Vehicle hood structure

Abstract

The present invention provides a vehicle engine hood structure that takes into account both the tensile stiffness of the outer panel at the front of the outer panel and the pedestrian protection performance at a high level. The structure comprises an outer panel (10) that forms an appearance, an inner panel (30) that is arranged on the engine room (20) side of the outer panel (10), and a reinforcement member (40) that is arranged at the front of the inner panel (30), wherein the inner panel (30) has an upper side surface portion (31) located on the central side of the outer panel (10), a connecting surface portion (32) that extends downward from a ridgeline portion (X1) located at the periphery of the upper side surface portion (31), and a lower side surface portion (33) that extends from the peripheral end portion of the connecting surface portion (32) toward the edge portion (10a) of the outer panel (10), and the reinforcement member (40) has a reinforcing surface portion (41) that is joined to the outer panel (10) and a rear fixing portion (42) that extends rearward from the reinforcing surface portion (41), wherein the rear fixing portion (42) is fixed near the ridgeline portion (X1).

Description

Technical Field

[0001] The present invention relates to a vehicle bonnet structure including an outer panel forming an exterior appearance, an inner panel provided on an engine compartment side of the outer panel, and a reinforcement provided on a front portion of the inner panel. Background Art

[0002] Conventionally, a vehicle hood structure is known (Patent Document 1). The hood structure includes an outer panel (specifically, the hood outer panel) that forms the exterior, an inner panel (specifically, the hood inner panel) that is provided on the engine compartment side, such as the engine room side, of the outer panel, and a reinforcement member provided on the front portion of the inner panel.

[0003] The inner panel includes an upper side surface portion located on the center side of the outer panel, and a connecting surface portion extending downward from a peripheral edge of the upper side surface portion and inclined in a manner such that the front is lower and the rear is higher.

[0004] In addition, the reinforcement is fixed to the connecting surface of the inner panel, thereby ensuring the rigidity of the outer panel. In addition, in the process of protecting pedestrians, the upper side of the reinforcement moves downward to absorb energy in response to the impact load from above, thereby reducing the reaction force generated on the collision object.

[0005] However, for example, in vehicles with a high vehicle height, there is a demand for further improvement in the pedestrian protection performance of the front portion of the hood, and therefore the conventional structure disclosed in Patent Document 1 has room for further improvement.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent document 1: Japanese Patent Application Laid-Open No. 2020-128169. Summary of the Invention

[0009] Technical problem to be solved by the invention

[0010] Therefore, an object of the present invention is to provide a vehicle hood structure that can achieve both high levels of outer panel tensile rigidity and pedestrian protection performance at the outer panel front portion.

[0011] Technical means to solve technical problems

[0012] In the engine hood structure of the vehicle of the present invention, the engine hood structure of the vehicle includes an outer panel forming an appearance, an inner panel provided on the engine room side of the outer panel, and a reinforcement provided on the front of the inner panel, the inner panel having an upper side surface portion located on the central side of the outer panel, a connecting surface portion extending downward from a ridge portion located on the periphery of the upper side surface portion, and a lower side surface portion extending from the periphery end portion of the connecting surface portion toward the edge portion side of the outer panel, the reinforcement having a reinforcing surface portion joined to the outer panel and a rear fixing portion extending rearward from the reinforcing surface portion, and the rear fixing portion being fixed near the ridge portion.

[0013] If it is an engine-driven vehicle, the above-mentioned engine room is the engine compartment, and if it is an electric vehicle, the above-mentioned engine room is the motor room.

[0014] According to the present invention, under normal circumstances (non-collision), since the reinforcement is fixed near the ridgeline, when a load is applied downward from the outer panel, for example, when a user touches the outer panel, the supporting rigidity of the outer panel can be increased, thereby suppressing deformation of the outer panel.

[0015] In the process of protecting pedestrians, when an impact load occurs, the ridge portion can be deformed via the reinforcement. Therefore, not only can the energy be absorbed by the deformation of the reinforcement, but the inner panel can also be deformed, thereby increasing the energy absorption amount.

