have. The plurality of main body joint portions 46 are joined to the rear surface 2c of the outer panel 2 via mastic adhesive (not shown) arranged on each of the main body joint portions 46 at predetermined intervals in the left-right direction (width direction). .

In the vehicle hood 1 according to the first embodiment, in the area forward of the rear end 8a of the striker 8, the kinetic energy of the pedestrian's head is transferred to the outer panel reinforcing member before the secondary acceleration peak occurs when the pedestrian's head collides. 10 and the base plate 7 or the inner panel reinforcing member 6 or the front bottom portion 18 of the inner panel 4, thereby reducing the acceleration secondary peak. In addition, in the region behind the rear end 8a of the striker 8, the magnitude of the absorption stroke of the kinetic energy of the pedestrian's head can be effectively utilized to reduce the secondary acceleration peak. Pedestrian protection performance can be improved in the area covering

Specifically, the pedestrian protection performance of the vehicle hood 1 is generally evaluated to be higher as the HIC value is lower. In order to reduce this HIC value, when the pedestrian's head collides with the vehicle hood 1, the amount of displacement of the pedestrian's head in the collision direction In the acceleration-displacement waveform that shows the correlation between the acceleration of It is effective to reduce the secondary peak of acceleration that occurs when the space between the outer panel 2 and the inner panel 4 is completely crushed and collided with each other.

However, since the portion of the vehicle hood 1 near the front end where the striker 8 is provided has a small inertial mass, it is difficult to increase the primary acceleration peak. Further, in a region of the vehicle hood 1 on the front side of the rear end 8a of the striker 8, the space between the outer panel 2 and the inner panel 4 is small, so that the outer panel 2 is deformed when the pedestrian's head collides. The stroke until the space between the outer panel 2 and the inner panel 4 is completely crushed, that is, the stroke for absorbing the kinetic energy of the pedestrian's head is small, and the striker 8 is fixed to the vehicle body, so the front region It cannot be expected that the inner panel 4 is deformed to the side opposite to the outer panel 2 in , and the absorption stroke is increased. Therefore, the region on the front side of the rear end 8a of the striker 8 of the vehicle hood 1 is conditionally disadvantageous for reducing the secondary peak of acceleration. Since the front side portion 10a of the reinforcing member 10 has the front side bead portion 44a as a projecting portion that projects from the outer panel 2 toward the inner panel 4 more than the rear side portion 10b, walking is performed in a region on the front side of the rear end 8a of the striker 8. Until the space between the outer panel 2 and the inner panel 4 is completely crushed at the time of collision of the person's head, the front bead portion 44a is formed on the front bottom portion 18 of the inner panel 4 or the inner panel reinforcing member 6 attached to the front bottom portion 18 or the base plate. 7, the pedestrian's head is accelerated in the direction opposite to the collision direction, thereby reducing the kinetic energy of the pedestrian's head. As a result, the secondary peak of acceleration that occurs in the area forward of the rear end 8a of the striker 8 when the pedestrian's head collides can be reduced.

In addition, in the region behind the rear end 8a of the striker 8 of the vehicle hood 1, the distance between the outer panel 2 and the front bottom portion 18 of the inner panel 4 is large, so that a large absorption stroke can be ensured. Also, in this rear area, the front upright wall portion 28 of the inner panel 4 can be deformed to the side opposite to the outer panel 2, so the deformation of the front upright wall portion 28 can be expected to increase the absorption stroke. Therefore, in the vehicle hood 1 according to the first embodiment, the front side bead portion 44a as a projecting portion provided on the front side portion 10a of the outer panel reinforcing member 10 located on the front side of the rear end 8a of the striker 8 is formed on the outer panel 2. from the rear side portion 10b of the outer panel reinforcing member 10 toward the inner panel 4. In other words, the rear side portion 10b of the outer panel reinforcing member 10 does not protrude beyond the front bead portion 44a. By effectively utilizing the large absorption stroke in the area behind the rear end 8a, the kinetic energy of the pedestrian's head is absorbed over a long period of time while the reverse acceleration applied to the pedestrian's head remains low. can. Therefore, the secondary peak of acceleration that occurs in the area behind the rear end 8a of the striker 8 when the pedestrian's head collides can be reduced.

As described above, in the vehicle hood 1 according to the first embodiment, the acceleration generated when the pedestrian's head collides according to the respective circumstances of the region on the front side and the region on the rear side of the rear end 8a of the striker 8. The secondary peak can be reduced, and as a result, the HIC value in both front and rear regions of the rear end 8a of the striker 8 can be reduced to improve the pedestrian protection performance in both front and rear regions.

