Patent Description:
Conventionally, the following hood structure for a vehicle has been known. The hood structure includes an outer panel (in detail, a hood outer panel) that defines external appearance, an inner panel (in detail, a hood inner panel) that is provided on a prime mover chamber side, such as an engine compartment side, of the outer panel, and a stiffener that is provided to a front portion of the inner panel (Patent document <NUM>).

The above-described inner panel includes: an upper surface section that is located on a center side of the outer panel; and a coupling surface section that extends downward from a peripheral edge end of this upper surface section and is inclined in a front-low, rear-high state.

Then, the stiffener is fixed to the coupling surface section of the above-described inner panel, so as to secure outer plate rigidity by the stiffener. Meanwhile, during pedestrian protection, an upper surface of the stiffener moves downward to absorb energy when receiving an impact load from above. In this way, it is configured to reduce a reaction force generated to a colliding object.

However, further improvement is requested for pedestrian protection performance of the hood front portion in a vehicle with a high height, for example. Therefore, there is room for further improvement in the conventional structure disclosed in above Patent document <NUM>.

<CIT> describes that a bonnet inner panel includes a central protrusion portion protruding upward in a vehicle elevational view and a rear protrusion portion located in back of the central protrusion portion, which are arranged side by side in a vehicle longitudinal direction, a deep-drawn groove is provided between the both protrusion portions to extend in a vehicle width direction, and a hinge reinforcement is provided to extend from a position beside the rear protrusion portion to a position at a rear end of the central protrusion portion, passing through beside the deep-drawn groove.

<CIT> describes that a bonnet structure of an automobile has a bonnet constituted of a bonnet outer panel and a bonnet inner panel. A bonnet stiffener provided at a tip of the bonnet inner panel is formed integrally with a stiffener main body part, a front leg part and a rear leg part.

<CIT> describes that in a bonnet for an automobile integrally forming an inner frame in an outer panel, a reinforcing plate mounted in the inner frame is bent in a Mt. Fuji shape by a front slope plate, roof plate, and a rear slope plate, and by making a slit in the top plate, it is divided into front/rear top plates, and edge reinforcing materials reinforcing respective edges are mounted in these front/rear roof plates.

In view of the above, the present invention has a purpose of providing a hood structure for a vehicle capable of simultaneously securing outer panel rigidity of a front portion of an outer panel and securing pedestrian protection performance at a high level.

The present invention provides a hood structure as defined in claim <NUM>.

In a case of an engine-driven vehicle, the above-described prime mover chamber is a compartment or an engine compartment. In a case of an electric car, the above-described prime mover chamber is a compartment or a motor chamber.

According to the present invention, during normal time (non-collision time), the stiffener is fixed to the vicinity of the ridgeline. Thus, it is possible to improve support rigidity of the outer panel and thereby prevent deformation of the outer panel, for example, when a user touches the outer panel, or the like, to apply a downward load to the outer panel.

Meanwhile, when an impact load is applied during pedestrian protection, the ridgeline can be deformed via the stiffener. Thus, it is possible to increase an energy absorption amount not only through energy absorption achieved by deformation of the stiffener but also by deformation of the inner panel.

That is, it is possible to simultaneously secure outer panel rigidity of a front portion of the outer panel and pedestrian protection performance at a high level.

An aspect of the present invention may include a front-side fixed section that extends forward from the reinforcing surface section. It may be formed such that a vertical distance between the rear-side fixed section and the reinforcing surface section is longer than a vertical distance between the front-side fixed section and the reinforcing surface section.

According to this aspect, during the pedestrian protection, moment that presses the rear-side fixed section downward and rearward is generated with a front side on the reinforcing surface section side of the rear-side fixed section being an origin, and a rotational force is generated by this moment. Thus, it is possible to promote the deformation of the inner panel by pressing the inner panel downward. Therefore, it is possible to increase the energy absorption amount.

As an aspect of the present invention, the rear-side fixed section may be provided at the same position as the front-side fixed section in a vehicle width direction.

According to this aspect, the rear-side fixed section and the front-side fixed section are present at the same position in the vehicle width direction. Therefore, it is possible to reliably transmit the load to the rear-side fixed section during the pedestrian protection, so as to concentrate stress on the rear-side fixed section.

As an aspect of the present invention, the reinforcing surface section may be joined to the inner panel via a bent section in a rear portion of the reinforcing surface section.

