JP2003118639A - Fender supporting structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fender supporting structure capable of successfully providing both rigidity and shock absorbing characteristics that does not limit formative freedom of the fender. SOLUTION: In the fender supporting structure supporting and fixing a fender 3 to a bulk head upper member 14 through a bracket 21, the bracket 21 is made of a band of steel plate formed into angle shape and has an upper face of fender attachment 26 and lower faces of car body side attachment of front/ rear parts 22 and 30 in front and back of the upper face of fender attachment 26. At a support part of rear car body side between the upper face of fender attachment 26 and a lower faces of car body side attachment of rear parts 30, a bending part 38 that protrudes to inside of the bracket 21 is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fender support structure, and more particularly to a fender support structure capable of reliably absorbing impact energy.

[0002]

2. Description of the Related Art As a fender support structure for a vehicle such as an automobile, for example, as shown in FIG. 11, a plate-like bracket 53 is interposed between a vertical wall portion 51 of a fender 50 and a vehicle body structural member 52. There is. A holding claw 54 is provided on the bracket 53, and the fender 5 is attached to the holding claw 54.
The lower edge 55 of the vertical wall portion 51 of 0 is locked from above. Therefore, when an obstacle collides with the vicinity of the fender 50 of the vehicle from diagonally above and as shown by an arrow, and a downward impact load of a certain amount or more acts on the fender 50, the impact load causes a lower edge of the vertical wall portion 51. 55 is disengaged from the holding claws 54 toward the inside of the vehicle so that impact energy can be absorbed. This structure is disclosed in, for example, Japanese Patent Laid-Open No. 2000-177.
No. 647 publication.

[0003]

However, in the above conventional technique, the vehicle body structural member 52 and the fender 50 are provided.
Since only the plate-shaped bracket 53 is connected to the vertical wall portion 51 of the fender 50, the vehicle body rigidity in the vertical direction can be secured, but the vehicle body rigidity in the lateral direction cannot be sufficiently secured, and the top portion of the fender 50 can be secured. However, there is a problem that the assembling accuracy is lowered because the lateral rigidity of the bonnet becomes low and the gap between the bonnet 56 and the edge 57 cannot be kept constant. Furthermore, since the surface rigidity of the surface of the fender 50 decreases, the fender 50
There is also a problem that the surface is likely to be dented and the commercial property is deteriorated.

Further, when an impact load is applied, the bracket 53 can absorb impact energy by falling down to the outside of the vehicle compartment as shown by the chain line, but it is sufficient for deformation between the fender 50 and the bracket 53. However, there is a problem in that the fender 50 overhangs to the outside of the vehicle compartment and becomes a constraint in modeling. Also,
Since the bracket 53 is a member that is relatively long in the front and rear of the vehicle body, there is a problem that the vehicle body weight increases and the cost increases. Therefore, the present invention provides a fender support structure that is compatible with both rigidity and shock absorption characteristics and that does not impair the flexibility in shaping the fender.

[0005]

In order to solve the above-mentioned problems, the invention described in claim 1 has a vehicle body member (for example, a bulkhead upper member 14 in the embodiment) and a bracket (for example, the bracket 2 in the embodiment).
1) A fender support structure for supporting and fixing a fender (for example, the fender 3 in the embodiment) via 1), wherein the bracket is formed by bending a band-shaped metal plate, and the upper surface of the fender mounting surface (for example, the fender mounting upper surface 26 in the embodiment). ) And a vehicle-body-side mounting lower surface (for example, a rear vehicle-body-side mounting lower surface 30 in the embodiment) behind the fender-mounting upper surface, and a support portion (for example, a mounting portion between the fender-mounting upper surface and the vehicle-body-side mounting lower surface). The vehicle body rear side support portion 39) in the embodiment is provided with a bent portion (for example, the bent portion 38 in the embodiment) that protrudes to the lower side of the bracket. With this configuration, when an impact load is applied to the fender from diagonally above and in the front, the bracket is further deformed in the bending direction starting from the bending portion to absorb the impact energy.
In this case, since the bent portion is bent and deformed downward, for example,
There is no need for a space for the deformation of the bracket on the outer side of the fender compartment, as in the case where the bracket is deformed toward the outer side. Then, by using the strip-shaped bracket, the rigidity of the fender in the lateral direction can be secured.