Further, in the vehicle hood 1 according to the first embodiment, the front bottom portion 18 of the inner panel 4 or the inner bottom portion 18 attached to the front bottom portion 18 in the area forward of the rear end 8a of the striker 8 when the pedestrian's head collides. The projecting portion that contacts the panel reinforcing member 6 or the base plate 7 to reduce the kinetic energy of the pedestrian's head is composed of a front side bead portion 44a positioned on the front side portion 10a among the plurality of bead portions 44 that constitute the bead 42. there is For this reason, the rigidity and strength of the outer panel reinforcing member 10 are improved by the bead 42 to enhance the reinforcing effect of the outer panel 2 by the outer panel reinforcing member 10, and a part of the bead 42 is used as the projecting portion of the striker 8. Pedestrian protection performance can be improved in a region on the front side of the rear end 8a.

Further, in the vehicle hood 1, since the outer panel 2 is inclined downward as it goes forward, the front portion of the vehicle hood 1 where the striker 8 is provided, that is, the front side of the inner panel 4 is raised. At the front portion of the vehicle hood 1 located forward of the wall portion 28, the distance between the outer panel 2 and the inner panel 4 becomes smaller as the front end of the vehicle hood 1 is approached. It becomes difficult to reduce secondary peaks. On the other hand, in the vehicle hood 1 according to the first embodiment, the amount of protrusion of an arbitrary bead portion 44 among the plurality of bead portions 44 provided on the outer panel reinforcing member 10 from the outer panel 2 toward the inner panel 4 is is larger than the projecting amount of the bead portion 44 located on the rear side of the arbitrary bead portion 44 from the outer panel 2 toward the inner panel 4, the bead portion 44 located on the most front side among the plurality of bead portions 44 In a region closer to the front end of the vehicle hood 1 where the amount of protrusion of the front bead portion 44a is the largest and where it is difficult to reduce the secondary peak of acceleration, the front bead portion 44a is placed on the base plate 7 or the inner panel reinforcement when a pedestrian's head collides. 6 or the front bottom portion 18 of the inner panel 4 can be brought into contact with the front bottom portion 18 at an early stage to reduce the kinetic energy of the pedestrian's head, and as a result, the acceleration secondary peak can be effectively reduced in a region closer to the front end. .

In addition, the front bead portion 44a located on the frontmost side among the plurality of bead portions 44 has the largest protrusion amount, that is, the depth of the depression of the front bead portion 44a is the largest among the plurality of bead portions 44. , the rigidity of the outer panel reinforcing member 10 in the vicinity of the front side bead portion 44a can be significantly increased, and as a result, the reinforcing effect of the outer panel 2 by the outer panel reinforcing member 10 in the vicinity of the front end of the vehicle hood 1 can be greatly enhanced, It is possible to further increase the primary acceleration peak that occurs when the pedestrian's head collides near the front end, and to suppress a rapid decrease in acceleration after the primary acceleration peak occurs. Therefore, the amount of kinetic energy absorbed by the pedestrian's head at the initial stage of collision can be increased near the front end of the vehicle hood 1, and the HIC value near the front end of the vehicle hood 1 can be further reduced. , the pedestrian walking performance in the vicinity of the front end thereof can be further improved.

Next, the impactor 100 simulating the head of a pedestrian collides with the impact point on the front side of the rear end 8a of the striker 8 of the vehicle hood 1 and the impact point on the rear side of the rear end 8a of the striker 8. A specific deformation behavior of the vehicle hood 1 in the case of a collision will be described, and the effect of improving the pedestrian protection performance will be described more specifically.

FIG. 4 shows the impactor 100 at the impact point on the front side of the rear end 8a of the striker 8 with respect to the vehicle hood 1 according to the first comparative example in which the reinforcing member main body 41 of the outer panel reinforcing member 10 is not provided with the bead portion 44. The behavior of the outer panel 2 and the outer panel stiffener 10 in the event of a collision is shown, and FIG. 5 shows the acceleration-displacement waveforms for this collision.

