WO2006025316A1 - 自動車用ボンネット - Google Patents
自動車用ボンネット Download PDFInfo
- Publication number
- WO2006025316A1 WO2006025316A1 PCT/JP2005/015647 JP2005015647W WO2006025316A1 WO 2006025316 A1 WO2006025316 A1 WO 2006025316A1 JP 2005015647 W JP2005015647 W JP 2005015647W WO 2006025316 A1 WO2006025316 A1 WO 2006025316A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- rigidity
- frp
- bonnet
- automobile
- automobile bonnet
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/10—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles
- B62D25/105—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles for motor cars
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
- B62D29/04—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of synthetic material
- B62D29/043—Superstructures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
- B60R2021/343—Protecting non-occupants of a vehicle, e.g. pedestrians using deformable body panel, bodywork or components
Definitions
- the present invention relates to an automobile bonnet made of FRP (fiber reinforced plastic), and more particularly to an automobile bonnet that provides necessary rigidity and excellent surface design while keeping the weight as a whole.
- FRP fiber reinforced plastic
- FRP automobile bonnets are being developed primarily for lightweight vehicles, and various structures have been proposed mainly for the purpose of improving the strength and rigidity of necessary parts.
- An FRP bonnet is usually composed of a high-rigid outer surface and an inner surface joined to the rear surface and having, for example, a hat-shaped cross-section stiffener structure.
- the high rigidity of the outer can be obtained, for example, by constructing a sandwich structure in which a core material is interposed between the thickened hook and the FRP skin plate.
- the strength of the FRP inner can be designed to be high, and the inner can be responsible for the main rigidity of the bonnet, so that the outer can be made thinner. If the outer surface side design surface corresponding to the joint portion with the inner surface has streaky deformation due to a difference in rigidity, that is, a so-called bonding line may appear, the surface design may be impaired.
- Patent Document 1 Japanese Patent Laid-Open No. 2003-146252
- the object of the present invention is to increase the rigidity of a necessary part efficiently without impairing the moldability, while making full use of the advantages of weight reduction by FRP conversion of the bonnet, and
- the objective is to provide an FRP automobile bonnet that can maintain good surface design, and can sufficiently enhance the strength and performance of pedestrian protection in the event of a collision.
- the present invention it has been found that the above problem can be solved by increasing the rigidity of the portion along the outer edge of the FRP bonnet.
- the present invention can be applied to a single FRP bonnet or an FRP bonnet having a joint structure of an FRP outer and an FRP inner. In particular, when applied to the latter FRP bonnet, even better effects can be obtained.
- the automobile bonnet according to the present invention is characterized in that the FRP bonnet is provided with a high-rigidity portion having rigidity higher than that of the central portion along the outer edge of the bonnet. Become.
- This automobile bonnet structure is mainly applied to a single FRP bonnet.
- the entire FRP bonnet including the high-rigidity portion can be formed as a single body.
- the high-rigidity portion is provided over the entire circumference along the outer edge of the hood. It is good also as a structure provided partially along the bonnet outer edge.
- the high-rigidity portion can be configured, for example, as a thickened portion in which the number of laminated FRP reinforcing fiber layers is increased.
- a sandwich structure in which a core material is interposed between FRP skin plates can be used.
- At least a portion other than the high-rigidity portion may have a structure in which an FRP single plate force is also configured, or may be configured in a sandwich structure in which a thin core material is interposed between FRP skin plates. I'll do it.
- the FRP bonnet is preferably made of a carbon fiber reinforced plastic, for example, in order to easily have a predetermined rigidity as a whole.
- a high-strength carbon fiber fabric is used for the carbon fiber reinforced plastic. It is preferable that
- the automobile bonnet according to the present invention is an automobile bonnet having an FRP outer and an FRP inner connected to the back side thereof, wherein the outer force has a rigid central portion. It has a high-rigidity part having higher rigidity along the outer outer edge, and the inner is joined to the high-rigidity part. That is, the present invention is applied to an FRP bonnet having a joint structure of an FRP outer and an inner one.
- This automobile bonnet can be configured such that the entire outer FRP including the high-rigidity part is molded as a single body.
- the high-rigidity portion may be configured to be provided along the outer outer edge, or may be provided partially along the outer outer edge.
