JP2013124034A - Fender panel support structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the shock absorbing performance of a load applied to a fender panel without increasing the number of components.SOLUTION: Bridge-shaped support pedestals 26 and 28 deformable in a direction perpendicular to a surface are arranged on the upper surface 20 of an upper member 12, and flanges 46 and 48 of a shock absorbing bracket 14 are fixed in the support pedestals 26 and 28, and consequently, shock absorbing effects are obtained in the deformation of both the legs 40 and 42 of the shock absorbing bracket 14 and the deformation of the support pedestals 26 and 28 of the upper member 12. As a result, by appropriately setting deformation load ranges Fa and Fb of the legs 40 and 42 and the support pedestals 26 and 28, the absorbing performance of the shock load is improved, and adjustment (tuning) is easily performed. Since the support pedestals 26 and 28 are arranged at the upper surface 20 of the upper member 12, the shock absorbing performance is improved without increasing the number of components, and a fender panel support structure of a vehicle is inexpensively configured.

Description

  The present invention relates to a vehicle fender panel support structure, and more particularly to a technique for improving the impact absorption performance of a load applied to a fender panel without increasing the number of parts.

  An impact-absorbing bracket comprising a plurality of legs, an upper wall that connects the upper ends of the legs, and a plurality of flanges provided at the lower ends of the legs is provided via the flanges. The fender panel of the vehicle that is fixed to the upper surface of the vehicle body side member and absorbs an impact load applied to the fender panel by deformation of the plurality of leg portions by attaching the upper portion of the fender panel to the upper wall portion. A support structure is known (see Patent Document 1). Further, Patent Document 2 proposes a technique for absorbing an impact load by providing a bracket movement permitting means on a vehicle body side member and displacing the bracket below the upper surface of the vehicle body side member.

JP 2011-136597 A JP 2008-94318 A

  However, in the technique described in Patent Document 1, since the impact load is absorbed only by the deformation of the leg portion of the shock absorption bracket, the adjustment of the shock load absorption performance is performed, for example, the deformation progresses at once when a certain deformation load is exceeded. (Tuning) is difficult, and there is a problem that a sufficiently satisfactory impact absorbing performance cannot be obtained. Combining the techniques described in Patent Document 2, for example, the impact load can be absorbed in two stages, ie, the deformation of the bracket and the movement by the movement allowance means, but a support member provided with a notch as the movement allowance means or the like. Since it is necessary to provide, the number of parts increases and cost increases.

  The present invention has been made against the background described above, and its object is to improve the impact absorption performance of a load applied to a fender panel without increasing the number of parts.

  In order to achieve such an object, the first invention includes a plurality of leg portions, an upper wall portion connecting upper ends of the plurality of leg portions, a plurality of flanges provided at the lower ends of the plurality of leg portions, An impact absorbing bracket comprising a plurality of flanges is fixed to the upper surface of the vehicle body side member, and an upper portion of the fender panel is attached to the upper wall portion, whereby the impact load applied to the fender panel is In a fender panel support structure for a vehicle that absorbs by deformation of a plurality of leg portions, a bridge-shaped member that can be deformed in a vertical direction by forming slits on both sides of the upper surface of the vehicle body side member. A support portion is provided, and the flange is fixed to the support portion.

  According to a second aspect of the present invention, in the vehicle fender panel support structure according to the first aspect, the support portion is bent in a trapezoidal shape so as to protrude upward from the upper surface, and the flange is fixed to the trapezoidal protruding portion. It is provided.

  According to a third aspect of the present invention, in the vehicle fender panel support structure according to the first or second aspect of the invention, when the impact load is applied to the fender panel, the leg portion and the support portion accompany the increase in the impact load. The deformation loads are determined to have different sizes so that they can be deformed back and forth.

