Vehicle hood structure

Abstract

To provide a vehicle hood structure which can achieve rigidity of a fin and impact absorption.SOLUTION: (i) A standing wall 38 for supporting a fin body 33 from below is provided. Therefore, when air flows and a user touches a fin 30, deformation of the fin body 33 can be suppressed, and item rigidity of the fin 30 can be secured. (ii) Since the fin body 33 has a split structure composed of a fin outer 34 and a fin inner 35, the fin body 33 is easily damaged. Since a non-continuous part 41 that is non-continuous in a circumferential direction is provided on an outer peripheral surface 38b of the standing wall 38 for supporting the fin body 33 from below, the standing wall 38 is easily damaged. Therefore, when a collision body H collides with the fin 30 from above, both the fin body 33 and the standing wall 38 are damaged to absorb collision energy.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a vehicle hood structure in which fins are arranged at openings in a hood. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 61-009380 discloses a technique for improving aerodynamic performance by providing a rotatable air outflow plate on the hood (bonnet) of a vehicle.

[0003] Incidentally, it is also conceivable to provide an opening in the hood of a vehicle and place fins in the opening to straighten the airflow passing through the opening. In this case, the fins themselves need to have rigidity (rigidity sufficient to prevent deformation when air flows through them or when a user touches them) and also need to have the ability to absorb impact when an impacting object strikes from above, so a structure that achieves both rigidity and impact absorption is required. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 61-009380 Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to provide a vehicle hood structure that can achieve both fin rigidity and impact absorption. [Means for solving the problem]

[0006] The present invention which achieves the above object is as follows. (1) A vehicle hood structure having an opening in a hood and a fin disposed in the opening, The fin has a fin body and a standing wall that supports the fin body from below, The fin body is provided to extend in the vehicle width direction and has a divided structure including a fin outer and a fin inner disposed below the fin outer, The upright wall is provided to extend in the up-down direction, and a discontinuous portion that is discontinuous in the circumferential direction is provided on an outer peripheral surface of the upright wall in a cross-sectional view. (2) The vehicle hood structure according to (1), wherein the fin body has a hollow shape having a hollow portion therein. (3) A vehicle hood structure as described in (2), wherein either the fin outer or the fin inner is provided with a step portion having a step opposing surface extending toward the hollow portion in a cross-sectional view of the fin body and opposing the other end portion of the fin outer and the fin inner, and a step back side surface located on the hollow portion side of the other end portion. (4) The vehicle hood structure according to any one of (1) to (3), in which a parting portion between the fin outer and the fin inner is provided on a lower surface of the fin main body. (5) The vehicle hood structure according to any one of (1) to (4), wherein the standing wall has a hollow shape having a hollow portion therein. (6) The standing wall has a first side wall constituting one side wall of the standing wall and a second side wall constituting the other side wall of the standing wall, the first sidewall has a first outer ply and a first inner ply disposed on a side of the first outer ply facing the second sidewall and fixed to the first outer ply; the second side wall has a second outer ply and a second inner ply disposed on a side of the second outer ply facing the first side wall and fixed to the second outer ply; the first inner ply and the second inner ply are secured to one another; The vehicle hood structure according to any one of (1) to (5), wherein the discontinuous portion is provided by not fixing the first outer ply and the second outer ply to each other. (7) The vehicle hood structure according to (6), wherein the discontinuous portion is sealed from a hollow portion side of the standing wall by the first inner ply and / or the second inner ply. Effect of the Invention

[0007] According to the vehicle hood structure of (1) above, the following effects can be obtained. (i) Since a vertical wall is provided that supports the fin body from below, deformation of the fin when air flows, when a user touches the fin, etc. can be prevented, and the rigidity of the fin itself can be ensured. (ii) Because the fin body has a divided structure consisting of a fin outer and a fin inner, stress concentration occurs at the divided portion when a collision load acts from above, making the fin body more likely to break than when the fin body does not have a divided structure. Also, because a discontinuous portion that is discontinuous in the circumferential direction is provided on the outer peripheral surface of the standing wall that supports the fin body from below, stress concentration occurs at the discontinuous portion when a collision load acts from above, making the standing wall more likely to break than when the standing wall does not have a discontinuous portion. Therefore, when an impacting object collides with the fin from above, both the fin body and the standing wall are damaged, making it possible to absorb the collision energy (EA). The above (i) and (ii) make it possible to achieve both fin rigidity and shock absorption.

