JP2008137540A - Structure of fender supporting part - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure of a fender supporting part capable of preventing or suppressing any bending deformation of a bracket at parts other than a bent part when a colliding body collides a parting part between a fender panel and a hood from an upper side of a vehicle. <P>SOLUTION: A reinforcing bead 38A is provided on an upper part 32 of a supporting leg of a bracket 20, and a highly rigid part 38 is formed therein. The reinforcing bead 38A is arranged close to a bent part 36; the rigidity of the upper part 32 of the supporting leg is higher than that of the bent part 36 against a collision load F from an upper side of a vehicle. When a colliding body collides from the upper side of the vehicle, the stress is concentrated in the bent part 36 forming a brittle portion 37, and a supporting leg 30 of the bracket 20 is bent-deformed by the input of the collision load F with the bent part 36 as a starting point. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a fender support portion structure that supports an inner end portion of an upper portion of a fender panel on a body panel side via a bracket for energy absorption.

  In the fender support part structure, as part of the pedestrian protection measures, the upper inner end of the front fender panel may be attached to the top wall of the apron upper member via an energy absorbing bracket (for example, , See Patent Document 1). Such a bracket is substantially hat-shaped in a side view, and a bent portion is formed at the intermediate portion in the height direction of the leg portion that becomes the vertical wall portion of the bracket.

However, in this conventional structure, when a collision object collides with the parting part between the fender panel and the hood from the upper side of the vehicle, the bracket can be bent and deformed at a part other than the bent part depending on the thickness and shape of the leg part. There is sex.
JP 2002-178953 A

  In consideration of the above fact, the present invention prevents or suppresses the bracket from being bent and deformed at a portion other than the bent portion when the collision body collides with the parting portion between the fender panel and the hood from the upper side of the vehicle. It is an object of the present invention to provide a fender support structure that can be used.

  The fender support part structure of the present invention described in claim 1 is a fender support part structure that supports the inner end of the upper part of the fender panel on the body panel side via a bracket for energy absorption. A fender mounting portion to which an inner end portion of the upper portion of the fender panel is fixed, a body panel side mounting portion fixed to the body panel side, and the fender mounting portion and the body panel side mounting portion in the vehicle vertical direction. And a high-rigidity portion that is higher in rigidity than the bent portion with respect to a collision load from the upper side of the vehicle is provided. Has a supporting leg portion provided with a fragile portion that is bent and deformed with the bent portion as a starting point by the input of the collision load.

  According to the fender support portion structure of the present invention described in claim 1, since the inner end portion of the upper portion of the fender panel is supported on the body panel side via the energy absorbing bracket, the collision body is from the vehicle upper side. When it collides with the upper part of the fender panel, the collision load at that time is input to the bracket via the inner end of the fender panel and then transmitted to the body panel. In this process, the bracket is plastically deformed (collapsed) in the vertical direction of the vehicle, thereby absorbing energy at the time of collision.

  Here, the support leg portion provided with the bent portion in the bracket is provided with a high-rigidity portion that is higher in rigidity than the bent portion with respect to the collision load from the upper side of the vehicle. Since there is a fragile part that bends and deforms starting from the bent part by the input of the load, if the collision object collides with the parting part between the fender panel and the hood from the upper side of the vehicle, the support leg part of the bracket The high-rigidity part is hardly deformed, and the bending part is bent and deformed by the weak part.

  According to a second aspect of the present invention, there is provided the fender support portion structure according to the first aspect, wherein the support leg portion is provided with a reinforcing portion to form the high-rigidity portion, and the reinforcing portion is the bent portion. It arrange | positions in proximity to, It is characterized by the above-mentioned.

  According to the fender support portion structure of the present invention described in claim 2, the support leg portion is provided with the reinforcement portion to form the high-rigidity portion, and the reinforcement portion is disposed close to the bent portion. When the collision object collides with the parting part between the fender panel and the hood from the upper side of the vehicle, the support leg part of the bracket hardly deforms the high rigidity part whose rigidity is enhanced by the reinforcement part, and the reinforcement part is provided. The stress concentrates on the bent portion, which is a fragile portion whose rigidity cannot be increased. Thereby, the support leg portion of the bracket is bent and deformed starting from the bent portion.

  According to a third aspect of the present invention, there is provided the fender support portion structure according to the second aspect, wherein the reinforcing portion is provided on the vehicle upper side of the bent portion with respect to the general surface of the support leg portion. An upper bead that protrudes in a convex shape toward one side, and a lower bead that is provided on the vehicle lower side of the bent portion and protrudes in a convex shape toward the other side with respect to the general surface of the support leg. The upper bead and the lower bead are formed in a shape in which the upper bead and the lower bead overlap with each other in a state in which the support leg is bent and deformed from the bent portion. It is characterized by that.

