Vehicle hood structure

Abstract

To provide a hood structure of a vehicle that attains with high dimensionality both ensuring a flare rigidity of an outer plate of an outer panel front part and ensuring pedestrian protection performance.SOLUTION: A hood structure includes an outer panel 10 forming an appearance, an inner panel 30 disposed on a motor chamber 20 side of the outer panel 10, and a stiffener 40 disposed on a front part of the inner panel 30. The inner panel 30 includes an upper surface 31 located in the center of the outer panel 10, a coupling surface 32 extending downward from a ridge line X1 located on the circumference of the upper surface 31, and a lower surface 33 extending from the circumferential edge of the coupling surface 32 toward an edge 10a of the outer panel 10. The stiffener 40 includes a reinforcement surface 41 joined to the outer panel 10, and a rear fixture 42 extending rearward from the reinforcement surface 41. The rear fixture 42 is fixed to the vicinity of the ridge line X1.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a vehicle bonnet structure including an outer panel that forms the exterior, an inner panel provided on the engine compartment side of the outer panel, and a stiffener provided in front of the inner panel. [Background technology]

[0002] Conventionally, a vehicle bonnet structure has been known that includes an outer panel (more specifically, a bonnet outer panel) that forms the exterior, an inner panel (more specifically, a bonnet inner panel) that is provided on the engine compartment side or other side of the outer panel, and a stiffener that is provided at the front of the inner panel (Patent Document 1).

[0003] The inner panel has an upper surface portion located on the central side of the outer panel, and a connecting surface portion that extends downward from the peripheral edge of the upper surface portion and is inclined so as to be low in front and high in rear. By fixing the stiffener to the connecting surface portion of the inner panel, the stiffener ensures the rigidity of the outer panel, and when protecting a pedestrian, the upper surface of the stiffener moves downward in response to an impact load from above, absorbing energy and reducing the reaction force acting on the object that is hit.

[0004] However, for example, in vehicles with a high vehicle height, further improvement in pedestrian protection performance at the front of the bonnet is required, and the conventional structure disclosed in Patent Document 1 above leaves room for further improvement. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2020-128169 Summary of the Invention [Problem to be solved by the invention]

[0006] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle bonnet structure that can ensure both high levels of exterior paneling rigidity in the front portion of the outer panel and high levels of pedestrian protection performance. [Means for solving the problem]

[0007] The present invention provides a vehicle body comprising an outer panel that forms an exterior appearance, an inner panel provided on the motor compartment side of the outer panel, and a stiffener provided at a front portion of the inner panel, wherein the inner panel has an upper surface portion located at the center of the outer panel, a connecting surface portion extending downward from a ridge portion located at the periphery of the upper surface portion, and a lower surface portion extending from a peripheral end portion of the connecting surface portion toward the edge of the outer panel, and the stiffener has 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 is fixed near the ridge portion. A joint seating surface is formed continuously to the ridge line portion of the inner panel to join the rear fixing portion, and the ridge line portion has an interrupted portion that is interrupted at the position of the joint seating surface, and the joint seating surface is provided on an imaginary extension line of the ridge line portion at the interrupted portion of the ridge line portion. The present invention relates to a vehicle bonnet structure.

[0008] The above-mentioned prime mover compartment is an engine compartment in the case of an engine-driven vehicle, and is a motor compartment in the case of an electric vehicle. According to this invention, under normal circumstances (non-collision), the stiffener is fixed near the ridge line, so that when a downward load is generated from the outer panel, for example, when a user touches the outer panel with their hand, the supporting rigidity of the outer panel is improved and deformation of the outer panel can be suppressed.

[0009] On the other hand, when an impact load occurs during pedestrian protection, the ridge portion can be deformed via the stiffener, so not only is energy absorbed by the deformation of the stiffener, but the inner panel can also be deformed, thereby improving the amount of energy absorption. In short, it is possible to ensure both the rigidity of the outer panel at the front and the pedestrian protection performance at a high level.