[0008] According to the vehicle hood structure of (2) above, the fin body has a hollow shape with a hollow portion inside, so that the fin body is more likely to be damaged when a collision load acts from above than if the fin body had a solid shape, and the fin body can effectively absorb collision energy.

[0009] According to the vehicle hood structure of (3) above, since the step portion is provided, it is possible to prevent a step from being formed at the parting portion between the fin outer and the fin inner, and therefore it is possible to prevent the air flow (wind flow) flowing through the fin main body from being disturbed by the fin main body.

[0010] According to the vehicle hood structure of (4) above, the parting portion between the fin outer and the fin inner is provided on the underside of the fin body, making the parting portion between the fin outer and the fin inner less visible from outside the vehicle, thereby improving the design of the fin.

[0011] According to the vehicle hood structure of (5) above, the vertical wall has a hollow shape having a hollow portion inside, so that the vertical wall is more likely to be damaged when a collision load acts on it from above than if the vertical wall had a solid shape, and the vertical wall can effectively absorb collision energy.

[0012] According to the vehicle hood structure of (6) above, the first side wall of the vertical wall has a first outer ply and a first inner ply, and the second side wall has a second outer ply and a second inner ply, and the first inner ply and the second inner ply are fixed to each other. Therefore, the first and second side walls can be fixed to each other, and deformation of the vertical wall can be suppressed when air flows, when a user touches the fin, etc.

[0013] Furthermore, since the discontinuous portion is provided by not fixing the first outer ply and the second outer ply to each other, the discontinuous portion can be provided relatively easily.

[0014] According to the vehicle hood structure of (7) above, the discontinuous portion is blocked from the hollow portion side of the vertical wall by the first inner ply and / or the second inner ply, so that even if a discontinuous portion is provided in the vertical wall, air (wind) can be prevented from flowing into the hollow portion of the vertical wall. [Brief description of the drawings]

[0015] [Figure 1] 1 is a schematic plan view of a front part of a vehicle to which a vehicle hood structure according to an embodiment of the present invention is applied. [Diagram 2] FIG. 2 is a schematic plan view of the duct in FIG. [Diagram 3] 1 is a cross-sectional view of a front portion of a vehicle to which a vehicle hood structure according to an embodiment of the present invention is applied. [Figure 4] 1 is an enlarged perspective view of a front part of a vehicle in which a vehicle hood structure according to an embodiment of the present invention is used, with the hood omitted; [Diagram 5] 1 is an enlarged perspective view of a front part of a vehicle in which a vehicle hood structure according to an embodiment of the present invention is used, with the hood and fin body omitted; [Figure 6] 2 is an enlarged cross-sectional view of a fin body in the vehicle hood structure according to the embodiment of the present invention. FIG. [Figure 7] 2 is an enlarged cross-sectional view of a vertical wall in the vehicle hood structure according to the embodiment of the present invention. FIG. [Figure 8] 6 is an enlarged cross-sectional view showing a modified example of the standing wall in the vehicle hood structure according to the embodiment of the present invention. FIG. [Figure 9] 2 is an enlarged cross-sectional view taken along line AA in FIG. 1 immediately before impact with the impactor. [Figure 10] 2 is an enlarged cross-sectional view taken along line AA in FIG. 1 in a state in which the fin body has been damaged by the impactor. FIG. [Figure 11] 2 is an enlarged cross-sectional view taken along line AA in FIG. 1 in a state in which the impactor has struck and damaged not only the fin body but also the standing wall. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle hood structure according to an embodiment of the present invention will now be described with reference to the drawings. In the drawings, UP indicates the upper side of the vehicle, OUT indicates the outer side in the width direction of the vehicle, and FR indicates the front side of the vehicle.

