JP2017185902A - Vehicular hood - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hood for a vehicle that can maintain high hood rigidity and easily deform an outer panel at the time of a collision. A vehicle hood (1) includes an outer panel (10) constituting an outer surface of the hood and an inner panel (20) provided on the back side of the outer panel (10). The inner panel 20 extends annularly along the outer periphery of the outer panel 10 and has an outer peripheral skeleton 21 having an opening 22 in the inner region, and the outer panel 10 at the opening 22 with both ends connected to the outer peripheral skeleton 21. A main skeleton 23 that is not joined to the main skeleton 23, and sub skeletons 24 and 25 that are lower in rigidity than the main skeleton 23 and that extend at the opening 22 with both ends connected to the outer peripheral skeleton 21. The sub skeletons 24 and 25 are joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23. [Selection] Figure 1

Description

  The present invention relates to a vehicle hood.

  Patent Document 1 below discloses an example of a vehicle hood (hereinafter also simply referred to as “hood”). This hood is a front hood (an engine hood in the case of a front engine vehicle) disposed on the front side of the vehicle, and includes an outer panel that forms the outer surface of the hood, and an inner panel provided on the back side of the outer panel. ing. In this hood, the outer panel is supported from the back side by an inner panel. For this reason, the hood is configured such that when a pedestrian (typically a pedestrian's head) collides with the outer panel, the outer panel deforms toward the inner panel against the supporting force of the inner panel. Yes.

Japanese Patent Laid-Open No. 2005-239092

By the way, in order to improve the protection performance with respect to a pedestrian, it is necessary to suppress the reaction force which a pedestrian receives from an outer panel small. Therefore, it is preferable to design the hood so that the outer panel can be easily deformed and the amount of deformation at the time of collision is increased. In this case, the outer panel can be easily deformed by weakening the supporting force of the outer panel by the inner panel.
However, if the supporting force by the inner panel is simply weakened, the rigidity of the outer panel and the rigidity of the entire hood (hereinafter simply referred to as “hood rigidity”) will be lowered, and it will be difficult to maintain the hood rigidity at a desired level. The problem can arise.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle hood that can maintain high hood rigidity and easily deforms an outer panel at the time of a collision.

One embodiment of the present invention provides:
A vehicle hood comprising: an outer panel constituting an outer surface of the hood; and an inner panel provided on the back side of the outer panel,
The inner panel
An outer peripheral skeleton extending annularly along the outer periphery of the outer panel and having an opening in the inner region;
A main skeleton that extends without being joined to the outer panel at the opening in a state where both ends are connected to the outer peripheral skeleton,
A sub-skeleton that is lower in rigidity than the main skeleton and extends at the opening in a state where both ends are connected to the outer peripheral skeleton;
Including
The sub skeleton is in a vehicle hood that is joined to the outer panel at a position closer to the outer panel than the main skeleton.

  In the above vehicle hood, both the main skeleton and the sub skeleton of the inner panel are connected to the outer peripheral skeleton at both ends. That is, both the main skeleton and the sub skeleton are both supported by the outer peripheral skeleton.

  While the main skeleton serves to maintain the rigidity of the entire hood, it is not joined to the outer panel, so that the load received from the deformed portion of the outer panel at the beginning of the collision with the pedestrian is small. For this reason, when a pedestrian collides with the outer panel, the deformation of the outer panel is not easily inhibited by the main skeleton of the inner panel. On the other hand, the sub skeleton is joined to the outer panel at a position closer to the outer panel than the main skeleton. For this reason, even if the main skeleton is not joined to the outer panel, the tension rigidity of the outer panel can be maintained by the sub skeleton. Therefore, distortion generated in the outer panel when the hood is closed can be reduced.

  In addition, since the outer panel is supported by the sub skeleton having lower rigidity than the main skeleton, the deformation of the outer panel at the time of collision with the pedestrian is not easily inhibited by the sub skeleton. For this reason, the reaction force which a pedestrian receives from an outer panel can be restrained small.