The invention described in claim 2 is a fender support structure for supporting and fixing a fender to a vehicle body member via a bracket, wherein the bracket is formed of a strip-shaped metal plate in a substantially mountain shape, and the fender mounting upper surface and the vehicle body are mounted. Side mounting lower surface (for example, front vehicle body side mounting lower surface 2 in the embodiment)
2, a rear vehicle body side mounting lower surface 30), and a vehicle body rear side supporting portion (for example, in the embodiment) between the fender mounting upper surface and the vehicle body side mounting lower surface (for example, the rear vehicle body side mounting lower surface 30 in the embodiment). Rear support part 3
9) is provided with a bent portion that projects inward of the bracket. With this configuration, when an impact load is applied to the fender from diagonally above and forward, the bracket is further bent starting from the bending portion provided on the vehicle body rear side support portion between the fender mounting upper surface and the vehicle body side mounting lower surface. It deforms in the direction of doing and absorbs the impact energy.
In this case, since the bent portion is bent and deformed toward the inside of the bracket, a space for deforming the bracket is not required outside the vehicle compartment of the fender, for example, as in the case of deforming toward the outside of the vehicle compartment. By using the bracket in which the strip-shaped metal plate is formed in a mountain shape, it is possible to receive the load on the vehicle interior side in the in-plane direction of the bracket and to secure the rigidity of the fender from the lateral direction.

According to a third aspect of the present invention, at least one of the two support surfaces (for example, the rear second vertical surface 27 and the horizontal surface 28 in the embodiment) forming the bent portion of the vehicle body rear side support portion is supported. A notch (for example, the notch 37 in the embodiment) is formed at a side edge of the surface (for example, the rear second vertical surface 27 in the embodiment). With such a configuration, it becomes possible to bend even with the notch as a starting point against impact load, and the rigidity or impact absorption characteristics can be finely adjusted by selecting the size of the notch.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. 1 is a perspective view of a vehicle according to an embodiment of the present invention, FIG. 2 is a perspective view of a fender as seen from the inside of a passenger compartment, FIG. 3 is a sectional view taken along line AA of FIG. 1, and FIG. 4 is B of FIG. -B
It is sectional drawing which follows the line. As shown in FIG. 1, fenders 3 are provided on both sides of the hood 2 on the front upper surface of the vehicle body 1. The fender 3 is, as shown in FIGS.
The rear upper edge is connected to the front pillar 4, the rear edge forms the front door opening 5, and the lower edge is the wheel house portion 6.
Is formed and the headlight 7 is arranged in the front portion. In addition, 8 has shown the bumper face.

The upper edge of the fender 3 is bent toward the inside of the vehicle compartment and extends downward, and a fender garter 9 which is a flange portion is formed substantially horizontally here. A bracket 10 of the headlight 7 is fixed to the front end of the fender garter 9 with screws 11 as shown in FIG.

On the other hand, below the fender garter 9,
A wheel house portion 6 formed by a wheel house inner panel 12 and a wheel house outer panel 13 is formed. A bulkhead upper member (vehicle body member) 14 and a wheelhouse upper member 15 connected to the rear portion of the bulkhead upper member (body member) 14 are disposed in the front-rear direction on the upper portion of the wheelhouse portion 6 in order to reinforce the wheelhouse portion 6. . The bulkhead upper member 14 is a vehicle body structural member formed of an upper wall 16 and a lower wall 17, and an inner wall 18 and an outer wall 19 in a closed cross-sectional structure. The joint flange portion 20 of the lower wall 17 has the wheel house portion 6 The wheel house inner panel 12 and the wheel house outer panel 13 are joined together. The fender 3 is provided between the upper wall 16 of the bulkhead upper member 14 and the back surface of the fender garter 9 of the fender 3.
A bracket 21 for supporting the bulkhead upper member 14 is provided.

As shown in FIGS. 5 to 7, the bracket 21 is formed of a strip-shaped steel plate (metal plate) in a substantially mountain shape.
5 is a perspective view of the bracket, FIG. 6 is a plan view of the bracket, and FIG. 7 is a front view of the bracket. In each drawing, T indicates the rear of the vehicle body, B indicates the outside of the vehicle compartment, and H indicates the upper side of the vehicle body.