[0017] As shown in FIG. 1, a vehicle hood structure 10 according to an embodiment of the present invention has a structure in which an opening (hood opening) 21 is provided in a hood 20, and a fin 30 is disposed in the opening 21.

[0018] The hood 20 covers from above a front compartment 60, which is a space located at the front of the vehicle V and in which a radiator 61 and the like are housed. A front bumper 62 is disposed on the vehicle front side of the front compartment 60. As shown in FIG. 3, an upper end 62a of the front bumper 62 is fixed to a bumper reinforcement 67 extending in the vehicle width direction by using a bumper retainer 62b. A grill 63 is provided in the vertical middle of the front bumper 62, and air (wind) from the front of the vehicle flows into the front compartment 60 through the grill 63. An undercover 65 is provided below the front compartment 60. The undercover 65 is provided so as to extend from a lower end 62c of the front bumper 62 toward the rear of the vehicle.

[0019] Hood 20 is made of, but is not particularly limited to, CFRP (Carbon Fiber Reinforced Plastics), for example. Opening 21 is provided at a vehicle front-rear direction middle part and vehicle width direction middle part of hood 20, penetrating hood 20 in the up-down direction. Air that flows into front compartment 60 from the front of the vehicle through grill 63 flows inside front compartment 60 (specifically, inside duct 70 described later) toward the rear and upward of the vehicle, and then flows out above hood 20 through opening 21.

[0020] The hood 20 may be provided with at least one hood bracket 23 extending in the vehicle width direction in order to improve the rigidity of the hood 20. Note that in the illustrated example, a total of two hood brackets 23 are provided at the end of the hood 20 on the vehicle front side and at a portion of the hood 20 rearward of the opening 21.

[0021] A duct 70 is disposed below the hood 20 within the front compartment 60. At least a portion of the duct 70 is made of CFRP. The duct 70 directs air (wind) taken in from the front of the vehicle toward the rear and upward of the vehicle. As shown in Fig. 2, the duct 70 has an inlet 71 that takes in air that has flowed into the front compartment 60 from the grill 63, and an outlet 72 through which air that has passed through the interior is discharged.

[0022] In a plan view, the duct 70 has a center duct portion 70a extending in the fore-and-aft direction of the vehicle at or near the center of the front compartment 60 in the vehicle width direction, and a pair of side duct portions 70b extending in the fore-and-aft direction of the vehicle on both sides of the center duct portion 70a in the vehicle width direction within the front compartment 60.

[0023] The center duct portion 70a and the pair of side duct portions 70b may each be configured as one component or multiple components. The inlet 71 is provided at the upstream end (vehicle front end) of each of the center duct portion 70a and the pair of side duct portions 70b in the air flow direction. Therefore, three inlets 71 are provided. Therefore, the duct 70 may be called a three-way duct or a three-way inlet duct. The center duct portion 70a and the pair of side duct portions 70b are each provided such that the inlet 71 opens to the front of the vehicle, and extend from the inlet 71 toward the rear and upward of the vehicle in a curved or bent manner.

[0024] 1, a main radiator 61a is disposed in the middle of the center duct portion 70a in the air flow direction, and is capable of exchanging heat with the air flowing through the center duct portion 70a. A sub-radiator 61b is disposed in the middle of each of the pair of side duct portions 70b in the air flow direction, and is capable of exchanging heat with the air flowing through the side duct portions 70b.