[0010] Furthermore, since the joint bearing surface that joins the rear fixing portion is formed contiguous to the ridge line portion of the inner panel, and the joint bearing surface is connected to the ridge line portion, the load can be reliably transmitted to the ridge line portion via the joint bearing surface when protecting a pedestrian. In other words, by making the joint bearing surface continuous with the ridge line portion, the load can be reliably transmitted to the ridge line portion.

[0011] Furthermore, the ridge line portion has an interrupted portion at the position of the joint seating surface, and the joint seating surface is located on an imaginary extension of the ridge line portion at the interrupted portion of the ridge line portion, so that load transmission from the joint seating surface to the ridge line portion is more reliable, and when protecting a pedestrian, the ridge line portion is deformed via the stiffener, and in addition to energy absorption by deformation of the stiffener, energy absorption by deformation of the inner panel is also ensured, thereby improving the amount of energy absorption.

[0012] As an aspect of the present invention, The stiffeners mentioned above are The support member may be provided with a front fixing portion extending forward from the reinforcing surface portion, and the vertical distance between the rear fixing portion and the reinforcing surface portion may be greater than the vertical distance between the front fixing portion and the reinforcing surface portion.

[0013] With this invention, when protecting a pedestrian, a moment is generated that pushes the rear fixed part rearward and downward, starting from the front side of the reinforcing surface part of the rear fixed part, and this moment generates a rotational force that pushes the inner panel downward and promotes deformation, thereby improving the amount of energy absorption.

[0014] As an aspect of the present invention, the rear fixing portion may be provided at the same position in the vehicle width direction as the front fixing portion. According to this invention, the rear fixing portion and the front fixing portion are located at the same vehicle width direction position, so that when protecting a pedestrian, the load can be reliably transmitted to the rear fixing portion, thereby concentrating stress on the rear fixing portion.

[0015] In one embodiment of the present invention, the reinforcing surface portion is joined to the inner panel via a bent portion at the rear of the reinforcing surface portion. and fixed It may be done. According to this invention, the reinforcing surface portion is provided via the bent portion at the inner panel portion where the rigidity is increased by the ridge portion, so that deformation of the reinforcing surface portion and the outer panel under normal conditions can be suppressed.

[0016] As an aspect of the present invention, the rear fixing portions may be provided in multiple locations spaced apart in the vehicle width direction, and the bent portions of each of the multiple rear fixing portions may be formed so that the longitudinal positions of the bent portions coincide in the vehicle width direction. With this invention, when protecting a pedestrian, the load is transmitted simultaneously to the rear fixed part via the bent part, and stress is concentrated near the ridge line, thereby stably deforming the inner panel downward and improving energy absorption. [Effects of the Invention]

[0017] According to this invention, it is possible to achieve both high levels of exterior panel rigidity in the front portion of the outer panel and high levels of pedestrian protection performance. [Brief explanation of the drawings]

[0018] [Figure 1] FIG. 2 is a plan view showing the bonnet structure of the vehicle. [Figure 2] FIG. 4 is a plan view of the front majority portion of the bonnet structure with the outer panel removed. [Figure 3] FIG. 2 is a perspective view of the bonnet structure of the vehicle with the outer panel removed. [Figure 4] FIG. 3 is an enlarged plan view of a main part of FIG. 2. [Figure 5] 5 is an enlarged plan view of a main portion of the inner panel shown in FIG. 4 with the stiffener removed. [Figure 6] FIG. [Figure 7] Cross-sectional view taken along line AA in Figure 2. [Figure 8] BB line cross-sectional view of FIG. 2. DETAILED DESCRIPTION OF THE INVENTION