The bracket 21 has, for example, a thickness of 1 mm,
It is formed by bending a steel plate material (weatherproof steel plate) having a width of about 20 mm by press molding or the like. More specifically, the bracket 21 has a front vehicle-body-side mounting lower surface (vehicle-body-side mounting lower surface) 22 that extends in a substantially horizontal direction at a front portion,
A front first vertical surface 23 is provided at the rear of the front vehicle-body-side mounting lower surface 22 that stands upright in succession thereto, and a front inclined surface 24 that extends obliquely rearward and upward with respect to the front first vertical surface 23 is provided. A front second vertical surface 25 that rises from the front inclined surface 24 is provided, and a fender mounting upper surface 26 that is continuous with the front second vertical surface 25 is provided in a substantially horizontal direction.

A rear second vertical surface (supporting surface) 27 that descends downward is continuously provided at the rear portion of the fender mounting upper surface 26, and a horizontal surface (supporting surface) 28 that further extends rearward in the horizontal direction.
A rear inclined surface 29 which is continuous with the horizontal surface 28 and extends toward the lower rear portion, and a rear vehicle-body-side mounting lower surface (vehicle-body-side mounting lower surface) 30 which extends in a substantially horizontal direction is formed at the rear of the rear inclined surface 29. ing. In this manner, the bracket 21 is attached to the front and rear front and rear vehicle body side mounting lower surfaces 22, 30.
And a fender mounting upper surface 26 at the upper part of the substantially central portion, and is formed in a substantially mountain shape as a whole.

An attachment positioning hole 3 for attaching to the bulkhead upper member 14 is formed in the attachment lower surface 22 on the front vehicle body side.
2 is formed. The attachment positioning hole 32 is aligned with the protrusion of the bulkhead upper member 14 (not shown), and the front vehicle body side attachment lower surface 22 is welded to the bulkhead upper member 14. A hole 33 is formed across the ridge of the front inclined surface 24 and the second front vertical surface 25, and the bending load at this ridge is finely adjusted to have an optimum value.

A weld nut 34 is attached to the back side of the fender attachment upper surface 26 and an attachment hole 36 for a bolt 35 to the fender garter 9 is formed. Further, the rear second vertical surface 27 is provided with a cutout 3 from the outside of the vehicle compartment.
7 is formed, and the cutout portion 37 can be bent even with respect to the impact energy of the impact load absorbed by the bending portion 38, which will be described later, bent.
Is to finely adjust the rigidity of the bracket 21 or the setting of the shock absorption characteristics.
Here, the notch 37 may be provided on the horizontal surface 28. The rear vehicle body side mounting lower surface 30 is welded to the bulkhead upper member 14.

The upper surface 26 for mounting the fender and the lower surface 3 for mounting on the rear vehicle body of the bracket 21 configured as described above.
The rear second vertical surface 27 and the horizontal surface 28, which are formed between the rear second vertical surface 27 and the horizontal plane 28, form a vehicle body rear side support portion (support portion) 39, and the rear body second side surface 27 forms the vehicle body rear side support portion 39. The ridgeline between the horizontal plane 28 and the horizontal plane 28 is configured as a bent portion 38 that protrudes inward of the bracket 21.

Here, FIGS. 8 and 9 show simulation results and experimental results in the case where the obstacle 40 collides with the fender 3 from the front obliquely upper side as shown in FIG.
In this simulation and experiment, the obstacle 40 is assumed to collide at a speed of 40 km / h at an angle of 50 degrees from the front diagonally above, and each figure shows acceleration (G) shown on the vertical axis.
And the time (msec) shown on the horizontal axis.

In the simulation shown in FIG. 8, when the height of the rear second vertical surface 27 of the bracket 21 is h and the width is b, the value of h / b (b = 20 mm) is changed. This is an examination of the differences in characteristics. Here, in order to prevent the obstacle 40 from being damaged by the impact load, it is necessary to keep the peak of the acceleration G small. In this way, the peak of the acceleration G is suppressed as much as possible, the displacement stroke is gained, and the energy is absorbed over a long period of time, so that a good shock absorption characteristic can be obtained.

As a result of the simulation, h / b = 1.5
In the case of, it was found that a large peak appears immediately after the collision, which is not preferable. This is because the height h of the rear second vertical surface 27 is larger than the width b, so that buckling occurs at the rear second vertical surface 27. It was also found that a peak slightly appears even when h / b = 0.8. In this case, it is considered that the height h of the rear second vertical surface 27 is smaller than the width b, so that the rear second vertical surface 27 is stretched to reduce the deformation. The smallest peak is h / b = 1
It turned out to be the case. In this case, it is considered that, since the deformation starts at the bending portion 38 after the collision and the bending deformation gradually progresses inward, the impact energy can be gradually absorbed over time, and thus good characteristics can be obtained. That is, by setting h / b = 1, it becomes difficult to buckle against an impact force, and the bending portion 38 can move while undergoing plastic bending / returning so that more impact energy can be absorbed. Of.

