JP2004050865A

JP2004050865A - Vehicle fender part structure

Info

Publication number: JP2004050865A
Application number: JP2002207028A
Authority: JP
Inventors: Chihiro Oishi; 大石　ちひろ
Original assignee: Fuji Heavy Industries Ltd
Current assignee: Subaru Corp
Priority date: 2002-07-16
Filing date: 2002-07-16
Publication date: 2004-02-19

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle fender part structure for improving the shock absorbing performance against a collision object. <P>SOLUTION: In the vehicle fender part structure with a fender panel 30 fitted to an upper frame 20 extending along the longitudinal direction of a vehicle body, a step-like reinforcing member 50 is stretched between a side surface of a longitudinal surface part 41 of a fender bracket 40 and a lower surface of an upper surface part 43 over the fender bracket 40 extending in the longitudinal direction of the vehicle body and having a longitudinal wall part 41 with a lower end thereof coupled with the upper frame 20 and extending in the vertical direction and the upper surface part 43 bent from an upper edge of the longitudinal wall part 41, extending in a substantially horizontal direction, and coupled with a flange part 34 of the fender panel 30. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は車体の構造部材にフェンダパネルを取り付けた車両のフェンダ部構造に関する。
【０００２】
【従来の技術】
車両のフェンダパネルに上方から作用する衝撃荷重に対するエネルギ吸収特性の向上を図り、衝突体への衝撃を緩和する車両のフェンダ部構造としては、例えば特開２００１−３３４９５８号公報に記載の構造がある。
【０００３】
この構造は、図１２に車体前部の要部斜視図を示し、かつ図１３にそのＩＩ−ＩＩ線断面を示すように、エンジンルームの上方を開閉するフード１０１（図１３を参照）の左右両側にフェンダパネル１０２を備えている。フェンダパネル１０２はアウタパネル部１０３と、車幅方向内方上部の見切り部１０４と、この見切り部１０４から下方へ延びる縦壁部１０５とが連続形成され、縦壁部１０５の下端に一体形成された複数の略門形のブラケット部１０６を介して車体構造部材であるアッパフレーム１１０に取り付け支持されている。
【０００４】
そして、車両に上方から衝突体が衝突してフェンダパネル１０２の見切り部１０４部分に衝撃荷重が入力した際に、フェンダパネル１０２のブラケット部１０６の上片１０６ａ、前片１０６ｂ、後片１０６ｃが共に座屈変形して衝撃エネルギを吸収することによって衝突体への衝撃を緩和するものである。
【０００５】
【発明が解決しようとする課題】
しかしながら、この車両のフェンダ部構造においては、フード１０１の側端縁近傍に略上方から衝突体が衝突した際に、フード１０１に作用した衝撃エネルギをブラケット部１０６の上片１０６ａ、前片１０６ｂ、後片１０６ｃの各座屈変形、即ちブラケット部１０６全体が略同時に変形して吸収することから、衝撃後の初期段階においてブラケット部１０６が急激に変形して滑らかに連続する衝撃エネルギ吸収特性が得られず、衝突体への十分な衝撃緩和が達成できないことが懸念される。また、変形によって衝撃エネルギを吸収するブラケット部１０６には、フェンダパネル１０２をアッパフレーム１１０に取り付け支持するための十分な剛性強度が要求され、しかもフェンダパネル１０２それ自体にブラケット部１０６を一体形成することから、ブラケット部１０６の変形による衝撃エネルギ吸収特性を微細に調整することが困難である。
【０００６】
従って、かかる点に鑑みなされた本発明の目的は、衝突体への衝撃緩和性能の向上を図る車両のフェンダ部構造を提供することにある。
【０００７】
【課題を解決するための手段】
上記目的を達成する請求項１に記載の車両のフェンダ部構造の発明は、車体の前後方向に沿って延設される車体構造部材にフェンダパネルを取り付ける車両のフェンダ部構造において、下端が上記車体構造部材に結合されて上下方向に延びる縦壁部及び該縦壁部の上端縁から折曲して略水平に延びて上記フェンダパネルに結合する上面部を有して車体前後方向に延在するフェンダブラケットと、該フェンダブラケットに取り付けられ、上方から上記フェンダパネルへ入力された衝撃荷重の衝撃エネルギ吸収特性を変形によって調整する補強部材とを備えたことを特徴とする。
【０００８】
請求項１の発明によると、フェンダパネルへ入力された衝撃エネルギ吸収特性を変形によって調整する補強部材がフェンダブラケットに取り付けられることから、上方からの衝撃荷重に対するフェンダブラケットの支持剛性が比較的高く設定される。そして、入力された衝撃荷重によるフェンダブラケット及び補強部材が変形する初期段階における衝撃加速度が上昇して十分に衝撃エネルギを吸収し、残存する衝撃エネルギが減少する。この結果、残存する衝撃エネルギの減少によりフェンダブラケット及び補強部材が変形する後半段階における急激な衝撃加速度の上昇が抑制されて衝撃緩和性能の向上が得られ、衝突体に与える衝撃が大幅に緩和できる。更に補強部材を衝撃エネルギ吸収特性の異なる他の補強部材に代えることによって、他の車体部材に影響することなく容易に微細な衝撃緩和特性を調整することができる。
【０００９】
請求項２に記載の発明は、請求項１の車両のフェンダ部構造において、上記補強部材は、上記フェンダブラケットの縦壁部の側面と上面部の下面との間に掛け渡され、かつ略水平方向に延びる水平部と略上下方向に延びる縦面部が交互に繰り返されて連続する階段状であることを特徴とする。
【００１０】
請求項２の発明によると、補強部材を水平部と縦面部が交互に繰り返されて連続する階段状に形成する比較的簡単な構成によって、上方から衝撃荷重が入力された際、各水平部と縦面部の連続部となる折曲形成された各折曲線が連続的に押し潰されて変形し、この連続する変形によって衝撃によるフェンダブラケット及び補強部材の変形する初期段階において十分に衝撃エネルギが吸収され、変形の後半段階における急激な衝撃加速度の上昇が抑制されて衝突体に与える衝撃が大幅に緩和される。
【００１１】
請求項３に記載の発明は、請求項２の車両のフェンダ部構造において、上記補強部材は、上下方向の寸法が互いに異なる複数の縦面部及び車幅方向の寸法が互いに異なる複数の水平部の少なくとも一方を有することを特徴とする。
【００１２】
請求項３の発明によると、互いの縦面部の上下方向の寸法或いは互いの水平部の車幅方向の寸法を異ならせることによって、微細な衝撃エネルギ吸収特性を調整することができる。
【００１３】
請求項４に記載の発明は、請求項２の車両のフェンダ部構造において、上記補強部材の連続する水平部と縦面部とに亘って連続して配設された第２補強部材を備えたことを特徴とする。
【００１４】
請求項４の発明によると、第２補強部材によって補強部材の変形強度が調整され、補強部材による衝撃エネルギの吸収特性が容易に調整されて衝突体に与える衝撃を有効的にが緩和され、更に安全性が確保される。
【００１５】
請求項５に記載の発明は、請求項２または３の車両のフェンダ部構造において、上記補強部材は、異なる材質からなる複数の構成部材が連結して形成されたことを特徴とする。
【００１６】
請求項５の発明によると、異なる材質からなる複数の構成部材を連結して補強部材を形成することによって、異なる材質に特性に従って補強部材の変形強度が調整され、衝撃エネルギの吸収特性が調整されて衝突体に与える衝撃を有効的に緩和される。
