JP2019188937A - Fender reinforcement structure for vehicle - Google Patents

Abstract

To provide a fender reinforcement structure for a vehicle, which can increase rigidity without having a thick fender lining and can prevent fluttering of a fender panel.SOLUTION: A fender reinforcement structure 100 for a vehicle according to the present invention is a vehicle fender reinforcement structure including a fender panel 104 covering the upper side of each of wheels of a vehicle 102 and a fender lining 110 disposed inward of the fender panel. The reinforcement structure further includes a pad 112 attached to the fender lining in contact with the fender panel from the inner side. The pad forms a closed cross-section 154 with the fender lining.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle fender reinforcing structure.

  A vehicle such as an automobile includes a fender panel formed in an arch shape so as to surround an upper side of a wheel. An arched fender lining along the fender panel is arranged inside the fender panel.

  Since the fender panel forms the outer surface (design surface) of the vehicle body, the surface rigidity depends on the design. As an example, when the fender panel has a flat surface shape over a wide range, it becomes difficult for the fender panel to ensure sufficient surface rigidity, and beckoning (deformation) is likely to occur.

  Patent Document 1 describes a structure that secures the support rigidity of the fender panel by supporting the inner surface of the fender panel by the side wall surface of a hollow box-shaped portion that is bulged from the fender lining body and is integrally formed. .

JP 2009-280042 A

  However, according to the technique of Patent Document 1, since the rigidity is enhanced by integrally forming the box-shaped portion bulged from the main body of the fender lining, it is necessary to make the fender lining thicker, and the weight also increases. End up. If it is intended to reduce the weight, the thickness of the fender lining must be reduced, resulting in a decrease in rigidity.

  In view of such problems, an object of the present invention is to provide a vehicle fender reinforcement structure that can increase rigidity without increasing the thickness of a fender lining and suppress the stickiness of a fender panel.

  In order to solve the above-described problems, a typical configuration of a vehicle fender reinforcement structure according to the present invention is for a vehicle including a fender panel that surrounds an upper side of a vehicle wheel, and a fender lining disposed inside the fender panel. The fender reinforcing structure further includes a pad attached to the fender lining and in contact with the fender panel from the inside, and the pad forms a closed cross section with the fender lining.

  According to the present invention, it is possible to provide a vehicular fender reinforcement structure that can increase rigidity without suppressing the thickness of a fender lining and can suppress the stickiness of a fender panel.

It is a figure which shows the fender reinforcement structure for vehicles which concerns on the Example of this invention. It is a figure which shows the principal part of the fender reinforcement structure for vehicles of FIG. FIG. 3 is an arrow view of the vehicle fender reinforcement structure of FIG. 2. It is a figure which shows the detail of the fender reinforcement structure for vehicles of FIG. It is DD sectional drawing of the fender reinforcement structure for vehicles of FIG. It is a figure explaining the inner surface by the side of the fender lining of the pad of FIG. It is sectional drawing of the modification of the vehicle fender reinforcement structure of FIG. 2, and is a figure corresponding to CC sectional drawing of Fig.4 (a). It is a figure which shows typically the fender reinforcement structure for vehicles of FIG. 2, and its modification.

  A typical configuration of a vehicle fender reinforcement structure according to an embodiment of the present invention is a vehicle fender reinforcement structure including a fender panel surrounding an upper side of a vehicle wheel, and a fender lining disposed inside the fender panel. The reinforcing structure further includes a pad attached to the fender lining and in contact with the fender panel from the inside, and the pad forms a closed section together with the fender lining.

  According to the said structure, the pad which is another components is attached to a fender lining, and also the rigidity of a pad and a fender lining can be improved by forming a closed cross section with a pad and a fender lining. For this reason, the fender lining need not be thick in order to increase the rigidity. The pad is in contact with the fender panel from the inside after forming a closed cross section. For this reason, a fender panel will be supported by the pad with which rigidity was improved, and beckoning (deformation) will be controlled.

  As described above, the rigidity of the fender lining and the pad is increased, and the stickiness of the fender panel is suppressed, so that the alignment accuracy between the fender lining and the fender panel is also increased. As a result, it is possible to prevent wind or water or gravel wound around the wheels from entering the engine room and the like, and to reduce noise. Furthermore, since the pad is molded as a separate part, the attachment position to the fender lining and the position in contact with the fender panel can be appropriately adjusted.

  Another representative configuration of a vehicle fender reinforcing structure according to an embodiment of the present invention includes a fender panel that surrounds the upper side of a vehicle wheel, and a fender lining disposed inside the fender panel. The reinforcing structure further includes a pad attached to the fender lining and an elastic body attached to the pad and in contact with the fender panel from the inside, and the pad forms a closed cross section with the fender lining. And

  According to the said structure, the pad which is another components is attached to a fender lining, and also the rigidity of a pad and a fender lining can be improved by forming a closed cross section with a pad and a fender lining. For this reason, the fender lining need not be thick in order to increase the rigidity. The elastic body is attached to a pad with increased rigidity, and is in contact with the fender panel from the inside. For this reason, a fender panel will be supported via an elastic body by a pad with high rigidity, and a stickiness can be suppressed and also vibration damping can be improved.