  According to the fender support part structure of the present invention described in claim 3, the upper and lower beads overlap each other and the one of the support legs enters the other in a state where the support leg is bent and deformed from the bent part. Since the upper bead and the lower bead are formed, when the collision object collides with the parting part between the fender panel and the hood from the upper side of the vehicle, the support leg part is bent and deformed from the bent part as a starting point. The upper bead and the lower bead overlap each other and one of them enters the other. For this reason, the reduction of the crushing stroke due to the setting of the bead can be suppressed.

  A fender support structure according to a fourth aspect of the present invention is the structure according to any one of the first to third aspects, wherein the bracket is an upper part of a polygon formed by the bracket and the body panel. The dimension is set so that the sum of the side lengths and the sum of the side lengths of the lower part are substantially the same.

  According to the fender support portion structure of the present invention described in claim 4, the bracket has a substantially equal upper side length sum and a lower side length sum of the polygon formed by the bracket and the body panel. Therefore, when the collision body collides with the parting part between the fender panel and the hood from the upper side of the vehicle and the bracket is bent and deformed from the bent part, the bracket is Bending and deforming until the upper side and the lower side of the plate overlap.

  As described above, according to the fender support part structure according to claim 1 of the present invention, when the collision object collides with the parting part between the fender panel and the hood from the upper side of the vehicle, the bracket is bent. It has the outstanding effect that it can prevent or suppress bending deformation in parts other than.

  According to the fender support part structure according to claim 2, when a collision body collides from the upper side of the vehicle because the reinforcing part arranged close to the bent part does not increase the rigidity of the bent part itself. In addition, it has an excellent effect that stress can be effectively concentrated on a bent portion which becomes a fragile portion.

  According to the fender support part structure according to claim 3, even when the support leg is provided with a bead, a sufficient deformation stroke (deformable stroke) of the bracket is ensured when the collision body collides from the upper side of the vehicle. It has an excellent effect of being able to.

  According to the fender support portion structure according to claim 4, when the collision body collides from the upper side of the vehicle, the bracket is bent and deformed, and the upper and lower sides of the polygon formed by the bracket and the body panel are lines. By overlapping each other for a long time, there is an excellent effect that the maximum deformation stroke of the bracket can be secured.

[First Embodiment]
A first embodiment of a fender support structure according to the present invention will be described with reference to the drawings. In the figure, the arrow UP indicates the upward direction of the vehicle, the arrow FR indicates the forward direction of the vehicle, and the arrow OUT indicates the outside in the vehicle width direction.

  FIG. 1 is a side view of the fender support structure according to the present embodiment as viewed from the inside of the engine room. FIG. 2 is a longitudinal sectional view of the state in which the fender support structure is cut along the vehicle width direction, as viewed from the front side of the vehicle. As shown in these drawings, a front fender panel 10 is disposed on the side surface of the front portion of the vehicle body. The front fender panel 10 covers the upper side of the front wheel and forms an outer surface vertical wall portion 10A that constitutes a design surface, and an inner side that is suspended from the upper end portion of the outer vertical wall portion 10A and bent (extends) toward the engine room 12 side. And a vertical wall portion 10B.

  An apron upper member 14 serving as a body panel is disposed below the inner vertical wall portion 10B serving as an inner end portion of the upper portion of the front fender panel 10. The apron upper member 14 has a substantially U-shaped cross-section opened downward, and is disposed with the vehicle front-rear direction as the longitudinal direction. A hood 16 (see FIG. 2) for opening and closing the engine room 12 is disposed between the upper ends of the inner vertical wall portions 10B of the pair of left and right front fender panels 10. A sealing material (not shown) made of an elastic material (rubber) is disposed on the lower edge side of both end portions in the width direction of the hood 16 and elastically deformed to the vertical portion 10B1 of the inner vertical wall portion 10B of the front fender panel 10. It comes to be pressed in the state.