According to this aspect, the reinforcing surface section is provided to an inner panel portion, rigidity of which is improved by the ridgeline, via the bent section. Therefore, it is possible to prevent the deformation of the reinforcing surface section and the outer panel during the normal time.

As an aspect of the present invention, plural rear-side fixed sections may be provided. The plural rear-side fixed sections may be separated from each other in the vehicle width direction, and may be formed such that positions of the bent sections in the plural rear-side fixed sections match each other in a front-rear direction.

According to this aspect, during the pedestrian protection, it is possible to transmit the load to the rear-side fixed sections via the bent sections all at once, so as to concentrate the stress on the vicinity of the ridgeline. In this way, it is possible to increase the energy absorption amount by stably deforming the inner panel downward.

According to the present invention, the joint seating surface is connected to the ridgeline. Thus, it is possible to reliably transmit the load to the ridgeline via the joint seat surface during the pedestrian protection. In other words, it is possible to reliably transmit the load to the ridgeline by making the joint seat surface continue with the ridgeline.

According to the present invention, the load can further reliably be transmitted from the joint seat surface to the ridgeline. Thus, it is possible to deform the ridgeline via the stiffener during the pedestrian protection, secure the energy absorption by the deformation of the inner panel in addition to the energy absorption by the deformation of the stiffener, and thereby increase the energy absorption amount.

The present invention has such an effect that it is possible to simultaneously secure the outer panel rigidity of the front portion of the outer panel and the pedestrian protection performance at the high level.

A purpose of simultaneously securing the outer panel rigidity of the front portion of the outer panel and securing the pedestrian protection performance at the high level is achieved particularly by a configuration that includes: an outer panel defining external appearance; an inner panel provided on a prime mover chamber side of the outer panel; and a stiffener provided in a front portion of the inner panel, in which the inner panel has: an upper surface section located on a center side of the outer panel; a coupling surface section extending downward from a ridgeline located at a peripheral edge of the upper surface section; and a lower surface section extending from a peripheral edge end of the coupling surface section to an edge side of the outer panel, in which the stiffener has: a reinforcing surface section joined to the outer panel; and a rear-side fixed section extending rearward from the reinforcing surface section, and in which the rear-side fixed section is fixed to the vicinity of the ridgeline.

A detailed description will hereinafter be made on an embodiment of the present invention with reference to the drawings. All of the features as shown in the drawings may not necessarily be essential.

A hood structure for a vehicle or an automobile is illustrated in the drawings. <FIG> is a plan view illustrating the hood structure for a vehicle. <FIG> is a plan view of a front-half portion of the hood structure illustrated in a state where an outer panel is removed. <FIG> is a perspective view of the hood structure for a vehicle illustrated in the state where the outer panel is removed.

<FIG> is an enlarged plan view of a main section in <FIG>. <FIG> is an enlarged plan view of a main section of an inner panel in a state where a stiffener is removed from <FIG>. <FIG> is a perspective view of the stiffener. <FIG> is a cross-sectional view that is taken along arrow A-A <FIG>. <FIG> is a cross-sectional view that is taken along arrow B-B in <FIG>.

As illustrated in <FIG>, <FIG>, and <FIG>, a hood structure <NUM> for a vehicle includes an outer panel <NUM> (in detail, a hood outer panel) that defines external appearance, an inner panel <NUM> (in detail, a hood inner panel) that is provided on a prime mover chamber <NUM> side of the outer panel <NUM> (or below the outer panel <NUM>), and a stiffener <NUM> that is provided to a front portion of the inner panel <NUM>.

In the case where a vehicle is an engine-driven vehicle, the prime mover chamber <NUM> is set as an engine compartment. In the case where the vehicle is an electric car, the prime mover chamber <NUM> is set as a motor chamber.

The outer panel <NUM> and the inner panel <NUM> described above may be integrally formed by hemming a peripheral edge of the outer panel <NUM>. It is configured that both of these panels <NUM>, <NUM> cover an upper portion of the prime mover chamber <NUM> from above in an openable/closable manner. In this embodiment, it is configured that a front side of a hood is opened/closed with a rear end side of the hood being a fulcrum.