[0019] The objective of achieving both high levels of exterior panel rigidity at the front of the outer panel and pedestrian protection performance is achieved by a configuration comprising an outer panel that forms the exterior appearance, an inner panel provided on the engine compartment side of the outer panel, and a stiffener provided at the front of the inner panel, wherein the inner panel has an upper surface portion located at the center of the outer panel, a connecting surface portion extending downward from a ridge portion located on the periphery of the upper surface portion, and a lower surface portion extending from the peripheral end of the connecting surface portion towards the edge of the outer panel, and the stiffener has 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 is fixed in the vicinity of the ridge portion. [Example]

[0020] An embodiment of the present invention will be described in detail below with reference to the drawings. The drawings show a vehicle bonnet structure, with Figure 1 being a plan view showing the vehicle bonnet structure, Figure 2 being a plan view of the front majority of the bonnet structure with the outer panel removed, and Figure 3 being a perspective view of the vehicle bonnet structure with the outer panel removed.

[0021] 4 is an enlarged plan view of a main portion of FIG. 2, FIG. 5 is an enlarged plan view of a main portion of the inner panel shown in FIG. 4 with the stiffener removed, FIG. 6 is a perspective view of the stiffener, FIG. 7 is a cross-sectional view taken along line AA in FIG. 2, and FIG. 8 is a cross-sectional view taken along line BB in FIG. 2.

[0022] As shown in Figures 1, 7 and 8, the vehicle bonnet structure 1 comprises an outer panel 10 (more specifically, a bonnet outer panel) that forms the exterior, an inner panel 30 (more specifically, a bonnet inner panel) that is provided on the engine compartment 20 side of the outer panel 10, and a stiffener 40 that is provided in the front portion of the inner panel 30. If the vehicle is an engine-driven vehicle, the prime mover compartment 20 is set in the engine compartment, and if the vehicle is an electric vehicle, the prime mover compartment 20 is set in the motor compartment.

[0023] The outer panel 10 and inner panel 30 are integrally formed by hemming the peripheral edge of the outer panel 10, and these two panels 10, 30 are configured to cover the upper part of the engine compartment 20 from above in an openable and closable manner. In this embodiment, the front side of the hood is configured to open and close with the rear end side of the hood as a fulcrum.

[0024] The above-mentioned inner panel 30 has an upper surface portion 31 located on the central side of the outer panel 10, i.e., on the central side of the outer panel 10 in the vehicle fore-and-aft direction and vehicle width direction, a connecting surface portion 32 extending downward from a ridge portion X1 located on the peripheral edge of the upper surface portion 31, and a lower surface portion 33 extending from the peripheral end of the connecting surface portion 32 toward the edge portion 10a of the outer panel 10 (see Figure 7).

[0025] As shown in Figure 3, the upper surface portion 31 of the inner panel 30 has a front edge portion 31a extending in the vehicle width direction at the front of the upper surface portion 31, and a rear edge portion 31b extending in the vehicle width direction at the rear of the upper surface portion 31. The upper surface portion 31 also has left and right side portions 31c, 31d that connect the left and right ends of the front side portion 31a and the rear side portion 31b in the vehicle width direction in the vehicle longitudinal direction (see FIGS. 2 and 3).

[0026] Furthermore, the upper surface portion 31 has a plurality of beam portions 31e that connect the front edge portion 31a and the rear edge portion 31b in the fore-and-aft direction of the vehicle at intervals in the vehicle width direction (see Figures 2 and 3), and the upper surfaces of these beam portions 31e and the left and right side edge portions 31c, 31d are adhesively fixed to the lower surface of the outer panel 10 using an adhesive not shown.

[0027] Furthermore, a connecting piece portion 31f is provided to connect the beam portion 31e located on the far left side of the multiple beam portions 31e in the vehicle width direction to the beam portion 31e adjacent to said beam portion 31e in the vehicle width direction, and a connecting piece portion 31g is provided to connect the beam portion 31e located on the far right side of the multiple beam portions 31e in the vehicle width direction to the beam portion 31e adjacent to said beam portion 31e in the vehicle width direction.