  Furthermore, since each of the main skeleton and the sub skeleton is supported at both ends by the outer peripheral skeleton, each skeleton can be made thinner as much as the rigidity can be increased compared to the case where the main skeleton and the sub skeleton are supported by the cantilever. The opening area of the opening can be increased (in other words, the cross-sectional area of the outer peripheral skeleton can be kept small). As a result, the outer panel can be efficiently supported by the outer peripheral skeleton having a small cross section, and the weight of the hood can be reduced.

  According to the above aspect, it is possible to provide a hood for a vehicle that can maintain high hood rigidity and easily deform the outer panel at the time of a collision.

The perspective view of the inner panel of the vehicle hood of Embodiment 1. FIG. The figure which shows the cross-sectional structure about the 1st direction of the main frame | skeleton in FIG. The figure which shows the cross-sectional structure about the 2nd direction of the 1st subskeleton in FIG. The figure which shows the cross-sectional structure about the 1st direction of the 2nd subskeleton in FIG. The elements on larger scale of the A area | region of FIG. FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 5. The figure which shows typically a mode that an outer panel deform | transforms at the time of a collision with a pedestrian in FIG. FIG. 6 is a plan view schematically showing a vehicle hood according to a second embodiment. FIG. 6 is a plan view schematically showing a vehicle hood according to a third embodiment. FIG. 6 is a plan view schematically showing a vehicle hood according to a fourth embodiment.

  In the above vehicle hood, the sub skeleton preferably includes an inclined portion that extends while inclining toward the outer panel. Thereby, it becomes difficult for the sub skeleton to stick to the outer panel at the time of a collision with a pedestrian, and the collision load received by the sub skeleton from the outer panel can be released by the inclined portion.

  In the vehicle hood, the inner panel includes, as the sub skeleton, a first sub skeleton extending in a direction intersecting the main skeleton and a second sub skeleton extending along the main skeleton. It is preferable to provide. In this case, the outer panel can be properly supported by appropriately selecting the number and arrangement of the first subframe and the second subframe according to the size and shape of the hood.

  In the vehicle hood, it is preferable that the first sub skeleton includes a concave portion that is stepped in a direction away from the outer panel, intersects the main skeleton in the concave portion, and is connected to the main skeleton. . In this case, the first sub skeleton is supported by the main skeleton in addition to the outer skeleton by being connected to the main skeleton. For this reason, the first subframe can stably receive the collision load of the outer panel.

  In the vehicle hood, it is preferable that the concave portion of the first sub skeleton forms a gap that allows deformation of the outer panel between the main skeleton and the outer panel. In this case, the gap is provided as an interference avoidance space for avoiding interference with the outer panel. Accordingly, the outer panel that is plastically deformed at the time of a collision with a pedestrian is less likely to interfere with the main skeleton due to the gap, and deformation of the outer panel is less likely to be inhibited by the main skeleton. Thereby, the area | region which can deform | transform a outer panel spreads. Further, it is rational that a gap can be formed by using the concave portion of the first sub skeleton.

  In the above vehicle hood, it is preferable that the first sub skeleton intersects the second sub skeleton and is connected to the second sub skeleton. Thereby, the first sub skeleton and the second sub skeleton support each other, and the number of sub skeletons necessary for supporting the outer panel can be reduced.

  In the above vehicle hood, it is preferable that the main skeleton is elongated in the longitudinal direction of the vehicle. Thereby, compared with the case where the main skeleton extends in the vehicle left-right direction, the length of the main skeleton can be reduced.

  In the vehicle hood described above, it is preferable that only one main skeleton is provided at the center in the vehicle left-right direction. As a result, the right and left stiffness balance of the entire hood can be adjusted while minimizing the number of main skeletons.

  In the vehicle hood described above, it is preferable that the inner skeleton of the inner panel is joined to the outer panel via a mastic adhesive. The mastic adhesive is an elastic adhesive mainly composed of synthetic rubber. Therefore, by using the mastic adhesive for joining the inner panel and the outer panel, it is possible to keep the vibration and noise of the hood low.