The above-described inner panel <NUM> has: an upper surface section <NUM> that is located on a center side of the outer panel <NUM>, that is, a center side in a vehicle front-rear direction and a vehicle width direction of the outer panel <NUM>; a coupling surface section <NUM> that extends downward from a ridgeline X1 located at a peripheral edge of the upper surface section <NUM>; and a lower surface section <NUM> that extends to an edge 10a side of the outer panel <NUM> from a peripheral edge end of the coupling surface section <NUM> (see <FIG>).

As illustrated in <FIG>, the upper surface section <NUM> of the inner panel <NUM> may include: a front side section 31a that extends in the vehicle width direction in a front portion of the upper surface section <NUM>; and a rear side section 31b that extends in the vehicle width direction in a rear portion of the upper surface section <NUM>.

In addition, the upper surface section <NUM> may include right and left lateral side sections 31c, 31d that respectively couple right and left ends in the vehicle width direction of the front side section 31a and the rear side section 31b in the vehicle front-rear direction (see <FIG> and <FIG>).

Furthermore, the above upper surface section <NUM> may include plural beam sections 31e that couple the front side section 31a and the rear side section 31b in the vehicle front-rear direction at spaced intervals in the vehicle width direction (see <FIG> and <FIG>). An upper surface of each of these beam sections 31e and the right and left lateral side sections 31c, 31d is fixed to a lower surface of the outer panel <NUM> by an adhesive, which is not illustrated.

Moreover, a coupling piece section 31f and a coupling piece section <NUM> may be provided. The coupling piece section 31f couples the beam section 31e, which is located on a far-left side in the vehicle width direction of the plural beam sections 31e, and the beam section 31e, which is adjacent to such a beam section 31e, in the vehicle width direction. The coupling piece section <NUM> couples the beam section 31e, which is located on a far-right side in the vehicle width direction of the plural beam sections 31e, and the beam section 31e, which is adjacent to such a beam section 31e, in the vehicle width direction.

Meanwhile, as illustrated in <FIG>, <FIG>, and <FIG>, the above-described coupling surface section <NUM> may be provided with plural openings 32a for a lightweight purpose. The plural openings 32a are provided in an area that includes the coupling surface section <NUM> and the front side section 31a of the upper surface section <NUM>, and are provided at spaced intervals in the vehicle width direction.

As illustrated in <FIG> and <FIG>, the inner panel <NUM> may have a stiffener support surface section <NUM> via a front-side coupling surface section <NUM>, an intermediate surface section <NUM>, and an inclined surface section <NUM> from a peripheral edge end of the above-described lower surface section <NUM>. The stiffener support surface section <NUM> may extend to the edge 10a side of the outer panel <NUM>.

As illustrated in <FIG> and <FIG>, at a center position in the vehicle width direction of the inner panel <NUM> (a position in the cross section that is taken along arrow A-A) and an offset position near such a position (a position in the cross section that is taken along arrow B-B), the above-described coupling surface section <NUM> is inclined in a front-low, rear-high state where the coupling surface section <NUM> is inclined downward to the front and upward to the rear.

Meanwhile, in the center position in the vehicle width direction (the position in the cross section that is taken along arrow A-A) and the offset position near such a position (a position in the cross section that is taken along arrow B-B), the above-described front-side coupling surface section <NUM> and the inclined surface section <NUM> described above may be inclined in a front-high, rear-low state where the above-described front-side coupling surface section <NUM> and the inclined surface section <NUM> are inclined upward to the front and downward to the rear (see <FIG> and <FIG>).

In addition, each of the front side section 31a of the upper surface section <NUM> described above, the intermediate surface section <NUM>, and the stiffener support surface section <NUM> may be formed to be parallel with or substantially parallel with a portion at an opposing position in the lower surface of the outer panel <NUM> (see <FIG> and <FIG>).

As illustrated in <FIG>, <FIG>, and <FIG>, the above-described stiffener <NUM> has: a reinforcing surface section <NUM> that is joined to the lower surface of the outer panel <NUM> e.g. by using the adhesive; and a rear-side fixed section <NUM> that extends rearward from this reinforcing surface section <NUM>. The above-described rear-side fixed section <NUM> is fixed to the vicinity (at a proximity position) of the above-described ridgeline X1.