[0016] In short, it is possible to achieve a high level of balance between the outer panel tensile stiffness at the front of the outer panel and the pedestrian protection performance.

[0017] As a form of the present invention, it can be designed as follows: the engine hood structure of the above-mentioned vehicle has a front side fixing portion extending forward from the above-mentioned reinforcement surface, and the vertical distance between the above-mentioned rear side fixing portion and the above-mentioned reinforcement surface is greater than the vertical distance between the above-mentioned front side fixing portion and the above-mentioned reinforcement surface.

[0018] The present invention generates a moment that pushes the rear fixing portion downward and rearward, starting from the front side of the reinforcement surface of the rear fixing portion when protecting a pedestrian. This moment generates a rotational force that pushes the inner panel downward, accelerating its deformation. This improves energy absorption.

[0019] As an aspect of the present invention, the rear side fixing portion and the front side fixing portion may be provided at the same position in the vehicle width direction.

[0020] According to the present invention, the rear fixing portion and the front fixing portion are located at the same position in the vehicle width direction. Therefore, when protecting a pedestrian, the load can be reliably transmitted to the rear fixing portion, and stress can be concentrated on the rear fixing portion.

[0021] As an aspect of the present invention, the reinforcing surface portion may be joined to the inner panel via a bent portion at a rear portion of the reinforcing surface portion.

[0022] According to the present invention, the reinforcing surface portion is provided via the bent portion in the inner panel portion whose rigidity is enhanced by the ridge portion. Therefore, deformation of the reinforcing surface portion and the outer panel can be suppressed under normal circumstances.

[0023] As an aspect of the present invention, a plurality of the rear fixing portions may be provided separately in the vehicle width direction, and in each of the rear fixing portions, the front-rear position of the bent portion may be kept consistent in the vehicle width direction.

[0024] The present invention can transfer the load to the rear fixing portion through the bent portion when protecting pedestrians, concentrating the stress near the ridgeline portion. This can stably deform the inner panel downward, thereby increasing energy absorption.

[0025] As an aspect of the present invention, a joint seat surface may be formed on the hood structure of the vehicle, the joint seat surface being connected to the ridgeline portion of the inner panel and being joined to the rear-side fixing portion.

[0026] By the present invention, the joint seat surface is connected to the ridge portion, so that when protecting pedestrians, the load can be effectively transferred to the ridge portion via the joint seat surface. In other words, by connecting the joint seat surface to the ridge portion, the load transfer to the ridge portion can be effectively achieved.

[0027] As an aspect of the present invention, the ridge portion may include a discontinuity portion discontinuity at the position of the engaging seat surface, and the engaging seat surface may be provided on an imaginary extension line of the ridge portion at the discontinuity portion of the ridge portion.

[0028] Through the present invention, the load can be further effectively transferred from the joint seat surface to the ridge portion, and the ridge portion can be deformed through the reinforcement when protecting pedestrians, so that energy is absorbed not only by the deformation of the reinforcement, but also by the deformation of the inner panel, thereby increasing the energy absorption amount.

[0029] Effects of the Invention

[0030] The present invention has the technical effect of being able to give full consideration to both the tensile stiffness of the outer panel at the front portion and the performance of protecting pedestrians at a high level. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A top view of the hood structure of the vehicle;

[0032] Figure 2 This is a top view of the front half of the engine cover structure after the outer panels are removed;

[0033] Figure 3It is an oblique view of the vehicle's hood structure after the outer panels are removed;

[0034] Figure 4 for Figure 2 An enlarged top view of the main part;

[0035] Figure 5 For Figure 4 Enlarged top view of the main part of the inner panel after the reinforcement is removed;

[0036] Figure 6 is an oblique view of the reinforcement;

[0037] Figure 7 For the Figure 2 Cross-section along line AA;

[0038] Figure 8 For the Figure 2 Cross-section along line BB. DETAILED DESCRIPTION