When the impactor 100 collides with the vehicle hood 1 according to the first comparative example at an impact point on the front side of the rear end 8a of the striker 8, when the impactor 100 contacts the outer panel 2 (state A in FIG. 4), , the acceleration applied to the impactor 100 in the direction opposite to the direction of impact increases, resulting in a broad acceleration primary peak P1 (see FIG. 5) in the acceleration-displacement waveform. After that, when the outer panel 2 and the reinforcing member main body 41 of the outer panel reinforcing member 10 are deformed so as to be depressed toward the inner panel 4, and the reinforcing member main body 41 comes into contact with the front fixing portion 7b of the base plate 7 (state B in FIG. 4). That is, when the impactor 100 hits the front fixed portion 7b of the base plate 7 through the outer panel 2 and the reinforcing member body 41, the acceleration secondary peak P2 (see FIG. 5) occurs in the acceleration-displacement waveform. Here, an example is shown in which the secondary acceleration peak P2 occurs when the impactor 100 collides with the front fixed portion 7b of the base plate 7. , the inner panel reinforcing member 6, or the front bottom portion 18 of the inner panel 4, and in such cases, a secondary acceleration peak is similarly generated at the time of the collision.

While the kinetic energy of the pedestrian's head is absorbed in the process in which the outer panel 2 and the reinforcing member main body 41 of the outer panel reinforcing member 10 deform toward the inner panel 4, the kinetic energy is In the front region, the absorption stroke, that is, from when the pedestrian's head contacts the outer panel 2 to when it hits the base plate 7, the inner panel reinforcing member 6, or the inner panel 4 via the outer panel 2 and the outer panel reinforcing member 10. The stroke of is small, and kinetic energy is not absorbed if it is too large. That is, the pedestrian's head hits while still retaining a large amount of kinetic energy, resulting in a very steep and high acceleration secondary peak. Therefore, in the vehicle hood 1 according to the first comparative example in which the reinforcing member main body 41 of the outer panel reinforcing member 10 is not provided with the bead portion 44, the HIC value of the region on the front side of the rear end 8a of the striker 8 is high. Pedestrian protection performance of the area is reduced.

On the other hand, in the vehicle hood 1 according to the first embodiment, the plurality of beads 44 of the reinforcing member main body 41 of the outer panel reinforcing member 10 are attached to the inner panel 4 at positions forward of the rear end 8 a of the striker 8 . Since the front side bead portion 44a is included as a projecting portion projecting toward the front side, the pedestrian's head collides with the outer panel 2 from the front side at a striking point on the front side of the rear end 8a of the striker 8, and the outer panel 2 and the outer panel reinforcing member 10 deforms toward the inner panel 4, the front bead portion 44a contacts the base plate 7, the inner panel reinforcing member 6, or the inner panel 4 and deforms so as to be crushed, and the kinetic energy of the pedestrian's head is released. be absorbed. Therefore, the kinetic energy can be reduced to some extent before the front bead portion 44a is fully crushed and hits the pedestrian's head, thereby reducing the secondary acceleration peak that occurs when the pedestrian's head hits. can do.

Specifically, in FIG. 6, an impactor 100 simulating a pedestrian's head collides with the vehicle hood 1 according to the first embodiment at an impact point on the front side of the rear end 8a of the striker 8, and the outer panel 2 and the reinforcing member main body 41 of the outer panel reinforcing member 10 is deformed and the front bead portion 44a contacts the front fixing portion 7b of the base plate 7, the state of the vehicle hood 1 is shown. 7, although the reinforcing member main body 41 of the outer panel reinforcing member 10 has a plurality of bead portions 44, the amount of protrusion of the bead portions 44 from the outer panel 2 toward the inner panel 4 is uniform. As in FIG. 6, the impactor 100 collides with the vehicle hood 1 according to the second comparative example, which has the same protrusion amount of the intermediate bead portion 44b of the vehicle hood 1 according to the first embodiment, and the outer panel 2 and the outer panel reinforcing member 10 is deformed and the impactor 100 has advanced to the same displacement position as the impactor 100 shown in FIG. In FIG. 8, the solid line indicates the acceleration-displacement waveform when the impactor 100 collides with the vehicle hood 1 according to the first embodiment as shown in FIG. Acceleration-displacement waveforms when the impactor 100 similarly collides with the hood 1 are indicated by dashed lines.

When the impactor 100 collides with the vehicle hood 1 according to the first embodiment at an impact point on the front side of the rear end 8a of the striker 8, a primary acceleration peak P1 occurs as shown in FIG. After the acceleration drops once, it rises again. Then, as shown in FIG. 6, the front bead portion 44a contacts the front fixed portion 7b of the base plate 7 from time C in FIG. , the kinetic energy of the impactor 100 is absorbed while the front bead portion 44a is crushed. As a result, the acceleration secondary peak P2 that occurs when the front bead portion 44a is fully crushed and the impactor 100 collides with the acceleration secondary peak P2 that occurs when the impactor 100 similarly collides with the vehicle hood 1 of the first comparative example. It is reduced compared to P2 (see FIG. 5).

