Engine cover inner plate, engine cover and vehicle

Abstract

The invention provides an engine cover inner plate, an engine cover and a vehicle. The machine cover inner plate comprises a first plate body and a second plate body, the second plate body is arranged on the circumferential edge of the first plate body in a surrounding mode and fixedly connected with the first plate body, and the rigidity of the second plate body is larger than that of the first plate body. The second plate body comprises two end plate parts and two side plate parts, the two end plate parts are oppositely arranged in the first direction, the two side plate parts are oppositely arranged in the second direction, the two end plate parts and the two side plate parts are sequentially connected end to end in the circumferential direction of the first plate body, the first direction intersects with the second direction, and the rigidity of the end plate parts is larger than that of the side plate parts. According to the invention, the balance between the reliability of the machine cover inner plate and the pedestrian protection performance can be effectively improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly relates to an inner hood panel, an engine hood and a vehicle. Background Art

[0002] With the continuous development of the vehicle industry, people's demands for vehicles are also constantly changing. With the increasing emphasis on pedestrian protection in recent years, each manufacturer is striving to improve the pedestrian protection performance of vehicles.

[0003] When a vehicle collides with a pedestrian during driving, due to inertia, the pedestrian's head may collide with the engine hood of the vehicle. If the relative speed at the time of collision between the vehicle and the pedestrian is relatively high, the pedestrian's head will be severely injured. And the inner hood panel is the main force-bearing part of the engine hood. Therefore, the structural design of the inner hood panel has an important impact on the pedestrian protection performance of the vehicle.

[0004] Currently, the industry generally improves the pedestrian protection performance by reducing the stiffness of the inner hood panel. However, the existing inner hood panel is usually of an integral structure. Reducing the stiffness of the inner hood panel will lead to a reduction in the reliability of the inner hood panel, thereby resulting in poor safety and durability performance of the vehicle. Therefore, how to improve the balance between the reliability of the inner hood panel and the pedestrian protection performance is an urgent problem to be solved. Summary of the Invention

[0005] In view of the above problems, the present application provides an inner hood panel, an engine hood and a vehicle, which can effectively improve the balance between the reliability of the inner hood panel and the pedestrian protection performance.

[0006] In a first aspect, an embodiment of the present application provides an inner hood panel, which includes a first plate body and a second plate body. The second plate body surrounds the circumferential edge of the first plate body and is fixedly connected to the first plate body. The stiffness of the second plate body is greater than that of the first plate body. The second plate body includes two end plate parts and two side plate parts. The two end plate parts are oppositely arranged in a first direction, and the two side plate parts are oppositely arranged in a second direction. The two end plate parts and the two side plate parts are sequentially connected end to end along the circumference of the first plate body. The first direction intersects the second direction, and the stiffness of the end plate part is greater than that of the side plate part.

[0007] In some embodiments of the first aspect, the first thickness d1 of the first plate body and the second thickness d2 of the second plate body satisfy the relationship: d2 > d1.

[0008] In some embodiments of the first aspect, the first thickness d1 satisfies the relationship: 0.3 mm ≤ d1 ≤ 0.7 mm, and the second thickness d2 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1.5 mm.

[0009] In some embodiments of the first aspect, the second plate body includes two end plate portions and two side plate portions. The two end plate portions are arranged opposite to each other in the first direction, and the two side plate portions are arranged opposite to each other in the second direction. The two end plate portions and the two side plate portions are sequentially connected end to end along the circumferential direction of the first plate body, and the first direction intersects with the second direction. Wherein, each end plate portion and each side plate portion are independently formed, and the stiffness of the end plate portion is greater than that of the side plate portion.

[0010] In some embodiments of the first aspect, the third thickness d3 of the end plate portion and the fourth thickness d4 of the side plate portion satisfy the relationship: d3 > d4.

[0011] In some embodiments of the first aspect, the third thickness d3 satisfies the relationship: 0.6 mm ≤ d3 ≤ 1.5 mm, and the fourth thickness d4 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1 mm.

[0012] In some embodiments of the first aspect, the side plate portion and the first plate body partially overlap and are connected along the thickness direction of the inner panel of the engine cover to form a first connection area. The end plate portion and the first plate body partially overlap and are connected along the thickness direction of the inner panel of the engine cover to form a second connection area. The end plate portion and the side plate portion partially overlap and are connected along the thickness direction of the inner panel of the engine cover to form a third connection area. Wherein, the connection strength of the third connection area is greater than that of the second connection area, and the connection strength of the second connection area is greater than that of the first connection area.