  The inner vertical wall portion 10B of the front fender panel 10 is attached to the apron upper member 14 via a plurality of energy absorbing brackets 20 (a pair of front and rear in this embodiment) disposed at a predetermined interval in the vehicle front-rear direction. It is supported on the apron upper member 14 side. The bracket 20 has a substantially hat shape when viewed from the side of the vehicle, and is arranged in parallel with the top wall portion 14A of the apron upper member 14, and the inner vertical wall portion 10B (horizontal portion 10B2) of the front fender panel 10 is fixed. An apron side as a pair of front and rear body panel mounting portions that are placed in surface contact with the fender mounting portion 26 and the top wall portion 14A of the apron upper member 14 and fixed to the top wall portion 14A by spot welding or the like The mounting portion 28 is composed of a pair of front and rear support legs 30 that connect the flat fender mounting portion 26 and the flat apron side mounting portion 28 in the vehicle vertical direction.

  As shown in FIGS. 3 and 4, a bolt insertion hole 40 is formed through the fender mounting portion 26 that is a top wall portion of the bracket 20, and a weld nut 42 is welded in advance on the back surface side thereof. (Not shown in FIG. 4). As shown in FIG. 2, with the horizontal portion 10B2 of the inner vertical wall portion 10B of the front fender panel 10 placed on the upper surface of the fender mounting portion 26 of the bracket 20, the bolt 44 is above the horizontal portion 10B2. The inner vertical wall portion 10B of the front fender panel 10 is attached to the top wall portion 14A of the apron upper member 14 via the bracket 20 by being screwed into the weld nut 42. The weld nut 42 is not necessarily used, and a normal nut may be used.

  The bracket 20 is configured to be bulky in consideration of a necessary stroke required for pedestrian protection performance for pedestrian protection, and functions as a pedestrian protection-compatible fender raising bracket. As shown in FIGS. 3 and 4, the support leg portion 30 that connects the fender attachment portion 26 and the apron side attachment portion 28 includes a bent portion 36 that is bent at an intermediate portion in the height direction. That is, the support leg 30 is bent downward at a predetermined inclination angle from the front and rear end portions of the fender mounting portion 26 and extends in a letter C shape in a side view of the vehicle (in a direction away from each other toward the vehicle lower side). The pair of formed support leg upper portions 32, the rear end portion of the front apron side attachment portion 28, and the front end portion of the rear apron side attachment portion 28 at a predetermined inclination angle upward at a substantially right angle. And a pair of support leg lower portions 34 formed by bending. In other words, the support leg lower part 34 is bent and suspended from the pair of support leg upper parts 32 at a predetermined inclination angle and extends to the end of the apron side attachment part 28.

  In the present embodiment, the bracket 20 includes a bracket upper portion 22 composed of three plate portions including a fender mounting portion 26 and a pair of front and rear support leg portions 32, and a pair of front and rear support leg portion lower portions 34 and a pair of front and rear aprons. The bracket lower part 24 is comprised by the four board parts with the side attachment part 28, and is formed in the up-down asymmetric shape and the left-right symmetric shape.

  As shown in FIG. 2, the bent portion 36 has the same vehicle width direction dimensions as the support leg upper portion 32 and the support leg lower portion 34, so that, for example, the vicinity of the bent portion is notched. The bracket 20 has high rigidity in the vehicle width direction as compared with the comparative example in which the bent portion is narrow. For this reason, when the front fender panel 10 is pressed from the vehicle width direction outer side to the vehicle width direction inner side, the bracket 20 is not easily deformed.

  As shown in FIG. 1, when the state in which the bracket 20 is assembled to the top wall portion 14A of the apron upper member 14 is viewed from the side, the general surface of the bracket 20 and the apron upper member 14 are polygonal (this embodiment). Then, a hexagonal shape is formed. Here, as shown in FIG. 4, the bracket 20 has the length of the fender mounting portion 26 as X, the length of the support leg upper portion 32 (of the general surface 32A) as A1, A2, and the support leg lower portion 34. A polygon formed by the bracket 20 and the top wall portion 14A of the apron upper member 14 when the length is B1 and B2 and the distance (gap) between the pair of apron side mounting portions 28 is Y (this embodiment) The dimensions are set (design of the line length) so that the upper side length sum (= A1 + A2 + X) and the lower side length sum (= B1 + B2 + Y) of the hexagonal shape are substantially the same. In the present embodiment, the relationship between the lengths A1 and A2 of the support leg upper part 32 and the lengths B1 and B2 of the support leg lower part 34 is A1> B1, A2> B2, A1 = A2, and B1 = B2. Is set.