The acceleration-displacement waveform when the impactor 100 similarly collides with the vehicle hood 1 according to the second comparative example is similar to the acceleration-displacement waveform when the impactor 100 collides with the vehicle hood 1 according to the first embodiment. 8 is similar, but since the front bead portion 44a does not protrude toward the inner panel 4 as much as the front bead portion 44a in the vehicle hood 1 of the first embodiment, at the time point C, As shown in FIG. 7, the front bead portion 44a is not yet in contact with the front fixing portion 7b of the base plate 7, so the acceleration does not suddenly rise at point C as shown in FIG. In the second modified example, the front bead portion 44a subsequently contacts the front fixed portion 7b of the base plate 7 at time D after a delay, and the acceleration rises sharply, resulting in a steeper and higher acceleration secondary than in the first embodiment. A peak P2 occurs. This is because, in the second comparative example, the crushing margin of the front bead portion 44a is smaller than the crushing margin of the front bead portion 44a in the first embodiment. It is considered that the amount of absorption is small, and as a result, the acceleration secondary peak P2 that is steeper and higher than the acceleration secondary peak P2 in the case of the first embodiment is generated. That is, in the vehicle hood 1 according to the first embodiment, not only is the front bead portion 44a provided in the region on the front side of the rear end 8a of the striker 8, but the front bead portion 44a extends from the outer panel 2 to the inner panel. 4 is larger than the amount of protrusion of the intermediate bead portion 44b and the rear bead portion 44c from the outer panel 2 toward the inner panel 4. It is possible to suppress the occurrence of a steep and high acceleration secondary peak at

As described above, in the vehicle hood 1 according to the first embodiment, it is possible to reduce the secondary acceleration peak that occurs when the pedestrian's head collides at the impact point on the front side of the rear end 8 a of the striker 8 . The HIC value in the area forward of the rear end 8a of the .

In FIG. 9, the impactor 100 collides with the vehicle hood 1 according to the first embodiment at an impact point behind the rear end 8a of the striker 8, and the outer panel 2 and the reinforcing material main body 41 of the outer panel reinforcing material 10 are shown. is shown deformed. Further, in FIG. 10, although the reinforcing member main body 41 of the outer panel reinforcing member 10 has a plurality of bead portions 44, the amount of protrusion of the bead portions 44 from the outer panel 2 toward the inner panel 4 is uniform. As in FIG. 9, the impactor 100 collides with the vehicle hood 1 according to the third comparative example, which has the same protrusion amount of the front bead portion 44a of the vehicle hood 1 according to the first embodiment, and the outer panel 2 and the outer panel reinforcing member 10 is deformed and the impactor 100 has advanced to the same displacement position as the impactor 100 shown in FIG. In FIG. 11, the solid line shows the acceleration-displacement waveform when the impactor 100 collides with the vehicle hood 1 according to the first embodiment as shown in FIG. Acceleration-displacement waveforms when the impactor 100 similarly collides with the hood 1 are indicated by dashed lines.

When the impactor 100 collides with the vehicle hoods 1 according to the first embodiment and the third comparative example at an impact point behind the rear end 8a of the striker 8, when the impactor 100 contacts the outer panel 2, As shown in FIG. 11, a primary acceleration peak P1 is generated, and thereafter, in the process in which the outer panel 2 and the outer panel reinforcing member 10 are deformed so as to be depressed toward the inner panel 4, the direction of collision applied to the impactor 100 is temporarily reversed. acceleration decreases. In the process of deformation of the outer panel 2 and the outer panel reinforcing member 10 , the inner panel 4 is also deformed by receiving a pressing force from the rear joint portion 40 of the outer panel reinforcing member 10 . Specifically, the inner panel 4 is deformed such that the front upright wall portion 28 and the front portion of the top wall portion 26 face the opposite side of the outer panel 2 while the front upright wall portion 28 falls backward. In the vehicle hood 1 according to the third comparative example, as shown in FIG. 10 at time E in FIG. It comes into contact with the front upright wall portion 28 of the inner panel 4 . As a result, the reverse acceleration applied to the impactor 100 increases, and a secondary peak P2 of acceleration that is not sharp but high to some extent is generated.