- the high-rigidity portion can be configured, for example, as a thickened portion in which the number of FRP reinforcing fiber layers stacked is increased.
- a sandwich structure in which a core material is interposed between FRP skin plates can be used.
- At least a portion of the outer portion other than the high-rigidity portion may be configured to have FRP single plate force, or at least the high-rigidity portion of the outer
- the other parts are sand with thin cocoon core material between FRP skin plates It is also possible to adopt a structure that is configured in the switch structure.
- At least the FRP outer is made of carbon fiber reinforced plastic.
- a carbon fiber woven fabric with high elongation is used for the carbon fiber reinforced plastic. , Prefer to be.
- the inner may be configured to extend along the entire outer circumference along the high-rigidity portion, or may be configured to partially extend along the high-rigidity portion.
- the inner can have, for example, a stiffener structure formed in a hat-shaped cross-sectional shape.
- the low-rigidity part at the central part of the bonnet is also used.
- a portion having relatively high rigidity and a portion having low rigidity may be provided.
- the attachment rigidity, torsional rigidity, and surface rigidity as the basic rigidity of the bonnet have the following meanings.
- the bonnet When attached to the vehicle body, the bonnet may be deformed by the striker pulling force or the reaction force from the seals. The deformation may be caused by a dimensional failure between the bonnet and other parts adjacent to the bonnet (insufficient clearance or interference, a step or gap on the outer surface exceeding the specified size, etc.) It is necessary to have a certain rigidity so as not to cause irregularities (such as distortion of the design surface)! This rigidity is called attachment rigidity.
- the bonnet is attached to the vehicle body via a hinge part at the rear end, and the mounting load is applied by the opening and closing parts such as a striker at the front end, so the mounting rigidity is mainly the bending rigidity in the vertical direction of the bonnet. .
- the bonnet is structured to support one side of the bonnet with a support rod so that it can be held in a predetermined open position when opened. At this time, even if a torsional force is applied to the bonnet by a human hand or a gust of wind, the support rod and other fasteners will not come off. As described above, a predetermined torsional rigidity is required. Also, the left and right mounting reaction forces (strike pull-in force, reaction force from seals, etc.) are not always the same when the vehicle body is mounted, so a force (moment) that twists left and right when the vehicle body is mounted is generated. Therefore, torsional rigidity is a necessary characteristic even as part of mounting rigidity.
- the rigidity of the bonnet surface is insufficient, the place will be greatly deformed when the upper surface of the bonnet is pushed by hand.
- the upper surface of the bonnet is deformed so as to swell due to fluctuations in wind pressure during high-speed driving. Therefore, the surface of the bonnet must have a certain surface rigidity so that such a problem does not occur.
- the overall rigidity is easily secured because the high-rigidity portion is provided in a frame shape along the outer edge of the FRP bonnet while maintaining the overall weight. Is done.
- a highly rigid part is provided on the outer, so that the center part of the outer, that is, the main main part of the outer is substantially entirely covered with the FRP single plate structure or the FRP skin.
- a sandwich structure in which a thin core material is interposed between the plates can be formed, so that even a large area can be easily formed and the advantages of light weight can be maximized.
- the central part of the FRP bonnet especially the central part of the FRP outer, can be configured with moderately low rigidity while maintaining the shape of the entire bonnet well with the high-rigidity part on the periphery, so impact load is applied to this central part.
- it becomes a structure that can absorb impact energy while displacing like a kind of hammock, and it becomes possible to protect the pedestrian's head more appropriately in the event of a collision.
- the necessary rigidity can be efficiently imparted while ensuring the light weight as a whole. it can.
- the center of the FRP bonnet especially the center of the outer, is an FRP single plate configuration or a sandwich configuration with a thin core material interposed between FRP skin plates. This makes it easy to form FRP bonnet members with large areas.
- the outer Z inner joint structure it is possible to prevent the occurrence of a bonding line and improve the design of the outer surface by joining at a high rigidity portion.
- an optimal structure for impact energy absorption performance can be easily adopted at the center of the hood, it is possible to improve the pedestrian protection performance more reliably in the event of a collision.
- FIG. 1 is an exploded perspective view of an automobile bonnet according to an embodiment of the present invention.