  As shown in FIGS. 3 and 4, in the support leg 30, the support leg upper part 32 having a longer side view length than the support leg lower part 34 is provided with a reinforcement bead 38 </ b> A as a reinforcement part. Yes. The reinforcing bead 38A is disposed in the vicinity of the bent portion 36 in the center portion in the support leg width direction, and the longitudinal direction of the support leg upper portion 32 (extending direction in a vehicle side sectional view (see FIG. 4)). ) And the lower end of the reinforcing bead 38A is set at a position close to the front of the bent portion 36 (position close to the fold line (ridgeline) of the bent portion 36). Yes. In the present embodiment, the reinforcing bead 38A protrudes outward from the general surface 32A of the support leg upper part 32 in a hat-shaped cross section, and has a substantially rectangular shape when viewed from the front of the vehicle (and viewed from the back of the vehicle). In addition, it is trapezoidal when viewed from the side of the vehicle. The support leg upper part 32 is provided with a reinforcing bead 38 </ b> A, thereby forming a high-rigidity part 38 having higher rigidity than the bent part 36 with respect to the collision load F from above the vehicle.

  Further, the bending portion 36 is provided with a weakened portion 37 having a relatively lower rigidity than the high-rigidity portion 38 because the reinforcing bead 38A is not provided and the rigidity is not increased. Further, since the reinforcing bead 38A is disposed in the vicinity of the bent portion 36, the boundary between the end of the reinforcing bead 38A and the fragile portion 37, in other words, the rigidity from the high rigidity portion 38 to the fragile portion 37 is obtained. The changing portion substantially coincides with the position of the bent portion 36. For this reason, the fragile part 37 bends and deforms the bracket 20 with the bent part 36 as a starting point by the input of the collision load F from the vehicle upper side. Thereby, it has an optimized structure in which the bracket 20 is stably crushed.

(Action / Effect)
Next, the operation and effect of the above embodiment will be described.

  As shown in FIG. 2, the inner vertical wall portion 10B of the upper portion of the front fender panel 10 is supported on the apron upper member 14 side via the energy absorbing bracket 20, so that the collision body 46 is moved from the vehicle upper side to the front side. In the event of a collision with the parting portion 48 between the fender panel 10 and the hood 16, the collision load F at that time is input to the bracket 20 via the inner vertical wall portion 10B of the front fender panel 10 and then transmitted to the apron upper member 14. Is done. In this process, the bracket 20 is plastically deformed (collapsed) in the vehicle vertical direction, so that energy is absorbed at the time of collision.

  Here, as shown in FIG. 4, the support leg upper part 32 of the bracket 20 is provided with a reinforcing bead 38 </ b> A to form a high-rigidity part 38, and the reinforcing bead 38 </ b> A is close to the bent part 36. Accordingly, the support leg upper part 32 has higher rigidity than the bent part 36 with respect to the collision load F from above the vehicle. When the collision body 46 collides with the parting part 48 between the front fender panel 10 and the hood 16 shown in FIG. 2 from the vehicle upper side, the support leg 30 of the bracket 20 shown in FIG. The high-rigidity portion 38 with increased rigidity hardly deforms, and stress concentrates on the bent portion 36 that becomes the fragile portion 37 where the reinforcement bead 38A is not provided and the rigidity is not increased. Thereby, the support leg portion 30 of the bracket 20 is surely bent and deformed (at the bent portion 36) with the bent portion 36 as a starting point by the input of the collision load F. In FIG. 4, the bracket 20 in the middle of bending deformation is indicated by a two-dot chain line.

  In this way, the reinforcing bead 38A disposed in the vicinity of the bent portion 36 does not increase the rigidity of the bent portion 36 itself, so that the parting portion 48 between the front fender panel 10 and the hood 16 shown in FIG. When the collision body 46 collides from the upper side of the vehicle, stress is effectively concentrated on the bent portion 36 that becomes the weakened portion 37 shown in FIG. 4, and the bracket 20 is bent and deformed at a portion other than the bent portion 36. This can be prevented or suppressed.

  Supplementally, even when the plate thickness of the bracket 20 is thin or when the folding angle C inside the hat-shaped cross section of the bent portion 36 is large, the bracket 20 is located at the position on the targeted folding line (folded portion 36). It is possible to bend and deform appropriately (in the bending mode), to secure a deformation stroke and to reduce the deformation load.

  Further, the bracket 20 has a hexagonal upper side length sum (= A1 + A2 + X) and a lower side length sum (= B1 + B2 + Y) formed by the bracket 20 and the apex wall portion 14A of the apron upper member 14. Since the dimensions are set so as to be the same, when the bracket 20 is bent and deformed with the bent portion 36 as a starting point, the upper side and the lower side of the hexagon are connected to each other without much line length. Until they overlap, in other words, the support leg upper part 32 and the support leg lower part 34 are bent and deformed until they overlap. For this reason, as shown in FIG. 5 which is a schematic GS diagram, the contrast structure in which the upper side length sum and the lower side length sum are not substantially the same (two-dot chain line GS diagram). In comparison with this, in the structure of this embodiment (solid line GS diagram), the deformation stroke of the bracket 20 is further secured, and the bracket 20 is completely crushed with a low load until the end (or It collapses to the extent that it can be judged that it is almost completely crushed).