In this way, during normal time (non-collision time), the stiffener <NUM> is fixed to the vicinity of the ridgeline X1. Thus, it is configured to improve support rigidity of the outer panel <NUM> and thereby prevent deformation of the outer panel <NUM>, for example, when a user touches the outer panel <NUM>, or the like, to apply a downward load to the outer panel <NUM>.

Meanwhile, when an impact load is applied during pedestrian protection, it is configured to deform the ridgeline X1 via the stiffener <NUM>, so as to further increase an energy absorption amount not only through energy absorption achieved by the deformation of the stiffener <NUM> but also by deformation of the inner panel <NUM>.

That is, it is configured to simultaneously secure outer panel rigidity of the front portion of the outer panel <NUM> and pedestrian protection performance at a high level.

In detail, in a plan view as illustrated in <FIG>, the above-described reinforcing surface section <NUM> may be formed in a substantially rectangular shape that is long in the vehicle width direction.

As illustrated in <FIG>, <FIG>, and <FIG>, beads <NUM>, <NUM>, each of which is projected downward, may be integrally formed in a front portion and a rear portion of the reinforcing surface section <NUM>, respectively. Each of these beads <NUM>, <NUM> is designed to improve rigidity of the reinforcing surface section <NUM>.

As illustrated in <FIG> and <FIG>, folded sections 41a, 41b, 41c, 41d, each of which extends downward, may be integrally formed on a front side, a rear side, and right and left lateral sides of the reinforcing surface section <NUM> that may be formed in the substantially rectangular shape and formed to be laterally elongated in the plan view. Each of these folded sections 41a, 41b, 41c, 41d is designed to secure required rigidity of the reinforcing surface section <NUM>.

In addition, as illustrated in <FIG> and <FIG>, the plural rear-side fixed sections <NUM> described above may be provided at spaced intervals in the vehicle width direction.

In this embodiment, the five rear-side fixed sections <NUM> are provided. As illustrated in <FIG> and <FIG>, the above-described rear-side fixed section <NUM> may includes: a rear extending section 42a that extends rearward from the reinforcing surface section <NUM>; a downward extending section 42c that extends downward (in detail, a rear and down direction) from a rear-side fixed section of this rear extending section 42a via a bent section 42b; and an attachment piece section 42d that extends rearward and upward from a lower end of the downward extending section 42c. The rear-side fixed section <NUM>, which includes these elements 42a, 42b, 42c, 42d, is formed to extend in the front-rear direction in the plan view.

As illustrated in <FIG>, on an upper surface of the above-described rear extending section 42a, a bead 42e is formed to be projected downward from the upper surface. In this way, it is configured to improve rigidity of the rear extending section 42a with this bead 42e.

In addition, as illustrated in <FIG>, a bead 42f may be formed in an inverted triangular shape in a side view. The bead 42f couples a lower portion of the downward extending section 42c, which is inclined in a front-high, rear-low state, and a front portion of the attachment piece section 42d, which is inclined in a front-low, rear-high state. In this way, it is configured to prevent deformation between the elements 42c, 42d with this bead 42f so as to secure load transmission performance.

Here, in the front-rear direction of the above-described rear extending section 42a, a substantially half portion on the front side is formed in an inverted U-shape that is opened downward in a cross section in the vehicle width direction. With this inverted U-shape structure, it is configured to improve the load transmission performance to the downward extending section 42c during the pedestrian protection.

As illustrated in <FIG> and <FIG>, a front-side fixed section <NUM> is provided to extend forward from the reinforcing surface section <NUM>.

This front-side fixed section <NUM> may include: a forward extending section 45a that extends forward from the reinforcing surface section <NUM>; a coupling section 45b that extends downward from a front end of the forward extending section 45a; and an attachment piece section 45c that extends forward from a lower end of the coupling section 45b. In the front-side fixed section <NUM>, the forward extending section 45a, the coupling section 45b, and attachment piece section 45c may be coupled in a substantially Z-shape in the side view.

As illustrated in <FIG>, a vertical distance L2 between the attachment piece section 42d of the above-described rear-side fixed section <NUM> and the reinforcing surface section <NUM> may be set to be longer than a vertical distance L1 between the attachment piece section 45c of the front-side fixed section <NUM> and the reinforcing surface section <NUM>. That is, it is formed to satisfy a relational expression L2 > L1.