[0013] In some embodiments of the first aspect, the first plate body includes a first connection portion for connecting with the outer panel of the engine cover, and a buffer member is arranged on the side of the first connection portion close to the outer panel of the engine cover, and / or, the second plate body includes a second connection portion for connecting with the outer panel of the engine cover, and a buffer member is arranged on the side of the second connection portion close to the outer panel of the engine cover.

[0014] In the second aspect, the present application provides an engine cover, which includes an outer panel of the engine cover and the inner panel of the engine cover provided in any embodiment of the first aspect.

[0015] In the third aspect, the present application provides a vehicle, which includes the engine cover provided in any embodiment of the second aspect.

[0016] The inner panel of the engine cover provided by the present application includes a first plate body and a second plate body. The second plate body surrounds the circumferential edge of the first plate body and is fixedly connected to the first plate body. The stiffness of the second plate body is greater than that of the first plate body. The second plate body includes two end plate portions and two side plate portions. The two end plate portions are arranged opposite to each other in the first direction, and the two side plate portions are arranged opposite to each other in the second direction. The two end plate portions and the two side plate portions are sequentially connected end to end along the circumferential direction of the first plate body, and the first direction intersects with the second direction. The stiffness of the end plate portion is greater than that of the side plate portion.

[0017] Thus, through the above technical solution, by setting the first plate body, the end plate part and the side plate part with different stiffnesses and arranging them reasonably according to different force-bearing areas of the inner hood panel, the first plate body with smaller stiffness is adopted in the area where the inner hood panel is less stressed, the second plate body with larger stiffness is adopted in the area where the inner hood panel is more stressed, and further, the side plate part with smaller stiffness is adopted in the area where the second plate body is less stressed, and the end plate part with larger stiffness is adopted in the area where the second plate body is more stressed, so that the balance between the reliability of the inner hood panel and the pedestrian protection performance can be effectively improved.

[0018] The above description is only an overview of the technical solution of the present application. In order to be able to understand the technical means of the present application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present application more obvious and understandable, the following specifically illustrates the specific embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present application. And throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0020] Figure 1 is a schematic structural diagram of an inner hood panel provided by some embodiments of the present application;

[0021] Figure 2 is Figure 1 a schematic cross-sectional structure diagram of the inner hood panel shown along A-A;

[0022] Figure 3 is Figure 1 a schematic cross-sectional structure diagram of the inner hood panel shown along B-B;

[0023] Figure 4 is Figure 1 a schematic cross-sectional structure diagram of the inner hood panel shown along C-C;

[0024] Figure 5 is Figure 1 a schematic cross-sectional structure diagram of the inner hood panel shown along D-D.

[0025] The reference numerals in the specific embodiments are as follows:

[0026] 100, inner hood panel; 200, outer hood panel;

[0027] 10. First plate body; 20. Second plate body; 21. End plate part; 211. Front end plate part; 212. Rear end plate part; 22. Side plate part; 221. Left side plate part; 222. Right side plate part; 30. First connection area; 40. Second connection area; 50. Third connection area; 60. Connecting piece; 70. Buffer piece; X. First direction; Y. Second direction. Detailed implementation manners

[0028] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0029] Unless otherwise defined, all technical and scientific terms used in the present application have the same meanings as those commonly understood by those skilled in the technical field to which the present application belongs; the terms used in the description of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "including" and "having" and any variations thereof in the description and claims of the present application and the above drawings are intended to cover non-exclusive inclusion. The terms "first", "second", etc. in the description and claims of the present application or the above drawings are used to distinguish different objects and are not used to describe a specific order or primary-secondary relationship.

[0030] Referring to "embodiments" in the present application means that specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The phrase appears in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments.

[0031] In the description of the present application, it should be noted that, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected to", and "attached to" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0032] The term "and / or" in this application merely describes the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, in this application, the character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0033] In the embodiments of this application, the same reference numerals represent the same components. For the sake of brevity, in different embodiments, the detailed description of the same components is omitted. It should be understood that the thickness, length, width, etc. of various components shown in the drawings of the embodiments of this application, as well as the overall thickness, length, width, etc. of the integrated device, are only for illustrative purposes and should not constitute any limitation to this application.

[0034] The term "a plurality of" that appears in this application refers to two or more (including two).