[Second Embodiment]
Next, a second embodiment of the fender support structure will be described with reference to FIGS. The second embodiment is characterized in that a reinforcing bead 38B as a reinforcing part similar to the reinforcing bead 38A is also provided in the support leg lower part 34. Since the configuration is substantially the same as that of the embodiment, substantially the same components are denoted by the same reference numerals and description thereof is omitted. Moreover, in FIG. 7, the bracket 20 in the middle of bending deformation is shown by a two-dot chain line.

  As shown in FIGS. 6 and 7, the lower reinforcing bead 38 </ b> B is disposed in the vicinity of the bent portion 36 at the center in the width direction of the support leg and extends in the longitudinal direction of the support leg lower portion 34 (see FIG. 6 and FIG. 7). It extends over almost the entire length in the extending direction (see FIG. 7) in the vehicle side cross-sectional view, and the upper end (end) of the lower reinforcing bead 38B comes close to the front of the bent portion 36. It is set to a position (position close to a broken line (ridgeline) of the bent portion 36). Further, in the present embodiment, the lower reinforcing bead 38B protrudes outwardly from the general surface 34A of the support leg lower portion 34 to the outer side of the hat-shaped cross section, and is substantially in a vehicle front view (and vehicle rear view). It is rectangular and has a trapezoidal shape when viewed from the side of the vehicle. The support leg lower portion 34 is provided with a reinforcing bead 38B, thereby forming a highly rigid portion 38 having higher rigidity than the bent portion 36 with respect to the collision load F from the upper side of the vehicle.

  As a result, the fragile portion 37 is formed between the upper reinforcing bead 38 </ b> A and the lower reinforcing bead 38 </ b> B (divided portion). As described above, by providing the reinforcing beads 38A and 38B above and below the bent portion 36 (folded line), the bent position of the bent portion 36 becomes clearer and the stress is more easily concentrated. For this reason, the bracket 20 can be bent and deformed with a low load.

[Third Embodiment]
Next, a third embodiment of the fender support structure will be described with reference to FIGS. In the third embodiment, the protruding direction of the reinforcing bead 38A as an upper bead (reinforcing portion) provided on the vehicle upper side of the bent portion 36 and the lower side of the bent portion 36 provided on the vehicle lower side. The protruding direction of the reinforcing bead 38C as a side bead (reinforcing part) is the opposite direction (alternate direction), that is, the unevenness of the upper and lower reinforcing beads 38A, 38C is reversed, Since the other configuration is substantially the same as that of the second embodiment, the same reference numerals are given to the components that are substantially the same as those of the first and second embodiments, and the description thereof is omitted. In FIG. 9, the bracket 20 in the middle of bending deformation is indicated by a two-dot chain line.

  As shown in FIGS. 8 and 9, the high-rigidity portion 38 of the bracket 20 is provided on the vehicle upper side of the bent portion 36 and is outside the hat-shaped cross section with respect to the general surface 32A of the support leg upper portion 32 (one side). Reinforced bead 38A projecting convexly to the side) and projecting convexly toward the inside of the hat-shaped cross section (the other side) with respect to the general surface 34A of the supporting leg lower part 34 provided on the vehicle lower side of the bent portion 36 And a reinforcing bead 38C. As a result, the fragile portion 37 is formed between the upper reinforcing bead 38 </ b> A and the lower reinforcing bead 38 </ b> C (divided portion).

  The upper reinforcing bead 38A and the lower reinforcing bead 38C are formed so that the upper reinforcing bead 38A and the lower reinforcing bead 38C overlap each other in a state where the support leg 30 is bent and deformed with the bent portion 36 as a starting point. (In this embodiment, the lower reinforcing bead 38C) is formed in a shape that enters the other (in this embodiment, the upper reinforcing bead 38A).

  According to such a configuration, when the collision body 46 collides with the parting portion 48 between the front fender panel 10 and the hood 16 shown in FIG. 2 from the upper side of the vehicle, as shown in FIG. As the portion 30 is bent and deformed starting from the bent portion 36, the upper reinforcing bead 38A and the lower reinforcing bead 38C overlap each other in an upwardly convex state (with upward convexes), and the lower reinforcement The bead 38C (convex shape portion) enters (fits) into the concave inside of the upper reinforcing bead 38A. Accordingly, it is possible to avoid a phenomenon in which the protrusions of the upper and lower reinforcing beads 38A and 38C face each other and interfere with each other. As a result, the reduction of the crushing stroke due to the setting of the reinforcing beads 38A, 38C can be suppressed, in other words, the deformation stroke of the bracket 20 can be sufficiently secured.