In detail, it is formed such that the vertical distance L2 between the elements <NUM>, 42d on a normal, which is orthogonal to a tangential line of the outer panel <NUM> opposing a rear end portion of the reinforcing surface section <NUM>, is longer than the vertical distance L1 between the elements <NUM>, 45c on a normal, which is orthogonal to a tangential line of the outer panel <NUM> opposing a front end portion of the reinforcing surface section <NUM>.

In this way, it is configured that, during the pedestrian protection, moment that presses the rear-side fixed section <NUM> downward and rearward is generated with a front side on the reinforcing surface section <NUM> side of the rear-side fixed section <NUM> being an origin, a rotational force is generated by this moment to press and deform the inner panel <NUM> downward, and the energy absorption amount is thereby improved.

As illustrated in <FIG> and <FIG>, the plural front-side fixed sections <NUM>, each of which extends forward from the reinforcing surface section <NUM>, may be provided at spaced intervals in the vehicle width direction.

In this embodiment, the five front-side fixed sections <NUM> are provided. As illustrated in <FIG> and <FIG>, the above-described rear-side fixed sections <NUM> may be respectively provided at the same positions as the front-side fixed sections <NUM> in the vehicle width direction. In other words, each of the rear-side fixed sections <NUM> is provided at a position to be aligned with the respective front-side fixed section <NUM> in the front-rear direction via the reinforcing surface section <NUM>.

Just as described, the plural rear-side fixed sections <NUM> and the plural front-side fixed sections <NUM> are present at the same positions in the vehicle width direction. In this way, it is configured to reliably transmit the load to the rear-side fixed sections <NUM> during the pedestrian protection, so as to concentrate stress on the rear-side fixed sections <NUM>.

As illustrated in <FIG>, the above-described reinforcing surface section <NUM> is joined to the inner panel <NUM> via the bent section 42b in the rear portion of the reinforcing surface section <NUM>. In detail, the reinforcing surface section <NUM> is joined to the vicinity of the ridgeline X1 of the inner panel <NUM>, that is, the proximity position of the ridgeline X1 via the rear extending section 42a, the bent section 42b, the downward extending section 42c, and the attachment piece section 42d of the rear-side fixed section <NUM>.

In this way, the reinforcing surface section <NUM> is provided to the inner panel portion, rigidity of which is improved by the ridgeline X1, via the bent section 42b. Thus, it is configured to prevent the deformation of the reinforcing surface section <NUM> and the outer panel <NUM> during the normal time.

As illustrated in <FIG>, the plural rear-side fixed sections <NUM> described above are separated from each other in the vehicle width direction, and are formed such that the positions of the bent sections 42b in the front-rear direction in these plural rear-side fixed sections <NUM> match or substantially match each other in the vehicle width direction.

In this way, it is configured that, during the pedestrian protection, the load is transmitted to the attachment piece sections 42d of the rear-side fixed sections <NUM> via the bent sections 42b all at once to concentrate the stress on the vicinity of the ridgeline X1, the inner panel <NUM> is consequently deformed downward, and the energy absorption amount is thereby increased.

As illustrated in <FIG>, the above-described inner panel <NUM> is formed with a joint seat surface <NUM>, to which the rear-side fixed section <NUM>, in detail, the attachment piece section 42d of the rear-side fixed section <NUM> is joined, in a continuous manner with the ridgeline X1 of the inner panel <NUM>.

In this way, the joint seating surface <NUM> is connected to the ridgeline X1. Thus, it is configured to reliably transmit the load to the ridgeline X1 via the joint seat surface <NUM> during the pedestrian protection. In other words, it is configured to reliably transmit the load to the ridgeline X1 by making the joint seat surface <NUM> continue with the ridgeline X1.

In detail, as illustrated in <FIG>, the above-described ridgeline X1 has an interrupted section <NUM> that is interrupted at a position of the joint seat surface <NUM>. The joint seat surface <NUM> is provided on a virtual extension line of the ridgeline X1 in the interrupted section <NUM> of the ridgeline X1.

In this way, the load can further reliably be transmitted from the joint seat surface <NUM> to the ridgeline X1. Thus, it is configured to deform the ridgeline X1 via the stiffener <NUM> during the pedestrian protection, secure the energy absorption by the deformation of the inner panel <NUM> in addition to the energy absorption by the deformation of the stiffener <NUM>, and thereby increase the energy absorption amount.