  Hereinafter, the vehicle hood of this embodiment will be described with reference to the drawings.

  In the drawings of this specification, unless otherwise specified, the first direction that is the hood front-rear direction is indicated by an arrow X, the second direction that is the left-right direction of the hood is indicated by an arrow Y, and the first direction and the second direction A third direction (hood thickness direction) orthogonal to both is indicated by an arrow Z.

(Embodiment 1)
As shown in FIG. 1, the vehicle hood 1 of the first embodiment (hereinafter also simply referred to as “hood 1”) includes an outer panel 10 and an inner panel 20. The hood 1 is an engine hood (front hood) configured to be able to open and close an opening of an engine room (not shown) at the front of the vehicle. The hood 1 is also referred to as a “bonnet”.

  The outer panel 10 constitutes a hood outer surface (outer design surface). The outer panel 10 is also referred to as “hood outer”. The inner panel 20 is provided so as to overlap the back side of the outer panel 10. The inner panel 20 is also referred to as “food inner”. Both the outer panel 10 and the inner panel 20 are made of a plate material.

  The inner panel 20 includes an outer peripheral skeleton 21 that extends annularly along the outer periphery of the outer panel 10. The outer peripheral skeleton 21 is joined to the back surface of the outer panel 10. The outer peripheral skeleton 21 has an opening 22 in its inner region. In this case, the outer peripheral skeleton 21 includes a front edge portion 21 a that partitions the front side of the opening portion 22, a rear edge portion 21 b that partitions the rear side of the opening portion 22, and a left edge portion 21 c that partitions the left side of the opening portion 22. And a right edge portion 21d that partitions the right side of the opening 22.

  The inner panel 20 includes a plurality of skeletons extending so as to be bridged over the openings 22 of the outer skeleton 21. The plurality of skeletons include one main skeleton 23 and a plurality of sub skeletons 24 and 25. In the present embodiment, a plurality (two in FIG. 1) of first sub-skeletons 24 and a plurality (four in FIG. 1) of second sub-skeletons 25 are provided as auxiliary sub-skeletons for the main skeleton 23. It has been.

  The main skeleton 23 is a skeleton that connects the front edge portion 21 a and the rear edge portion 21 b of the outer peripheral skeleton 21. The main skeleton 23 is long with the first direction X being the longitudinal direction of the vehicle as a longitudinal direction without being joined to the outer panel 10 at the opening 22 in a state where both end portions 23a and 23a are connected to the outer peripheral skeleton 21. It extends in the shape of a scale. In this case, the main skeleton 23 is supported at both ends by at least the outer peripheral skeleton 21. In the present embodiment, only one main skeleton 23 is provided, and the rigidity is higher than that of the sub skeletons 24 and 25.

  The first sub skeleton 24 is a skeleton that connects the left edge portion 21 c and the right edge portion 21 d of the outer peripheral skeleton 21. The first sub skeleton 24 extends in a long shape in the second direction Y at the opening 22 in a state in which both end portions 24 a and 24 a are both connected to the outer peripheral skeleton 21. The first sub skeleton 24 intersects with each of the one main skeleton 23 and the four second sub skeletons 25 and is connected to the skeleton intersected at the intersecting portion. In this case, the first sub skeleton 24 is supported at both ends by at least the outer peripheral skeleton 21.

  Like the main skeleton 23, the second sub skeleton 25 is a skeleton that connects the front edge portion 21 a and the rear edge portion 21 b of the outer peripheral skeleton 21. The second sub skeleton 25 extends in the first direction X at the opening 22 in a state where both end portions 25 a and 25 a are both connected to the outer peripheral skeleton 21. The second sub skeleton 25 intersects with each of the two first sub skeletons 24 and is connected to the intersecting skeleton at the intersection. In this case, the second sub skeleton 25 is supported at both ends by at least the outer peripheral skeleton 21.