[0035] The term "parallel" in this application not only includes the case of absolute parallelism but also includes the case of approximately parallelism as conventionally recognized in engineering; at the same time, "perpendicular" not only includes the case of absolute perpendicularity but also includes the case of approximately perpendicularity as conventionally recognized in engineering.

[0036] To solve the problems of the prior art, the embodiments of this application provide an inner hood panel, an engine hood, and a vehicle. First, the inner hood panel provided by the embodiments of this application will be introduced below.

[0037] Figure 1 It is a schematic structural diagram of an inner hood panel provided by some embodiments of this application. Figure 2 is Figure 1 The schematic cross-sectional structure diagram of the inner hood panel shown along A-A. Figure 3 is Figure 1 The schematic cross-sectional structure diagram of the inner hood panel shown along B-B. Figure 4 is Figure 1 The schematic cross-sectional structure diagram of the inner hood panel shown along C-C. Figure 5 is Figure 1 The schematic cross-sectional structure diagram of the inner hood panel shown along D-D.

[0038] As Figures 1 to 5As shown in the figure, an embodiment of the present application provides an inner hood panel 100. The inner hood panel 100 includes a first plate body 10 and a second plate body 20. The second plate body 20 surrounds the circumferential edge of the first plate body 10 and is fixedly connected to the first plate body 10. The stiffness of the second plate body 20 is greater than that of the first plate body 10. The second plate body 20 includes two end plate portions 21 and two side plate portions 22. The two end plate portions 21 are arranged opposite to each other along the first direction X, and the two side plate portions 22 are arranged opposite to each other along the second direction Y. The two end plate portions 21 and the two side plate portions 22 are sequentially connected end to end along the circumference of the first plate body 10. The first direction X intersects with the second direction Y, and the stiffness of the end plate portion 21 is greater than that of the side plate portion 22.

[0039] Exemplarily, the inner hood panel 100 has different stress-bearing regions. Connecting components are usually arranged in the edge region of the inner hood panel 100 to realize the connection between the inner hood panel 100 and the vehicle body, so that the stress borne by the edge region of the inner hood panel 100 is greater than that of the middle region of the inner hood panel 100. In one example, the connecting component can be a hinge, and the inner hood panel 100 is connected to the vehicle body through the hinge to realize the opening and closing of the engine hood; in another example, the connecting component can be a latch, and the inner hood panel 100 is interlocked with the vehicle body through the latch to realize the locking of the engine hood. In addition, when the vehicle is impacted or struck, the impact force received by the edge region of the inner hood panel 100 will also be greater than that received by the middle region.

[0040] The second plate body 20 surrounds the circumferential edge of the first plate body 10 and is fixedly connected to the first plate body 10. That is to say, the second plate body 20 surrounds the outer periphery of the first plate body 10, so that the first plate body 10 constitutes the middle region of the inner hood panel 100, and the second plate body 20 constitutes the edge region of the inner hood panel 100. The second plate body 20 has a higher stiffness relative to the first plate body 10, so that the edge region of the inner hood panel 100 can bear greater stress and is less likely to deform when impacted, thereby improving the reliability of the inner hood panel 100. The first plate body 10 has a smaller stiffness relative to the second plate body 20, so that the middle region of the inner hood panel 100 is more likely to deform when impacted, which is beneficial to improving the pedestrian protection performance.

[0041] Optionally, the first plate body 10 can be directly connected to the second plate body 20, or can be restricted on the second plate body 20 through other components. As an example, the connection manner between the first plate body 10 and the second plate body 20 can be, but is not limited to, welding, riveting, bonding or bolt connection, etc.

[0042] Optionally, both the first plate body 10 and the second plate body 20 can be, but are not limited to, made of materials such as copper, copper alloy, iron, iron alloy, aluminum, stainless steel, or aluminum alloy. As an example, the first plate body 10 and the second plate body 20 can be made of the same material to simplify the manufacturing process and help reduce costs.

[0043] Exemplarily, the stiffness of the first plate body 10 and the second plate body 20 can be set in various ways so that the stiffness of the second plate body 20 is greater than that of the first plate body 10. Among them, it includes but is not limited to the ways of preparing the first plate body 10 and the second plate body 20 with different materials, the ways of preparing the first plate body 10 and the second plate body 20 with different thicknesses, or the ways of setting structural reinforcement members, etc.

[0044] In one example, the first plate body 10 and the second plate body 20 can be made of different materials. Among them, the first plate body 10 is made of a material with a smaller stiffness, and the second plate body 20 is made of a material with a higher stiffness so that the stiffness of the second plate body 20 is greater than that of the first plate body 10.