[0039] The present invention aims to achieve both high-level balance between the tensile stiffness of the outer panel and the pedestrian protection performance at the front of the outer panel, and this aim is achieved by the following structure: a vehicle bonnet structure comprising an outer panel forming an appearance, an inner panel provided on the engine compartment side of the outer panel, and a reinforcement provided at the front of the inner panel, the inner panel having an upper side surface portion located on the central side of the outer panel, a connecting surface portion extending downward from a ridge portion located at the periphery of the upper side surface portion, and a lower side surface portion extending from the periphery end of the connecting surface portion toward the edge of the outer panel, the reinforcement having a reinforcing surface portion joined to the outer panel and a rear fixing portion extending rearward from the reinforcing surface portion, the rear fixing portion being fixed near the ridge portion. Example

[0040] An embodiment of the present invention will be described in detail with reference to the following drawings.

[0041] The accompanying drawings show the hood structure of a vehicle. Figure 1 is a top view of the engine hood structure of the vehicle, Figure 2 This is a top view of the front half of the engine cover structure with the outer panels removed. Figure 3 This is an oblique view of the vehicle's hood structure after the outer panels are removed.

[0042] in addition, Figure 4 for Figure 2 An enlarged top view of the main part, Figure 5 For Figure 4 An enlarged top view of the main part of the inner panel after the reinforcement is removed. Figure 6 is an oblique view of the reinforcement. Figure 7 For the Figure 2 Cross-section along line AA, Figure 8 For the Figure 2 Cross-section along line BB.

[0043] like Figure 1 、 Figure 7 、 Figure 8 As shown, the vehicle hood structure 1 includes an outer panel 10 (specifically, a hood outer panel) that forms an exterior, an inner panel 30 (specifically, a hood inner panel) provided on the engine compartment 20 side of the outer panel 10 , and a reinforcement 40 provided on the front portion of the inner panel 30 .

[0044] When the vehicle is an engine-driven vehicle, the engine room 20 is set as an engine compartment, and when the vehicle is an electric vehicle, the engine room 20 is set as a motor room.

[0045] The outer panel 10 and the inner panel 30 are formed into one piece by hemming the peripheral edge of the outer panel 10. The two panels 10 and 30 cover the upper part of the engine compartment 20 in a manner that can be opened or closed from above. In this embodiment, the front side of the engine compartment 20 is opened or closed with the rear end of the engine compartment as a fulcrum.

[0046] The inner panel 30 includes an upper side surface portion 31 located at the center of the outer panel 10, that is, located at the center of the outer panel 10 in the vehicle front-rear direction and the vehicle width direction; a connecting surface portion 32 extending downward from the ridge portion X1 located at the periphery of the upper side surface portion 31; and a lower side surface portion 33 extending from the peripheral end portion of the connecting surface portion 32 toward the edge portion 10a of the outer panel 10 (see FIG. Figure 7 ).

[0047] like Figure 3 As shown, in the inner panel 30 , the upper side portion 31 includes a front side portion 31 a extending in the vehicle width direction at the front portion of the upper side portion 31 and a rear side portion 31 b extending in the vehicle width direction at the rear portion of the upper side portion 31 .

[0048] The upper side portion 31 includes left and right side portions 31c and 31d, which connect the left and right ends of the front portion 31a and the rear portion 31b in the vehicle width direction in the vehicle front-rear direction (see FIG. Figure 2 、 Figure 3 ).

[0049] Furthermore, the upper side portion 31 includes a plurality of beam portions 31e spaced apart in the vehicle width direction, and the plurality of beam portions 31e connect the front side portion 31a and the rear side portion 31b in the vehicle front-rear direction (see FIG. Figure 2 、 Figure 3 ), the upper sides of the above-mentioned beam portions 31e and the left and right side portions 31c, 31d are bonded and fixed to the lower side of the outer panel 10 using an adhesive (not shown).

[0050] In addition, a connecting piece portion 31f and a connecting piece portion 31g are also provided on the above-mentioned upper side portion 31. The connecting piece portion 31f connects the beam portion 31e located on the leftmost side in the vehicle width direction among several beam portions 31e and the beam portion 31e adjacent to the beam portion 31e in the vehicle width direction. The connecting piece portion 31g connects the beam portion 31e located on the rightmost side in the vehicle width direction among several beam portions 31e and the beam portion 31e adjacent to the beam portion 31e in the vehicle width direction.