【００１７】
請求項６に記載の発明は、請求項２〜４のいずれかの車両のフェンダ部構造において、上記フェンダブラケットの縦壁部の側面と上面部の下面との間に互いに離間して上記補強部材が複数掛け渡されたことを特徴とする。
【００１８】
請求項６の発明によると、複数の補強部材を配設ことから、各補強部材に入力する衝撃荷重に応じて各補強部材が変形して衝撃エネルギを吸収し、より有効的な衝撃エネルギの吸収特性が得られ、衝撃体に対する衝撃の緩和が得れる。
【００１９】
【発明の実施の形態】
（第１実施の形態）
本発明による車両のフェンダ部構造の第１実施の形態を、図１乃至図８を参照して説明する。なお、図中矢印Ｆは車体前方方向、矢印ＵＰは車体上方方向、矢印ＩＮは車幅方向内方向を示す。
【００２０】
図１は車両１の前部斜視図であり、図２は図１のＩ−Ｉ線断面図である。車両の前部には、エンジンルームの上方を開閉自在に覆うフード１０と、エンジンルームの側部を形成するフェンダパネル３０を備え、フード１０とフェンダパネル３０の境界ａが、フード１０の車幅方向の側端縁１０ａに沿って車体前後方向に延びている。
【００２１】
フード１０は、このフード１０の上面を形成するフードパネルアウタ１１を有し、フードパネルアウタ１１の車幅方向側縁部の下面側には、上方が開口した断面略ハット状で車体前後方向に延びるフードパネルインナ１２が配置されて、その外側縁部がヘミング加工によってフードパネルアウタ１１に固定されている。このフードパネルアウタ１１とフードパネルインナ１２によって形成される車体前後方向に延在する中空閉断面部１３は、フード１０の骨格を構成している。
【００２２】
一方、車両１は、フード１０の側端縁１０ａの下方に位置してエンジンルームの側部に沿って車体前後方向に配設された車体構造部材であるアッパフレーム２０を備えている。アッパフレーム２０は、車幅方向外側が開放された断面略コ字状で車体前後方向に延在するアッパフレームインナ２１と、車幅方向外側が開放された断面略コ字状でアッパフレームインナ２１の両端縁部分２１ａ、２１ｂに各々端縁部分２２ａ、２２ｂが各々重ねられて結合するアッパフレームアウタ２２とによって車体前後方向に延在する略矩形の中空閉断面形状に構成されている。このアッパフレーム２０は、後方端が車室とエンジンルームとの間で車幅方向に延在する車体構造部材であるバルクヘッド２５に結合されている。
【００２３】
フェンダパネル３０は、アウタパネル部３１の上部が車幅方向内方側に湾曲し、かつフード１０の側端縁１０ａに対向する見切り部３２から下方に折曲されて下方向に延びる縦壁部３３が形成されている。この縦壁部３３の下端部に車幅方向内方に向かって折曲されてフード１０の側端縁１０ａよりも車幅方向内方側にまで延びてフード１０の側縁部分１０Ａの下方に重なるフランジ部３４が車体前後方向に延在して形成されている。
【００２４】
このフェンダパネル３０のフランジ部３４は、フェンダブラケット４０を介してアッパフレーム２０の上面に結合されている。フェンダブラケット４０は、図２に断面図を示し、かつ図３に斜視図に示すように、略垂直で上下方向に延びる縦壁部４１と、この縦壁部４１の下端縁４１ａから車幅方向外方に折曲されて略水平に延びる下面部４２と、縦壁部４１の上端縁４１ｂから車幅方向内方に折曲されて略水平に延びる上面部４３を有する車体前後方向に延在する断面略Ｚ字状である。フェンダブラケット４０の下面部４２がアッパフレーム２０の上面に重ねられてアッパフレームインナ２１及びアッパフレームアウタ２２の各端部分２１ａ、２２ａと共にスポット溶接され、かつ上面部４３がフェンダパネル３０に形成されたフランジ部３４の下面に重ねられてスポット溶接されている。
【００２５】
フェンダブラケット４０に形成された縦壁部４１の下端縁４１ａ近傍と、上面部４３の先端４３ａ近傍との間に補強部材５０が掛け渡されて配設されている。
【００２６】
補強部材５０は、図２に断面図を示すと共に図３及び図４に斜視図を示すように、フェンダブラケット４０の縦壁部４１の下端縁４１ａに沿って縦壁部４１の車幅方向内側の側面にスポット溶接される略矩形の下側結合部５１と、下側結合部５１の上縁に沿って車幅方向内方に折曲する第１折曲線５１ａから略水平に延びる略矩形の第１水平部５２と、第１水平部５２の内縁に沿って上方に折曲する第２折曲線５２ａから上方に延びる略矩形の第１縦面部５３と、第１縦面部５３の上縁に沿って車幅方向内方に折曲する第３折曲線５３ａから略水平に延びる略矩形の第２水平部５４と、第２水平部５４の内縁に沿って上側に折曲する第４折曲線５４ａから上方に延びる略矩形の第２縦面部５５と、第２縦面部５５の上縁に沿って車幅方向内方に折曲する第５折曲線５５ａから略水平に延びて上面部４３の先端４３ａに沿って上面部４３の下面に結合される略矩形の上側結合部５６とが連続形成された断面階段状に形成されている。
【００２７】
この階段状に形成される補強部材５０は、下側結合部５１と、第１水平部５２と、第１縦面部５３と、第２水平部５４と、第２縦面部５５と、上側結合部５６とが連続形成された矩形平板状の素材を、第１折曲線５１ａ、第２折曲線５２ａ、第３折曲線５３ａ、第４折曲線５４ａ及び第５折曲線５５ａにおいて折曲形成することによって容易に成形できる。
【００２８】
このように形成された補強部材５０は、縦壁部４１の下端縁４１ａに沿って縦壁部４１の車幅方向内方の側面に下側結合部５１を重ね、かつ上面部４３の先端４３ａに沿って上面部４３の下面に上側結合部５６を重ね、互いに重合する縦壁部４１と下側結合部５１をスポット溶接すると共に、上面部４３と上側結合部５６とフランジ３４とを共にスポット溶接することによって、図２に示すようにフェンダブラケット４０の縦壁部４１の下端縁４１ａ近傍と、上面部４３の先端４３ａ近傍との間に掛け渡されて配設される。
【００２９】
次に、このように形成されたフェンダ部構造の作用を説明する。
【００３０】
フード１０とフェンダパネル３０との境界ａ近傍に上方から衝突体Ｓが衝突して、図５に矢印Ａで示すように略上方から下方へ向けて衝撃荷重が入力した場合には、フード１０の側端縁１０ａ近傍部分が下方に押し下げられ、フード１０の下方に配置されたフェンダパネル３０のフランジ部３４がフード１０によって図５に示すように下方へ押圧されて変形する。
【００３１】
ここで、仮に図６に示すようにフェンダブラケット４０の縦壁部４１の下端縁４１ａの近傍と上面部４３の先端４３ａ近傍との間に掛け渡されて配設されるフェンダブラケット５０が省略されている場合には、フェンダパネル３０のフランジ部３４を下方から支持するフェンダブラケット４０の上面部４３が、縦壁部４１の上端縁４１ｂ側から車幅方向内方に折曲形成されたオーバハング状態であり、上方からの荷重に対する支持剛性が比較的低く、特に上面部４３は縦壁部４１側に対して先端４３ａ側の支持剛性が低くい。このため、フェンダパネル３０を介して上方から衝撃荷重が入力した際、その衝撃荷重に対する抗力が小さくフェンダブラケット４０が急激に座屈変形してフェンダブラケット４０の変形による十分な衝撃エネルギの吸収が妨げられる。即ち、図７に衝撃荷重に対する衝撃加速度と時間の関係を示す衝撃加速度−時間線図に、実線Ｇで示すように、衝撃によるフェンダブラケット４０の変形における初期段階において低い衝撃加速度で変形して十分な衝撃エネルギの吸収が得られず、フェンダブラケット４０の変形の後半段階において急激に衝撃加速度が上昇して衝突体に大きな衝撃を与えることが懸念される。
【００３２】
一方、本実施の形態によると、フェンダブラケット４０の上側結合部４３の先端４３ａ近傍と縦壁部４１の下端４１ａ近傍の側面に掛け渡された階段状に折曲形成された補強部材５０によって補剛されて、上方から入力される衝撃荷重に対するフェンダブラケット４０の支持剛性が比較的高く設定される。
【００３３】
従って、フード１０に上方から衝撃体Ｓによる衝撃荷重が作用すると、図５に示すように、フード１０が変形してフェンダパネル３０のフランジ部３４を介してフェンダブラケット４０の上面部４３に衝撃荷重が伝達される。
【００３４】
この衝撃荷重によってフェンダブラケット４０は、その変形によって上面部４３の先端４３ａ近傍と縦壁部４１の下端４１ａ近傍間に架設された補強部材５０を押し潰し、かつフェンダブラケット４０を座屈変形させて、補強部材５０及びフェンダブラケット４０の変形によって衝撃エネルギを吸収する。
【００３５】
この補強部材５０の変形による衝撃エネルギの吸収は、例えば、折曲形成された第５折曲線５５ａ、第４折曲線５４ａ、第３折曲線５３ａ、第２折曲線５２ａ、第１折曲線５１ａが連続的に押し潰されて変形し、この補強部材５０及びフェンダブラケット４０の変形における初期段階において衝撃エネルギが効率的に吸収されて残存する衝撃エネルギが減少し、残存する衝撃エネルギの減少により補強部材５０及びフェンダブラケット４０の変形の後半段階での急激な変化が抑制されて滑らかに連続する衝撃加速度変化が維持されて有効的な衝撃エネルギの吸収が得られ、衝撃体Ｓに対する衝撃の緩和が得れる。