[0045] In another example, the first plate body 10 and the second plate body 20 can be prepared with different thicknesses. Among them, the thickness of the first plate body 10 is smaller, and the thickness of the second plate body 20 is larger so that the stiffness of the second plate body 20 is greater than that of the first plate body 10.

[0046] In yet another example, the first plate body 10 and the second plate body 20 can have the same material and thickness. By setting a structural reinforcement member on the second plate body 20, the structural reinforcement member can increase the stiffness of the second plate body 20 so that the stiffness of the second plate body 20 is greater than that of the first plate body 10. Among them, the structural reinforcement member can be, but is not limited to, a reinforcing rib or a stress relief groove, etc.

[0047] It should be noted that the present application does not limit the specific ways of adjusting the stiffness of the first plate body 10 and the second plate body 20, and can be selected according to the actual application environment.

[0048] Exemplarily, the two end plate portions 21 refer to the regions where the second plate body 20 is located at the front end and the rear end of the engine hood of the vehicle respectively, and the two side plate portions 22 refer to the regions where the second plate body 20 is located on the left side and the right side of the engine hood of the vehicle respectively. Among them, in order to more clearly illustrate the embodiments of the present application, one of the two end plate portions 21 is configured as the front end plate portion 211, and the other is configured as the rear end plate portion 212; one of the two side plate portions 22 is configured as the left side plate portion 221, and the other is configured as the right side plate portion 222.

[0049] The connecting component as described above is usually disposed on the end plate portion 21, so that the stress borne by the end plate portion 21 relative to the side plate portion 22 is greater. In one example, the connecting component may be a hinge, and the hinge is disposed on the rear end plate portion 212; in another example, the connecting component may be a latch, and the latch is disposed on the front end plate portion 211. Additionally, when the vehicle is impacted or struck, the end plate portion 21 has a higher risk of being subjected to a greater impact force relative to the side plate portion 22. The end plate portion 21 has a higher stiffness relative to the side plate portion 22, enabling the end plate portion 21 to withstand greater stress and be less likely to deform when impacted, thereby further improving the reliability of the inner hood panel 100. The side plate portion 22 has a smaller stiffness relative to the end plate portion 21, causing the side plate portion 22 to be more prone to deformation when impacted, which is beneficial for further improving the pedestrian protection performance.

[0050] Optionally, the end plate portion 21 may be directly connected to the side plate portion 22, or may be restricted to the side plate portion 22 through other components. As an example, the connection manner between the end plate portion 21 and the side plate portion 22 may be, but is not limited to, welding, riveting, bonding, or bolt connection, etc.

[0051] Optionally, both the end plate portion 21 and the side plate portion 22 may be, but are not limited to, made of materials such as copper, copper alloy, iron, iron alloy, aluminum, stainless steel, or aluminum alloy, etc. As an example, the end plate portion 21 and the side plate portion 22 may be made of the same material to simplify the manufacturing process and help reduce costs.

[0052] Exemplarily, various methods can be adopted to set the stiffness of the end plate portion 21 and the side plate portion 22 so that the stiffness of the end plate portion 21 is greater than that of the side plate portion 22, including, but not limited to, the method of preparing the end plate portion 21 and the side plate portion 22 with different materials, the method of preparing the end plate portion 21 and the side plate portion 22 with different thicknesses, or the method of setting structural reinforcement members, etc.

[0053] In one example, the end plate portion 21 and the side plate portion 22 may be made of different materials. Among them, the side plate portion 22 is made of a material with a smaller stiffness, and the end plate portion 21 is made of a material with a higher stiffness, so that the stiffness of the end plate portion 21 is greater than that of the side plate portion 22.

[0054] In another example, the end plate portion 21 and the side plate portion 22 may be prepared with different thicknesses. Among them, the thickness of the side plate portion 22 is smaller, and the thickness of the end plate portion 21 is larger, so that the stiffness of the end plate portion 21 is greater than that of the side plate portion 22.

[0055] In yet another example, the end plate portion 21 and the side plate portion 22 can be of the same material and thickness. By providing a structural reinforcement on the end plate portion 21, the structural reinforcement can improve the stiffness of the end plate portion 21 so that the stiffness of the end plate portion 21 is greater than that of the side plate portion 22. Among them, the structural reinforcement can be, but is not limited to, ribs or stress relief grooves, etc.

[0056] It should be noted that the present application does not limit the specific manner of adjusting the stiffness of the end plate portion 21 and the side plate portion 22, and can be selected according to the actual application environment.