Here, the attachment piece section 42d in the rear-side fixed section <NUM> illustrated in <FIG> may be welded to the joint seat surface <NUM> at a spot-welding point SW1 that is a spot-welded portion located substantially at a center of the joint seat surface <NUM> illustrated in <FIG>.

Meanwhile, the attachment piece section 45c of the front-side fixed section <NUM> illustrated in <FIG> may be welded to the stiffener support surface section <NUM> at a spot-welding point SW2 that is located in the stiffener support surface section <NUM> illustrated 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 the substantially same position in the vehicle width direction.

<FIG> illustrates a hinge bracket <NUM> that may be provided to each of right and left rear portions of the inner panel <NUM>. <FIG> and <FIG> each illustrate a center bracket <NUM> that may be provided at a center in the vehicle width direction of the front portion of the inner panel <NUM>. Furthermore, <FIG> each illustrate a side bracket <NUM> that is provided close to each of right and left outer sides in the vehicle width direction in the front portion of the inner panel <NUM>.

In the drawings, an arrow F indicates a vehicle front direction, an arrow R indicates a vehicle rear direction, an arrow LE indicates the outer left side in the vehicle width direction, an arrow RI indicates the outer right side in the vehicle width direction, and an arrow UP indicates a vehicle up direction.

As it has been described so far, the hood structure for a vehicle according to this embodiment includes: the outer panel <NUM> that defines the external appearance; the inner panel <NUM> that is provided on the prime mover chamber <NUM> side of the outer panel <NUM>; and the stiffener <NUM> that is provided in the front portion of the inner panel <NUM>, the inner panel <NUM> has: the upper surface section <NUM> that is provided on the center side of the outer panel <NUM>; the coupling surface section <NUM> that extends downward from the ridgeline X1 located at the peripheral edge of the upper surface section <NUM>; and the lower surface section <NUM> that extends from the peripheral edge end of the coupling surface section <NUM> to the edge 10a side of the outer panel <NUM>, the stiffener <NUM> has: the reinforcing surface section <NUM> that is joined to the outer panel <NUM>; and the rear-side fixed section <NUM> that extends rearward from the reinforcing surface section <NUM>, and the rear-side fixed section <NUM> is fixed to the vicinity of the ridgeline X1 (see <FIG> and <FIG>).

According to such a hood structure for a vehicle, during the normal time (the non-collision time), the stiffener <NUM> is fixed to the vicinity of the ridgeline X1. Thus, for example, when the user touches the outer panel <NUM>, or the like, to apply the downward load to the outer panel <NUM>, the support rigidity of the outer panel <NUM> is improved, and the deformation of the outer panel <NUM> can be prevented.

Meanwhile, when the impact load is applied during the pedestrian protection, the ridgeline X1 can be deformed via the stiffener <NUM>. Thus, it is possible to increase the energy absorption amount not only through the energy absorption achieved by the deformation of the stiffener <NUM> but also by the deformation of the inner panel <NUM>.

That is, it is configured to simultaneously secure outer panel rigidity of the front portion of the outer panel <NUM> and pedestrian protection performance at the high level.

Such a hood structure for a vehicle also includes the front-side fixed section <NUM> that extends forward from the reinforcing surface section <NUM>. The hood structure for a vehicle is formed such that the vertical distance L2 between the rear-side fixed section <NUM> and the reinforcing surface section <NUM> is longer than the vertical distance L1 between the front-side fixed section <NUM> and the reinforcing surface section <NUM> (see <FIG>).

According to such a hood structure for a vehicle, during the pedestrian protection, the moment that presses the rear-side fixed section <NUM> downward and rearward is generated with the front side on the reinforcing surface section <NUM> side of the rear-side fixed section <NUM> being the origin, and the rotational force is generated by this moment. Thus, it is possible to promote the deformation of the inner panel <NUM> by pressing the inner panel <NUM> downward. Therefore, it is possible to increase the energy absorption amount.

Furthermore, in such a hood structure for a vehicle, the rear-side fixed section <NUM> is provided at the same position as the front-side fixed section <NUM> in the vehicle width direction (see <FIG> and <FIG>).

According to such a hood structure for a vehicle, the rear-side fixed section <NUM> and the front-side fixed section <NUM> are present at the same position in the vehicle width direction. Therefore, it is possible to reliably transmit the load to the rear-side fixed section <NUM> during the pedestrian protection, so as to concentrate the stress on the rear-side fixed section <NUM>.