【００３６】
即ち、図７に破線Ｇａで示すように、補強部材５０による抗力によって衝撃による変形の初期段階における衝撃加速度を十分上昇させて、初期段階において十分に衝撃エネルギを吸収する。その結果、残存する衝撃エネルギが減少し、衝撃による変形の後半段階における急激な衝撃加速度の上昇が抑制されて、衝突体Ｓに与える衝撃が大幅に緩和され、衝突体Ｓに対する安全性が確保される。
【００３７】
一方、補強部材５０を、種々の更に異なる衝撃エネルギ吸収特性の補強部材５０と代えることによって、容易に微細な衝撃加速度の変化、即ち衝撃エネルギ吸収特性が調整でき、微細な衝撃緩和特性を調整することができる。
【００３８】
例えば、図８に補強部材５０の斜視図を示すように、第１水平部５２、第２水平部５４の車幅方向の寸法Ｌ１とＬ２及び第１縦面部５２、第２縦面部５３の上下方向の寸法Ｌ３とＬ４を変えることによって、補強部材５０による衝撃の際の衝撃加速度の変化が調整されて、フェンダパネル３０の変形速度の微細な調整及びフェンダブラケット４０及び補強部材５０による微細な衝撃エネルギ吸収特性を調整することができる。即ち、補強部材５０は、上下方向の寸法が互いに異なる複数の縦面部及び車幅方向の寸法が互いに異なる複数の水平部の少なくとも一方を有することによって、微細な衝撃エネルギ吸収特性を調整することができる。
【００３９】
この微細な変形速度や衝撃エネルギ吸収特性の調整は、補強部材５０の車体前後方向の長さＬ５や補強部材５０の板厚等を種々変更することによっても容易に行える。なお、この異なる衝撃エネルギ吸収特性の補強部材５０と代えることは、他の車体部材に影響することなく容易に行え、補強部材５０を代えることによる微細な衝撃緩和特性の調整は車体構造を大きく変更することなく容易に行うことができる。
【００４０】
（第２実施の形態）
本発明による車両のフェンダ部構造の第２実施の形態を、図９を参照して説明する。なお、本実施の形態は、複数の補強部材５０をフェンダブラケット４０に互いに離間して部分的に配置したことを特徴とし、他の構成は第１実施の形態と同一であり、該部の構成を主に説明する。
【００４１】
図９は、補強部材５０の斜視図であり、各補強部材５０は、上記第１実施の形態の補強部材５０に対し、車体前後方向の寸法Ｌ５が小さく設定され、フェンダブラケット４０縦壁部４１の下端縁４１ａに沿って結合される略矩形の下側結合部５１と、下側結合部５１の上縁に沿って車幅方向内方に折曲する第１折曲線５１ａから略水平に延びる略矩形の第１水平部５２と、第１水平部５２の内縁に沿って折曲する第２折曲線５２ａから上方に延びる略矩形の第１縦面部５３と、第１縦面部５３の上縁に沿って車幅方向内方に折曲する第３折曲線５３ａから略水平に延びる第２水平部５４と、第２水平部５４の内縁に沿って上側に折曲する第４折曲線５４ａから上方に延びる第２縦面部５５と、第２縦面部５５の上縁に沿って車幅方向内方に折曲する第５折曲線５５ａから略水平に延びて上面部４３の先端４３ａに沿って上面部４３の下面に結合される上側結合部５６とが連続形成された階段状に形成されている。
【００４２】
このように形成された各補強部材５０は、各補強部材５０の下側結合部５１を縦壁部４１の下端縁４１ａ近傍にスポット溶接し、かつ上面部４３の先端４３ａ近傍の下面に上側結合部５６をスポット溶接することによって、互いに車体前後方向に所定間隔Ｌだけ離間してフェンダブラケット４０の縦壁部４１の下端縁４１ａ近傍と上面部４３の先端４３ａ近傍との間に掛け渡されて配設される。
【００４３】
そして、第１実施の形態と同様にフード１０に上方から衝撃体Ｓによる衝撃が入力されると、フード１０が変形してフェンダパネル３０のフランジ部３４を介してフェンダブラケット４０の上面部４３に衝撃荷重が伝達される。
【００４４】
衝撃荷重によってフェンダブラケット４０は、その上面部４３の先端４３ａ側が上面部４３の先端近傍と縦壁部４１の下端４１ａ近傍間に架設された各補強部材５０を、各々の補強部材５０に入力する衝撃荷重に相応して押し潰し、かつフェンダブラケット４０を座屈変形させて衝撃エネルギを吸収する。
【００４５】
この各補強部材５０の変形による衝撃エネルギの吸収は、各々入力する衝撃荷重に応じて折曲形成された第５折曲線５５ａ、第４折曲線５４ａ、第３折曲線５３ａ、第２折曲線５２ａ、第１折曲線５１ａが連続的に押し潰されて座屈変形し、この連続する変形の初期段階において十分に衝撃エネルギが吸収され、残存する衝撃エネルギが減少し、変形の後半段階における急激な変化がない滑らかに連続する衝撃加速度の変化が維持されて有効的な衝撃エネルギの吸収が得られ、衝撃体Ｓに対する衝撃の緩和が得れる。
【００４６】
即ち、衝撃により入力された際、各部分に入力された各部の衝撃荷重に相応した各々の補強部材５０による抗力によって各部の変形初期段階において衝撃加速度を上昇させて十分に衝撃エネルギを吸収し、変形の後半段階における衝撃加速度の急激な上昇を抑制することによって、残存する衝撃エネルギが減少し、更に衝突体に与える衝撃を有効的に緩和され、更に安全性が確保される。
【００４７】
各補強部材５０間の離間寸法Ｌは、各部の要求衝撃エネルギ吸収特性に応じて調整することもできる。また、各補強部材５０間が離間することによって、上記第１実施の形態に比べ、軽量化が得られると共に、各部の要求衝撃エネルギ吸収特性に応じて各補強部材５０間を変更することによって各部に相応した衝撃加速度の調整が可能になる。更に、各補強部材５０の板厚や形状を変えて各部の要求衝撃エネルギ特性に応じた種々調整ができる。例えば、図８と同様に第１水平部５２、第２水平部５４の車幅方向の寸法Ｌ１とＬ２及び第１縦面部５２、第２縦面部５３の上下方向の寸法Ｌ３とＬ４を変えて、補強部材５０の荷重に対する座屈変形の特性を調整して衝撃エネルギ特性を調整できる。また、補強部材５０は、３個に限定されることなく２個或いは４個以上の複数個配設することもできる。
【００４８】
（第３実施の形態）
本発明による車両のフェンダ部構造の第３実施の形態を、図１０を参照して説明する。なお、本実施の形態は、複数の補強部材、本実施の形態では２個の補強部材５０に第２補強部材６０を配設したことを特徴とし、他の構成は第１実施の形態と同一であり、該部の構成を主に説明する。
【００４９】
各補強部材５０は、フェンダブラケット４０縦壁部４１の下端縁４１ａに沿って結合される下側結合部５１と、下側結合部５１の上縁に沿って車幅方向内方に折曲する第１折曲線５１ａから略水平に延びる第１水平部５２と、第１水平部５２の内縁に沿って折曲する第２折曲線５２ａから上方に延びる第１縦面部５３と、第１縦面部５３の上縁に沿って車幅方向内側に折曲する第３折曲線５３ａから略水平に延びる第２水平部５４と、第２水平部５４の内縁に沿って上側に折曲する第４折曲線５４ａから上方に延びる第２縦面部５５と、第２縦面部５５の上縁に沿って車幅方向内側に折曲する第５折曲線５５ａから略水平に延びて上面部４３の先端４３ａに沿って上面部４３の下面に結合される上側結合部５６とが連続形成された断面階段状に形成されている。
【００５０】
この階段状に形成された各補強部材５０の連続する水平部と縦面部、例えば第１縦面部５３から第２水平部５４に亘って、補強部材５０と異なる材質、例えばアルミニウム或いは樹脂製で断面略Ｌ字状に連続して一体成形されたブロック状の第２補強部材６０が一体的に設けられ、補強部材５０の変形強度を調整している。
【００５１】
このように第２補強部材６０によって変形強度が調整された各補強部材５０は、各補強部材５０の下側結合部５１を縦壁部４１の下端縁４１ａ近傍にスポット溶接し、かつ上面部４３の先端４３ａ近傍下面に上側結合部５６をスポット溶接することによって、互いに車体前後方向に所定間隔Ｌだけ離間してフェンダブラケット４０の縦壁部４１の下端縁４１ａ近傍と上面部４３の先端４３ａ近傍との間に掛け渡されて配設される。
【００５２】
そして、第１実施に形態と同様にフード１０に上方から衝撃体Ｓによる衝撃が入力されると、フード１０が変形してフェンダパネル３０のフランジ部３４を介してフェンダブラケット４０の上面部４３に衝撃荷重が伝達される。
【００５３】
衝撃荷重によってフェンダブラケット４０は、その上面部４３の先端４３ａ近傍と縦壁部４１の下端４１ａ近傍間に架設された各補強部材５０を、各々の補強部材５０に入力される衝撃荷重に相応して押し潰し、かつフェンダブラケット４０を座屈変形させて衝撃エネルギを吸収する。
【００５４】
この各補強部材５０の変形による衝撃エネルギの吸収は、各々入力する衝撃荷重に応じて各補強部材５０の第５折曲線５５ａ、第４折曲線５４ａ、第３折曲線５３ａ、第２折曲線５２ａ、第１折曲線５１ａが連続的に押し潰されて座屈変形し、かつその座屈変形が第２補強部材６０によって調整されて急激な変化がない滑らかに連続する衝撃加速度が維持されて有効的な衝撃エネルギの吸収が得られ、衝撃体Ｓに対する衝撃の緩和が得れる。
【００５５】