  As described in the first embodiment, the bracket 20 is set so that it can be bent and deformed until the support leg upper part 32 and the support leg lower part 34 overlap with each other. The effect of the overlapping arrangement of the reinforcing beads 38A and 38C is increased.

[Fourth Embodiment]
Next, a fourth embodiment of the fender support structure will be described with reference to FIG. Note that the fourth embodiment is characterized in that reinforcing beads 38D and 38E are provided on the flanges of the support leg upper part 32 and the support leg lower part 34, that is, on both sides in the support leg width direction. About another structure, it is a structure substantially the same as 3rd Embodiment, About the structure part substantially the same as 1st-3rd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 10, on both sides in the support leg width direction of the support leg upper part 32, an upper bead that protrudes inwardly from the general surface 32 </ b> A of the support leg upper part 32 in the hat-shaped cross section ( A reinforcing bead 38D is provided as a reinforcing portion), and protrudes outwardly from the hat-shaped cross section with respect to the general surface 34A of the supporting leg lower portion 34 on both sides in the supporting leg width direction of the supporting leg lower portion 34. A reinforcing bead 38E is provided as a lower bead (reinforcing portion). The reinforcing beads 38D and 38E are different from the reinforcing beads 38A and 38C (see FIG. 8) in the third embodiment in the arrangement position and the protruding direction, but the reinforcing beads 38A and 38C in the third embodiment are the other points. The detailed description will be omitted. As described above, the reinforcement beads 38D and 38E are provided on the support leg upper part 32 and the support leg lower part 34, so that the collision load F (see FIG. 9 and the like) from the upper side of the vehicle is compared with the bent part 36. A highly rigid portion 38 having high rigidity is formed. Even with such a configuration, the same operations and effects as those of the third embodiment can be obtained.

[Fifth Embodiment]
Next, a fifth embodiment of the fender support structure will be described with reference to FIG. In addition, 5th Embodiment is a modification of 4th Embodiment, and is used as the reinforcement part made into the flange shape on both sides of the support leg part width direction in the support leg upper part 32 and the support leg lower part 34. As shown in FIG. This is characterized in that the reinforcing beads 38H and 38I are provided. About another structure, it is a structure substantially the same as 2nd-4th embodiment, About the structure part substantially the same as 1st-4th embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. To do.

  As shown in FIG. 11, on both sides of the support leg upper portion 32 in the width direction of the support leg, a flange-like shape protrudes inwardly from the general surface 32A of the support leg upper portion 32 to the inside of the hat-shaped cross section. Reinforced bead 38H is provided, and on both sides of the support leg lower part 34 in the width direction of the support leg part 34, a flange-like shape protrudes inward from the general surface 34A of the support leg lower part 34 in a hat-shaped cross section. A reinforcing bead 38I is provided. The reinforcing beads 38H and 38I are different from, for example, the reinforcing beads 38A and 38B (see FIG. 6) of the second embodiment in the arrangement position and the protruding direction, but the reinforcing beads of the second embodiment are the other points. Since it is substantially the same as 38A and 38B, detailed description is abbreviate | omitted. As described above, the reinforcement legs 38H and 38I are provided on the support leg upper part 32 and the support leg lower part 34, so that the collision load F (see FIG. 7 and the like) from the upper side of the vehicle is compared with the bent part 36. A high-rigidity portion 38 having high rigidity is formed, and a weakened portion 37 that coincides with the bent portion 36 is formed between the upper reinforcing bead 38H and the lower reinforcing bead 38I. Even with such a configuration, as in the other embodiments, the bending deformation is started from the bent portion 36 by the input of the collision load F (see FIG. 7 and the like). The protruding direction of each reinforcing bead 38H, 38I may be the opposite direction of the protruding direction described above. In FIG. 11, the reinforcing beads 38H and 38I are continuous up and down across the bent portion 36. However, the reinforcing beads 38H and 38I are located on the bent portion 36 (slightly away from the bent portion 36). You may arrange | position closely.