[0051] On the other hand, Figure 3 、 Figure 4 、 Figure 5 As shown, the connecting surface portion 32 is provided with an opening portion 32a for weight reduction across the connecting surface portion 32 and the front edge 31a of the upper side portion 31. A plurality of opening portions 32a are provided at intervals in the vehicle width direction.

[0052] like Figure 7 、 Figure 8 As shown, the inner panel 30 has a reinforcement support surface portion 37 extending from the peripheral end portion of the lower side surface portion 33 through the front connecting surface portion 34 , the middle surface portion 35 , and the inclined surface portion 36 toward the edge portion 10 a side of the outer panel 10 .

[0053] like Figure 7 、 Figure 8 As shown, at the center position of the inner panel 30 in the vehicle width direction (cross-sectional position along line AA) and the offset position close to this position (cross-sectional position along line BB), the connecting surface portion 32 is inclined with the front side lower and the rear side higher.

[0054] On the other hand, at the vehicle widthwise center position (cross-sectional position along line AA) and the offset position close thereto (cross-sectional position along line BB), the front connecting surface portion 34 and the inclined surface portion 36 are inclined so that the front side is higher and the rear side is lower (see FIG. Figure 7 、 Figure 8 ).

[0055] In addition, in the upper side surface portion 31, the front side portion 31a, the middle side portion 35 and the reinforcement support surface portion 37 are parallel or substantially parallel to the lower side surface of the outer panel 10 at the relative position (refer to Figure 7 、 Figure 8 ) formation.

[0056] In addition, if Figure 4 、 Figure 6 、 Figure 7 As shown, the reinforcement 40 includes a reinforcing surface portion 41 bonded to the lower side of the outer panel 10 by adhesive, and a rear fixing portion 42 extending rearward from the reinforcing surface portion 41 . The rear fixing portion 42 is fixed near (adjacent to) the ridge portion X1 .

[0057] Therefore, under normal circumstances (non-collision), since the reinforcement 40 is fixed near the ridge portion X1, when a load is applied downward from the outer panel 10, for example, when a user touches the outer panel 10, the support rigidity of the outer panel 10 is increased, thereby suppressing deformation of the outer panel 10.

[0058] On the other hand, when an impact load is generated during pedestrian protection, the ridge portion X1 is deformed via the reinforcement 40 . This not only absorbs energy through the deformation of the reinforcement 40 , but also deforms the inner panel 30 , further increasing the amount of energy absorbed.

[0059] That is, both the outer panel tensile rigidity of the front portion of the outer panel 10 and the pedestrian protection performance are achieved at a high level.

[0060] Specifically, if Figure 4 As shown in the top view, the reinforcing surface 41 is a substantially rectangular shape that is long in the vehicle width direction. Figure 4 、 Figure 6 、 Figure 7 As shown, downwardly projecting reinforcement ribs 43 and 44 are integrally formed at the front and rear portions of the reinforcement surface portion 41. The reinforcement ribs 43 and 44 enhance the rigidity of the reinforcement surface portion 41.

[0061] like Figure 4 、 Figure 6 As shown, the front, rear, left and right sides of the reinforcing surface 41, which is a horizontal roughly quadrilateral shape in the top view, are respectively integrally formed with bent portions 41a, 41b, 41c, and 41d extending downward, and the required rigidity of the reinforcing surface 41 is ensured by the above-mentioned bent portions 41a, 41b, 41c, and 41d.

[0062] In addition, if Figure 4 、 Figure 6 As shown, a plurality of the rear side fixing portions 42 are provided at intervals in the vehicle width direction. In this embodiment, five of them are provided. Figure 6 、 Figure 7 As shown, the rear fixing portion 42 includes a rear extension 42a extending rearward from the reinforcement surface portion 41, a lower extension 42c extending downward (specifically, rearward and downward) from the rear fixing portion of the rear extension 42a via a bent portion 42b, and a mounting piece 42d extending rearward and upward from the lower end of the lower extension 42c. In a top view, the rear fixing portion 42, consisting of these elements 42a, 42b, 42c, and 42d, extends in the front-to-back direction.