即ち、衝撃荷重の作用する分布状況に相応して第２補強部材６０によって変形強度が調整された各補強部材５０による抗力によって衝撃による変形の初期段階において衝撃加速度を上昇させて十分に衝撃エネルギを吸収し、残存する衝撃エネルギが減少する。その結果、衝撃による変形の後半段階における衝撃加速度の急激な上昇を抑制することによって、衝突体に与える衝撃が有効的に緩和され、更に安全性が確保される。
【００５６】
各部の要求衝撃エネルギ吸収特性に応じて、第２補強部材６０を厚さ等の差違による変形特性の異なるものに変えることによって、各補強部材５０の変形速度等の調整が可能になり、各補強部材５０による衝撃エネルギ特性の調整が容易にできる。
【００５７】
（第４実施の形態）
本発明による車両のフェンダ部構造の第４実施の形態を、図１１によって説明する。なお、本実施の形態は、異なった材質によって補強部材７０を構成したことを特徴とし、他の構成は第１実施の形態と同一であり、該部の構成を主に説明する。
【００５８】
図１１は、補強部材７０の斜視図であり、各補強部材７０は、図１１に示すように、フェンダブラケット４０縦壁部４１の下端縁４１ａに沿って結合される下側結合部７１及びこの下側結合部７１の上縁に沿って車幅方向内側に折曲する第１折曲線７１ａから略水平に延びる第１水平部７２とからなる断面Ｌ字状の鋼板製の下部補強部材７０Ａと、下部補強部材７０Ａの第１水平部７２の内方端に接合して上方の延びる第１縦面部７３及び第１縦面部７３の上縁に沿って車幅方向内側に折曲する第３折曲線７３ａから略水平に延びる第２水平部７４を有する断面Ｌ字状で下部補強部材７０Ａと異なる材質、例えばアルミニウム或いは樹脂製の中間補強部材７０Ｂと、中間補強部材７０Ｂの第２水平部７４に接合されて上方に延びる第２縦面部７５及び第２縦面部７５の上縁に沿って車幅方向内側に折曲する第５折曲線７５ａから略水平に延びて上面部４３の先端４３ａに沿って上面部４３の下面に結合される鋼板製の上側結合部７６を有する上部補強部材７０Ｃとが連続形成された断面階段状に形成されている。
【００５９】
このように材質の異なる下部補強部材７０Ａ、中間補強部材７０Ｂ、上部補強部材７０Ｃによって変形強度が調整された各補強部材７０は、各補強部材７０の下側結合部７１を縦壁部４１の下端縁４１ａ近傍にスポット溶接し、かつ上面部４３の先端４３ａ近傍下面に上側結合部７６スポット溶接することによって、互いに車体前後方向に離間してフェンダブラケット４０の縦壁部１の下端縁４１ａ近傍と上面部４３の先端４３ａ近傍との間に掛け渡されて配設される。
【００６０】
そして、第１実施の形態と同様にフード１０に上方から衝撃体Ｓによる衝撃が与えられると、フード１０が変形してフェンダパネル３０のフランジ部３４を介してフェンダブラケット４０の上面部４３に衝撃荷重が伝達される。
【００６１】
衝撃荷重によってフェンダブラケット４０は、その上面部４３の先端４３ａ近傍と縦壁部４１の下端４１ａ近傍間に架設された各補強部材７０を、各々の補強部材７０に入力する衝撃荷重に相応して押し潰し、かつフェンダブラケット４０を座屈変形させて衝撃エネルギを吸収する。
【００６２】
この各補強部材７０の変形による衝撃エネルギの吸収は、各々入力する衝撃荷重に応じて各補強部材７０の第５折曲線７５ａ、第４折曲線７４ａ、第３折曲線７３ａ、第２折曲線７２ａ、第１折曲線７１ａが連続的に押し潰されて座屈変形し、かつその座屈変形が下部補強部材７０Ａ、中間補強部材７０Ｂ、上部補強部材７０Ｃの各部材の異なる材質によって調整されて急激な変化がない滑らかに連続する衝撃加速度が維持されて有効的な衝撃エネルギの吸収が得られ、衝撃体Ｓに対する衝撃の緩和が得れる。
【００６３】
即ち、衝撃荷重の作用する分布状況に相応して下部補強部材７０Ａ、中間補強部材７０Ｂ、上部補強部材７０Ｃの特性によって変形強度が調整された各補強部材７０による抗力によって衝撃による変形の初期段階において衝撃加速度を上昇させて十分に衝撃エネルギを吸収して残存する衝撃エネルギを減少させる。その結果、衝撃による変形の後半段階における衝撃加速度の急激な上昇を抑制することによって、上記第１実施の形態に加え更に衝突体に与える衝撃が有効的に緩和され、更に安全性が確保される。
【００６４】
また、各部の要求衝撃エネルギ吸収特性に応じて、変形特性の異なる他の材質からなる中間補強部材７０Ｂを用いることによって、各補強部材７０の変形速度等の調整が可能になり、各補強部材７０による衝撃エネルギ特性の調整が容易にできる。
【００６５】
なお、本発明は上記実施の形態に限定されることなく、発明の趣旨を逸脱しない範囲で種々変更可能である。例えば、上記第１及び第２形態の補強部材５０に、更に第３実施の形態のようにブロック状の第２補強部材を配設して衝撃エネルギ吸収特性を調整することもできる。また、上記各階段状に形成された折曲部を増減させて段数を適宜選択することによって更に衝撃エネルギ吸収特性を調整することもできる。
【００６６】
【発明の効果】
以上説明した本発明の車両のフェンダ部構造によると、車体の前後方向に延設される車体構造部材フェンダパネルを取り付ける車両のフェンダ部構造において、下端が車体構成部材に結合されて上下方向の延びる縦壁部及び該縦壁部の上端縁から折曲して略水平に延びてフェンダパネルに結合する上面部を有して車体前後方向に延在するフェンダブラケットと、変形によってフェンダパネルへ入力された衝撃エネルギ吸収特性を調整する補強部材とを備えることから、上方からの衝撃荷重が入力された際、フェンダブラケット及び補強部材が変形する初期段階における衝撃加速度が十分上昇して衝撃エネルギを吸収し、残存する衝撃エネルギを減少し、その結果、変形の後半段階における急激な衝撃加速度の上昇を抑制することによって、衝突体に与える衝撃を大幅に緩和することができる。また、補強部材を異なる衝撃エネルギ吸収特性の他の補強部材と代えることによって、他の車体部材に影響することなく容易に微細な衝撃緩和特性を調整することができる。
【図面の簡単な説明】
【図１】本発明による車両のフェンダ部構造の第１実施の形態の概要を示す車体の前部斜視図である。
【図２】図１のＩ−Ｉ線断面図である。
【図３】フェンダブラケット及び補強部材の結合状態を示す斜視図である。
【図４】補強部材の斜視図である。
【図５】フェンダ部の変形状態を示す断面図である。
【図６】作用を比較する車両のフェンダ部構造の参考図である。
【図７】衝撃加速度−時間線図である。
【図８】補強部材の他の実施の形態を示す斜視図である。
【図９】本発明による車両のフェンダ部構造の第２実施の形態の概要を示す補強部材の斜視図である。
【図１０】本発明による車両のフェンダ部構造の第３実施の形態の概要を示す補強部材の斜視図である。
【図１１】本発明による車両のフェンダ部構造の第４実施の形態の概要を示す補強部材の斜視図である。
【図１２】従来の車両のフェンダ部構造を示す車体前部の要部斜視図である。
【図１３】図１２のＩＩ−ＩＩ線断面である。
【符号の説明】
１　　　車両
１０　　　フード
２０　　　アッパフレーム（車体構造部材）
３０　　　フェンダパネル
３１　　　アウタパネル部
３３　　　縦壁部
３４　　　フランジ部
４０　　　フェンダブラケット
４１　　　縦壁部
４１ａ　　下端縁
４１ｂ　　上端縁
４２　　　下面部
４３　　　上面部
５０　　　補強部材
５１　　　下側結合部
５１ａ　　第１折曲線
５２　　　第１水平部
５２ａ　　第２折曲線
５３　　　第１縦面部
５３ａ　　第３折曲線
５４　　　第２水平部
５４ａ　　第４折曲線
５５　　　第２縦面部
５５ａ　　第５折曲線
５６　　　上側結合部
６０　　　第２補強部材
７０　　　補強部材
７０Ａ　　下部補強部材
７０Ｂ　　中間補強部材
７０Ｃ　　上部補強部材
７１　　　下側結合部
７１ａ　　第１折曲線
７２　　　第１水平部
７２ａ　　第２折曲線
７３　　　第１縦面部
７３ａ　　第３折曲線
７４　　　第２水平部
７４ａ　　第４折曲線
７５　　　第２縦面部
７５ａ　　第５折曲線
７６　　　上側結合部[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a fender structure of a vehicle in which a fender panel is attached to a structural member of a vehicle body.
[0002]
[Prior art]
As a fender structure of a vehicle for improving energy absorption characteristics against an impact load acting on a fender panel of the vehicle from above and reducing an impact to a collision body, for example, there is a structure described in JP-A-2001-334958. .