[Sixth Embodiment]
Next, a sixth embodiment of the fender support structure will be described with reference to FIG. The sixth embodiment is characterized in that the shape of the reinforcing bead 38F as the reinforcing portion is substantially hemispherical, and the shape when viewed from the front of the vehicle (and viewed from the back of the vehicle) is substantially elliptical. About another structure, it is a structure substantially the same as 1st Embodiment, About the structure part substantially the same as 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 12, the support leg upper part 32 is provided with a reinforcing bead 38F. The reinforcing bead 38F has a substantially hemispherical shape (a shape in which the hemispherical shape is extended in the longitudinal direction of the support leg upper portion 32) and is different in shape from the reinforcing bead 38A of the first embodiment (see FIG. 3). Since this point is substantially the same as that of the reinforcing bead 38A of the first embodiment, a detailed description thereof will be omitted. Thus, by providing the substantially hemispherical reinforcing bead 38F on the support leg upper part 32, the rigidity is higher than that of the bent part 36 with respect to the collision load F (see FIG. 4 and the like) from the upper side of the vehicle. A rigid portion 38 is formed. Even with such a configuration, the same operations and effects as the first embodiment can be obtained.

[Seventh Embodiment]
Next, a seventh embodiment of the fender support structure will be described with reference to FIGS. Note that the seventh embodiment is characterized in that the shape of the reinforcing beads 38A and 38G as the reinforcing portions is a shape that does not form negative angle molding. About another structure, it is a structure substantially the same as 2nd Embodiment, About the structure part substantially the same as 1st, 2nd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIGS. 13 and 14, the general surfaces 34 </ b> A of the pair of support leg lower portions 34 are inclined and extended toward the vehicle upper side so as to be slightly closer to each other. The support leg lower part 34 is provided with a reinforcing bead 38G as a reinforcing part. The reinforcing bead 38G is substantially rectangular when viewed from the front of the vehicle (and viewed from the back of the vehicle) and is triangular when viewed from the side of the vehicle. In general, a reinforcement bead provided at the lower portion of the support leg tends to be a negative angle with respect to the press direction (arrow P direction) in press molding, but the lower reinforcement bead 38G in the present embodiment is in the press direction. The shape is not a negative angle (in FIG. 14, the inclination angle D inside the hat-shaped section with respect to the direction line L perpendicular to the pressing direction is 90 ° or less). The lower reinforcing bead 38G is different in shape from the lower reinforcing bead 38B (see FIG. 7) of the second embodiment, but is otherwise substantially the same as the reinforcing bead 38B of the second embodiment. Therefore, detailed description is omitted. Further, the reinforcing bead 38A has a shape that is not a negative angle with respect to the pressing direction (in FIG. 14, the inclination angle E inside the hat-shaped section with respect to the direction line L perpendicular to the pressing direction is 90 ° or less).

  In this way, since the structure is designed in consideration of press formability so as not to form negative angle, the mold can be simplified. Also, with the configuration as described above, substantially the same operations and effects as in the second embodiment can be obtained.

[Eighth Embodiment]
In the above embodiment, the weakened portion 37 is provided in the bent portion 36 by arranging the reinforcing beads 38A to 38I in the support leg portion 30 in the vicinity of the bent portion 36, but the eighth embodiment. As shown in FIG. 15, for example, a through hole 50 as a fragile portion is formed through the central portion in the width direction of the support leg portion of the bent portion 36 without providing a reinforcement portion on the support leg portion 30. Therefore, the bending portion 36 is provided with a fragile portion, and the support leg portion 30 has a relatively high rigidity compared to the bending portion 36 with respect to the collision load F (see FIG. 2 and the like) from the upper side of the vehicle. It is good also as a structure which provides the part 38. FIG. The concept of the “highly rigid portion” in claim 1 is a portion that is not reinforced, such as the highly rigid portion 38 of the present embodiment (the supporting leg portion 30 is not provided with a reinforcing portion). A portion having relatively higher rigidity than the bent portion 36 with respect to the collision load F (see FIG. 2 and the like) from the upper side of the vehicle is also included.

[Supplementary explanation of the embodiment]
The fender support portion structure may have a configuration in which the reinforcing beads 38A are provided only on the lower support leg portions 34, or a structure in which the protruding directions of the reinforcing beads 38A to 38I in the first to seventh embodiments are reversed. , Other structures in which the reinforcing beads 38A to 38I in the first to seventh embodiments, the reinforcing beads having their protruding directions reversed, and the like are appropriately combined. It is good also as another structure which combined the form which penetrates the through-hole 50 in the curved part 36).

  Moreover, in the said embodiment, the shape of the side view formed by the bracket 20 and the top wall part 14A of the apron upper member 14 is a hexagon, and such a shape is preferable, but a bracket and an apron upper member ( The shape in a side view formed by the top wall portion of the body panel) may be a polygon other than a hexagon.