[0028] On the other hand, as shown in Figures 3, 4, and 5, the above-mentioned connecting surface portion 32 has a plurality of weight-reducing openings 32a spaced apart in the vehicle width direction, spanning the connecting surface portion 32 and the front edge portion 31a of the upper surface portion 31.

[0029] As shown in Figures 7 and 8, the inner panel 30 has a stiffener support surface portion 37 that extends from the peripheral edge of the above-mentioned lower surface portion 33, via the front connecting surface portion 34, the intermediate surface portion 35, and the inclined surface portion 36, toward the edge portion 10a of the outer panel 10.

[0030] As shown in Figures 7 and 8, at the vehicle width central position of the inner panel 30 (position of the cross section as viewed from the arrow AA) and at an offset position close thereto (position of the cross section as viewed from the arrow BB), the above-mentioned connecting surface portion 32 is inclined in a low-front-high-rear shape with the front side low and the rear side high.

[0031] On the other hand, at the center position in the vehicle width direction (position of the cross section as viewed from the arrow AA) and at the offset position close thereto (position of the cross section as viewed from the arrow BB), the front connecting surface portion 34 and the inclined surface portion 36 are inclined in a front-high, rear-low shape, with the front side being higher and the rear side being lower (see Figures 7 and 8).

[0032] Furthermore, the front edge portion 31a, the intermediate surface portion 35, and the stiffener support surface portion 37 of the above-mentioned upper surface portion 31 are formed parallel or approximately parallel to the lower surface of the outer panel 10 at the opposing positions (see Figures 7 and 8).

[0033] As shown in Figures 4, 6 and 7, the stiffener 40 has a reinforcing surface portion 41 that is joined to the underside of the outer panel 10 using an adhesive, and a rear fixing portion 42 that extends rearward from the reinforcing surface portion 41, and the rear fixing portion 42 is fixed in the vicinity of (at a position close to) the ridge portion X1.

[0034] As a result, under normal circumstances (non-collision), the stiffener 40 is fixed near the ridge line X1, so that when a downward load is generated from the outer panel 10, for example, when a user touches the outer panel 10 with their hand, the support rigidity of the outer panel 10 is improved and deformation of the outer panel 10 is suppressed.

[0035] On the other hand, when an impact load occurs during pedestrian protection, the ridge portion X1 is deformed via the stiffener 40, thereby not only absorbing energy through the deformation of the stiffener 40 but also deforming the inner panel 30, thereby further improving the amount of energy absorption.

[0036] That is, the outer panel 10 is configured to ensure both the rigidity of the outer panel covering the front portion and the pedestrian protection performance at a high level. More specifically, the reinforcing surface portion 41 is formed in a horizontally elongated, generally rectangular shape that is long in the vehicle width direction in plan view as shown in Fig. 4, and downwardly convex beads 43, 44 are integrally formed at the front and rear of the reinforcing surface portion 41 as shown in Fig. 4, Fig. 6, and Fig. 7. These beads 43, 44 are configured to improve the rigidity of the reinforcing surface portion 41.

[0037] As shown in Figures 4 and 6, the reinforcing surface portion 41 is formed in a horizontally elongated, approximately rectangular shape when viewed in a plane, and the front, rear, and left and right side edges thereof are integrally formed with downwardly extending bent portions 41a, 41b, 41c, and 41d, respectively, and these bent portions 41a, 41b, 41c, and 41d are configured to ensure the necessary rigidity of the reinforcing surface portion 41.

[0038] 4 and 6, a plurality of the rear fixing portions 42 (five in this embodiment) are provided at intervals in the vehicle width direction. As shown in FIGS. 6 and 7, the rear fixing portion 42 includes a rear extending portion 42a extending rearward from the reinforcing surface portion 41, a downward extending portion 42c extending downward (more specifically, in the rear-downward direction) from the rear fixing portion of the rear extending portion 42a via a bent portion 42b, and an attachment piece portion 42d extending rearward and upward from the lower end of the downward extending portion 42c. The rear fixing portion 42, which is made up of these elements 42a, 42b, 42c, and 42d, is formed to extend in the front-rear direction in a plan view.