  The sub skeletons 24 and 25 are both configured to have higher rigidity than the main skeleton 23. In order to realize this configuration, for example, the sub-skeletons 24 and 25 are configured to be lower than the main skeleton 23 (relatively lower rigidity) with respect to parameters such as skeleton width, skeleton thickness, and section modulus. .

  The sub skeletons 24 and 25 are both bonded to the back surface 10 a of the outer panel 10 through the bonding layer 11. The bonding layer 11 is preferably made of a mastic adhesive (an elastic adhesive mainly composed of synthetic rubber). The mastic adhesive is applied in the vehicle body process and cured in a paint baking furnace. The mastic adhesive increases the rigidity of the entire hood 1 and is effective in suppressing vibration and noise of the outer panel 10 and the inner panel 20 that are adherends.

  Hereinafter, further specific structures of the main skeleton 23 and the sub skeletons 24 and 25 will be described.

  As illustrated in FIG. 2, the main skeleton 23 extends with a gap 12 between the main frame 23 and the back surface 10 a of the outer panel 10. The main skeleton 23 includes inclined portions 23b and 23c and a horizontal portion 23d. The inclined portion 23 b is a portion that extends while being inclined from the front edge portion 21 a of the outer peripheral skeleton 21 toward the outer panel 10. The inclined portion 23 c is a portion that extends while being inclined from the rear edge portion 21 b of the outer peripheral skeleton 21 toward the outer panel 10. The horizontal part 23d is a part that connects the inclined part 23b and the inclined part 23c. The horizontal portion 23 d is a portion closest to the back surface 10 a of the outer panel 10 among the respective portions of the main skeleton 23.

  As shown in FIG. 3, the first sub skeleton 24 includes inclined portions 24 b and 24 c and a horizontal portion 24 d. The inclined portion 24 b is a portion that extends while being inclined from the left edge portion 21 c of the outer peripheral skeleton 21 toward the outer panel 10. The inclined portion 24 c is a portion that extends while being inclined from the right edge portion 21 d of the outer peripheral skeleton 21 toward the outer panel 10. The horizontal portion 24d is a portion that connects the inclined portion 24b and the inclined portion 24c. The horizontal portion 24d is located closest to the back surface 10a of the outer panel 10 among the portions of the first sub-skeleton 24, and is located closer to the back surface 10a of the outer panel 10 than the horizontal portion 23d of the main skeleton 23.

  The first sub skeleton 24 is bonded to the back surface 10a of the outer panel 10 via the bonding layer 11 in each of the bonding portions 26 and 27 provided in the horizontal portion 24d. That is, the first sub skeleton 24 is joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23 in the third direction Z that is the hood thickness direction. Here, the joint portion 26 is a connecting portion between the first sub skeleton 24 and the second sub skeleton 25. For this reason, the joint portion 26 is constituted by a part of the first sub skeleton 24 and a part of the second sub skeleton 25. The joint portion 27 is provided at a position closer to the main skeleton 23 than the joint portion 26 in the horizontal portion 24d.

  As shown in FIG. 4, the second sub skeleton 25 includes inclined portions 25 b and 25 c and a horizontal portion 25 d. The inclined portion 25 b is a portion that extends while being inclined from the front edge portion 21 a of the outer peripheral skeleton 21 toward the outer panel 10. The inclined portion 25 c is a portion that extends while being inclined from the rear edge portion 21 b of the outer peripheral skeleton 21 toward the outer panel 10. The horizontal part 25d is a part that connects the inclined part 25b and the inclined part 25c. The horizontal portion 25d is a position closest to the back surface 10a of the outer panel 10 among the portions of the second sub skeleton 25, and is closer to the back surface 10a of the outer panel 10 than the horizontal portion 23d of the main skeleton 23.

  The second sub skeleton 25 is bonded to the back surface 10a of the outer panel 10 through the bonding layer 11 in the bonding portion 26 provided in the horizontal portion 25d. That is, the second sub skeleton 25 is joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23 in the third direction Z that is the hood thickness direction.