The experimental result shown in FIG. 9 is a comparison between the bracket 21 of this embodiment and the bracket 21 'having no bent portion 38. Each bracket 21,
21 'is set to h / b = 1, but the bent portion 3
As shown in FIG. 10, the other bracket 21 'not provided with 8 has a rear surface edge of the fender attachment upper surface 26 and an upper edge of the rear inclined surface 29 connected by an inclined surface 41.
In addition, in the other bracket 21 ', the same parts as those of the bracket 21 of the above-described embodiment are designated by the same reference numerals, and the description thereof will be omitted.

As a result of the experiment, it was found that the other bracket 21 'has a large peak immediately after the collision because the inclined surface 41 is stretched. From this experimental result,
It was found that the bracket 21 according to the embodiment provided with the bent portion 38 is superior in shock absorbing characteristics as compared with the bracket 21 ′ not provided with the bent portion 38.

According to the above-described embodiment, when an impact load is applied to the fender 3 from diagonally above and forward, a bent portion provided on the vehicle body rear side support portion 39 between the fender attachment upper surface 26 and the rear vehicle body side attachment lower surface 30. Starting from 38, the bracket 21 deforms in a further bending direction while performing plastic bending / returning, and absorbs a large amount of impact energy in a long stroke without buckling. In this case, since the bent portion 38 is bent and deformed toward the inside of the bracket 21, for example, a space for deforming the bracket 21 is required on the outside of the passenger compartment of the fender 3 as in the case of being deformed toward the outside of the passenger compartment. Therefore, there is less restriction when determining the shape of the fender 3 and the degree of freedom in modeling is increased.

Further, since the bent portion 38 is allowed to be deformed in the space between the bracket 21 and the bulkhead upper member 14 without interfering with surrounding members, it is possible to smoothly absorb the shock. If the fender mounting upper surface 26 is displaced rearward when the bracket 21 is deformed, the distance between the fender mounting upper surface 26 and the front vehicle body side mounting lower surface 22 is extended, and the front first vertical surface 23 and the front inclined surface are formed. Since 24 and the second front vertical surface 25 are deformed in a straight line, the impact energy can be absorbed by this extensional deformation.

Further, since the bracket 21 in which the strip-shaped metal plate is formed in a mountain shape is used, the respective surfaces are arranged so as to follow the direction of the force from the side, and as a result, the side acting toward the vehicle interior side. It is possible to secure the rigidity of the fender 3 toward the passenger compartment inside by receiving the load from one side in the in-plane direction of the bracket 21. Of course, it goes without saying that the bracket 21 has sufficient support rigidity against a low load from above acting on the fender 3 when the fender 3 is touched from above.

Therefore, the lateral rigidity of the top portion of the fender 3 does not decrease and sticking does not occur, and the assembling accuracy can be secured. Therefore, it is possible to improve the appearance quality such that the gap size between the fender 3 and the hood 2 can be accurately set. The small-sized bracket 21 described above does not cause a significant increase in vehicle body weight. In this way, good shock absorption characteristics are ensured against a shock load acting from diagonally above and in front of the fender 3
It is possible to secure the building accuracy by eliminating the sticky feeling of.

Further, since it is possible to bend with respect to the impact load even if the notch 37 of the rear second vertical surface 27 is used as a starting point,
By selecting the size of the cutout portion 37, the rigidity or the impact absorption characteristic can be finely adjusted, and the versatility can be improved such that the impact load can be accurately set according to the difference in the vehicle type.

The present invention is not limited to the above embodiment. For example, the bracket 21 is not formed in a mountain shape, the front vehicle body side mounting lower surface 22 is eliminated, and the fender mounting upper surface 26 and the fender mounting upper surface are provided. A rear vehicle body-side mounting lower surface 30 is formed rearward of 26, and a bending portion 38 protruding downward of the bracket 21 is provided in a support portion between the fender mounting upper surface 26 and the vehicle body-side mounting lower surface 30. Good.