[0039] As shown in FIG. 6, a bead 42e is formed on the upper surface of the rearward extending portion 42a so as to protrude downward from the upper surface, and this bead 42e is configured to improve the rigidity of the rearward extending portion 42a.

[0040] In addition, as shown in Figure 6, a bead 42f having an inverted triangular shape in a side view is formed to connect the lower part of the downward extension part 42c, which slopes high in the front and low in the rear, with the front part of the mounting piece part 42d, which slopes low in the front and high in the rear. This bead 42f is configured to suppress deformation between the two parts 42c and 42d and ensure load transmission performance.

[0041] Here, in the fore-and-aft direction of the above-mentioned rear extension portion 42a, approximately the front half is formed in an inverted U-shape that is open at the bottom in the vehicle width direction cross section, and this inverted U-shape is configured to improve the load transmission performance to the downward extension portion 42c when protecting pedestrians.

[0042] As shown in FIGS. 4 and 6, a front fixing portion 45 extends forward from the reinforcing surface portion 41. This front fixing portion 45 is made up of a forward extending portion 45a extending forward from the reinforcing surface portion 41, a connecting portion 45b extending downward from the front end of the forward extending portion 45a, and an attachment piece portion 45c extending forward from the lower end of the connecting portion 45b, connected in an approximately Z-shape when viewed from the side.

[0043] 7, the vertical distance L2 between the mounting piece 42d of the rear fixing part 42 and the reinforcing surface part 41 is greater than the vertical distance L1 between the mounting piece 45c of the front fixing part 45 and the reinforcing surface part 41. In other words, the distances are formed so that the relationship L2>L1 holds.

[0044] In detail, the vertical distance L2 between each element 41, 42d on a normal line perpendicular to the tangent of the outer panel 10 facing the rear end of the reinforcing surface portion 41 is formed larger than the vertical distance L1 between each element 41, 45c on a normal line perpendicular to the tangent of the outer panel 10 facing the front end of the reinforcing surface portion 41.

[0045] As a result, when a pedestrian is protected, a moment is generated that pushes the rear fixing part 42 rearward and downward, starting from the front side of the reinforcing surface part 41 of the rear fixing part 42, and this moment generates a rotational force that pushes the inner panel 30 downward and deforms it, thereby improving the amount of energy absorption.

[0046] 2 and 4, a plurality of front fixing portions 45 (five in this embodiment) are provided at intervals in the vehicle width direction, extending forward from the reinforcing surface portion 41. As shown in the figures, the above-mentioned rear fixing portion 42 is provided at the same position in the vehicle width direction as the front fixing portion 45. In other words, the rear fixing portion 42 is provided at a position aligned in the front-rear direction with the front fixing portion 45 via the reinforcing surface portion 41.

[0047] In this way, by having multiple rear fixing parts 42 and multiple front fixing parts 45 at the same vehicle width direction position, the load is reliably transmitted to the rear fixing parts 42 when protecting a pedestrian, thereby concentrating stress on the rear fixing parts 42.

[0048] 7, the reinforcing surface portion 41 is joined to the inner panel 30 via a bent portion 42b at the rear of the reinforcing surface portion 41. Specifically, the reinforcing surface portion 41 is joined near the ridge line portion X1 of the inner panel 30, i.e., at a position close to the ridge line portion X1, via the rear extending portion 42a, the bent portion 42b, the downward extending portion 42c, and the mounting piece portion 42d of the rear fixing portion 42.

[0049] As a result, the reinforcing surface portion 41 is provided via the bent portion 42b in the inner panel portion whose rigidity is increased by the ridge portion X1, thereby suppressing deformation of the reinforcing surface portion 41 and the outer panel 10 under normal conditions.