  As shown in FIGS. 5 and 6, the first sub skeleton 24 includes a concave portion 28 in the horizontal portion 24 d. The recess 28 is a portion that is recessed in a step shape in a direction away from the back surface 10 a of the outer panel 10. The first sub skeleton 24 intersects with the main skeleton 23 in the recess 28 and is connected to the main skeleton 23. That is, the inner panel 20 is joined to the outer panel 10 at the first sub skeleton 24 that extends from the main skeleton 23 in a branch shape.

  The recess 28 is a part of the horizontal portion 24d of the first sub skeleton 24 and also a part of the horizontal portion 23d of the main skeleton 23, and the outer panel 10 is allowed to deform between the main skeleton 23 and the outer panel 10. The gap 12 (see FIG. 2) is formed. The gap 12 (concave portion 28) is an interference avoidance space for avoiding interference between the outer panel 10 and the main skeleton 23 by securing a certain distance between the outer panel 10 and the main skeleton 23 in the third direction Z. It is provided as.

  The main skeleton 23 includes a groove portion 23e extending along the longitudinal direction in the horizontal portion 23d. The groove 23e is formed by denting the central portion of the main skeleton 23 in a step shape. Thereby, the rigidity of the main skeleton 23 itself can be increased.

  According to said Embodiment 1, the following effects are obtained.

  In the hood 1 described above, the main skeleton 23 of the inner panel 20 functions to maintain the rigidity of the hood 1 as a whole, but is not joined to the outer panel 10 and is therefore a pedestrian (typically a pedestrian's head). The load received from the deformed portion of the outer panel 10 at the initial stage of the collision with is small. For this reason, when the pedestrian collides with the outer panel 10, the deformation of the outer panel 10 is not easily inhibited by the main skeleton 23. On the other hand, the sub skeletons 24 and 25 are both joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23. For this reason, even if the main skeleton 23 is not joined to the outer panel 10, the tension rigidity of the outer panel 10 can be maintained by the sub skeletons 24 and 25. Therefore, distortion generated in the outer panel 10 when the hood 1 is closed can be reduced.

  Further, since the outer panel 10 is supported by the sub skeletons 24 and 25 having rigidity lower than that of the main skeleton 23, the deformation of the outer panel 10 at the time of a collision with a pedestrian is hardly inhibited by the sub skeletons 24 and 25. For this reason, the reaction force which a pedestrian receives from the outer panel 10 can be restrained small.

  As a result, it is possible to provide the hood 1 that can maintain the hood rigidity high and the outer panel 10 is easily deformed at the time of collision. The “hood rigidity” here refers to the rigidity of the outer panel 10 and the rigidity of the hood 1 as a whole.

  Further, since each of the main skeleton 23 and the sub skeletons 24 and 25 of the inner panel 20 is supported at both ends by the outer peripheral skeleton 21, each skeleton can be increased to the extent that the rigidity can be increased as compared with the case where it is supported at the cantilever. The opening area of the opening 22 of the outer peripheral skeleton 21 can be increased (in other words, the cross-sectional area of the outer peripheral skeleton 21 can be reduced). As a result, the outer panel 10 can be efficiently supported by the outer peripheral skeleton 21 having a small cross section, and the weight of the hood 1 can be reduced.

  In addition, the portion of the outer skeleton 21 whose cross-sectional area is reduced is divided and arranged in a balanced manner on the entire inner panel 20 by the sub skeletons 24 and 25. For this reason, the inner panel 20 does not receive the collision load input from the outer panel 10 by the whole panel, but easily receives the collision load at a position corresponding to the input point of the collision load and deforms locally.

  Moreover, according to said hood 1, in the inner panel 20, since the 1st sub skeleton 24 is equipped with inclination part 24b, 24c and the 2nd sub skeleton 25 is provided with inclination part 25b, 25c, at the time of a collision with a pedestrian The sub skeletons 24 and 25 are less likely to be stretched against the outer panel 10, and the collision load received by the sub skeletons 24 and 25 from the outer panel 10 can be released by these inclined portions 24b, 24c, 25b and 25c.