[0063] like Figure 6As shown, a reinforcing rib 42e is formed on the upper side of the rear extension portion 42a and protrudes downward from the upper side. The reinforcing rib 42e improves the rigidity of the rear extension portion 42a.

[0064] In addition, if Figure 6 As shown, a reinforcing rib 42f is formed connecting the lower part of the lower extension part 42c which is inclined in a high front and low rear shape and the front part of the installation piece part 42d which is inclined in a low front and high rear shape. The reinforcing rib 42f is an inverted triangle shape in the side view. The deformation between 42c and 42d is suppressed by the reinforcing rib 42f, thereby ensuring the load transfer performance.

[0065] Here, in the front-to-rear direction of the above-mentioned rear extension portion 42a, approximately half of the front side is formed into an inverted U shape with an open bottom in the cross-section in the vehicle width direction. This inverted U structure improves the load transfer performance to the downward extension portion 42c during the process of protecting pedestrians.

[0066] like Figure 4 、 Figure 6 As shown, the hood structure of the vehicle includes a front fixing portion 45 extending forward from the reinforcement surface portion 41 .

[0067] In a side view, the front fixing portion 45 is connected in a substantially Z-shape by a front extension portion 45a extending forward from the reinforcing surface portion 41, a connecting portion 45b extending downward from the front end of the front extension portion 45a, and a mounting piece 45c extending forward from the lower end of the connecting portion 45b.

[0068] like Figure 7 As shown, the vertical distance L2 between the mounting piece 42d of the rear fixing portion 42 and the reinforcing surface portion 41 is greater than the vertical distance L1 between the mounting piece 45c of the front fixing portion 45 and the reinforcing surface portion 41. That is, the relationship L2>L1 holds.

[0069] Specifically, the vertical distance L2 between the elements 41 and 42d on the normal line perpendicular to the tangent line of the outer panel 10 opposite the rear end of the reinforcing surface 41 is greater than the vertical distance L1 between the elements 41 and 45c on the normal line perpendicular to the tangent line of the outer panel 10 opposite the front end of the reinforcing surface 41.

[0070] Therefore, when protecting pedestrians, a moment is generated starting from the front side of the reinforcing surface portion 41 of the rear side fixing portion 42 to press the rear side fixing portion 42 backward and downward. This moment generates a rotational force to press the inner panel 30 downward to deform it, thereby increasing the energy absorption amount.

[0071] like Figure 2 、 Figure 4As shown, a plurality of front fixing portions 45 are provided, extending forward from the reinforcing surface portion 41, spaced apart in the vehicle width direction. In this embodiment, five are provided. As shown in the figure, the rear fixing portion 42 and the front fixing portion 45 are provided at the same position in the vehicle width direction. In other words, the rear fixing portion 42 is provided side by side with the front fixing portion 45 in the front-to-back direction, with the reinforcing surface portion 41 interposed therebetween.

[0072] Thus, the plurality of rear fixing portions 42 and the plurality of front fixing portions 45 are located at the same position in the vehicle width direction. Thus, when protecting pedestrians, loads can be reliably transmitted to the rear fixing portions 42 , concentrating stress on the rear fixing portions 42 .

[0073] like Figure 7 As shown, the reinforcing surface portion 41 is joined to the inner panel 30 via the bent portion 42b at the rear of the reinforcing surface portion 41. Specifically, the reinforcing surface portion 41 is joined to the inner panel 30 near the ridge X1, i.e., at a position adjacent to the ridge X1, via the rear extension 42a, bent portion 42b, lower extension 42c, and mounting piece 42d of the rear fixing portion 42.

[0074] Thus, the reinforcing surface portion 41 is provided via the bent portion 42 b in the inner panel portion whose rigidity is enhanced by the ridge line portion X1 , thereby suppressing deformation of the reinforcing surface portion 41 and the outer panel 10 under normal circumstances.