[0003]
As shown in FIG. 12, a perspective view of a main part of a front portion of a vehicle body and FIG. 13 shows a cross section taken along line II-II of FIG. Fender panels 102 are provided on both sides. The fender panel 102 has an outer panel portion 103, a partitioning portion 104 at the upper part inward in the vehicle width direction, and a vertical wall portion 105 extending downward from the partitioning portion 104, and is formed integrally with a lower end of the vertical wall portion 105. It is attached to and supported by an upper frame 110 that is a vehicle body structural member via a plurality of substantially gate-shaped bracket portions 106.
[0004]
When the collision body collides with the vehicle from above and an impact load is applied to the parting portion 104 of the fender panel 102, the upper piece 106a, the front piece 106b, and the rear piece 106c of the bracket 106 of the fender panel 102 are both This is to absorb the impact energy by buckling deformation to reduce the impact on the collision body.
[0005]
[Problems to be solved by the invention]
However, in the fender structure of this vehicle, when a collision body collides with the vicinity of the side edge of the hood 101 from substantially above, the impact energy applied to the hood 101 is transferred to the upper piece 106a, the front piece 106b, Since each buckling deformation of the rear piece 106c, that is, the entire bracket portion 106 is deformed and absorbed substantially at the same time, in the initial stage after the impact, the bracket portion 106 is rapidly deformed to obtain a shock energy absorption characteristic that is smoothly continuous. Therefore, there is a concern that sufficient impact mitigation to the colliding body cannot be achieved. Further, the bracket portion 106 that absorbs impact energy by deformation needs to have sufficient rigidity to attach and support the fender panel 102 to the upper frame 110, and the bracket portion 106 is integrally formed with the fender panel 102 itself. Therefore, it is difficult to finely adjust the impact energy absorption characteristics due to the deformation of the bracket portion 106.
[0006]
Accordingly, an object of the present invention, which has been made in view of such a point, is to provide a fender structure of a vehicle for improving the performance of cushioning an impact body.
[0007]
[Means for Solving the Problems]
According to a first aspect of the present invention, there is provided a vehicle fender structure in which a fender panel is attached to a vehicle body structural member extending in a front-rear direction of a vehicle body, wherein a lower end of the vehicle fender structure is provided. A vertical wall portion connected to the structural member and extending in the vertical direction; and a top wall portion bent from an upper end edge of the vertical wall portion, extending substantially horizontally, and connected to the fender panel, and extends in the vehicle longitudinal direction. A fender bracket, and a reinforcing member attached to the fender bracket and configured to adjust, by deformation, an impact energy absorption characteristic of an impact load input to the fender panel from above.
[0008]
According to the first aspect of the present invention, since the reinforcing member for adjusting the shock energy absorption characteristics input to the fender panel by deformation is attached to the fender bracket, the support rigidity of the fender bracket against an impact load from above is set relatively high. Is done. Then, the impact acceleration in the initial stage in which the fender bracket and the reinforcing member are deformed due to the inputted impact load is increased, the impact energy is sufficiently absorbed, and the remaining impact energy is reduced. As a result, a sudden increase in the impact acceleration in the latter half of the stage in which the fender bracket and the reinforcing member are deformed due to a decrease in the remaining impact energy is suppressed, whereby the impact mitigation performance is improved, and the impact given to the colliding body can be greatly reduced. . Further, by replacing the reinforcing member with another reinforcing member having a different impact energy absorbing characteristic, fine impact mitigation characteristics can be easily adjusted without affecting other vehicle body members.
[0009]
According to a second aspect of the present invention, in the vehicle fender structure of the first aspect, the reinforcing member is bridged between a side surface of the vertical wall portion of the fender bracket and a lower surface of the upper surface portion and is substantially horizontal. The horizontal portion extending in the vertical direction and the vertical portion extending in the substantially vertical direction are alternately repeated to form a continuous step.
[0010]
According to the invention of claim 2, by a relatively simple configuration in which the reinforcing member is formed in a continuous step shape by alternately repeating the horizontal portion and the vertical surface portion, when an impact load is input from above, each horizontal portion and Each bent curve that is a continuous portion of the vertical surface is continuously crushed and deformed, and due to this continuous deformation, impact energy is sufficiently absorbed in the initial stage where the fender bracket and the reinforcing member are deformed by the impact As a result, a sudden increase in the impact acceleration in the latter half of the deformation is suppressed, and the impact on the colliding body is greatly reduced.
[0011]
According to a third aspect of the present invention, in the vehicle fender structure of the second aspect, the reinforcing member includes a plurality of vertical surface portions having different vertical dimensions and a plurality of horizontal portions having different vehicle width dimensions. It has at least one.
[0012]
According to the third aspect of the present invention, fine impact energy absorption characteristics can be adjusted by making the vertical dimension of each vertical surface portion or the horizontal dimension of each horizontal portion different.
[0013]
According to a fourth aspect of the present invention, in the vehicle fender structure of the second aspect, a second reinforcing member is provided continuously over a continuous horizontal portion and a vertical surface portion of the reinforcing member. It is characterized by.
[0014]
According to the fourth aspect of the invention, the deformation strength of the reinforcing member is adjusted by the second reinforcing member, and the impact energy absorption characteristics of the reinforcing member are easily adjusted, so that the impact given to the collision body is effectively reduced. Safety is ensured.
[0015]
According to a fifth aspect of the present invention, in the vehicle fender structure of the second or third aspect, the reinforcing member is formed by connecting a plurality of constituent members made of different materials.
[0016]
According to the fifth aspect of the present invention, by forming a reinforcing member by connecting a plurality of constituent members made of different materials, the deformation strength of the reinforcing member is adjusted according to the characteristics of the different materials, and the shock energy absorbing characteristics are adjusted. Thus, the impact given to the collision body is effectively reduced.
[0017]
According to a sixth aspect of the invention, in the vehicle fender structure according to any one of the second to fourth aspects, the reinforcing member is separated from a side surface of a vertical wall portion of the fender bracket and a lower surface of an upper surface portion of the vehicle. Are multiplied.
[0018]
According to the sixth aspect of the present invention, since a plurality of reinforcing members are provided, each reinforcing member is deformed in accordance with an impact load inputted to each reinforcing member to absorb impact energy, thereby more effectively absorbing impact energy. Characteristics can be obtained, and the impact on the impact body can be reduced.
[0019]
BEST MODE FOR CARRYING OUT THE INVENTION
(1st Embodiment)
A first embodiment of a vehicle fender structure according to the present invention will be described with reference to FIGS. In the drawings, arrow F indicates the forward direction of the vehicle body, arrow UP indicates the upward direction of the vehicle body, and arrow IN indicates the inward direction of the vehicle width.
[0020]
FIG. 1 is a front perspective view of the vehicle 1, and FIG. 2 is a sectional view taken along line II of FIG. A front portion of the vehicle includes a hood 10 that opens and closes an upper part of an engine room, and a fender panel 30 that forms a side portion of the engine room. Extending in the vehicle longitudinal direction along the side edge 10a of the vehicle.
[0021]
The hood 10 has a hood panel outer 11 that forms the upper surface of the hood 10, and has a substantially hat-shaped cross-section with an upper opening on the lower surface side of the hood panel outer 11 in the vehicle width direction. An extended hood panel inner 12 is arranged, and its outer edge is fixed to the hood panel outer 11 by hemming. The hollow closed cross-section 13 extending in the vehicle front-rear direction and formed by the hood panel outer 11 and the hood panel inner 12 constitutes a skeleton of the hood 10.
[0022]
On the other hand, the vehicle 1 is provided with an upper frame 20 which is a vehicle body structural member located below the side edge 10a of the hood 10 and disposed in the vehicle front-rear direction along the side of the engine room. The upper frame 20 includes an upper frame inner 21 having a substantially U-shaped cross-section having an open outer side in the vehicle width direction and extending in the vehicle front-rear direction, and an upper frame inner 21 having a substantially U-shaped cross section having an outer side opened in the vehicle width direction. The outer frame portions 22a and 22b are overlapped with the edge portions 22a and 22b, and the upper frame outer 22 is joined to each other to form a substantially rectangular hollow closed cross-sectional shape extending in the vehicle longitudinal direction. The rear end of the upper frame 20 is connected to a bulkhead 25 which is a vehicle body structural member extending in the vehicle width direction between the vehicle compartment and the engine room.
[0023]
The fender panel 30 has a vertical wall portion 33 in which the upper portion of the outer panel portion 31 is curved inward in the vehicle width direction, and is bent downward from the parting portion 32 facing the side edge 10 a of the hood 10 and extends downward. Is formed. The lower end of the vertical wall portion 33 is bent inward in the vehicle width direction, extends to the inward side in the vehicle width direction from the side edge 10a of the hood 10, and extends below the side edge portion 10A of the hood 10. An overlapping flange portion 34 is formed extending in the vehicle longitudinal direction.
[0024]
The flange portion 34 of the fender panel 30 is coupled to the upper surface of the upper frame 20 via a fender bracket 40. As shown in the cross-sectional view of FIG. 2 and the perspective view of FIG. 3, the fender bracket 40 has a vertical wall portion 41 extending substantially vertically and vertically and a lower end edge 41a of the vertical wall portion 41 extending in the vehicle width direction. A lower surface portion 42 that is bent outward and extends substantially horizontally, and an upper surface portion 43 that is bent inward in the vehicle width direction and extends substantially horizontally from the upper edge 41b of the vertical wall portion 41 and extends in the vehicle longitudinal direction. It has a substantially Z-shaped cross section. The lower surface portion 42 of the fender bracket 40 is overlapped on the upper surface of the upper frame 20 and spot-welded together with the respective end portions 21a and 22a of the upper frame inner 21 and the upper frame outer 22, and the upper surface portion 43 is formed on the fender panel 30. Spot welding is performed on the lower surface of the flange portion 34.