  Further, according to the hood 1 described above, the outer panel 10 can be appropriately supported by appropriately combining the first sub skeleton 24 and the second sub skeleton 25 in accordance with the size, shape, and the like of the hood 1. Become.

  Further, according to the hood 1 described above, since the first sub skeleton 24 is connected to the main skeleton 23 and supported by the main skeleton 23 in addition to the outer peripheral skeleton 21, the collision load of the outer panel 10 is reduced to the first sub skeleton 21. The skeleton 24 can be received stably.

  Moreover, according to said hood 1, when a pedestrian collides with the outer panel 10, as shown in FIG. 7, this outer panel 10 is changed from an initial position (position shown with a dashed-two dotted line) to a deformation | transformation position (solid line). Plastic deformation to the indicated position). At this time, the outer panel 10 is unlikely to interfere with the main skeleton 23 due to the gap 12, and plastic deformation of the outer panel 10 is not easily inhibited by the main skeleton 23. Thereby, the area | region which can deform | transform the outer panel 10 spreads. Further, it is reasonable that the gap 12 can be formed by using the concave portion 28 of the first sub skeleton 24.

  Further, according to the hood 1 described above, the first sub skeleton 24 intersects with the second sub skeleton 25 and is connected to the second sub skeleton 25, so that the first sub skeleton 24 and the second sub skeleton 25 are mutually connected. It becomes a supporting relationship, and the number of sub-skeletons required for supporting the outer panel 10 can be reduced.

  Further, according to the hood 1 described above, the main skeleton 23 of the inner panel 20 extends in a long shape with the longitudinal direction of the vehicle as the longitudinal direction, so that the main skeleton 23 extends in the lateral direction of the vehicle. Thus, the length of the main skeleton 23 can be kept short.

  Further, according to the hood 1 described above, only one main skeleton 23 of the inner panel 20 is provided at the center in the left-right direction of the vehicle. The entire left and right stiffness balance can be adjusted.

  In the above-described first embodiment, the number and arrangement of the main skeleton 23 and the sub skeletons 24 and 25 can be changed, for example, as in the following second to fourth embodiments.

(Embodiment 2)
As shown in FIG. 8, the hood 101 of the second embodiment includes an outer panel 10 and an inner panel 120. When compared with the inner panel 20 in the first embodiment, the inner panel 120 is different only in the number and arrangement of the main skeletons 23. That is, the inner panel 120 includes two main skeletons 23, two first sub skeletons 24, and four second sub skeletons 25. The two main skeletons 23 extend at positions slightly off the both sides from the central portion in the second direction Y. Other configurations are the same as the configuration of the inner panel 20.

According to the hood 101 of the second embodiment, the rigidity of the hood 101 as a whole can be increased by increasing the number of main skeletons 23 compared to the case of the inner panel 20 described above.
In addition, the same effects as those of the first embodiment are obtained.

(Embodiment 3)
As shown in FIG. 9, the hood 201 of the third embodiment includes an outer panel 10 and an inner panel 220. When the inner panel 220 is compared with the inner panel 20 in the first embodiment, the first sub skeleton 24 is omitted. That is, the inner panel 220 includes one main skeleton 23 and four second sub skeletons 25, and does not include a skeleton like the first sub skeleton 24. Other configurations are the same as the configuration of the inner panel 20.

According to the hood 201 of the third embodiment, when the tension rigidity of the outer panel 10 can be reduced, the first sub skeleton 24 can be omitted to reduce the weight of the hood 201.
In addition, the same effects as those of the first embodiment are obtained.

(Embodiment 4)
As shown in FIG. 10, the hood 301 of the fourth embodiment includes an outer panel 10 and an inner panel 320. When the inner panel 320 is compared with the inner panel 20 in the first embodiment, the extending direction of the main skeleton 23 is different. That is, the inner panel 320 is configured such that one main skeleton 23 extends in the second direction Y between the two first sub skeletons 24. Other configurations are the same as the configuration of the inner panel 20.