  In such a vehicle fender panel support structure, a bridge-like support portion that can be deformed in the direction perpendicular to the surface is provided on the upper surface of the vehicle body side member, and the flange of the shock absorbing bracket is fixed to the support portion. Therefore, the shock absorbing action can be obtained by both the deformation of the leg portion of the shock absorbing bracket and the deformation of the support portion of the vehicle body side member. Therefore, by appropriately determining the deformation loads of these leg portions and support portions, the impact load absorption performance can be improved and the adjustment (tuning) can be easily performed. Further, since the support member that can be deformed in the direction perpendicular to the surface is provided by providing a slit in the vehicle body side member, a support member provided with a notch as in Patent Document 2 is provided separately. Compared to the case, it is possible to improve the shock absorbing performance without increasing the number of parts, and it can be configured at low cost.

  In the second invention, the support portion is bent in a trapezoidal shape so as to protrude upward from the upper surface of the vehicle body side member, and a flange is fixed to the protruding portion of the trapezoidal shape. It is possible to buckle and deform (reverse) into a concave shape, and a sufficient deformation stroke of the support portion can be ensured, and the shock absorbing performance is further improved.

  In the third invention, when an impact load is applied to the fender panel, the leg portions and the support portions are deformed back and forth with each other as the impact load increases. Since the deformation load is determined to be different from each other, the impact load is more appropriately absorbed by the deformation of the leg portion and the support portion, and the impact absorption performance is further improved.

It is a perspective view of the fender panel support structure of vehicles which are one example of the present invention. It is a figure which shows the state by which the right side front fender was attached to the fender panel support structure of FIG. 1, and is sectional drawing of the II-II arrow part in FIG. It is a figure which shows the state by which the right side front fender was attached to the fender panel support structure of FIG. 1, and is sectional drawing of the III-III arrow part in FIG. It is a figure which shows the state by which the right front fender was attached to the fender panel support structure of FIG. 1, and is sectional drawing of the IV-IV arrow part in FIG. FIG. 2 is a perspective view showing a state before an impact absorbing bracket is fixed to a vehicle body side member in the fender panel support structure of FIG. 1. In the fender panel support structure of FIG. 1, it is sectional drawing explaining the deformation | transformation form when the impact load F is applied. It is a figure explaining the other Example of this invention, and is a perspective view corresponding to FIG. FIG. 7 is a diagram for explaining a modification when an impact load F is applied in the embodiment of FIG. 7, and is a cross-sectional view corresponding to FIG. 6.

  The shock absorbing bracket includes, for example, a pair of leg portions, an upper wall portion connecting the upper ends of the pair of leg portions, and a pair of flanges bent so as to extend outward from the lower ends of the pair of leg portions, respectively. Although it is configured to have a hat cross-sectional shape, various modes are possible, such as having three or more legs. The vehicle body side member is configured by a plate-like member that can use a portion between the slits as a support portion by providing a pair of slits, and is, for example, an upper member of a radiator support or a body panel. These shock absorbing brackets and the vehicle body side members are configured using, for example, a metal plate material.

  The leg portion of the shock absorbing bracket has a width dimension or the like so as to be deformed by a predetermined deformation load, and is provided with a punch hole or a notch as necessary. For example, a nut member is integrally fixed to the upper wall portion of the shock absorbing bracket, and the upper end portion of the fender panel is integrally fixed by bolts, but may be fixed by other fixing means such as welding. it can. The flange of the shock absorbing bracket is integrally fixed to the support portion of the vehicle body side member by, for example, arc welding or spot welding, but other fixing means such as screws may be employed.

  A plurality of support portions are provided corresponding to, for example, a plurality of flanges. For example, a pair of flanges on both sides of a shock-absorbing bracket having a hat cross-sectional shape can be fixed to a common support portion having a long shape. For example, as in the second invention, the support portion is bent into a trapezoidal shape by drawing or bulging so as to protrude upward from the upper surface of the vehicle body side member, and a flange is fixed to the protruding portion of the trapezoidal shape. However, the flat support portion may be provided at a position that coincides with the upper surface of the vehicle body side member by simply providing a pair of slits. The bridge shape means that both ends are integrally connected to the vehicle body side member. The slits on both sides of the support part are provided, for example, in a straight line and parallel to each other in a plan view when viewed from the vertical direction with respect to the support part. Various embodiments are possible that allow this to be done. The slit may have a cut shape with a narrow width dimension.