- FIG. 2 is a partial cross-sectional view showing a structural example of a highly rigid part of the automobile bonnet of FIG.
- FIG. 3 is a partial cross-sectional view showing another structural example of the high-rigidity portion of the automobile bonnet of FIG. 1.
- FIG. 4 is a partial cross-sectional view of an automobile bonnet showing an example of the structure of a part other than a high-rigidity part
- FIG. 5 is a partial cross-sectional view of an automobile bonnet showing another structural example of a portion other than the high-rigidity portion.
- FIG. 6 is a plan view of an automobile bonnet showing various structural examples in which a relatively high rigidity portion is provided in a low rigidity portion.
- FIG. 1 shows an automobile bonnet according to an embodiment of the present invention.
- the present invention is applied to an automobile bonnet having an FRP outer and an FRP inner bonded to the back side thereof.
- reference numeral 1 denotes the entire automobile bonnet.
- the bonnet 1 is composed of an FRP outer 2 located on the front surface side and an FRP inner 3 joined on the back surface side.
- the outer 2 made of FRP spreads over the entire surface of the bonnet in the surface direction, and is formed into the required curved shape according to the vehicle type.
- the outer 2 may be configured as a single plate structure of FRP as in this embodiment, or may be configured as a sandwich structure in which a core material (for example, a core material having foam strength) is interposed between FRP skin plates. .
- the outer 2 made of FRP is provided with a high-rigidity portion 4 having rigidity higher than that of the central portion along the outer edge of the outer 2.
- the high-rigidity portion 4 may be partially provided at a necessary portion along the outer edge of the outer force 2 formed in a frame shape over the entire circumference of the outer 2.
- an inner 3 made of FRP is provided, and in this embodiment, the inner 3 is provided in a frame shape along the outer edge of the outer 2 like the high-rigidity part 4. It has been.
- the FRP inner 3 is joined to the FRP outer 2 at the high-rigidity portion 4.
- the high-rigidity portion 4 can be configured as shown in FIGS. 2 and 3, for example.
- the high-rigidity portion 4a is formed by partially increasing the number of FRP reinforcing fiber layers laminated on the outer edge of the outer 2a that also has FRP single plate force.
- the thickened portion is used.
- the high-rigidity portion 4b basically has an outer 2b that also has an FRP single plate force, and a core material 6 is interposed between FRP skin plates 5a and 5b partially at the outer edge. It is configured by forming a sandwich structure. As shown in FIGS.
- the high rigidity portions 4a and 4b are joined to the inner 3a made of FRP and the outer 2a and 2b made of 3b force FRP, respectively.
- These inners 3a and 3b are configured in a stiffener structure having a hat-shaped cross-sectional shape as shown in the figure, for example. Further, as described above, these inners 3a and 3b may extend over the entire circumference of the outers 2a and 2b along the high-rigidity parts 4a and 4b, or may extend partially.
- At least the portion other than the high-rigidity portion as described above has, for example, an FRP single plate configuration or a sandwich structure in which a thin core material is interposed between FRP skin plates.
- FRP single plate configuration or a sandwich structure in which a thin core material is interposed between FRP skin plates.
- a high-rigidity part 12 with a core material 11 is provided in an FRP bonnet (FRP outer in the case of an outer-inner joint structure)
- Portions other than the rigid portion 12 can be configured as an FRP single plate structure portion 13 or a sandwich structure portion 15 in which a core material 14 is interposed between the FRP skin plates.
- a high-rigidity portion 4 is basically provided in a frame shape along the outer edge of an FRP outer 2 having an FRP single plate structure.
- the required rigidity can be efficiently imparted while ensuring light weight as a whole, and even an outer having a large area can be easily molded.
- the high rigidity part 4 selectively at the joint part with the inner 3 while maximizing the advantages of light weight as the thin outer part 2, it is possible to join members with large rigidity differences.
- the bonding line can be prevented from appearing on the surface of the outer 2 and the design of the bonnet surface can be improved.
- the center part of the outer 2 can be configured to have a moderately low rigidity, making it a kind of hammock-like structure, and the impact energy from the outside is more efficient. It is possible to improve the absorption performance of
- the use of carbon fiber as the outer 2 FRP reinforcing fiber makes it possible to achieve good weight reduction and rigidity, and the use of high-strength carbon fiber enables high-strength carbon.