[0025] At least a portion of the air that flows through the center duct portion 70a and passes through the main radiator 61a and the air that flows through the pair of side duct portions 70b and passes through the sub-radiator 61b join together and flow out of the duct 70 through the exhaust port 72. The exhaust port 72 is connected to the opening 21. Therefore, the duct 70 guides the air taken in from the front side of the vehicle to the opening 21.

[0026] At least the downstream end in the air flow direction of each of the pair of side duct portions 70b is an inclined portion 70b1 that is inclined toward the rear of the vehicle and toward the center duct portion 70a side (the center side in the width direction of the vehicle) in a plan view. This is to suppress the air flow that has flowed through the pair of side duct portions 70b and the air flow that has flowed through the center duct portion 70a from colliding with each other, causing the air flow to become turbulent inside the duct 70 before reaching the exhaust port 72.

[0027] A partition wall 73 is provided downstream of the main radiator 61a in the center duct portion 70a to divide the air flowing through the center duct portion 70a into two portions, left and right (in the vehicle width direction). The partition wall 73 may be formed integrally with the center duct portion 70a, or may be formed separately and fixed thereto.

[0028] The partition wall 73 is provided to extend in the vehicle front-rear direction and the up-down direction. That is, the partition wall 73 is provided to extend parallel or nearly parallel to the air flow. The length (width) of the partition wall 73 in the vehicle width direction is significantly smaller than the length (width) of the air flow path in the center duct portion 70a in the same direction. Therefore, the provision of the partition wall 73 reduces the pressure loss of the flow.

[0029] The fins 30 are provided to rectify the air passing through the opening 21. Therefore, the fins 30 may be called rectifying fins. The fins 30 suppress the air flow that flows out of the front compartment 60 and flows toward the rear of the vehicle along the upper surface of the hood 20 from separating from the vehicle V.

[0030] The fin 30 is made of, for example, CFRP, but is not particularly limited to, fin 30. As shown in Fig. 4, the fin 30 has a base 31, a fin body 33, and a standing wall 38 that supports the fin body 33 from below. However, the base 31 is not an essential component.

[0031] The base portion 31 is disposed on the partition wall 73 and fixed to the partition wall 73. The base portion 31 may be formed integrally with the partition wall 73, or may be formed separately and fixed to the partition wall 73. The base portion 31 is provided extending in the vehicle front-to-rear direction, and is fixed at the vehicle front end portion 31a to the hood 20 portion that forms the vehicle front edge portion 21a of the opening 21, and at the vehicle rear end portion 31b to the hood 20 portion that forms the vehicle rear edge portion 21b of the opening 21 (FIG. 3).

[0032] The fin body 33 is provided to extend in the vehicle width direction. The fin body 33 has a hollow shape with a hollow portion 33a inside. The fin body 33 has a hollow flat shape. The fin body 33 has a divided structure consisting of a fin outer 34 and a fin inner 35 arranged below the fin outer 34.

[0033] As shown in Fig. 6, a step portion 36 is provided on either the fin outer 34 or the fin inner 35. In the illustrated example, the step portion 36 is provided on the fin outer 34. The step portion 36 has a step facing surface 36a and a step back side surface 36b. The step facing surface 36a extends from an outer surface 34a of one of the fin outer 34 and the fin inner 35 to the hollow portion 33a side (the inner side of the fin main body 33) in a cross-sectional view of the fin main body 33 (a cross-sectional view perpendicular to the vehicle width direction), and is a surface where the other end portion 35a of the fin outer 34 and the fin inner 35 face each other in the circumferential direction in a cross-sectional view of the fin main body 33. The step back side surface 36b bends and extends from the end portion of the step opposing surface 36a on the hollow portion 33a side (the end portion on the inner side of the fin main body 33), and is a surface located on the hollow portion 33a side of the end portion 35a (the inner side of the fin main body 33).

[0034] A parting portion 37 between the fin outer 34 and the fin inner 35 (the parting portion formed by the step-facing surface 36a and the end portion 35a) is provided at a position that becomes the lower surface 33b of the fin body 33 so as to be difficult to see from outside the vehicle.