[0050] As shown in Figure 4, the above-mentioned rear fixing portions 42 are provided in multiple locations spaced apart in the vehicle width direction, and are formed so that the fore-and-aft positions of the bent portions 42b in each of these multiple rear fixing portions 42 coincide or approximately coincide in the vehicle width direction.

[0051] As a result, when protecting a pedestrian, the load is transmitted simultaneously to the mounting piece portion 42d of the rear fixing portion 42 via the bent portion 42b, concentrating stress near the ridge portion X1, thereby deforming the inner panel 30 downward and improving the amount of energy absorption.

[0052] As shown in Figure 5, the inner panel 30 has a joining seat surface 38 formed continuous with the ridge portion X1 of the inner panel 30 to join the rear fixing portion 42, more specifically, the mounting piece portion 42d of the rear fixing portion 42.

[0053] As a result, the joint bearing surface 38 is connected to the ridge line portion X1, so that when protecting a pedestrian, the load is reliably transmitted to the ridge line portion X1 via the joint bearing surface 38. In other words, by making the joint bearing surface 38 continuous with the ridge line portion X1, the load is reliably transmitted to the ridge line portion X1.

[0054] In detail, as shown in FIG. 5, the ridge portion X1 has a discontinuous portion 39 that is interrupted at the position of the joint seat surface 38, and the joint seat surface 38 is provided on a virtual extension line of the ridge portion X1 at the discontinuous portion 39 of the ridge portion X1.

[0055] This ensures more reliable load transmission from the joint bearing surface 38 to the ridgeline portion X1, and when protecting a pedestrian, the ridgeline portion X1 is deformed via the stiffener 40, ensuring energy absorption by the deformation of the inner panel 30 in addition to energy absorption by the deformation of the stiffener 40, thereby improving the amount of energy absorption.

[0056] Here, the mounting piece portion 42d of the rear fixing portion 42 shown in Figure 4 is welded and fixed to the joint seat surface 38 at spot welding point SW1, which is a spot welding portion located approximately in the center of the joint seat surface 38 shown in Figure 5.

[0057] 4 is welded to the stiffener support surface portion 37 at a spot welding point SW2 located on the stiffener support surface portion 37 shown in FIG. The spot welding point SW2 located on the front side and the spot welding point SW1 located on the rear side are provided at approximately the same position in the vehicle width direction.

[0058] In Fig. 3, reference numeral 50 denotes hinge brackets provided on the left and right rear sides of the inner panel 30. Also, reference numeral 51 shown in Figs. 5 and 7 denotes a center bracket provided in the center of the front part of the inner panel 30 in the vehicle width direction. Furthermore, reference numeral 52 shown in Figs. 2 to 5 denotes side brackets provided on the left and right outer sides in the vehicle width direction in the front part of the inner panel 30. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow LE indicates the left outward direction in the vehicle width direction, arrow RI indicates the right outward direction in the vehicle width direction, and arrow UP indicates the top of the vehicle.

[0059] As described above, the vehicle bonnet structure of this embodiment comprises the outer panel 10 that forms the exterior, the inner panel 30 that is provided on the engine compartment 20 side of the outer panel 10, and the stiffener 40 that is provided on the front part of the inner panel 30, wherein the inner panel 30 has an upper surface portion 31 located on the central side of the outer panel 10, a connecting surface portion 32 that extends downward from a ridge portion X1 that is located on the periphery of the upper surface portion 31, and a lower surface portion 33 that extends from the peripheral end of the connecting surface portion 32 towards the edge portion 10a of the outer panel 10, and the stiffener 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, and the rear fixing portion 42 is fixed in the vicinity of the ridge portion X1 (see Figures 4 and 7).

[0060] According to such a vehicle bonnet structure, under normal circumstances (non-collision), the stiffener 40 is fixed near the ridge line X1, so that when a downward load is generated from the outer panel 10, for example, when a user touches the outer panel 10 with their hand, the support rigidity of the outer panel 10 is improved and deformation of the outer panel 10 can be suppressed.