According to the hood 301 of the fourth embodiment, the left and right rigidity balance of the hood 301 as a whole can be increased.
In addition, the same effects as those of the first embodiment are obtained.

  The present invention is not limited to the above-described exemplary embodiments, and various applications and modifications can be considered without departing from the object of the present invention. For example, the following embodiments applying the above-described embodiment can be implemented.

  In the first embodiment, the case where the first sub skeleton 24 includes the inclined portions 24b and 24c and the second sub skeleton 25 includes the inclined portions 25b and 25c is illustrated, but the inclined portions 24b and 24c and At least one of the inclined portions 25b and 25c can be omitted.

  In the first embodiment, the case where the first sub skeleton 24 intersects the main skeleton 23 and is connected to the main skeleton 23 has been exemplified, but the first sub skeleton 24 is not connected to the main skeleton 23 and the main skeleton is not connected. A structure that crosses three-dimensionally can also be adopted. Similarly, in the first embodiment, the case where the first sub skeleton 24 intersects the second sub skeleton 25 and is connected to the second sub skeleton 25 is exemplified. However, the first sub skeleton 24 is the second sub skeleton 25. A structure that sterically intersects with the second sub-skeleton 25 without being connected to 25 can also be adopted.

  If at least one of the first sub skeleton 24 and the second sub skeleton 25 is joined to the outer panel 10 at a position closer to the outer panel 10 than the main skeleton 23 as in the first to fourth embodiments, each skeleton The number and arrangement can be variously changed as necessary.

  The structure of the hood of the first to fourth embodiments can be applied not only to the engine hood but also to the structure of a lid body such as a tailgate, a door, or a trunk lid that covers other than the engine room.

1, 101, 201, 301 Hood for vehicle 10 Outer panel 11 Bonding layer 12 Gap 20, 120, 220, 320 Inner panel 21 Outer frame
22 opening 23 main skeleton 24 1st sub skeleton (sub skeleton)
24b, 24c Inclined portion 25 Second sub skeleton (sub skeleton)
25b, 25c Inclined part 26, 27 Joint part 28 Recessed part

Claims (9)

A vehicle hood comprising: an outer panel constituting an outer surface of the hood; and an inner panel provided on the back side of the outer panel,
The inner panel
An outer peripheral skeleton extending annularly along the outer periphery of the outer panel and having an opening in the inner region;
A main skeleton that extends without being joined to the outer panel at the opening in a state where both ends are connected to the outer peripheral skeleton,
A sub-skeleton that is lower in rigidity than the main skeleton and extends at the opening in a state where both ends are connected to the outer peripheral skeleton;
Including
The vehicular hood, wherein the sub skeleton is joined to the outer panel at a position closer to the outer panel than the main skeleton.   The vehicle hood according to claim 1, wherein the sub skeleton includes an inclined portion that extends while inclining toward the outer panel.   The inner panel includes, as the sub skeleton, a first sub skeleton extending in a direction intersecting the main skeleton and a second sub skeleton extending along the main skeleton. The vehicle hood as described in 1.   4. The vehicle hood according to claim 3, wherein the first sub skeleton includes a concave portion that is stepped in a direction away from the outer panel, and intersects the main skeleton in the concave portion and is connected to the main skeleton. .   5. The vehicle hood according to claim 4, wherein the concave portion of the first sub skeleton forms a gap that allows deformation of the outer panel between the main skeleton and the outer panel.   The vehicle hood according to any one of claims 3 to 5, wherein the first sub skeleton intersects the second sub skeleton and is connected to the second sub skeleton.   The hood for a vehicle according to any one of claims 1 to 6, wherein the main skeleton extends in a long shape with a longitudinal direction of the vehicle as a longitudinal direction.   The vehicle hood according to claim 7, wherein only one main skeleton is provided at a central portion in a vehicle left-right direction.   The hood for vehicles according to any one of claims 1 to 8, wherein the inner panel is joined to the outer panel via a joining layer in which the sub skeleton is made of a mastic adhesive.

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