[0025]
A reinforcing member 50 is provided so as to extend between the vicinity of the lower edge 41 a of the vertical wall portion 41 formed on the fender bracket 40 and the vicinity of the front end 43 a of the upper surface portion 43.
[0026]
As shown in the cross-sectional view of FIG. 2 and the perspective views of FIGS. 3 and 4, the reinforcing member 50 is disposed inside the vertical wall portion 41 of the fender bracket 40 in the vehicle width direction along the lower edge 41 a of the vertical wall portion 41. And a substantially rectangular lower joint portion 51 spot-welded to the side surface of the lower joint portion 51, and a substantially rectangular shape extending substantially horizontally from a first fold curve 51a bent inward in the vehicle width direction along the upper edge of the lower joint portion 51. A first horizontal portion 52, a substantially rectangular first vertical surface portion 53 extending upward from a second fold curve 52a bent upward along an inner edge of the first horizontal portion 52, and an upper edge of the first vertical surface portion 53 A substantially rectangular second horizontal portion 54 extending substantially horizontally from a third bending curve 53a that is bent inward in the vehicle width direction, and a fourth bending curve that is bent upward along the inner edge of the second horizontal portion 54 A substantially rectangular second vertical surface portion 55 extending upward from 54a, and an inward in the vehicle width direction along the upper edge of the second vertical surface portion 55 A substantially rectangular upper connecting portion 56 that extends substantially horizontally from the fifth bent curve 55a and that is connected to the lower surface of the upper surface portion 43 along the tip 43a of the upper surface portion 43 is formed in a stepped cross-sectional shape. Have been.
[0027]
The reinforcing member 50 formed in a step-like shape includes a lower connecting portion 51, a first horizontal portion 52, a first vertical surface portion 53, a second horizontal portion 54, a second vertical surface portion 55, and an upper connecting portion. 56 is formed by bending a rectangular flat plate-shaped material formed continuously with the first bending curve 51a, the second bending curve 52a, the third bending curve 53a, the fourth bending curve 54a, and the fifth bending curve 55a. It can be easily molded.
[0028]
The reinforcing member 50 thus formed overlaps the lower connecting portion 51 on the inner side surface of the vertical wall portion 41 in the vehicle width direction along the lower edge 41 a of the vertical wall portion 41, and the distal end 43 a of the upper surface portion 43. The upper joint portion 56 is overlapped on the lower surface of the upper surface portion 43 along the line, and the vertical wall portion 41 and the lower joint portion 51 overlapping with each other are spot-welded, and the upper surface portion 43, the upper joint portion 56, and the flange 34 are spotted together. By welding, as shown in FIG. 2, the fender bracket 40 is bridged and disposed between the vicinity of the lower end edge 41 a of the vertical wall portion 41 and the vicinity of the front end 43 a of the upper surface portion 43.
[0029]
Next, the operation of the fender structure thus formed will be described.
[0030]
When the collision body S collides from above with the vicinity of the boundary a between the hood 10 and the fender panel 30 and an impact load is input from substantially above to below as shown by an arrow A in FIG. The portion near the side edge 10a is pushed down, and the flange portion 34 of the fender panel 30 arranged below the hood 10 is pressed downward by the hood 10 and deformed as shown in FIG.
[0031]
Here, as shown in FIG. 6, the fender bracket 50 that is provided so as to be bridged between the vicinity of the lower end edge 41 a of the vertical wall portion 41 of the fender bracket 40 and the vicinity of the front end 43 a of the upper surface portion 43 is omitted. In this case, the upper surface portion 43 of the fender bracket 40 that supports the flange portion 34 of the fender panel 30 from below is bent inward in the vehicle width direction from the upper end edge 41b of the vertical wall portion 41 in an overhang state. The support rigidity against a load from above is relatively low. In particular, the support rigidity of the upper surface 43 at the tip 43a side is lower than that at the vertical wall portion 41 side. For this reason, when an impact load is input from above through the fender panel 30, the resistance to the impact load is small, and the fender bracket 40 is rapidly buckled and deformed, so that absorption of sufficient impact energy due to deformation of the fender bracket 40 is impeded. Can be That is, in the impact acceleration-time diagram showing the relationship between the impact acceleration and the time with respect to the impact load in FIG. 7, as shown by the solid line G, the fender bracket 40 is sufficiently deformed at a low impact acceleration in the initial stage in the deformation of the fender bracket 40 due to the impact. Therefore, there is a concern that the impact acceleration may suddenly increase in the latter half of the deformation of the fender bracket 40 and give a large impact to the colliding body.
[0032]
On the other hand, according to the present embodiment, the reinforcing member 50 formed in a step-like manner is bridged over the side surface near the distal end 43a of the upper joint portion 43 of the fender bracket 40 and the lower end 41a of the vertical wall portion 41. The support rigidity of the fender bracket 40 with respect to the impact load input from above is set relatively high.
[0033]
Therefore, when an impact load from the impact body S acts on the hood 10 from above, the hood 10 is deformed and the impact load is applied to the upper surface 43 of the fender bracket 40 via the flange 34 of the fender panel 30 as shown in FIG. Is transmitted.
[0034]
Due to the impact load, the fender bracket 40 crushes the reinforcing member 50 erected between the vicinity of the distal end 43a of the upper surface portion 43 and the vicinity of the lower end 41a of the vertical wall portion 41, and buckles and deforms the fender bracket 40. The shock energy is absorbed by the deformation of the reinforcing member 50 and the fender bracket 40.
[0035]
The absorption of the impact energy due to the deformation of the reinforcing member 50 is performed, for example, by bending the fifth fold curve 55a, the fourth fold curve 54a, the third fold curve 53a, the second fold curve 52a, and the first fold curve 51a. In the initial stage of deformation of the reinforcing member 50 and the fender bracket 40, the impact energy is efficiently absorbed and the remaining impact energy is reduced, and the remaining impact energy is reduced. Abrupt changes in the latter half of the deformation of the fender bracket 50 and the fender bracket 40 are suppressed, and a smooth and continuous change in impact acceleration is maintained, so that effective absorption of impact energy is obtained and the impact on the impact body S is relaxed. It is.
[0036]
That is, as shown by a broken line Ga in FIG. 7, the impact acceleration in the initial stage of the deformation due to the impact is sufficiently increased by the reaction force of the reinforcing member 50, and the impact energy is sufficiently absorbed in the initial stage. As a result, the remaining impact energy is reduced, and a sudden increase in impact acceleration in the latter half of the deformation due to the impact is suppressed, so that the impact given to the colliding body S is greatly reduced, and safety for the colliding body S is secured. You.
[0037]
On the other hand, by replacing the reinforcing member 50 with a reinforcing member 50 having various different impact energy absorption characteristics, a minute change in impact acceleration, that is, an impact energy absorption characteristic can be easily adjusted, and a fine impact relaxation characteristic is adjusted. be able to.
[0038]
For example, as shown in a perspective view of the reinforcing member 50 in FIG. 8, the dimensions L1 and L2 of the first horizontal portion 52 and the second horizontal portion 54 in the vehicle width direction, and the upper and lower sides of the first vertical portion 52 and the second vertical portion 53. By changing the dimension L3 and L4 in the direction, the change of the impact acceleration at the time of the impact by the reinforcing member 50 is adjusted, and the fine adjustment of the deformation speed of the fender panel 30 and the minute impact by the fender bracket 40 and the reinforcing member 50 are performed. Energy absorption characteristics can be adjusted. That is, since the reinforcing member 50 has at least one of a plurality of vertical surface portions having different vertical dimensions and a plurality of horizontal portions having different vehicle width dimensions, it is possible to adjust fine impact energy absorption characteristics. it can.
[0039]
The fine adjustment of the deformation speed and the impact energy absorption characteristics can be easily performed by variously changing the length L5 of the reinforcing member 50 in the longitudinal direction of the vehicle body, the thickness of the reinforcing member 50, and the like. It should be noted that the replacement with the reinforcing member 50 having the different impact energy absorbing characteristics can be easily performed without affecting other vehicle body members, and the fine adjustment of the shock absorbing characteristics by replacing the reinforcing member 50 greatly changes the vehicle body structure. It can be easily performed without performing.
[0040]
(2nd Embodiment)
A second embodiment of the vehicle fender structure according to the present invention will be described with reference to FIG. Note that the present embodiment is characterized in that a plurality of reinforcing members 50 are partially arranged on the fender bracket 40 so as to be separated from each other, and the other configuration is the same as that of the first embodiment. Will be mainly described.