On the other hand, in the vehicle hood 1 according to the first embodiment, as shown in FIG. After that, at time F in FIG. contact the front upright wall portion 28 of the . As a result, the reverse acceleration applied to the impactor 100 increases and the acceleration secondary peak P2 occurs, but the intermediate bead portion 44b and the rear side bead portion 44c do not increase the inner panel reinforcing member 6 compared to the case of the third comparative example. and the timing of contact with the front-side upright wall portion 28 is delayed, so that the kinetic energy of the impactor 100 can be absorbed and reduced more until the contact, and as a result, the acceleration secondary peak P2 generated in the first embodiment is lower than the acceleration secondary peak P2 that occurs in the third comparative example.

As described above, in the vehicle hood 1 according to the first embodiment, it is possible to reduce the secondary acceleration peak that occurs when the pedestrian's head collides at the impact point behind the rear end 8a of the striker 8. The HIC value in the area behind the rear end 8a of 8 can be reduced, and as a result, the pedestrian protection performance in this area can be improved.

(Second embodiment)
FIG. 12 shows a longitudinal section along the front-rear direction of the vehicle hood 1 according to the second embodiment of the invention. FIG. 13 is a perspective view of an outer panel reinforcing member 10 used in the vehicle hood 1 according to the second embodiment of the invention.

In the vehicle hood 1 according to the second embodiment, the plurality of bead portions 44 provided on the reinforcing member main body 41 of the outer panel reinforcing member 10 are arranged side by side in the left-right direction and extend in the front-rear direction. .

In the second embodiment, the plurality of bead portions 44 are respectively positioned on the front side of the rear end 8a of the striker 8 and on the rear side of the rear end 8a of the striker 8. and a bead portion rear side portion 45b which is a portion positioned, and the amount of protrusion of the bead portion front side portion 45a from the outer panel 2 toward the inner panel 4 is the same as that of the bead portion rear side portion 45b from the outer panel 2 to the inner panel 4. It is larger than the amount of protrusion towards. The bead front side portion 45 a is an example of a projecting portion in the present invention, and is provided on the front side portion 10 a of the outer panel reinforcing member 10 . Further, the bead portion rear side portion 45b is provided on the rear side portion 10b of the outer panel reinforcing member 10. As shown in FIG. The bead front side portion 45a protrudes from the outer panel 2 toward the inner panel 4 more than the rear side portion 10b.

In addition, the reinforcing member main body 41 is located between the adjacent ones of the plurality of bead portions 44 and the left end portion of the reinforcing member main body 41 located further to the left of the leftmost bead portion 44 among the plurality of bead portions 44 . and the right end portion of the reinforcing member main body 41 located further to the right of the rightmost bead portion 44 among the plurality of bead portions 44, and a plurality of main bodies respectively joined to the back surface 2c of the outer panel 2. It has a joint 46 . The plurality of main body joint portions 46 are joined to the rear surface 2c of the outer panel 2 via mastic adhesive (not shown) arranged on each of the main body joint portions 46 at predetermined intervals in the front-rear direction.

Further, in the second embodiment, as in the first embodiment, the outer panel 2 is an example of the panel to be reinforced in the present invention, the inner panel 4 is an example of the counterpart panel in the present invention, and the outer panel reinforcing member 10 is It is an example of a reinforcing member in the present invention.

The configuration of the vehicle hood 1 according to the second embodiment other than the configuration described above is the same as the configuration of the vehicle hood 1 according to the first embodiment.

In the vehicle hood 1 according to the second embodiment, the front side portion 10a of the outer panel reinforcing member 10 has the bead portion front side portion 45a as a protruding portion that protrudes from the outer panel 2 toward the inner panel 4 more than the rear side portion 10b. , before the space between the outer panel 2 and the inner panel 4 is crushed in the area forward of the rear end 8a of the striker 8 when the head of a pedestrian collides, the bead front side portion 45a is pushed to the front bottom portion 18 of the inner panel 4. Alternatively, the inner panel reinforcing member 6 attached to the front bottom portion 18 or the base plate 7 is contacted to apply acceleration to the pedestrian's head in the direction opposite to the collision direction, thereby reducing the kinetic energy of the pedestrian's head. be able to. Therefore, it is possible to reduce the secondary peak of acceleration that occurs when the space between the outer panel 2 and the inner panel 4 is completely crushed in the area forward of the rear end 8a of the striker 8 .