[0035] 4 and 5, the standing wall 38 (which may be called a pillar) is provided to extend in the vertical direction. The standing wall 38 is provided to extend upward from the base portion 31, and is fixed at its upper end portion to the fin body 33. The standing wall 38 may be formed integrally with the base portion 31, or may be formed separately and fixed.

[0036] The standing wall 38 is provided to support the fin body 33. Only one standing wall 38 may be provided for one fin body 33, or multiple standing walls 38 may be provided for one fin body 33. When only one standing wall 38 is provided for one fin body 33, the standing wall 38 is provided in the center of the fin body 33 in the vehicle width direction. The standing wall 38 is sized to be hidden by the fin body 33 in a plan view.

[0037] The standing wall 38 has a hollow shape with a hollow portion 38a inside. The standing wall 38 has a length in the vehicle front-rear direction greater than its length in the vehicle width direction. This is because the standing wall 38 is provided to extend parallel to the air flow, thereby reducing the pressure loss of the flow caused by the standing wall 38.

[0038] The standing wall 38 has a first side wall 39 constituting one side wall of the standing wall 38 in the vehicle width direction, and a second side wall 40 constituting the other side wall of the standing wall 38 in the vehicle width direction. As shown in Fig. 7 and Fig. 8, the first side wall 39 has a first outer ply 39a and a first inner ply 39b arranged on the second side wall 40 side of the first outer ply 39a and fixed to the first outer ply 39a. The second side wall 40 has a second outer ply 40a and a second inner ply 40b arranged on the first side wall 39 side of the second outer ply 40a and fixed to the second outer ply 40a.

[0039] The first inner ply 39b and the second inner ply 40b are fixed to each other. The hollow portion 38a is a space surrounded by the first inner ply 39b and the second inner ply 40b. An inner step portion 42 is provided in either the first inner ply 39b or the second inner ply 40b. In the illustrated example, the inner step portion 42 is provided in the second inner ply 40b. The inner step portion 42 has an inner step facing surface 42a and an inner step back side surface 42b. The inner step facing portion 42a is bent and extends from one of the outer surfaces 40b1 of the first inner ply 39b and the second inner ply 40b toward the hollow portion 38a (the inner side of the standing wall 38) in a cross-sectional view of the standing wall 38 (a cross-sectional view perpendicular to the up-down direction), and is a surface where the other end 39b1 of the first inner ply 39b and the second inner ply 40b faces each other in the circumferential direction in a cross-sectional view of the standing wall 38. The inner step back side surface 42b is bent and extends from the end portion on the hollow portion 38a side (the end portion on the inner side of the standing wall 38) of the inner step facing surface 42a, and is a surface located on the hollow portion 38a side (the inner side of the standing wall 38) of the end portion 39b1. The inner step portion 42 suppresses the occurrence of a step at the parting portion between the first inner ply 39b and the second inner ply 40b.

[0040] The first outer ply 39a and the second outer ply 40a form an outer peripheral surface (outer surface) 38b of the standing wall 38. The first outer ply 39a and the second outer ply 40a are not fixed to each other. Therefore, the standing wall 38 has a discontinuous portion 41 (a portion that is not fixed to each other in the circumferential direction) that is discontinuous in the circumferential direction on the outer peripheral surface 38b in a cross-sectional view. The first outer ply 39a and the second outer ply 40a may be in contact with each other at the discontinuous portion 41 (FIG. 7) or may be separated from each other at the discontinuous portion 41 (FIG. 8).

[0041] The discontinuous portion 41 is closed from the hollow portion 38a side of the standing wall 38 (the inner side of the standing wall 38) by the first inner ply 39b and / or the second inner ply 40b.