Moreover, in such a hood structure for a vehicle, the reinforcing surface section <NUM> is joined to the inner panel <NUM> via the bent section 42b in the rear portion of the reinforcing surface section <NUM> (see <FIG> and <FIG>).

According to such a hood structure for a vehicle, the reinforcing surface section <NUM> is provided to the inner panel portion, the rigidity of which is improved by the ridgeline X1, via the bent section 42b. Therefore, it is possible to prevent the deformation of the reinforcing surface section <NUM> and the outer panel <NUM> during the normal time.

In such a hood structure for a vehicle, the plural rear-side fixed sections <NUM> are separated from each other in the vehicle width direction and are formed such that the positions of the bent sections 42b in the front-rear direction in these plural rear-side fixed sections <NUM> match each other in the vehicle width direction (see <FIG>).

According to such a hood structure for a vehicle, during the pedestrian protection, the load is transmitted to the rear-side fixed sections <NUM> (in detail, see the attachment piece sections 42d) via the bent sections 42b all at once. Thus, it is possible to concentrate the stress on the vicinity of the ridgeline X1. In this way, it is possible to increase the energy absorption amount by stably deforming the inner panel <NUM> downward.

In such a hood structure for a vehicle, the joint seat surface <NUM>, to which the rear-side fixed section <NUM> is joined, is formed to continue with the ridgeline X1 of the inner panel <NUM> (see <FIG>).

According to such a hood structure for a vehicle, the joint seating surface <NUM> is connected to the ridgeline X1. Thus, it is possible to reliably transmit the load to the ridgeline X1 via the joint seat surface <NUM> during the pedestrian protection. In other words, it is possible to reliably transmit the load to the ridgeline X1 by making the joint seat surface <NUM> continue with the ridgeline X1.

Furthermore, in such a hood structure for a vehicle, the ridgeline X1 has the interrupted section <NUM> that is interrupted at the position of the joint seat surface <NUM>, and the joint seat surface <NUM> is provided on the virtual extension line of the ridgeline X1 in the interrupted section <NUM> of the ridgeline X1 (see <FIG>).

According to such a hood structure for a vehicle, the load can further reliably be transmitted from the joint seat surface <NUM> to the ridgeline X1. Therefore, it is possible to deform the ridgeline X1 via the stiffener <NUM> during the pedestrian protection, secure the energy absorption by the deformation of the inner panel <NUM> in addition to the energy absorption by the deformation of the stiffener <NUM>, and thereby increase the energy absorption amount.

In correspondence between the configuration in the present invention and the above-described embodiment,.

For example, the formed number of each of the rear-side fixed section <NUM> and the front-side fixed section <NUM> may be plural other than five.

Claim 1:
A hood structure for a vehicle, the hood structure comprising:
an outer panel (<NUM>) configured to define external appearance;
an inner panel (<NUM>) that is provided on a prime mover chamber side of the outer panel (<NUM>); and
a stiffener (<NUM>) that is provided in a front portion of the inner panel (<NUM>), wherein
the inner panel (<NUM>) has:
an upper surface section (<NUM>) that is located on a center side of the outer panel (<NUM>);
a coupling surface section (<NUM>) that extends downward from a ridgeline (X1) located at a peripheral edge of the upper surface section (<NUM>); and
a lower surface section (<NUM>) that extends from a peripheral edge end of the coupling surface section (<NUM>) to an edge side of the outer panel (<NUM>),
the stiffener (<NUM>) has:
a reinforcing surface section (<NUM>) that is joined to the outer panel (<NUM>); and
a rear-side fixed section (<NUM>) that extends rearward from the reinforcing surface section (<NUM>), and
the rear-side fixed section (<NUM>) is fixed to the vicinity of the ridgeline (X1),
characterized by
a joint seat surface (<NUM>) to which the rear-side fixed section (<NUM>) is joined and which is formed to continue with the ridgeline (X1) of the inner panel (<NUM>),
wherein
the ridgeline (X1) has an interrupted section (<NUM>) that is interrupted at a position of the joint seat surface (<NUM>), and
the joint seat surface (<NUM>) is provided on a virtual extension line of the ridgeline (X1) in the interrupted section (<NUM>) of the ridgeline (X1).