Further, in the vehicle hood 1 according to the second embodiment, the rear side portion 10b of the outer panel reinforcing member 10 does not protrude beyond the bead portion front side portion 45a. By effectively utilizing a large absorption stroke, the kinetic energy of the pedestrian's head can be absorbed over a long period of time while the backward acceleration applied to the pedestrian's head remains low. Therefore, the secondary peak of acceleration that occurs in the area behind the rear end 8a of the striker 8 when the pedestrian's head collides can be reduced.

As described above, in the vehicle hood 1 according to the second embodiment, the acceleration secondary peak can be reduced in each of the regions forward and rearward of the rear end 8a of the striker 8. By reducing the HIC value in the front and rear regions of the rear end 8a, the pedestrian protection performance in the front and rear regions can be improved.

Further, in the vehicle hood 1 according to the second embodiment, the rigidity and strength of the outer panel reinforcing member 10 are improved by the plurality of bead portions 44 forming the bead 42, thereby enhancing the reinforcing effect of the outer panel 2 by the outer panel reinforcing member 10. At the same time, the front bead portion 45a, which is a part of each bead portion 44, can be used to improve the pedestrian protection performance in the region on the front side of the rear end 8a of the striker 8. As shown in FIG.

(Third embodiment)
FIG. 14 is a sectional view corresponding to FIG. 2 of the vehicle hood according to the third embodiment of the invention. FIG. 15 is a perspective view of an inner panel reinforcing member, a base plate, and a striker used in a vehicle hood according to a third embodiment of the present invention, in a combined state.

In the vehicle hood 1 according to the third embodiment, the pedestrian's head collides with the outer panel 2 at an impact point on the front side of the rear end 8a of the striker 8, causing the outer panel 2 and the outer panel reinforcing member 10 to move toward the inner panel 4. The inner panel reinforcing member 6 is provided with a projecting portion for applying acceleration in the direction opposite to the collision direction to the pedestrian's head when the inner panel reinforcing member 6 is deformed so as to be depressed.

Specifically, in the third embodiment, the inner panel 4 is an example of the panel to be reinforced in the present invention, the outer panel 2 is an example of the counterpart panel in the present invention, and the inner panel reinforcing member 6 is the reinforcing member in the present invention. is an example. The inner panel reinforcing member 6 includes an inner panel reinforcing member front side portion 6b positioned forward of the rear end 8a of the striker 8, and an inner panel reinforcing member rear side portion 6c positioned rearward of the rear end 8a of the striker 8. , have

In the vehicle hood 1 according to the third embodiment, the inner panel reinforcing member front side portion 6b projects from the outer panel 2 toward the inner panel 4 more than the inner panel reinforcing member rear side portion 6c. It has a protrusion 52 . In the third embodiment, the pair of inner panel reinforcement projecting portions 52 correspond to the projecting portions of the present invention. The inner panel reinforcing member 6 is provided across the inner panel reinforcing member front side portion 6b and the inner panel reinforcing member rear side portion 6c so as to cover the surface of the front bottom portion 18 of the inner panel 4 facing the outer panel 2. It has a plate-shaped reinforcing member base portion 51 installed on the surface, and the pair of inner panel reinforcing member projecting portions 52 protrude from the reinforcing member base portion 51 toward the outer panel 2 . The inner panel reinforcement projecting portion 52 is an example of a projecting portion in the present invention.

The reinforcing member base portion 51 has reinforcing member openings 6a similar to the reinforcing member openings 6a provided in the inner panel reinforcing member 6 of the first embodiment. A pair of inner panel reinforcing member projecting portions 52 are separately provided on both left and right sides of the reinforcing member opening 6a. Each inner panel reinforcing member protruding portion 52 is formed by cutting and raising a part of a plate material that constitutes the reinforcing member base portion 51 , and bending and raising the portion in a cantilever shape from the reinforcing member base portion 51 toward the outer panel reinforcing member 10 . It consists of a bent and raised part. In other words, each inner panel reinforcing material protruding portion 52 is configured such that its one end, the base end, is connected to the reinforcing material base portion 51, and the other end, the tip portion, is a free end.

Specifically, each inner panel reinforcing member projecting portion 52 includes an inclined portion 52a extending obliquely with respect to the reinforcing member base portion 51 so as to approach the outer panel reinforcing member 10 as the distance from the base end portion connected to the reinforcing member base portion 51 increases. A front side portion 52b extending forward from the tip of the inclined portion 52a substantially parallel to the reinforcing member base portion 51 is provided.