[0057] The above technical solution arranges the first plate body 10, the end plate portion 21 and the side plate portion 22 with different stiffnesses reasonably according to different stress regions of the inner panel 100 of the engine cover. The first plate body 10 with a smaller stiffness is used in the region where the inner panel 100 of the engine cover is less stressed, and the second plate body 20 with a larger stiffness is used in the region where the inner panel 100 of the engine cover is more stressed. Further, the side plate portion 22 with a smaller stiffness is used in the region where the second plate body 20 is less stressed, and the end plate portion 21 with a larger stiffness is used in the region where the second plate body 20 is more stressed, thereby effectively improving the balance between the reliability and pedestrian protection performance of the inner panel 100 of the engine cover.

[0058] In some embodiments, the first thickness d1 of the first plate body 10 and the second thickness d2 of the second plate body 20 satisfy the relationship: d2 > d1.

[0059] By setting the first thickness d1 of the first plate body 10 and the second thickness d2 of the second plate body 20 to satisfy the above relationship, the stiffness of the second plate body 20 can be made greater than that of the first plate body 10. The above technical solution only adjusts the thicknesses of the first plate body 10 and the second plate body 20, and the process is simple, which is beneficial to reducing costs.

[0060] In some embodiments, the first thickness d1 satisfies the relationship: 0.3 mm ≤ d1 ≤ 0.7 mm, and the second thickness d2 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1.5 mm.

[0061] Exemplarily, the first thickness d1 can be, but is not limited to, 0.3 mm, 0.35 mm, 0.4 mm, 0.45 mm, 0.5 mm, 0.55 mm, 0.6 mm, 0.65 mm, 0.7 mm, etc. The second thickness d2 can be, but is not limited to, 0.5 mm, 0.55 mm, 0.6 mm, 0.65 mm, 0.7 mm, 0.75 mm, 0.8 mm, 0.85 mm, 0.9 mm, 0.95 mm, 1 mm, 1.05 mm, 1.1 mm, 1.15 mm, 1.2 mm, 1.25 mm, 1.3 mm, 1.35 mm, 1.4 mm, 1.45 mm, 1.5 mm, etc. It should be noted that when selecting the specific parameters of the first thickness d1 and the second thickness d2, it is necessary to satisfy that the first thickness d1 is less than the second thickness d2.

[0062] It can be understood that the thicker the thickness of the first plate body 10 and the second plate body 20, the greater the stiffness of the first plate body 10 and the second plate body 20, and thus the higher the reliability of the inner panel 100 of the engine hood. However, when the reliability of the inner panel 100 of the engine hood is higher, the pedestrian protection performance of the inner panel 100 of the engine hood is worse.

[0063] By setting the first thickness d1 of the first plate body 10 and the second thickness d2 of the second plate body 20 within the above ranges, the above technical solution can ensure that the stiffness of the first plate body 10 and the second plate body 20 is not too small to meet the requirements of the reliability of the inner panel 100 of the engine hood, and can also ensure that the stiffness of the first plate body 10 and the second plate body 20 is not too large to meet the requirements of the pedestrian protection performance of the inner panel 100 of the engine hood. Thus, the balance between the reliability and the pedestrian protection performance of the inner panel 100 of the engine hood can be further improved.

[0064] In some embodiments, the first plate body 10 and the second plate body 20 are independently formed respectively.

[0065] Exemplarily, the fact that the first plate body 10 and the second plate body 20 are independently formed respectively means that the first plate body 10 and the second plate body 20 are independent of each other, and the first plate body 10 and the second plate body 20 are spliced to form the inner panel 100 of the engine hood. The independent formation of the first plate body 10 and the second plate body 20 respectively is beneficial to the targeted design of the first plate body 10 and the second plate body 20, so that the stiffness of the second plate body 20 is greater than that of the first plate body 10.

[0066] By independently forming the first plate body 10 and the second plate body 20 respectively, the above technical solution can simplify the preparation difficulty of the first plate body 10 and the second plate body 20 with different stiffnesses, which is thus beneficial to reducing costs and improving the product yield.

[0067] In some embodiments, each end plate portion 21 and each side plate portion 22 are independently formed respectively.