[0042] Both the first inner ply 39b and the second inner ply 40b may be located on the hollow portion 38a side of the discontinuous portion 41 (FIG. 7), or only one of the first inner ply 39b and the second inner ply 40b may be located (FIG. 8). When both the first inner ply 39b and the second inner ply 40b are located (FIG. 7), the hollow portion 38a side of the discontinuous portion 41 becomes two layers. In contrast, when only one of the first inner ply 39b and the second inner ply 40b is located (FIG. 8), the hollow portion 38a side of the discontinuous portion 41 becomes one layer. Therefore, the rigidity of the standing wall 38 becomes higher when both the first inner ply 39b and the second inner ply 40b are located (FIG. 7). In other words, when a discontinuous portion 41 is provided on the outer peripheral surface 38b of the standing wall 38, the rigidity of the standing wall 38 can be changed (rigidity tuning is possible) between the first inner ply 39b and the second inner ply 40b without changing the appearance.

[0043] Here, the operation and effects of the embodiment of the present invention will be described. 9 to 11, when a collision body (impactor) H collides with the fin 30 from above during a collision test, a downward load is applied to the fin 30. As a result, stress concentration occurs at the divided portions of the fin body 33, which has a divided structure, and the fin body 33 is damaged (crushed) (FIG. 10). Furthermore, at the same time as or after the fin body 33 is crushed, a downward load is also applied to the standing wall 38, and stress concentration occurs at the discontinuous portion of the standing wall 38 where the discontinuous portion 41 is provided, and the standing wall 38 is damaged (crushed) (FIG. 11).

[0044] (A)(i) Since a vertical wall 38 is provided to support the fin body 33 from below, deformation of the fin 30 when air flows, when a user touches the fin 30, etc. can be suppressed, and the rigidity of the fin 30 as a single component can be ensured. (ii) Since the fin body 33 has a divided structure consisting of the fin outer 34 and the fin inner 35, stress concentration occurs at the divided portion when a collision load acts from above, making the fin body 33 more likely to break than when the fin body 33 does not have a divided structure. Also, since the outer peripheral surface 38b of the standing wall 38 that supports the fin body 33 from below has the discontinuous portion 41 that is discontinuous in the circumferential direction, stress concentration occurs at the discontinuous portion when a collision load acts from above, making the standing wall 38 more likely to break than when the standing wall 38 does not have the discontinuous portion 41. Therefore, when a collision object H collides with the fin 30 from above, both the fin body 33 and the standing wall 38 are damaged, making it possible to absorb the collision energy (EA) and ensure the deformation stroke of the fin 30. The above (i) and (ii) allow the fin 30 to have both rigidity and shock absorption.

[0045] (B) Since the fin body 33 has a hollow shape having a hollow portion 33a inside, the fin body 33 is more likely to be damaged when a collision load acts from above than if the fin body 33 had a solid shape, and the fin body 33 can effectively absorb the collision energy.

[0046] (C) The provision of the step 36 can prevent a step from being formed at the parting portion 37 between the fin outer 34 and the fin inner 35. This can prevent the air flow (wind flow) flowing through the fin main body 33 from being disturbed by the fin main body 33.

[0047] (D) Since the parting portion 37 between the fin outer 34 and the fin inner 35 is provided on the underside 33b of the fin body 33, the parting portion 37 between the fin outer 34 and the fin inner 35 is less visible from outside the vehicle, thereby improving the design of the fin 30.

[0048] (E) Since the standing wall 38 has a hollow shape having a hollow portion 38a therein, the standing wall 38 is more likely to be damaged when a collision load acts from above than if the standing wall 38 had a solid shape, and the standing wall 38 can effectively absorb collision energy.

[0049] (F) The first side wall 39 of the standing wall 38 has a first outer ply 39a and a first inner ply 39b, and the second side wall 40 has a second outer ply 40a and a second inner ply 40b, and the first inner ply 30b and the second inner ply 40b are fixed to each other, so that the first and second side walls 39, 40 can be fixed to each other and deformation of the standing wall 38 can be suppressed when air flows, when a user touches the fin 30, etc.