In the third embodiment, the pedestrian's head collided with the outer panel 2 from the front side at the point of impact on the front side of the rear end 8a of the striker 8, and the outer panel 2 and the outer panel reinforcing member 10 were deformed toward the inner panel 4. Occasionally, the outer panel stiffener 10 contacts the inner panel stiffener projection 52, and the inner panel stiffener projection 52 absorbs the kinetic energy of the pedestrian's head while deforming. As a result, it is possible to reduce the secondary acceleration peak that occurs when the pedestrian's head hits the pedestrian's head after the inner panel reinforcing member projecting portion 52 has completely collapsed. Therefore, it is possible to improve the pedestrian protection performance in the region on the front side of the rear end 8a of the striker 8 of the vehicle hood 1 .

In addition, since the inner panel reinforcing member rear side portion 6c located on the rear side of the rear end 8a of the striker 8 does not protrude toward the outer panel 2 more than the inner panel reinforcing member protruding portion 52, To ensure a large space between the side portion 6c and the outer panel reinforcing member 10, and to ensure a large absorption stroke of the kinetic energy of the pedestrian's head until the pedestrian's head collides with the pedestrian's head until the acceleration secondary peak occurs. can be done. Therefore, the kinetic energy of the pedestrian's head can be further reduced before the secondary peak of acceleration occurs, and as a result, the secondary peak of acceleration can be reduced. Therefore, it is possible to improve the pedestrian protection performance in the area behind the rear end 8a of the striker 8 of the vehicle hood 1 .

In the third embodiment, the inner panel reinforcing member projecting portion 52 is formed by bending a portion of the plate material of the inner panel reinforcing member 6 so as to form a cantilever beam. The cantilever-shaped bending part is easily deformed by collision. The inner panel reinforcing member 6 is a so-called hood lock reinforcement, and this hood lock reinforcement tends to be relatively thick from the viewpoint of ensuring rigidity. Since the raised portion is easily deformed by collision, excessive deformation resistance due to the remaining portion of the inner panel reinforcing member projecting portion 52 after being crushed is not provided. Therefore, it is possible to suppress an increase in the acceleration secondary peak due to the remaining portion of the inner panel reinforcing member projecting portion 52 being crushed.

(Modification)
A vehicle hood according to the present invention is not necessarily limited to the above. For example, the vehicle hood according to the present invention can employ the following configuration.

For example, as in the first modification shown in FIGS. 16 and 17, even if the inner panel reinforcing member projecting portion 52 is raised from the reinforcing member base portion 51 at a position on the front side of the front end of the striker 8, good. Specifically, in this first modification, both sides of a portion of the plate material forming the inner panel reinforcing member 6 that is located in the center in the width direction (left-right direction) in front of the striker 8 (in front of the base plate 7) are cut out. A cantilever beam-shaped inner panel reinforcing member projecting portion 52 is formed by bending and raising that portion.

In addition, the inner panel reinforcement projecting portion 52 is not necessarily limited to a cantilever shape. For example, as in a second modification shown in FIGS. 18 and 19, the inner panel reinforcing member projecting portion 52 has both its front and rear ends connected to and fixed to the reinforcing member base portion 51. good too. Specifically, in this second modification, the portion of the plate material that constitutes the inner panel reinforcing member 6 that is positioned in front of the striker 8 (in front of the base plate 7) extends over the entire width direction (left-right direction) of the outer panel 2. The inner panel reinforcing material projecting portion 52 is formed by forming a curved shape so as to bulge out toward the inner panel reinforcing material projecting portion 52 , and the rear end portion of the inner panel reinforcing material projecting portion 52 extends from the inner panel reinforcing material base portion 51 of the reinforcing material base portion 51 . The front end of the inner panel reinforcing member projecting portion 52 is connected to the portion of the reinforcing member base portion 51 located on the front side of the inner panel reinforcing member projecting portion 52 . ing.

Further, the protruding portion of the reinforcing member in the present invention may be provided only in a region on the front side of the front end of the striker in the front side portion of the reinforcing member located on the front side of the rear end of the striker. It may be provided only in the region between the rear end and the front end, or may be provided over the region between the rear end and the front end of the striker and the region on the front side of the front end of the striker.