[0068] Exemplarily, the meaning that each end plate portion 21 and each side plate portion 22 are independently formed is that among the two end plate portions 21 and the two side plate portions 22, all of them are independently formed. The two end plate portions 21 and the two side plate portions 22 are sequentially connected end to end along the circumferential direction of the first plate body 10 to form the second plate body 20. The independent formation of each end plate portion 21 and each side plate portion 22 is beneficial for the targeted design of the end plate portion 21 and the side plate portion 22, so that the stiffness of the end plate portion 21 is greater than that of the side plate portion 22.

[0069] Through the above technical solution, by independently forming each end plate portion 21 and each side plate portion 22, the preparation difficulty of the end plate portion 21 and the side plate portion 22 with different stiffnesses can be simplified, which is beneficial for reducing costs and improving the product yield.

[0070] In some embodiments, the third thickness d3 of the end plate portion 21 and the fourth thickness d4 of the side plate portion 22 satisfy the relationship: d3 > d4.

[0071] By setting the third thickness d3 of the end plate portion 21 and the fourth thickness d4 of the side plate portion 22 to satisfy the above relationship, the stiffness of the end plate portion 21 can be made greater than that of the side plate portion 22. The above technical solution only adjusts the thicknesses of the end plate portion 21 and the side plate portion 22, and the process is simple, which is beneficial for reducing costs.

[0072] In some embodiments, the third thickness d3 satisfies the relationship: 0.6 mm ≤ d3 ≤ 1.5 mm, and the fourth thickness d4 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1 mm.

[0073] Exemplarily, the third thickness d3 can be but is not limited to 0.6 mm, 0.65 mm, 0.7 mm, 0.75 mm, 0.8 mm, 0.85 mm, 0.9 mm, 0.95 mm, 1 mm, 1.05 mm, 1.1 mm, 1.15 mm, 1.2 mm, 1.25 mm, 1.3 mm, 1.35 mm, 1.4 mm, 1.45 mm, 1.5 mm, etc. The fourth thickness d4 can be but is not limited to 0.5 mm, 0.55 mm, 0.6 mm, 0.65 mm, 0.7 mm, 0.75 mm, 0.8 mm, 0.85 mm, 0.9 mm, 0.95 mm, 1 mm, etc. It should be noted that when selecting the specific parameters of the third thickness d3 and the fourth thickness d4, it is necessary to satisfy that the fourth thickness d4 is less than the third thickness d3.

[0074] It can be understood that the thicker the thicknesses of the end plate portion 21 and the side plate portion 22 are, the greater the stiffnesses of the end plate portion 21 and the side plate portion 22 are, and thus the higher the reliability of the inner panel 100 of the engine cover is. However, when the reliability of the inner panel 100 of the engine cover is higher, the pedestrian protection performance of the inner panel 100 of the engine cover is worse.

[0075] By setting the third thickness d3 of the end plate portion 21 and the fourth thickness d4 of the side plate portion 22 within the above ranges, the stiffness of the end plate portion 21 and the side plate portion 22 can be prevented from being too small to meet the reliability requirements of the inner hood panel 100, and the stiffness of the end plate portion 21 and the side plate portion 22 can also be prevented from being too large to meet the pedestrian protection performance requirements of the inner hood panel 100. Thus, the balance between the reliability and pedestrian protection performance of the inner hood panel 100 can be further improved.

[0076] In some embodiments, the side plate portion 22 partially overlaps and is connected to the first plate body 10 along the thickness direction of the inner hood panel 100 to form a first connection region 30. The end plate portion 21 partially overlaps and is connected to the first plate body 10 along the thickness direction of the inner hood panel 100 to form a second connection region 40. The end plate portion 21 partially overlaps and is connected to the side plate portion 22 along the thickness direction of the inner hood panel 100 to form a third connection region 50. Among them, the connection strength of the third connection region 50 is greater than that of the second connection region 40, and the connection strength of the second connection region 40 is greater than that of the first connection region 30.

[0077] As described above, the first plate body 10 of the inner hood panel 100 bears greater stress relative to the second plate body 20, and the end plate portion 21 of the second plate body 20 bears greater stress relative to the side plate portion 22. Thus, setting the first connection strength a1 of the first connection region 30, the second connection strength a2 of the second connection region 40, and the third connection strength a3 of the third connection region 50 to satisfy the above relationship can further improve the balance between the reliability and pedestrian protection performance of the inner hood panel 100.

[0078] Optionally, the installation position of the above connection component can be within the third connection region 50, thereby further improving the reliability of the inner hood panel 100.