  The width of the support portion of the vehicle body side member is also determined so as to be deformed by a predetermined deformation load, and a punched hole, a notch, or the like is provided in the trapezoidal side wall portion as necessary. In the third invention, when an impact load is applied to the fender panel, the deformation load is different from each other so that the leg portion and the support portion are deformed back and forth as the impact load increases. This is intended to exclude the case where the deformation loads of the two are completely coincident or one is within the deformation load range of the other. That is, not only when the deformation load range of the leg portion and the deformation load range of the support portion are completely different, even if there is a partial overlap, the load range where only the leg portion deforms and the load range where only the support portion deforms As long as it has.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a perspective view showing a vehicle fender panel support structure 10 according to an embodiment of the present invention, in which an impact absorbing bracket 14 is integrally fixed to an upper member 12 of a radiator support which is a vehicle body side member. . 2 to 4 are views showing a state in which the right front fender panel 16 is attached to the fender panel support structure 10, respectively, and are sectional views taken along the line II-II in FIG. It is sectional drawing of a part, and sectional drawing of the IV-IV arrow part. FIG. 5 is a perspective view showing a state before the shock absorbing bracket 14 is fixed to the upper member 12.

  The upper member 12 and the shock absorbing bracket 14 are both formed by pressing a metal plate material into a predetermined shape, and the upper member 12 includes a longitudinal section of a hat cross-sectional shape disposed in the front-rear direction of the vehicle. The shock absorbing bracket 14 is fixed to the upper surface 20. The upper surface 20 is formed with a pair of linear slits 22 and 24 that are substantially parallel to each other in the longitudinal direction, so that a bridge-like shape can be formed between the slits 22 and 24 in the direction perpendicular to the surface. Support bases 26 and 28 are provided. The support bases 26 and 28 are bent into a trapezoidal shape by drawing or overhanging so as to protrude upward from the upper surface 20, and are substantially parallel to the pair of side wall portions 30 and 32 and the upper surface 20. Seating surfaces 34 and 36 are provided. The support pedestals 26 and 28 correspond to support portions, and the width dimension in the direction perpendicular to the slits 22 and 24 and the inclination angles of the side walls 30 and 32 are trapezoidal support pedestals 26 and 28 within a predetermined deformation load range Fb. Is buckled (reversed) into a concave shape (see FIG. 6C).

  The shock absorbing bracket 14 extends outward from the pair of leg portions 40, 42, the upper wall portion 44 connecting the upper ends of the pair of leg portions 40, 42, and the lower ends of the pair of leg portions 40, 42, respectively. A pair of flanges 46 and 48 bent in such a manner as to form a symmetrical hat cross-sectional shape. The pair of flanges 46 and 48 are integrally fixed to the seat surfaces 34 and 36 of the support bases 26 and 28 by welding or the like, and the upper portion 16a of the front fender panel 16 is attached to the upper wall portion 44. A through hole is provided in the upper wall portion 44 and a nut 50 is integrally fixed by welding or the like. The upper portion 16a of the front fender panel 16 is shock-absorbed when the bolt 52 is screwed to the nut 50. It is integrally fixed to the bracket 14. And such an impact-absorbing bracket 14 is such that the leg portions 40 and 42 are bent and deformed outward (see FIG. 6B) in a predetermined deformation load range Fa smaller than the deformation load range Fb. A width dimension of the leg portions 40 and 42 is determined, and predetermined punched holes 54 and 56 are provided.

  That is, when a downward impact load F is applied from the front fender panel 16 to the shock absorbing bracket 14 as shown in FIG. 6, first, as shown in FIG. 6B, the shock absorbing bracket has a relatively small deformation load range Fa. The 14 leg portions 40 and 42 are bent outwardly to absorb impact energy. Thereafter, in the deformation load range Fb larger than the deformation load range Fa, the support pedestals 26 and 28 of the upper member 12 are buckled and deformed into a concave shape as shown in FIG.