1 Vehicle Hood 2 Outer Panel 4 Inner Panel 6 Inner Panel Reinforcing Material (Reinforcing Member)
6b inner panel reinforcing member front side portion 6c inner panel reinforcing member rear side portion 8 striker 10 outer panel reinforcing member (reinforcing member)
10a front side portion 10b rear side portion 42 bead 44 bead portion 44a front side bead portion (protruding portion)
44c Rear side bead portion 52 Inner panel reinforcement protruding portion (protruding portion)

Claims (6)

A vehicle hood attached to a vehicle body,
an outer panel;
an inner panel arranged behind the outer panel;
a striker that is attached to the inner panel and engages with the vehicle body to fix the vehicle hood to the vehicle body;
a reinforcing member interposed between the outer panel and the inner panel and attached to a panel to be reinforced selected from the outer panel and the inner panel to reinforce the panel to be reinforced;
The reinforcing member has a front portion located forward of the rear end of the striker and a rear portion located rearward of the rear end of the striker,
The front side portion has a protruding portion that protrudes from the reinforcement target panel toward a counterpart panel, which is a panel other than the reinforcement target panel of the outer panel and the inner panel, than the rear side portion ,
The panel to be reinforced is the outer panel,
The counterpart panel is the inner panel,
The reinforcing member is an outer panel reinforcing member attached to the outer panel to reinforce the outer panel,
the outer panel reinforcing member has a bead formed by recessing a predetermined portion of the outer panel reinforcing member to protrude toward the inner panel;
The bead is provided across the front side portion and the rear side portion,
The projecting portion is formed of a portion of the bead located on the front side,
an inner panel reinforcing member attached to the inner panel to reinforce the inner panel;
The vehicle hood, wherein the projecting portion is formed to be spaced apart from both the inner panel and the inner panel reinforcing member in the projecting direction. The beads each extend along a width direction orthogonal to the front-rear direction of the vehicle hood, are provided side by side in the front-rear direction, and include a plurality of bead portions recessed so as to protrude toward the inner panel. ,
The plurality of beads includes a front side bead portion that is a bead portion located on the front side portion, an intermediate bead portion, and a rear side bead portion that is a bead portion located on the rear side portion,
The projecting portion is composed of the front bead portion,
2. The method according to claim 1 , wherein the amount of protrusion of the front bead portion from the outer panel toward the inner panel is larger than the amount of protrusion of the intermediate bead portion and the rear bead portion from the outer panel toward the inner panel. Vehicle hood as described. The amount of protrusion of an arbitrary bead portion of the plurality of bead portions from the outer panel toward the inner panel is determined by the amount of protrusion of the bead portion located on the rear side of the arbitrary bead portion from the outer panel toward the inner panel. 3. The hood for a vehicle according to claim 2 , wherein the amount of protrusion is greater than the total amount of protrusion. The bead extends in the front-rear direction of the vehicle hood from a position on the front side of the striker to a position on the rear side of the striker,
The amount of projection from the outer panel toward the inner panel of the portion of the bead positioned forward of the rear end of the striker is the same as the amount of protrusion of the portion of the bead positioned rearward of the rear end of the striker. The vehicle hood according to claim 1 , wherein the hood is larger than the amount of protrusion from the outer panel. A vehicle hood attached to a vehicle body,
an outer panel;
an inner panel arranged behind the outer panel;
a striker that is attached to the inner panel and engages with the vehicle body to fix the vehicle hood to the vehicle body;
a reinforcing member interposed between the outer panel and the inner panel and attached to a panel to be reinforced selected from the outer panel and the inner panel to reinforce the panel to be reinforced;
The reinforcing member has a front portion located forward of the rear end of the striker and a rear portion located rearward of the rear end of the striker,
The front side portion has a protruding portion that protrudes from the reinforcement target panel toward a counterpart panel, which is a panel other than the reinforcement target panel of the outer panel and the inner panel, than the rear side portion,
The panel to be reinforced is the inner panel,
The counterpart panel is the outer panel,
The reinforcing member is an inner panel reinforcing member that is attached to a range of the inner panel extending in front of and behind the striker to reinforce that range,
The inner panel reinforcing member has an inner panel reinforcing member front side portion positioned forward of the rear end of the striker as the front side portion, and an inner panel reinforcing member front side portion positioned rearward of the rear end of the striker as the rear side portion. having a panel stiffener rear side,
The inner panel reinforcing member front side portion has, as the projecting portion, an inner panel reinforcing member projecting portion projecting from the inner panel toward the outer panel beyond the inner panel reinforcing member rear side portion,
an outer panel reinforcing member attached to the outer panel to reinforce the outer panel;
The vehicle hood, wherein the inner panel reinforcing member projecting portion is formed with a space in the projecting direction from both the outer panel and the outer panel reinforcing member. 6. The hood for a vehicle according to claim 5 , wherein said inner panel reinforcing member protruding portion comprises a raised portion formed by bending a part of said inner panel reinforcing member in a cantilever shape.

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