- a textile fabric By using a textile fabric, it is possible to further improve the absorption performance of the impact energy.
- the low-rigidity part at the center part of the bonnet is also Among them, a portion having relatively high rigidity and a portion having low rigidity may be further provided. Specifically, for example, a configuration as shown in FIG. 6 can be adopted.
- an automobile bonnet 21 having a high-rigidity portion 22 at the edge and a low-rigidity portion 23 at the center as shown in FIG. 6 (A).
- the mounting rigidity can be improved.
- FIG. 6 (C) or (D) it is possible to improve torsional rigidity by providing a relatively high-rigidity portion 25 or 26 obliquely extending in the low-rigidity portion 23.
- the surface rigidity can be improved by providing the low-rigidity portion 23 with a relatively high-rigidity portion 27 extending in the longitudinal direction and the width direction of the vehicle body.
- the FRP in the bonnet for automobiles refers to a resin reinforced with reinforcing fibers
- the reinforcing fibers include, for example, organic fibers such as glass fibers in addition to the carbon fibers, It is also possible to use reinforcing fibers having organic fiber strength such as Kepler fibers, polyethylene fibers, and polyamide fibers. Carbon fiber is particularly preferable from the viewpoint of easy control of outer isosurface rigidity.
- the matrix resin of FRP include thermosetting resins such as epoxy resin, unsaturated polyester resin, vinyl ester resin, phenol resin, and polyamide resin, polyolefin resin, Thermoplastic resins such as dicyclopentadiene resin and polyurethane resin can also be used.
- the core material when adopting the sandwich structure, it is possible to use an elastic body, foam material, or hard cam material, and foam material is particularly preferred for weight reduction.
- the material of the foam material is not particularly limited, and for example, a foam material of a polymer material such as polyurethane, acrylic, polystyrene, polyimide, chlor chloride, phenol, or the like can be used.
- the hard cam material is not particularly limited, and for example, aluminum alloy, paper, aramid paper, or the like can be used.
- a bonnet with a supporting point was molded.
- the central part of the bonnet outer is made of Torayen carbon fiber T
- a single plate structure of woven fabric (plain weave) using 300 as a reinforcing fiber, and the outer periphery of the entire circumference is a sandwich structure in which a foam core (“Formac” manufactured by Sekisui Chemical Co., Ltd.) is sandwiched between the above T300 fabric (plain weave). Higher rigidity than the part.
- the bonnet inner was made into a single-plate hat type inner using T300 fabric (plain weave).
- the outer and inner are made by impregnating T300 fabric with epoxy resin (TR-C35 manufactured by Toray Industries, Inc.) by RTM (Resin transfer molding), heat curing, trimming the outer periphery, and bonding the outer and inner As a result, a CFRP bonnet was obtained.
- the outer surface was strong enough to see no bonding line due to adhesion with the inner.
- a head impactor simulating a human head weighing 3.5 kg was collided at a speed of 34 km / h, and the accelerometer installed in the head impactor was used to make the head impactor, that is, the human head.
- the acceleration generated in the head and its duration were measured, and the force was also calculated as the magnitude of the head injury value (HIC).
- HIC head injury value
- Example 2 The same bonnet as in Example 1 was formed except that the reinforcing fiber used for the bonnet outer was a woven fabric (plain weave) using Torayen carbon fiber T700 as a reinforcing fiber. As with Example 1, there was no problem when the design surface was checked. Similarly, the acceleration and its duration were measured, and the head injury value (HIC) was calculated from it. The results are shown in Table 1.
- Example 1 Except for the sandwich structure in which the foam core (manufactured by Sekisui Chemical Co., Ltd., formal) was sandwiched between T300 fabrics (plain weave), the same bonnet as in Example 1 was molded over the entire bonnet outer. A good surface design could not be obtained because there was a small heel part along the curved surface, a head impactor crash test was performed on this bonnet, acceleration and duration were measured, and head injury values (HIC The results are shown in Table 1.