It is the side view which looked at the fender support part structure concerning a 1st embodiment of the present invention from the engine room side. It is a longitudinal section showing the fender support part structure concerning a 1st embodiment of the present invention seeing from the vehicle front side. This corresponds to a longitudinal sectional view taken along line 2-2 in FIG. It is a perspective view which shows the bracket for energy absorption in the 1st Embodiment of this invention. It is sectional drawing which shows the bracket for energy absorption in the 1st Embodiment of this invention. This corresponds to a sectional view taken along line 4-4 in FIG. 3 (the weld nut welded to the bracket is not shown). It is a graph which shows typically the relation between the acceleration at the time of an impactor colliding with the hood for vehicles, and displacement. It is a perspective view which shows the bracket for energy absorption in the 2nd Embodiment of this invention. It is sectional drawing which shows the bracket for energy absorption in the 2nd Embodiment of this invention. This corresponds to a sectional view taken along line 7-7 in FIG. 6 (the weld nut welded to the bracket is not shown). It is a perspective view which shows the bracket for energy absorption in the 3rd Embodiment of this invention. It is sectional drawing which shows the bracket for energy absorption in the 3rd Embodiment of this invention. 8 corresponds to a sectional view taken along line 9-9 in FIG. 8 (a weld nut welded to the bracket is not shown). It is a perspective view which shows the bracket for energy absorption in the 4th Embodiment of this invention. It is a perspective view which shows the bracket for energy absorption in the 5th Embodiment of this invention. It is a perspective view which shows the bracket for energy absorption in the 6th Embodiment of this invention. It is a perspective view which shows the bracket for energy absorption in the 7th Embodiment of this invention. It is sectional drawing which shows the bracket for energy absorption in the 7th Embodiment of this invention. This corresponds to a cross-sectional view taken along the line 14L-14L in FIG. 13 (the weld nut welded to the bracket is not shown). It is a perspective view which shows the bracket for energy absorption in the 8th Embodiment of this invention.

Explanation of symbols

10 Front fender panel 10B Inner vertical wall (inner end)
14 Apron upper member (body panel)
20 Bracket 26 Fender mounting part 28 Apron side mounting part (Body panel side mounting part)
30 Support leg portion 32A General surface 34A General surface 36 Bending portion 37 Fragile portion 38 High rigidity portion 38A Reinforcement bead (upper reinforcement bead, reinforcement portion)
38B Reinforcement beads (reinforcement part)
38C Reinforcement bead (lower reinforcement bead, reinforcement part)
38D reinforcement bead (upper reinforcement bead, reinforcement part)
38E Reinforcement beads (lower reinforcement bead, reinforcement part)
38F Reinforcement beads (reinforcement part)
38G reinforcement bead (reinforcement part)
38H Reinforcement bead (reinforcement part)
38I Reinforcement beads (reinforcement part)
50 Through hole (fragile part)
F Impact load

Claims (4)

A fender support structure for supporting the inner end of the upper part of the fender panel on the body panel side via a bracket for energy absorption,
The bracket is
A fender mounting portion to which an inner end of the upper portion of the fender panel is fixed;
A body panel side mounting portion fixed to the body panel side;
The fender mounting portion and the body panel side mounting portion are connected in the vertical direction of the vehicle and have a bent portion that is bent at an intermediate portion in the height direction, compared to the bent portion with respect to a collision load from the vehicle upper side. A high-rigidity portion having high rigidity, and a supporting leg portion provided with a fragile portion that is bent and deformed from the bent portion as a starting point by the input of the collision load;
A fender support structure characterized by comprising:   The fender support part structure according to claim 1, wherein a reinforcing part is provided on the support leg part to form the high-rigidity part, and the reinforcing part is disposed in proximity to the bent part. The reinforcing portion is provided on the vehicle upper side of the bent portion, and is provided on the vehicle lower side of the bent portion, and an upper bead protruding in a convex shape toward one side with respect to the general surface of the support leg portion. And a lower bead protruding in a convex shape toward the other side with respect to the general surface of the support leg,
The upper bead and the lower bead are formed in a shape in which the upper bead and the lower bead overlap each other and the other enters the other in a state where the support leg is bent and deformed from the bent portion. The fender support part structure according to claim 2.   The bracket is dimensioned so that the sum of the upper side length and the lower side of the polygon formed by the bracket and the body panel are substantially the same. The fender support structure according to any one of claims 1 to 3.

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