[0050] (G) Since the discontinuous portion 41 is provided by not fixing the first outer ply 39a and the second outer ply 40a to each other, the discontinuous portion 41 can be provided relatively easily.

[0051] (H) Since the discontinuous portion 41 is blocked from the hollow portion 38a side of the vertical wall 38 by the first inner ply 39b and / or the second inner ply 40b when viewed in cross section of the vertical wall 38, even if the discontinuous portion 41 is provided in the vertical wall 38, the flow of air (wind) into the hollow portion 38a of the vertical wall 38 can be prevented.

[0052] (I) Since the length of the vertical wall 38 in the vehicle fore-and-aft direction is greater than the length of the vertical wall 38 in the vehicle width direction, the vertical wall 38 is less likely to block the air flow (wind flow) passing through the vertical wall 38 than when the length of the vertical wall 38 in the vehicle fore-and-aft direction is smaller than the length of the vehicle width direction, and the provision of the vertical wall 38 can reduce the flow pressure loss. [Explanation of symbols]

[0053] 10. Vehicle hood structure 20. Food 21 Aperture 30 Finn 31 Base 31a Front end of base 31b Rear end of base 33 Fin body 33a Hollow part of fin body 33b Underside of fin body 34 Finn Outer 35 Finnina 36 Step 36a Step facing surface 36b Back side of step 37 Parting 38 Standing Wall 38a Hollow part of vertical wall 38b Outer surface of vertical wall 39 First side wall 39a First outer ply 39b 1st inner ply 40 Second side wall 40a 2nd outer ply 40b 2nd inner ply 41 Discontinuous section 42 Inner step 42a Inner step facing surface 42b Back side of inner step 60 Front Compartment 61 Radiator 67 Bumper Reinforcement 70 Duct 71 Inlet 72 Outlet 73 Partition Wall H Impactor V Vehicle

Claims

1. A vehicle hood structure having an opening in a hood and a fin disposed in the opening, The fin has a fin body and a standing wall that supports the fin body from below, The fin body is provided to extend in the vehicle width direction and has a divided structure including a fin outer and a fin inner disposed below the fin outer, The upright wall is provided to extend in the up-down direction, and a discontinuous portion that is discontinuous in the circumferential direction is provided on an outer peripheral surface of the upright wall in a cross-sectional view.

2. The vehicle hood structure according to claim 1 , wherein the fin body has a hollow shape having a hollow portion therein.

3. 3. The vehicle hood structure according to claim 2, wherein either the fin outer or the fin inner is provided with a step portion having a step opposing surface extending toward the hollow portion in a cross-sectional view of the fin body and facing the other end portion of the fin outer and the fin inner, and a step back side surface located on the hollow portion side of the other end portion.

4. The vehicle hood structure according to any one of claims 1 to 3, wherein a parting portion between the fin outer and the fin inner is provided on an underside of the fin body.

5. The vehicle hood structure according to any one of claims 1 to 4, wherein the standing wall has a hollow shape having a hollow portion therein.

6. The standing wall has a first side wall constituting one side wall of the standing wall and a second side wall constituting the other side wall of the standing wall, the first sidewall has a first outer ply and a first inner ply disposed on a side of the first outer ply facing the second sidewall and fixed to the first outer ply; the second sidewall has a second outer ply and a second inner ply disposed on a side of the second outer ply facing the first sidewall and fixed to the second outer ply; the first inner ply and the second inner ply are secured to one another; The vehicle hood structure according to any one of claims 1 to 5, wherein the discontinuous portion is provided by not fixing the first outer ply and the second outer ply to each other.

7. The vehicle hood structure according to claim 6 , wherein the discontinuous portion is closed from a hollow portion side of the standing wall by the first inner ply and / or the second inner ply.

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