[0061] On the other hand, when an impact load occurs during pedestrian protection, the ridge line portion X1 can be deformed via the stiffener 40, and therefore not only is energy absorbed by the deformation of the stiffener 40, but the inner panel 30 can also be deformed, thereby improving the amount of energy absorption. In short, it is possible to ensure both the exterior paneling rigidity of the front portion of the outer panel 10 and pedestrian protection performance at a high level.

[0062] In addition, the bonnet structure of such a vehicle is provided with a front fixing portion 45 extending forward from the reinforcing surface portion 41, and the vertical distance L2 between the rear fixing portion 42 and the reinforcing surface portion 41 is formed larger than the vertical distance L1 between the front fixing portion 45 and the reinforcing surface portion 41 (see Figure 7).

[0063] With this vehicle bonnet structure, when a pedestrian is protected, a moment is generated that pushes the rear-side fixing portion 42 rearward and downward, starting from the front side of the reinforcing surface portion 41 of the rear-side fixing portion 42, and this moment generates a rotational force that pushes the inner panel 30 downward and promotes deformation, thereby improving the amount of energy absorption.

[0064] Furthermore, in this vehicle bonnet structure, the rear fixing portion 42 is provided at the same position in the vehicle width direction as the front fixing portion 45 (see FIGS. 2 and 4). According to such a vehicle bonnet structure, the rear fixing portion 42 and the front fixing portion 45 are located at the same position in the vehicle width direction, so that when protecting a pedestrian, the load can be reliably transmitted to the rear fixing portion 42, thereby concentrating stress on the rear fixing portion 42.

[0065] Furthermore, in this vehicle bonnet structure, the reinforcing surface portion 41 is joined to the inner panel 30 via a bent portion 42b at the rear of the reinforcing surface portion 41 (see FIGS. 6 and 7). According to such a vehicle bonnet structure, the reinforcing surface portion 41 is provided via the bent portion 42b in the inner panel portion whose rigidity is increased by the ridge portion X1, so that deformation of the reinforcing surface portion 41 and the outer panel 10 under normal conditions can be suppressed.

[0066] In addition, in the bonnet structure of such a vehicle, the rear fixing portions 42 are provided in multiple locations spaced apart in the vehicle width direction, and the front-to-rear positions of the bent portions 42b in each of the multiple rear fixing portions 42 are formed so as to coincide in the vehicle width direction (see Figure 4).

[0067] With this vehicle bonnet structure, when protecting a pedestrian, the load is transmitted simultaneously to the rear fixing portion 42 (see the mounting piece portion 42d for details) via the bent portion 42b, and stress is concentrated near the ridge line portion X1, thereby stably deforming the inner panel 30 downward and improving the amount of energy absorption.

[0068] In addition, in this vehicle bonnet structure, a joint bearing surface 38 for joining the rear fixing portion 42 is formed continuously with the ridge line portion X1 of the inner panel 30 (see FIG. 5). According to such a vehicle bonnet structure, the joint bearing surface 38 is connected to the ridge line portion X1, so that when protecting a pedestrian, the load can be reliably transmitted to the ridge line portion X1 via the joint bearing surface 38. In other words, by making the joint bearing surface 38 continuous with the ridge line portion X1, the load can be reliably transmitted to the ridge line portion X1.

[0069] Furthermore, in the bonnet structure of such a vehicle, the ridge portion X1 has a discontinuous portion 39 that is interrupted at the position of the joint seating surface 38, and the joint seating surface 38 is provided on a virtual extension line of the ridge portion X1 at the discontinuous portion 39 of the ridge portion X1 (see Figure 5).