[0075] like Figure 4 As shown, a plurality of the rear fixing portions 42 are provided separately in the vehicle width direction. In each of the rear fixing portions 42 , the front-rear position of the bent portion 42 b is kept consistent or substantially consistent in the vehicle width direction.

[0076] Thus, when protecting a pedestrian, the load is transmitted to the mounting piece 42d of the rear fixing portion 42 via the bent portion 42b, and stress is concentrated near the ridge X1. Therefore, the inner panel 30 deforms downward, and the energy absorption amount is increased.

[0077] like Figure 5 As shown, a joint seat surface 38 is formed on the inner panel 30 . The joint seat surface 38 is connected to the ridge line X1 of the inner panel 30 and is engaged with the rear fixing portion 42 , specifically, the mounting piece 42 d of the rear fixing portion 42 .

[0078] Thus, the joint seat surface 38 is connected to the ridge portion X1, so when protecting a pedestrian, the load is reliably transferred to the ridge portion X1 via the joint seat surface 38. In other words, the load is reliably transferred to the ridge portion X1 by connecting the joint seat surface 38 to the ridge portion X1.

[0079] Specifically, if Figure 5As shown, the ridge portion X1 has a discontinuity 39 at the position of the engagement seat surface 38 . In the discontinuity 39 of the ridge portion X1 , the engagement seat surface 38 is provided on a virtual extension line of the ridge portion X1 .

[0080] As a result, the load is further effectively transferred from the joint seat surface 38 to the ridge portion X1, and when protecting pedestrians, the ridge portion X1 is deformed via the reinforcement 40, thereby absorbing energy not only through the deformation of the reinforcement 40 but also through the deformation of the inner panel 30, thereby increasing the energy absorption amount.

[0081] Here, in Figure 5 The spot welding point SW1 is located approximately in the center of the joint seat surface 38. Figure 4 The mounting piece portion 42 d of the rear fixing portion 42 is fixed to the engaging seat surface 38 by welding.

[0082] In addition, Figure 5 The spot welding point SW2 shown is located on the reinforcement support surface 37, Figure 4 The mounting piece portion 45 c of the front fixing portion 45 is fixed to the reinforcement supporting surface portion 37 by welding.

[0083] The spot welding point SW2 located on the front side and the spot welding point SW1 located on the rear side are provided at substantially the same position in the vehicle width direction.

[0084] also, Figure 3 In FIG. 5 , 50 is a hinge bracket provided on the left and right sides of the rear portion of the inner panel 30. In addition, Figure 5 Reference numeral 51 denotes a central bracket provided at the center of the front portion of the inner panel 30 in the vehicle width direction. Figures 2 to 5 Reference numeral 52 denotes a side bracket provided at the front portion of the inner panel 30 and located on the left and right outer sides in the vehicle width direction.

[0085] In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow LE indicates the left outer side in the vehicle width direction, arrow RI indicates the right outer side in the vehicle width direction, and arrow UP indicates the upper side of the vehicle.

[0086] As described above, the hood structure of the vehicle involved in this embodiment is characterized in that: the hood structure of the vehicle includes an outer panel 10 that forms an exterior appearance, an inner panel 30 provided on the engine room 20 side of the outer panel 10, and a reinforcement member 40 provided on the front portion of the inner panel 30, the inner panel 30 including an upper side surface portion 31 located on the center side of the outer panel 10, a connecting surface portion 32 extending downward from a ridge portion X1 located on the periphery of the upper side surface portion 31, and a lower side surface portion 33 extending from the peripheral end portion of the connecting surface portion 32 toward the edge portion 10a of the outer panel 10, the reinforcement member 40 including a reinforcing surface portion 41 joined to the outer panel 10, and a rear side fixing portion 42 extending rearward from the reinforcing surface portion 41, the rear side fixing portion 42 being fixed near the ridge portion X1 (see FIG. 2 ). Figure 4 、 Figure 7 ).

[0087] With the above-described vehicle hood structure, under normal circumstances (non-collision), since the above-described reinforcement member 40 is fixed near the ridge portion X1, when a load is applied downward from the outer panel 10, for example, when a user touches the outer panel 10 with his hand, the supporting rigidity of the outer panel 10 is increased, thereby suppressing deformation of the outer panel 10.