Also, the fender mounting upper surface 26 of the bracket 21 is fixed to the rear surface of the fender garter 9 with bolts 35, and the front vehicle body side mounting lower surface 22 and the rear vehicle body side mounting lower surface 30 are mounted to the bulkhead upper member 14 by welding. Although the case has been described, which part is fixed with bolts or screws or welded can be freely selected depending on the convenience of assembly around the fender.

[0029]

As described above, according to the first aspect of the invention, when an impact load is applied to the fender from diagonally above and in the front, the bracket is further deformed in the direction in which it is bent from the bent portion. Absorbs impact energy. In this case, since the bent portion is deformed downward, for example,
Unlike the case of deforming toward the outside of the passenger compartment, there is no need for a space for the deformation of the bracket on the outside of the passenger compartment of the fender, so there are less restrictions when determining the shape of the fender, and freedom of shaping. Has the effect of increasing.
Further, by using the strip-shaped bracket, the rigidity of the fender in the lateral direction can be ensured, and the clearance between the fender and the bonnet edge can be accurately ensured, so that the assembling accuracy can be improved. is there.

According to the second aspect of the present invention, when an impact load is applied to the fender obliquely from the front upper side, the bent portion provided on the vehicle body rear side support portion between the fender mounting upper surface and the vehicle body side mounting lower surface is formed. As a starting point, the bracket is further deformed in a bending direction to absorb impact energy. In this case, since the bent portion is bent and deformed toward the inside of the bracket, for example, unlike the case of deforming toward the outside of the vehicle compartment, a space portion for deforming the bracket is not required on the outside of the vehicle interior of the fender, This has the effect of reducing the restrictions when determining the shape of the fender and increasing the freedom of modeling. Further, by using the bracket formed by forming the strip-shaped metal plate in a mountain shape, it is possible to receive the load on the vehicle interior side in the in-plane direction of the bracket and secure the lateral rigidity of the fender to the vehicle interior side, Therefore, there is an effect that the assembling accuracy can be secured.

According to the third aspect of the present invention, since the notch portion can be bent with respect to the impact load as a starting point, the rigidity or the impact absorption characteristic can be finely adjusted by selecting the size of the notch portion. It has the effect of increasing versatility, such as being able to make accurate settings according to differences in vehicle types.

[Brief description of drawings]

FIG. 1 is a perspective view of a vehicle according to an embodiment of the present invention.

FIG. 2 is a perspective view of the fender according to the embodiment of the present invention viewed from the vehicle interior side.

3 is a cross-sectional view taken along the line AA of FIG.

4 is a cross-sectional view taken along the line BB of FIG.

FIG. 5 is a perspective view of the bracket according to the embodiment of the present invention.

FIG. 6 is a plan view of the bracket according to the embodiment of the present invention.

FIG. 7 is a front view of the bracket according to the embodiment of the present invention.

FIG. 8 is a graph showing comparison of samples having different dimensional ratios.

FIG. 9 is a graph showing a comparison with a case where no bent portion is provided.

FIG. 10 is a front view corresponding to FIG. 7 showing a comparative example of a bracket.

FIG. 11 is a sectional view of a conventional fender in the vehicle width direction.

[Explanation of symbols]

3 fenders 14 Bulkhead upper members (body parts) 21 bracket 22 Rear body mounting bottom surface (body mounting bottom surface) 26 Fender mounting top 27 Rear second vertical surface (supporting surface) 28 Horizontal surface (support surface) 30 Rear body mounting bottom surface (body mounting bottom surface) 37 Notch 38 Bend 39 Rear body support portion (support portion)

Claims (3)

[Claims] 1. A fender support structure for supporting and fixing a fender to a vehicle body member via a bracket, wherein the bracket is formed by bending a band-shaped metal plate, and is mounted on the vehicle body side at a rear side of the fender mounting upper surface and the fender mounting upper surface. A fender support structure having a lower surface, and a bent portion projecting downward of the bracket is provided in a support portion between the fender mounting upper surface and the vehicle body side mounting lower surface. 2. A fender support structure for supporting and fixing a fender to a vehicle body member via a bracket, wherein the bracket has a belt-shaped metal plate formed in a substantially mountain shape, and has a fender mounting upper surface and a vehicle body side mounting lower surface, A fender support structure characterized in that a bending portion projecting inward of the bracket is provided at a vehicle body rear side support portion between the fender attachment upper surface and the vehicle body side attachment lower surface. 3. The fender support according to claim 2, wherein a cutout is formed at a side edge of at least one of the two support surfaces forming the bent portion of the vehicle body rear side support portion. Construction.