[0070] According to such a vehicle bonnet structure, the load is transmitted more reliably from the joint seating surface 38 to the ridge line portion X1, and when protecting a pedestrian, the ridge line portion X1 is deformed via the stiffener 40, and in addition to the energy absorption by the deformation of the stiffener 40, energy absorption by the deformation of the inner panel 30 is also ensured, thereby improving the amount of energy absorption.

[0071] In the configuration of this invention and the correspondence with the above-mentioned embodiment, The outer panel of the present invention corresponds to the outer panel 10 of the embodiment, Similarly, The edge of the outer panel corresponds to edge 10a, The engine room corresponds to the engine room 20; The inner panel corresponds to the inner panel 30. The upper surface corresponds to the upper surface 31, The connecting surface corresponds to the connecting surface 32, The lower surface corresponds to the lower surface 33, The joint seat corresponds to the joint seat 38; The discontinuity corresponds to discontinuity 39; The stiffener corresponds to stiffener 40. The reinforcing surface portion corresponds to the reinforcing surface portion 41, The rear fixing portion corresponds to the rear fixing portion 42, The front fixing part corresponds to the front fixing part 45, The bent portion corresponds to the bent portion 42b, The ridge line corresponds to the ridge line X1, The vertical distance between the rear fixing portion and the reinforcing surface portion corresponds to the vertical distance L2, The vertical distance between the front fixing portion and the reinforcing surface portion corresponds to the vertical distance L1. The present invention is not limited to the configurations of the above-described embodiments.

[0072] For example, the number of the rear fixing portions 42 and the front fixing portions 45 formed may be any number other than five. [Industrial Applicability]

[0073] As described above, the present invention is useful for a vehicle bonnet structure that includes an outer panel that forms the exterior appearance, an inner panel that is provided on the engine compartment side of the outer panel, and a stiffener that is provided in the front portion of the inner panel. [Explanation of symbols]

[0074] 10...Outer panel 10a...Edge 20...Motor room 30...Inner panel 31...Top part 32…Connecting surface part 33…Bottom part 38... Joint seat 39...Interrupted section 40...Stiffness 41...Reinforcement surface part 42…Rear side fixed part 42b...Bending part 45...Front fixing part L1,L2…Vertical distance X1...Ridge line

Claims

1. an outer panel that forms the exterior; an inner panel provided on the motor compartment side of the outer panel; a stiffener provided at a front portion of the inner panel, The above inner panel is an upper surface portion located on a central side of the outer panel; a connecting surface portion extending downward from a ridge portion located on the periphery of the upper surface portion; a lower surface portion extending from a peripheral edge of the connecting surface portion toward an edge of the outer panel, The above stiffener is a reinforcing surface portion joined to the outer panel; a rear fixing portion extending rearward from the reinforcing surface portion, the rear fixing portion is fixed near the ridge line portion, a joining bearing surface that joins the rear fixing portion to the ridge line portion of the inner panel is formed continuously, The ridge line portion has a discontinuous portion that is interrupted at the position of the joint seat surface, The joint bearing surface is provided on a virtual extension line of the ridge line at a discontinuous portion of the ridge line. Vehicle bonnet structure.

2. The stiffener has a front fixing portion extending forward from the reinforcing surface portion, The vertical distance between the rear fixing portion and the reinforcing surface portion is formed larger than the vertical distance between the front fixing portion and the reinforcing surface portion. The vehicle bonnet structure according to claim 1.

3. The rear fixing portion is provided at the same position as the front fixing portion in the vehicle width direction. The vehicle bonnet structure according to claim 2.

4. The reinforcing surface portion is joined and fixed to the inner panel via a bent portion at the rear of the reinforcing surface portion. The vehicle bonnet structure according to any one of claims 1 to 3.

5. The rear fixing portions are provided in a plurality of positions spaced apart in the vehicle width direction, and the bent portions of the rear fixing portions are formed so that the positions of the bent portions in the front-rear direction coincide with each other in the vehicle width direction. The vehicle bonnet structure according to claim 4.

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