[0088] On the other hand, when an impact load occurs during pedestrian protection, the ridge portion X1 can be deformed via the reinforcement 40 . Therefore, not only can the deformation of the reinforcement 40 absorb energy, but the inner panel 30 can also deform, thereby increasing the amount of energy absorption.

[0089] In summary, it is possible to achieve both high levels of outer panel tensile rigidity and pedestrian protection performance at the front portion of the outer panel 10 .

[0090] Furthermore, in the vehicle hood structure according to this embodiment, the vehicle hood structure includes a front fixing portion 45 extending forward from the reinforcing surface portion 41, and a vertical distance L2 between the rear fixing portion 42 and the reinforcing surface portion 41 is greater than a vertical distance L1 between the front fixing portion 45 and the reinforcing surface portion 41 (see FIG. Figure 7 ).

[0091] The above-described vehicle hood structure can generate a moment that pushes the rear fixing portion 42 downward and rearward, starting from the front side of the reinforcement surface portion 41 of the rear fixing portion 42 when protecting pedestrians. This moment generates a rotational force that pushes the inner panel 30 downward and promotes its deformation. This can improve energy absorption.

[0092] Furthermore, in the hood structure of the vehicle according to this embodiment, the rear fixing portion 42 and the front fixing portion 45 are provided at the same position in the vehicle width direction (see FIG. Figure 2 、 Figure 4 ).

[0093] With the vehicle hood structure, the rear fixing portion 42 and the front fixing portion 45 are located at the same position in the vehicle width direction. Therefore, when protecting pedestrians, the load can be reliably transmitted to the rear fixing portion 42 , concentrating the stress on the rear fixing portion 42 .

[0094] Furthermore, in the hood structure of the vehicle according to this embodiment, the reinforcing surface portion 41 is joined to the inner panel 30 via the bent portion 42b at the rear of the reinforcing surface portion 41 (see FIG. Figure 6 、 Figure 7 ).

[0095] According to the above vehicle hood structure, the reinforcing surface 41 is provided via the bent portion 42 b in the inner panel portion whose rigidity is enhanced by the ridge line X1 . Therefore, deformation of the reinforcing surface 41 and the outer panel 10 can be suppressed under normal circumstances.

[0096] Furthermore, in the hood structure of the vehicle according to this embodiment, a plurality of the rear fixing portions 42 are provided separately in the vehicle width direction. In each of the rear fixing portions 42, the front-rear position of the bent portion 42b is kept consistent in the vehicle width direction (see FIG. Figure 4 ).

[0097] The above-described vehicle hood structure transfers load to the rear fixing portion 42 (specifically, the mounting tab 42d) via the curved portion 42b during pedestrian protection, concentrating stress near the ridgeline X1. This stabilizes the downward deformation of the inner panel 30, thereby increasing energy absorption.

[0098] In addition, in the hood structure of the vehicle according to the present embodiment, a joint seat surface 38 (see FIG. 1 ) is formed which is connected to the ridge line portion X1 of the inner panel 30 and is joined to the rear side fixing portion 42. Figure 5 ).

[0099] With the above-described vehicle hood structure, the joint seat surface 38 is connected to the ridge portion X1, so that when protecting pedestrians, the load can be reliably transferred to the ridge portion X1 via the joint seat surface 38. In other words, by connecting the joint seat surface 38 to the ridge portion X1, the load can be reliably transferred to the ridge portion X1.

[0100] Furthermore, in the hood structure of the vehicle according to the present embodiment, the ridge portion X1 has a discontinuity portion 39 at the position of the engagement seat surface 38. In the discontinuity portion 39 of the ridge portion X1, the engagement seat surface 38 is provided on the imaginary extension line of the ridge portion X1 (see FIG. Figure 5 ).

[0101] Through the engine hood structure of the above-mentioned vehicle, the load can be further effectively transferred from the joint seat surface 38 to the ridge portion X1, and the ridge portion X1 can be deformed through the reinforcement 40 when protecting pedestrians. Not only is energy absorbed by the deformation of the reinforcement 40, but energy is also absorbed by the deformation of the inner panel 30, thereby increasing the energy absorption amount.