  As described above, in the fender panel support structure 10 of the present embodiment, the bridge-like support bases 26 and 28 that can be deformed in the direction perpendicular to the surface are provided on the upper surface 20 of the upper member 12 that is the vehicle body side member. Because the flanges 46 and 48 of the shock absorbing bracket 14 are fixed to the support bases 26 and 28, both the deformation of the legs 40 and 42 of the shock absorption bracket 14 and the deformation of the support bases 26 and 28 of the upper member 12 are performed. The shock absorbing effect can be obtained. Therefore, by appropriately determining the deformation load ranges Fa and Fb of the leg portions 40 and 42 and the support bases 26 and 28, the impact load absorption performance can be improved and the adjustment (tuning) is easy. Can be done. Further, the slits 22 and 24 are provided on the upper surface 20 of the upper member 12, so that the support bases 26 and 28 that can be deformed in the direction perpendicular to the surface are provided. Compared with the case where the supporting members are separately provided, the impact absorbing performance can be improved without increasing the number of parts, and the structure can be reduced at a low cost.

  In this embodiment, the support bases 26 and 28 are bent in a trapezoidal shape so as to protrude upward from the upper surface 20 of the upper member 12, and the flange 46 is formed on the trapezoidal protruding portions (seat surfaces 34 and 36). 48 is fixed, it is possible to buckle and deform from its protruding state to a concave shape, and a sufficient deformation stroke of the support pedestals 26 and 28 can be secured, further improving the shock absorbing performance. To do.

  In the present embodiment, when an impact load F is applied to the front fender panel 16, the leg portions 40 and 42 and the support bases 26 and 28 are deformed back and forth with each other as the impact load F increases. As described above, since the deformation load ranges Fa and Fb of the leg portions 40 and 42 and the support bases 26 and 28 are determined to be different from each other, the leg portions 40 and 42 and the support bases 26 and 28 are determined. Due to the deformation, the impact load is more appropriately absorbed, and the impact absorption performance is further improved.

  In the above embodiment, the upper member 12 is provided with a pair of support bases 26 and 28, and the pair of flanges 46 and 48 of the shock absorbing bracket 14 are separately fixed to the support bases 26 and 28, respectively. However, like the fender panel support structure 60 shown in FIGS. 7 and 8, a single support base 62 having a size including the pair of support bases 26 and 28 may be provided. That is, a pair of slits 64 having a length connecting the slits 22 and 24 is provided, and a single trapezoidal support base 62 having a pair of side wall portions 66 and a seat surface 68 by drawing or overhanging. And a pair of flanges 46 and 48 of the shock absorbing bracket 14 are integrally fixed to both ends of the seating surface 68 in the longitudinal direction by welding or the like.

  Also in such a fender panel support structure 60, the width dimension of the support base 62 is determined so that the deformation load range Fb of the support base 62 becomes a predetermined size. By deforming in stages, it becomes possible to appropriately absorb the impact load, and the same effect as the above-described embodiment can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one embodiment to the last, and this invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  10, 60: Fender panel support structure 12: Upper member (vehicle body side member) 14: Shock absorbing bracket 16: Front fender panel 20: Upper surface 22, 24, 64: Slits 26, 28, 62: Support base (support part) 40, 42: Leg part 44: Upper wall part F: Impact load Fa: Deformation load range of leg part Fb: Deformation load range of support base

Claims (3)

An impact absorbing bracket comprising a plurality of leg portions, an upper wall portion connecting the upper ends of the plurality of leg portions, and a plurality of flanges provided at the lower ends of the plurality of leg portions is provided via the plurality of flanges. The vehicle fender panel is fixed to the upper surface of the vehicle body side member, and the upper portion of the fender panel is attached to the upper wall portion to absorb the impact load applied to the fender panel by deformation of the plurality of leg portions. In the support structure,
The upper surface of the vehicle body side member is provided with a bridge-shaped support portion that can be deformed in a direction perpendicular to the surface by forming slits on both sides, and the flange is fixed to the support portion. A structure for supporting a fender panel of a vehicle. 2. The vehicle fender according to claim 1, wherein the support portion is bent in a trapezoidal shape so as to protrude upward from the upper surface, and the flange is fixed to the protruding portion of the trapezoidal shape. Panel support structure. The leg portions and the support portions are determined to have different deformation loads so that when the impact load is applied to the fender panel, the leg loads and the support portions are deformed back and forth with each other as the impact load increases. The vehicle fender panel support structure according to claim 1, wherein the vehicle fender panel support structure is provided.

Images