[0041]
FIG. 9 is a perspective view of the reinforcing members 50. Each reinforcing member 50 has a smaller dimension L5 in the vehicle longitudinal direction than the reinforcing member 50 of the first embodiment, and the fender bracket 40 has a vertical wall portion 41. And a substantially rectangular lower coupling portion 51 coupled along the lower edge 41a of the vehicle and a first folding curve 51a bent inward in the vehicle width direction along the upper edge of the lower coupling portion 51 to extend substantially horizontally. A substantially rectangular first horizontal portion 52, a substantially rectangular first vertical surface portion 53 extending upward from a second fold curve 52a bent along the inner edge of the first horizontal portion 52, and an upper edge of the first vertical surface portion 53 A second horizontal portion 54 extending substantially horizontally from a third fold curve 53a bent inward in the vehicle width direction along a fourth horizontal curve 54a and a fourth fold curve 54a bending upward along the inner edge of the second horizontal portion 54 A second vertical surface portion 55 extending upward, and folded inward in the vehicle width direction along an upper edge of the second vertical surface portion 55 An upper coupling portion 56 is coupled to the lower surface of the upper surface portion 43 extends substantially horizontally from the fifth folding line 55a along the distal end 43a of the upper surface portion 43 is formed continuously formed stepped to.
[0042]
Each reinforcing member 50 thus formed is spot-welded to the lower joint portion 51 of each reinforcing member 50 near the lower end edge 41a of the vertical wall portion 41 and is connected to the lower surface near the front end 43a of the upper surface portion 43 by upper welding. By spot welding the portion 56, the portion 56 is separated from the vicinity of the lower end edge 41a of the vertical wall portion 41 of the fender bracket 40 and the vicinity of the front end 43a of the upper surface portion 43 at a predetermined interval L in the vehicle longitudinal direction. Will be arranged.
[0043]
When an impact from the impact body S is input to the hood 10 from above in the same manner as in the first embodiment, the hood 10 is deformed and is placed on the upper surface 43 of the fender bracket 40 via the flange 34 of the fender panel 30. The impact load is transmitted.
[0044]
Due to the impact load, the fender bracket 40 inputs, to each of the reinforcing members 50, each of the reinforcing members 50 whose front end 43 a side of the upper surface 43 is bridged between the vicinity of the front end of the upper surface 43 and the vicinity of the lower end 41 a of the vertical wall portion 41. It crushes in response to the impact load and buckles the fender bracket 40 to absorb impact energy.
[0045]
The absorption of the impact energy due to the deformation of each reinforcing member 50 is achieved by the fifth fold curve 55a, the fourth fold curve 54a, the third fold curve 53a, and the second fold curve 52a which are bent in accordance with the respective input impact loads. The first fold curve 51a is continuously crushed and buckled and deformed. In the initial stage of the continuous deformation, the impact energy is sufficiently absorbed, the remaining impact energy is reduced, and the first half of the deformation is rapidly reduced. A smooth and continuous change of impact acceleration without any change is maintained, effective absorption of impact energy is obtained, and the impact on the impact body S is alleviated.
[0046]
That is, when input by an impact, the impact acceleration by each reinforcing member 50 corresponding to the impact load of each part input to each part increases the impact acceleration at the initial stage of deformation of each part, thereby sufficiently absorbing the impact energy, By suppressing a sudden increase in the impact acceleration in the latter half of the deformation, the remaining impact energy is reduced, the impact applied to the colliding body is effectively reduced, and safety is further ensured.
[0047]
The distance L between the reinforcing members 50 can be adjusted according to the required impact energy absorption characteristics of each part. Further, since the reinforcing members 50 are separated from each other, the weight can be reduced as compared with the first embodiment, and each reinforcing member 50 can be changed according to the required impact energy absorption characteristics of each part. It is possible to adjust the impact acceleration according to the above. Furthermore, various adjustments can be made in accordance with the required impact energy characteristics of each part by changing the plate thickness and shape of each reinforcing member 50. For example, the dimensions L1 and L2 of the first horizontal portion 52 and the second horizontal portion 54 in the vehicle width direction and the vertical dimensions L3 and L4 of the first vertical portion 52 and the second vertical portion 53 are changed as in FIG. The impact energy characteristics can be adjusted by adjusting the characteristics of the buckling deformation of the reinforcing member 50 with respect to the load. The number of the reinforcing members 50 is not limited to three, but may be two or four or more.
[0048]
(Third embodiment)
A third embodiment of the vehicle fender structure according to the present invention will be described with reference to FIG. Note that the present embodiment is characterized in that the second reinforcing member 60 is disposed on a plurality of reinforcing members, in this embodiment, two reinforcing members 50, and the other configuration is the same as that of the first embodiment. Therefore, the configuration of the unit will be mainly described.
[0049]
Each reinforcing member 50 is bent inward in the vehicle width direction along a lower connecting portion 51 connected along a lower edge 41 a of the fender bracket 40 vertical wall portion 41 and an upper edge of the lower connecting portion 51. A first horizontal portion 52 extending substantially horizontally from the first fold curve 51a, a first vertical surface portion 53 extending upward from a second fold curve 52a bent along the inner edge of the first horizontal portion 52, and a first vertical surface portion A second horizontal portion 54 extending substantially horizontally from the third fold curve 53a bent inward in the vehicle width direction along the upper edge of the 53, and a fourth fold bent upward along the inner edge of the second horizontal portion 54 A second vertical surface portion 55 extending upward from the curve 54a, and extending substantially horizontally from a fifth fold curve 55a bent inward in the vehicle width direction along the upper edge of the second vertical surface portion 55, to the distal end 43a of the upper surface portion 43 The upper connecting portion 56 connected to the lower surface of the upper surface portion 43 along the upper surface portion 43 is continuously formed in a stepped cross section. It is formed.
[0050]
A cross section made of a material different from the reinforcing member 50, for example, made of aluminum or resin, extends from a continuous horizontal portion and a vertical surface portion of each of the reinforcing members 50 formed in a step shape, for example, from the first vertical surface portion 53 to the second horizontal portion 54. A block-shaped second reinforcing member 60 continuously and integrally formed in a substantially L-shape is provided integrally, and adjusts the deformation strength of the reinforcing member 50.
[0051]
As described above, each reinforcing member 50 whose deformation strength is adjusted by the second reinforcing member 60 has the lower joint portion 51 of each reinforcing member 50 spot-welded to the vicinity of the lower edge 41 a of the vertical wall portion 41, and the upper surface portion 43. The upper joint portion 56 is spot-welded to the lower surface of the fender bracket 40 in the vicinity of the lower end edge 41a of the vertical wall portion 41 and the vicinity of the distal end 43a of the upper surface portion 43 by spot welding the lower surface of the fender bracket 40 near the front end 43a. It is laid between the two.
[0052]
When an impact from the impact body S is input to the hood 10 from above in the same manner as in the first embodiment, the hood 10 is deformed and is placed on the upper surface 43 of the fender bracket 40 via the flange 34 of the fender panel 30. The impact load is transmitted.
[0053]
Due to the impact load, the fender bracket 40 causes each of the reinforcing members 50 bridged between the vicinity of the tip 43a of the upper surface portion 43 and the vicinity of the lower end 41a of the vertical wall portion 41 to correspond to the impact load input to each of the reinforcing members 50. And crushes the fender bracket 40 to absorb the impact energy.
[0054]
The absorption of the impact energy due to the deformation of each reinforcing member 50 can be achieved by the fifth bending curve 55a, the fourth bending curve 54a, the third bending curve 53a, and the second bending curve 52a of each reinforcing member 50 according to the input impact load. The first bending curve 51a is continuously crushed and buckled, and the buckling deformation is adjusted by the second reinforcing member 60 to maintain a smoothly continuous impact acceleration without a sudden change. The impact energy can be effectively absorbed, and the impact on the impact body S can be alleviated.
[0055]
That is, the shock acceleration is increased in the initial stage of the deformation due to the shock by the reaction force of each reinforcing member 50 whose deformation strength is adjusted by the second reinforcing member 60 in accordance with the distribution state in which the shock load acts, so that the shock energy is sufficiently increased. Absorbed and remaining impact energy is reduced. As a result, by suppressing a rapid increase in the impact acceleration in the latter half of the deformation due to the impact, the impact applied to the colliding body is effectively reduced, and safety is further ensured.
[0056]
By changing the second reinforcing member 60 to one having a different deformation characteristic due to a difference in thickness or the like in accordance with the required impact energy absorption characteristics of each part, the deformation speed and the like of each reinforcing member 50 can be adjusted, and each reinforcing member can be adjusted. The adjustment of the impact energy characteristics by the member 50 can be easily performed.
[0057]
(Fourth embodiment)
A fourth embodiment of the vehicle fender structure according to the present invention will be described with reference to FIG. Note that the present embodiment is characterized in that the reinforcing member 70 is made of a different material, and the other configuration is the same as that of the first embodiment, and the configuration of this portion will be mainly described.