[0102] In the correspondence between the technical scheme of the present invention and the above-mentioned embodiment, the outer panel of the present invention corresponds to the outer panel 10 of the embodiment. Similarly, the edge portion of the outer panel corresponds to the edge portion 10a, the engine compartment corresponds to the engine compartment 20, the inner panel corresponds to the inner panel 30, the upper side portion corresponds to the upper side portion 31, the connecting surface portion corresponds to the connecting surface portion 32, the lower side portion corresponds to the lower side portion 33, the joining seat surface corresponds to the joining seat surface 38, the interruption portion corresponds to the interruption portion 39, the reinforcement portion corresponds to the reinforcement portion 40, the reinforcement surface portion corresponds to the reinforcement surface portion 41, the rear side fixing portion corresponds to the rear side fixing portion 42, the front side fixing portion corresponds to the front side fixing portion 45, the bending portion corresponds to the bending portion 42b, the ridge portion corresponds to the ridge portion X1, the vertical distance between the rear side fixing portion and the reinforcement surface portion corresponds to the vertical distance L2, and the vertical distance between the front side fixing portion and the reinforcement surface portion corresponds to the vertical distance L1. The present invention is not limited to the technical scheme of the above-mentioned embodiment.

[0103] For example, the number of the rear fixing portion 42 and the front fixing portion 45 may be a plural number other than five.

[0104] Practicality

[0105] As described above, the present invention is useful for a vehicle hood structure including an outer panel forming an exterior appearance, an inner panel provided on the engine room side of the outer panel, and a reinforcement provided on the front portion of the inner panel.

[0106] Explanation of symbols

[0107] 10…Outer panel

[0108] 10a…Edge

[0109] 20…Engine room

[0110] 30…Inner plate

[0111] 31…Upper face

[0112] 32…Connecting Face

[0113] 33…lower side of face

[0114] 38…joint seat surface

[0115] 39…Interruption

[0116] 40…Reinforcement

[0117] 41… Strengthen the face

[0118] 42…Rear side fixing part

[0119] 42b…Meander

[0120] 45…Front fixing part

[0121] L1, L2…up and down distance

[0122] X1…ridgeline

Claims

1. A vehicle hood structure, characterized in that have: the outer panels that form the exterior; an inner panel provided on the engine room side of the outer panel; a reinforcement member provided at the front portion of the inner panel; The inner panel has an upper side surface portion located at the center of the outer panel, a connecting surface portion extending downward from a ridge portion located at a peripheral edge of the upper side surface portion, and a lower side surface portion extending from a peripheral end portion of the connecting surface portion toward an edge portion of the outer panel; The reinforcement member has a reinforcement surface portion engaged with the outer panel and a rear side fixing portion extending rearward from the reinforcement surface portion; In the hood structure of the vehicle, a joint seat surface is formed for joining the rear side fixing portion to the ridge portion of the inner panel; wherein the ridge portion has a discontinuity portion that is discontinuous at a position of the engagement seat surface; In the interrupted portion of the ridge portion, the engaging seat surface is provided on a virtual extension line of the ridge portion.

2. The vehicle hood structure according to claim 1, wherein: The vehicle hood structure includes a front fixing portion extending forward from the reinforcement surface portion; A vertical distance between the rear fixing portion and the reinforcing surface portion is greater than a vertical distance between the front fixing portion and the reinforcing surface portion.

3. The vehicle hood structure according to claim 2, wherein: The rear fixing portion and the front fixing portion are provided at the same position in the vehicle width direction.

4. The vehicle hood structure according to any one of claims 1 to 3, characterized in that: The reinforcing surface portion is joined to the inner panel via a bent portion at a rear portion of the reinforcing surface portion.

5. The vehicle hood structure according to claim 4, characterized in that: A plurality of the rear fixing portions are provided separately in the vehicle width direction, and in each of the rear fixing portions, the front-rear position of the bent portion is kept consistent in the vehicle width direction.

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