- Example 1 The same bonnet as in Example 1 was obtained except that the entire outer periphery had a single plate structure similar to that of the central portion. When the design of the obtained bonnet was confirmed, a bonding line was found on the outer surface by bonding with the inner. The results are shown in Table 1. [0043] From Table 1, in Example 1, the configuration of the present invention, that is, by providing a highly rigid portion having rigidity higher than the rigidity of the central portion along the outer edge of the bonnet, it is efficient without impairing formability. It has been confirmed that the rigidity of necessary parts can be increased, the design of the surface can be improved well, and the pedestrian protection performance can be improved in the event of a collision. In Example 2, it was confirmed that the use of high-strength carbon fiber makes it possible to further enhance the pedestrian protection performance in a collision accident or the like.
- the FRP automobile bonnet according to the present invention is required for all bonnets for automobiles that are required to have light weight as a whole and have excellent shock absorption performance in addition to the required rigidity and excellent surface design. Can be applied.
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Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/661,449 US7497507B2 (en) | 2004-08-31 | 2005-08-29 | Bonnet for automobile |
EP05781051A EP1795434B1 (en) | 2004-08-31 | 2005-08-29 | Bonnet for automobile |
JP2006532667A JP5205758B2 (ja) | 2004-08-31 | 2005-08-29 | 自動車用ボンネット |
AU2005278584A AU2005278584A1 (en) | 2004-08-31 | 2005-08-29 | Bonnet for automobile |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004252403 | 2004-08-31 | ||
JP2004-252403 | 2004-08-31 |
Publications (1)
Publication Number | Publication Date |
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WO2006025316A1 true WO2006025316A1 (ja) | 2006-03-09 |
Family
ID=35999970
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/015647 WO2006025316A1 (ja) | 2004-08-31 | 2005-08-29 | 自動車用ボンネット |
Country Status (5)
Country | Link |
---|---|
US (1) | US7497507B2 (ja) |
EP (1) | EP1795434B1 (ja) |
JP (1) | JP5205758B2 (ja) |
AU (1) | AU2005278584A1 (ja) |
WO (1) | WO2006025316A1 (ja) |
Cited By (13)
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JP2008073953A (ja) * | 2006-09-21 | 2008-04-03 | Mitsubishi Rayon Co Ltd | 積層体およびこれを用いた自動車用ボンネット |
JP2008080748A (ja) * | 2006-09-28 | 2008-04-10 | Mitsubishi Rayon Co Ltd | 積層体およびこれを用いた自動車用ボンネット |
JP2008265696A (ja) * | 2007-04-25 | 2008-11-06 | Toray Ind Inc | 自動車用ボンネットの製造方法 |
JP2008302749A (ja) * | 2007-06-06 | 2008-12-18 | Toray Ind Inc | 自動車用フードパネル |
JP2009029166A (ja) * | 2007-07-24 | 2009-02-12 | Toray Ind Inc | 自動車用フード |
JP2009035193A (ja) * | 2007-08-03 | 2009-02-19 | Toray Ind Inc | Frp製自動車用フード |
JP2009190606A (ja) * | 2008-02-15 | 2009-08-27 | Mazda Motor Corp | 歩行者保護装置 |
WO2010071214A1 (ja) * | 2008-12-15 | 2010-06-24 | 帝人株式会社 | 車両用パネル部品 |
WO2012161348A1 (ja) | 2011-05-25 | 2012-11-29 | 帝人株式会社 | 接合体 |
JP2014533631A (ja) * | 2011-11-22 | 2014-12-15 | ダイムラー・アクチェンゲゼルシャフトDaimler AG | シャーシ用軽量コンポーネント |
JP2015151055A (ja) * | 2014-02-17 | 2015-08-24 | トヨタ自動車株式会社 | 車両用ポップアップフード装置 |