[0079] Exemplarily, various methods can be adopted to set the connection strengths of the first connection region 30, the second connection region 40, and the third connection region 50, so that the connection strength of the third connection region 50 is greater than that of the second connection region 40, and the connection strength of the second connection region 40 is greater than that of the third connection region 50. Among them, it includes but is not limited to the method of adjusting the area sizes of the first connection region 30, the second connection region 40, and the third connection region 50 or the method of adjusting the number of connection members 60 in the first connection region 30, the second connection region 40, and the third connection region 50, etc.

[0080] In one example, the area of the third connection region 50 is larger than that of the second connection region 40, and the area of the second connection region 40 is larger than that of the first connection region 30, so that the connection strength of the third connection region 50 is greater than that of the second connection region 40, and the connection strength of the second connection region 40 is greater than that of the third connection region 50. It should be noted that the area of the first connection region 30 refers to the overlapping area of the side plate portion 22 and the first plate body 10 along the thickness direction of the inner hood panel 100, that is, the effective contact area between the side plate portion 22 and the first plate body 10; the area of the second connection region 40 refers to the overlapping area of the end plate portion 21 and the first plate body 10 along the thickness direction of the inner hood panel 100, that is, the effective contact area between the end plate portion 21 and the first plate body 10; the area of the third connection region 50 refers to the overlapping area of the end plate portion 21 and the side plate portion 22 along the thickness direction of the inner hood panel 100, that is, the effective contact area between the end plate portion 21 and the side plate portion 22.

[0081] In another example, connectors are provided in the first connection region, the second connection region, and the third connection region. The number of connectors provided in the third connection region is greater than the number of connectors provided in the second connection region, and the number of connectors provided in the second connection region is greater than the number of connectors provided in the first connection region.

[0082] In other words, the number of connectors 60 in the third connection region 50 is greater than the number of connectors 60 in the second connection region 40, and the number of connectors 60 in the second connection region 40 is greater than the number of connectors 60 in the first connection region 30, so that the connection strength of the third connection region 50 is greater than the connection strength of the second connection region 40, and the connection strength of the second connection region 40 is greater than the connection strength of the third connection region 50. It should be noted that the more the number of connectors 60, the greater the connection force provided by them.

[0083] Optionally, the connector 60 can be, but is not limited to, solder joints, bolts, or rivets, etc.

[0084] In some embodiments, the end plate portion 21 is welded to the first plate body 10, the side plate portion 22 is welded to the first plate body 10, and the end plate portion 21 is welded to the side plate portion 22. The connector 60 is a solder joint. The welding connection method has simple process and reliable connection, which is beneficial to cost reduction.

[0085] In some embodiments, the end plate portion 21 is bolted to the first plate body 10, the side plate portion 22 is bolted to the first plate body 10, and the end plate portion 21 is bolted to the side plate portion 22. The connector 60 is a bolt. The bolt connection method is convenient for installation and disassembly. When there is a deviation during the connection process, the bolt can be easily disassembled and corrected, which is beneficial to improving the product yield.

[0086] In some embodiments, the first plate body 10 includes a first connection portion for connecting with the outer engine hood panel 200, and a buffer member 70 is provided on a side of the first connection portion close to the outer engine hood panel 200.

[0087] Exemplarily, the first plate body 10 is fixedly connected to the outer engine hood panel 200 through the first connection portion. The buffer member 70 is disposed between the first connection portion and the outer engine hood panel 200. The buffer member 70 has elasticity. On the one hand, in the case where the engine hood is impacted or struck, the buffer member 70 can reduce the impact force of the outer engine hood panel 200 on the inner engine hood panel 100; on the other hand, the buffer member 70 can support the outer engine hood panel 200 to reduce the risk of the outer engine hood panel 200 being dented.

[0088] Optionally, the first connection portion can be directly connected to the outer engine hood panel 200, or can be restricted on the outer engine hood panel 200 through other components. As an example, the connection manner between the first connection portion and the outer engine hood panel 200 can be, but is not limited to, welding, riveting, bonding or bolt connection, etc.

[0089] Optionally, the first plate body 10 can be bent by itself to form the first connection portion. On the one hand, there is no need to connect the first plate body 10 and the first connection portion through an additional connection process, which simplifies the manufacturing process flow. At the same time, compared with connecting the first plate body 10 and the first connection portion through an additional connection process, the first plate body 10 and the first connection portion in an integrated structure have higher connection firmness.

[0090] Optionally, the buffer member 70 can be directly connected to the first connection portion, or can be restricted on the first connection portion through other components.

[0091] Optionally, the buffer member 70 can be made of, but is not limited to, materials such as resin or rubber. As an example, the buffer member 70 can be an expansion adhesive.