[0058]
FIG. 11 is a perspective view of the reinforcing member 70. As shown in FIG. 11, each reinforcing member 70 includes a lower connecting portion 71 connected along the lower end edge 41a of the vertical wall portion 41 of the fender bracket 40, and a lower connecting portion 71. A lower reinforcing member 70A made of a steel plate having an L-shaped cross section and comprising a first horizontal portion 72 extending substantially horizontally from a first folding curve 71a bent inward in the vehicle width direction along the upper edge of the lower coupling portion 71; A first vertical surface portion 73 joined to an inner end of the first horizontal portion 72 of the lower reinforcing member 70A and extending upward, and a third fold bent inward in the vehicle width direction along an upper edge of the first vertical surface portion 73. An intermediate reinforcing member 70B made of a material different from that of the lower reinforcing member 70A having an L-shaped cross section having a second horizontal portion 74 extending substantially horizontally from the curve 73a, for example, made of aluminum or resin, and a second horizontal portion 74 of the intermediate reinforcing member 70B. Second vertical surface portion joined and extending upward The fifth and second vertical surface portions 75 extend substantially horizontally from the fifth fold curve 75a bent inward in the vehicle width direction along the upper edges of the fifth and second vertical surface portions 75, and are joined to the lower surface of the upper surface portion 43 along the tip 43a of the upper surface portion 43. An upper reinforcing member 70 </ b> C having an upper connecting portion 76 made of a steel plate is formed in a continuous step shape in cross section.
[0059]
As described above, each of the reinforcing members 70 whose deformation strength is adjusted by the lower reinforcing member 70A, the intermediate reinforcing member 70B, and the upper reinforcing member 70C, which are made of different materials, connects the lower connecting portion 71 of each reinforcing member 70 to the lower end of the vertical wall portion 41. By spot welding near the edge 41a and spot welding to the lower surface near the front end 43a of the upper surface portion 43, the upper joint portion 76 is separated from each other in the longitudinal direction of the vehicle body and near the lower edge 41a of the vertical wall portion 1 of the fender bracket 40. It is arranged so as to be bridged between the top surface 43 and the vicinity of the tip 43a.
[0060]
When an impact from the impact body S is applied to the hood 10 from above in the same manner as in the first embodiment, the hood 10 is deformed and impacts on the upper surface 43 of the fender bracket 40 via the flange 34 of the fender panel 30. The load is transmitted.
[0061]
Due to the impact load, the fender bracket 40 causes each reinforcing member 70 bridged between the vicinity of the tip 43a of the upper surface portion 43 and the vicinity of the lower end 41a of the vertical wall portion 41 to correspond to the impact load input to each reinforcing member 70. It crushes and buckles the fender bracket 40 to absorb impact energy.
[0062]
The absorption of the impact energy due to the deformation of each reinforcing member 70 depends on the fifth impact curve 75a, the fourth fold curve 74a, the third fold curve 73a, and the second fold curve 72a of each reinforcement member 70 according to the input impact load. The first fold curve 71a is continuously crushed and buckled, and the buckling deformation is adjusted by different materials of the lower reinforcing member 70A, the intermediate reinforcing member 70B, and the upper reinforcing member 70C, and suddenly Smooth continuous impact acceleration without any change is maintained, effective absorption of impact energy is obtained, and the impact on the impact body S is alleviated.
[0063]
That is, in the initial stage of the deformation due to the impact due to the drag by the reinforcing members 70 whose deformation strength is adjusted by the characteristics of the lower reinforcing member 70A, the intermediate reinforcing member 70B, and the upper reinforcing member 70C in accordance with the distribution of the impact load. By increasing the impact acceleration, the impact energy is sufficiently absorbed to reduce the remaining impact energy. As a result, by suppressing a sharp increase in the impact acceleration in the latter half of the deformation due to the impact, the impact given to the colliding body is effectively alleviated in addition to the first embodiment, thereby further ensuring safety. .
[0064]
Further, by using the intermediate reinforcing member 70B made of another material having different deformation characteristics in accordance with the required impact energy absorption characteristics of each part, it is possible to adjust the deformation speed and the like of each reinforcing member 70, Can easily adjust the impact energy characteristics.
[0065]
It should be noted that the present invention is not limited to the above-described embodiment, and can be variously modified without departing from the spirit of the invention. For example, it is also possible to arrange a second reinforcing member in a block shape as in the third embodiment on the reinforcing members 50 of the first and second embodiments to adjust the impact energy absorption characteristics. Further, the impact energy absorption characteristics can be further adjusted by increasing or decreasing the number of bent portions formed in each of the steps, and appropriately selecting the number of steps.
[0066]
【The invention's effect】
According to the fender structure of the vehicle of the present invention described above, in a fender structure of a vehicle to which a vehicle body structural member fender panel extending in the front-rear direction of the vehicle body is attached, a lower end is coupled to the vehicle body constituent member and extends in the vertical direction. A fender bracket having a vertical wall portion and an upper surface portion bent from the upper edge of the vertical wall portion and extending substantially horizontally and coupled to the fender panel, and extending in the vehicle front-rear direction, and input to the fender panel by deformation. And a reinforcing member that adjusts the shock energy absorption characteristics, when a shock load is input from above, the shock acceleration in the initial stage in which the fender bracket and the reinforcing member are deformed is sufficiently increased to absorb the shock energy. By reducing the remaining impact energy and consequently suppressing the sudden increase in impact acceleration in the second half of the deformation. The impact on the body can be greatly reduced. Further, by replacing the reinforcing member with another reinforcing member having different impact energy absorbing characteristics, fine impact mitigation characteristics can be easily adjusted without affecting other vehicle body members.
[Brief description of the drawings]
FIG. 1 is a front perspective view of a vehicle body showing an outline of a first embodiment of a fender structure of a vehicle according to the present invention.
FIG. 2 is a sectional view taken along line II of FIG.
FIG. 3 is a perspective view showing a combined state of a fender bracket and a reinforcing member.
FIG. 4 is a perspective view of a reinforcing member.
FIG. 5 is a sectional view showing a deformed state of the fender section.
FIG. 6 is a reference diagram of a fender structure of a vehicle for comparing operations.
FIG. 7 is an impact acceleration-time diagram.
FIG. 8 is a perspective view showing another embodiment of the reinforcing member.
FIG. 9 is a perspective view of a reinforcing member showing an outline of a second embodiment of the fender structure of the vehicle according to the present invention.
FIG. 10 is a perspective view of a reinforcing member showing an outline of a third embodiment of a vehicle fender structure according to the present invention.
FIG. 11 is a perspective view of a reinforcing member showing an outline of a fourth embodiment of a vehicle fender structure according to the present invention.
FIG. 12 is a perspective view of a main part of a front part of a vehicle body showing a fender structure of a conventional vehicle.
FIG. 13 is a sectional view taken along line II-II of FIG.
[Explanation of symbols]
1 vehicle
10 Food
20 Upper frame (body structural member)
30 Fender panel
31 Outer panel
33 vertical wall
34 Flange
40 Fender bracket
41 Vertical wall
41a Lower edge
41b top edge
42 Lower part
43 Upper surface
50 Reinforcement members
51 Lower joint
51a 1st bend curve
52 1st horizontal part
52a Second folded curve
53 1st vertical part
53a 3rd fold curve
54 2nd horizontal part
54a Fourth curve
55 Second vertical surface
55a Fifth fold curve
56 Upper joint
60 Second reinforcement member
70 Reinforcement members
70A Lower reinforcement member
70B Intermediate reinforcement member
70C Upper reinforcement member
71 Lower joint
71a First bend curve
72 1st horizontal part
72a Second folded curve
73 First vertical surface
73a 3rd fold curve
74 2nd horizontal part
74a Fourth fold curve
75 Second vertical surface
75a 5th fold curve
76 Upper joint

Claims

In a vehicle fender structure in which a fender panel is attached to a vehicle body structural member extending along the longitudinal direction of the vehicle body,
A vertical wall portion having a lower end coupled to the vehicle body structural member and extending in a vertical direction; and a top surface portion bent from an upper edge of the vertical wall portion, extending substantially horizontally, and coupled to the fender panel, and has a front-rear direction. A fender bracket extending to
A fender part structure for a vehicle, comprising: a reinforcing member attached to the fender bracket and adjusting, by deformation, an impact energy absorbing characteristic of an impact load input to the fender panel from above.

The reinforcing member,
The fender bracket has a stair-like shape that extends between a side surface of a vertical wall portion and a lower surface of an upper surface portion, and a horizontal portion extending in a substantially horizontal direction and a vertical surface portion extending in a substantially vertical direction are alternately repeated to be continuous. The fender structure of a vehicle according to claim 1, wherein:

The reinforcing member,
The vehicle fender structure according to claim 2, wherein the vehicle has at least one of a plurality of vertical surface portions having different vertical dimensions and a plurality of horizontal portions having different vehicle width directions.

The fender structure of a vehicle according to claim 2 or 3, further comprising a second reinforcing member disposed continuously over a continuous horizontal portion and a vertical surface portion of the reinforcing member.

The reinforcing member,
The vehicle fender structure according to claim 2 or 3, wherein a plurality of constituent members made of different materials are connected to each other.

The fender of a vehicle according to any one of claims 2 to 4, wherein a plurality of the reinforcing members are extended between the side surfaces of the vertical wall portion and the lower surface of the upper surface portion of the fender bracket so as to be separated from each other. Part structure.