JP2015151057A (ja) * | 2014-02-17 | 2015-08-24 | トヨタ自動車株式会社 | 車両用歩行者保護装置 |
CN112124436A (zh) * | 2019-06-06 | 2020-12-25 | 长城汽车股份有限公司 | 车辆的发动机罩 |
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ATE473902T1 (de) * | 2004-08-31 | 2010-07-15 | Toray Industries | Motorhaube für kraftfahrzeug |
JP4719039B2 (ja) * | 2006-03-15 | 2011-07-06 | 株式会社神戸製鋼所 | 自動車用フード |
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US8087720B2 (en) * | 2008-09-23 | 2012-01-03 | GM Global Technology Operations LLC | Vehicle closure panel assembly and method |
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USD785504S1 (en) * | 2016-05-05 | 2017-05-02 | Fab Fours Inc. | Windshield protector |
CN108454708A (zh) * | 2018-04-25 | 2018-08-28 | 河南东海复合材料有限公司 | 一种汽车用碳纤维发动机罩 |
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ATE549230T1 (de) * | 2004-01-23 | 2012-03-15 | Toray Industries | Faserverstärktes paneel für kraftfahrzeug |
US7228929B2 (en) * | 2004-02-23 | 2007-06-12 | Intier Automotive Closures Inc. | Vehicle body stiffener |
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2005
- 2005-08-29 AU AU2005278584A patent/AU2005278584A1/en not_active Abandoned
- 2005-08-29 WO PCT/JP2005/015647 patent/WO2006025316A1/ja active Application Filing
- 2005-08-29 JP JP2006532667A patent/JP5205758B2/ja not_active Expired - Fee Related
- 2005-08-29 US US11/661,449 patent/US7497507B2/en active Active
- 2005-08-29 EP EP05781051A patent/EP1795434B1/en not_active Not-in-force
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JPH081180Y2 (ja) * | 1989-07-26 | 1996-01-17 | マツダ株式会社 | 車両のボンネット構造 |
JP2002284038A (ja) * | 2001-03-29 | 2002-10-03 | Toray Ind Inc | 自動車用パネル |
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Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008073953A (ja) * | 2006-09-21 | 2008-04-03 | Mitsubishi Rayon Co Ltd | 積層体およびこれを用いた自動車用ボンネット |
JP2008080748A (ja) * | 2006-09-28 | 2008-04-10 | Mitsubishi Rayon Co Ltd | 積層体およびこれを用いた自動車用ボンネット |
JP2008265696A (ja) * | 2007-04-25 | 2008-11-06 | Toray Ind Inc | 自動車用ボンネットの製造方法 |
JP2008302749A (ja) * | 2007-06-06 | 2008-12-18 | Toray Ind Inc | 自動車用フードパネル |
JP2009029166A (ja) * | 2007-07-24 | 2009-02-12 | Toray Ind Inc | 自動車用フード |
JP2009035193A (ja) * | 2007-08-03 | 2009-02-19 | Toray Ind Inc | Frp製自動車用フード |
JP2009190606A (ja) * | 2008-02-15 | 2009-08-27 | Mazda Motor Corp | 歩行者保護装置 |
WO2010071214A1 (ja) * | 2008-12-15 | 2010-06-24 | 帝人株式会社 | 車両用パネル部品 |
WO2012161348A1 (ja) | 2011-05-25 | 2012-11-29 | 帝人株式会社 | 接合体 |
JP5604590B2 (ja) * | 2011-05-25 | 2014-10-08 | 帝人株式会社 | 接合体 |
US9339988B2 (en) | 2011-05-25 | 2016-05-17 | Teijin Limited | Joined body |
JP2014533631A (ja) * | 2011-11-22 | 2014-12-15 | ダイムラー・アクチェンゲゼルシャフトDaimler AG | シャーシ用軽量コンポーネント |
JP2015151055A (ja) * | 2014-02-17 | 2015-08-24 | トヨタ自動車株式会社 | 車両用ポップアップフード装置 |
JP2015151057A (ja) * | 2014-02-17 | 2015-08-24 | トヨタ自動車株式会社 | 車両用歩行者保護装置 |
CN112124436A (zh) * | 2019-06-06 | 2020-12-25 | 长城汽车股份有限公司 | 车辆的发动机罩 |
Also Published As
Publication number | Publication date |
---|---|
EP1795434A1 (en) | 2007-06-13 |
AU2005278584A1 (en) | 2006-03-09 |
EP1795434A4 (en) | 2007-09-05 |
JPWO2006025316A1 (ja) | 2008-05-08 |
US20070257518A1 (en) | 2007-11-08 |
US7497507B2 (en) | 2009-03-03 |
JP5205758B2 (ja) | 2013-06-05 |
EP1795434B1 (en) | 2013-02-27 |
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