[0092] In some embodiments, the second plate body 20 includes a second connection portion for connecting with the outer engine hood panel 200, and a buffer member 70 is provided on a side of the second connection portion close to the outer engine hood panel 200. It can be understood that the second connection portion has the same structural principle as the first connection portion. For the specific details of the second connection portion, reference can be made to the corresponding part of the first connection portion described in the embodiments of the present application above. For the sake of brevity, it will not be elaborated here.

[0093] According to some embodiments of the present application, the present application further provides an engine hood, including an outer engine hood panel 200 and an inner engine hood panel 100 of any of the above solutions, and the inner engine hood panel 100 is connected to the outer engine hood panel 200.

[0094] It is understandable that the engine hood includes the inner hood panel 100 provided by the embodiments of the present application. For the specific details of the inner hood panel 100, reference can be made to the corresponding parts of the inner hood panel 100 described in the above embodiments of the present application. For the sake of brevity, it will not be repeated here.

[0095] According to some embodiments of the present application, the present application also provides a vehicle, including the engine hood of any of the above solutions.

[0096] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0097] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be covered by the scope of the claims and the specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. An inner hood panel, characterized in that, it includes: a first plate body; a second plate body, surrounding the circumferential edge of the first plate body and fixedly connected to the first plate body, the stiffness of the second plate body being greater than that of the first plate body, the second plate body includes two end plate portions and two side plate portions, the two end plate portions are oppositely arranged in a first direction, the two side plate portions are oppositely arranged in a second direction, the two end plate portions and the two side plate portions are sequentially connected end to end along the circumference of the first plate body, the first direction intersects the second direction, and the stiffness of the end plate portion is greater than that of the side plate portion.

2. The inner hood panel according to claim 1, characterized in that, the first thickness d1 of the first plate body and the second thickness d2 of the second plate body satisfy the relationship: d2 > d1.

3. The inner hood panel according to claim 2, characterized in that, the first thickness d1 satisfies the relationship: 0.3 mm ≤ d1 ≤ 0.7 mm, and the second thickness d2 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1.5 mm.

4. The inner hood panel according to claim 1, characterized in that, the first plate body and the second plate body are respectively formed independently; and / or, each of the end plate portions and each of the side plate portions are respectively formed independently.

5. The inner hood panel according to claim 1, characterized in that, the third thickness d3 of the end plate portion and the fourth thickness d4 of the side plate portion satisfy the relationship: d3 > d4.

6. The inner hood panel according to claim 5, characterized in that, the third thickness d3 satisfies the relationship: 0.6 mm ≤ d3 ≤ 1.5 mm, and the fourth thickness d4 satisfies the relationship: 0.5 mm ≤ d2 ≤ 1 mm.

7. The inner hood panel according to claim 1, characterized in that, the side plate portion and the first plate body partially overlap and are connected in the thickness direction of the inner hood panel to form a first connection area; the end plate portion and the first plate body partially overlap and are connected in the thickness direction of the inner hood panel to form a second connection area; the end plate portion and the side plate portion partially overlap and are connected in the thickness direction of the inner hood panel to form a third connection area; wherein, the connection strength of the third connection area is greater than that of the second connection area, and the connection strength of the second connection area is greater than that of the first connection area.

8. The inner hood panel according to claim 7, characterized in that, the first connection area, the second connection area and the third connection area are all provided with connecting pieces; the number of the connecting pieces provided in the third connection area is greater than the number of the connecting pieces provided in the second connection area, and the number of the connecting pieces provided in the second connection area is greater than the number of the connecting pieces provided in the first connection area.

9. The inner hood panel according to claim 1, characterized in that, the side plate portion is welded to the first plate body, the end plate portion is welded to the first plate body, and the end plate portion is welded to the side plate portion.

10. The inner hood panel according to claim 1, characterized in that, The first plate body includes a first connecting portion for connecting with the outer engine hood panel, and a buffer member is arranged on a side of the first connecting portion close to the outer engine hood panel, and / or, The second plate body includes a second connecting portion for connecting with the outer engine hood panel, and a buffer member is arranged on a side of the second connecting portion close to the outer engine hood panel.

11. An engine hood, Characterized in that, It includes: An outer engine hood panel; The inner engine hood panel according to any one of claims 1-10, and the inner engine hood panel is connected to the outer engine hood panel.

12. A vehicle, Characterized in that, It includes the engine hood according to claim 11.

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