  As described above, the rigidity of the fender lining and the pad is increased, the stickiness of the fender panel is suppressed, and the vibration damping is further improved, so that the alignment accuracy between the fender lining and the fender panel is also increased. As a result, it is possible to prevent wind or water or gravel wound around the wheels from entering the engine room and the like, and to reduce noise. Furthermore, since the pad is molded as a separate part, the attachment position to the fender lining and the attachment position of the elastic body, that is, the position where the elastic body contacts the fender panel can be adjusted as appropriate.

  The above-mentioned fender lining is formed with a raised portion reinforced by raising from the periphery, and the pad may be fixed to the raised portion and the outer end of the fender lining.

  Thus, since the raised part formed in the fender lining is raised from the periphery, the rigidity with respect to the load in the vehicle vertical direction is enhanced. Since the pad is fixed to the raised portion, the rigidity against the load from the lower side of the vehicle is increased, and the deformation of the pad can be further suppressed. Furthermore, since the pad is also fixed to the end portion of the fender lining on the vehicle outer side, deformation of the end portion can be suppressed.

  The fender lining includes a plurality of first fixing means arranged at intervals in the vehicle front-rear direction at the ridges, and a plurality of second fixing members arranged at intervals in the vehicle front-rear direction at the outer end of the vehicle. The pad is fixed by the first and second fixing means, and the pad is spaced from the first fixing means to the second in the vehicle longitudinal direction. It is preferable that an upwardly convex arch-shaped curved surface is formed in the distance in the vehicle width direction to the fixing means.

  As described above, the pad is fixed to the fender lining by the plurality of first and second fixing means arranged at intervals in the vehicle front-rear direction at the protruding portion of the fender lining and the end portion outside the vehicle. . For this reason, the pad which is another part has predetermined length in the vehicle front-back direction and the vehicle width direction, and can enlarge the installation area with respect to a fender lining. Therefore, the pad can transmit and distribute the load received from below the vehicle to the fender lining and further to the fender panel. Moreover, since the pad forms the convex arch-shaped curved surface, the load received from the vehicle lower part can be disperse | distributed along a curved surface.

  Said pad is good to have at least 1 partition standing up toward the fender lining over the vehicle width direction.

  As described above, since at least one partition wall of the pad is erected toward the fender lining in the vehicle width direction, for example, a load input from the vehicle outer side to the vehicle inner side can be sufficiently dispersed. Moreover, the pad can form a box-shaped curved surface shape by a plurality of partition walls. In this case, in any one of the plurality of partition walls, the direction standing toward the fender lining is different from the vehicle width direction along the curved surface shape. Therefore, the plurality of partition walls formed on the box-shaped curved pad can surely disperse not only the load inputted from the outside of the vehicle to the inside of the vehicle but also the load inputted in a plurality of directions from below the vehicle. .

  Further, the box-shaped curved pad is fixed to the fender lining, supports the fender panel directly or indirectly, and is further fixed to the outer end of the fender lining. For this reason, the pad can disperse the load applied to the fender lining and the fender panel.

  A plurality of the partition walls are formed apart from each other in the vehicle front-rear direction, the pad has at least one rib erected toward the fender lining over the vehicle front-rear direction, and the rib is a plurality of partition walls. It may be between any one and the other.

  Thereby, the pad can enhance the rigidity with respect to the load input from the vehicle outer side to the vehicle inner side by the partition wall, and further can increase the rigidity with respect to the load input from the lower side of the vehicle, for example, by the rib. The pad can also have a plurality of partition walls and a plurality of ribs arranged in a lattice pattern, and in this case, the rigidity can be sufficiently increased. Therefore, by fixing the pad with increased rigidity to the fender lining, the fender lining can be reinforced and the deformation can be suppressed, and the alignment accuracy between the fender lining and the fender panel can be further increased.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the examples are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a view showing a vehicle fender reinforcement structure according to an embodiment of the present invention. Hereinafter, the arrow X shown in each figure indicates the front of the vehicle, and the arrow Y indicates the outside of the vehicle.

  A vehicle fender reinforcement structure (hereinafter, reinforcement structure) 100 includes a fender panel 104 that surrounds an upper side of a wheel (not shown) of the vehicle 102. As shown in FIG. 1, the fender panel 104 is disposed so as to contact the front bumper 106 on the front side of the vehicle and to contact the front hood 108 on the upper side of the vehicle, and forms a vehicle body outer surface (design surface).

  Since the fender panel 104 forms a design surface, the surface rigidity depends on the design. As an example, when the fender panel 104 has a flat surface shape over a wide range, it is difficult to ensure sufficient surface rigidity, and there is a possibility that stickiness (deformation) may occur.

  Therefore, the reinforcing structure 100 according to the present embodiment further includes a fender lining 110 disposed inside the fender panel 104 and a pad 112 which is a separate part, and the pad 112 suppresses the sticking of the fender panel 104. It was adopted.

  FIG. 1 shows a part of the fender lining 110 with a dotted line in a state where it passes through the fender panel 104. However, the fender lining 110 extends to the inside of the front bumper 106 and has an arch shape along the fender panel 104 as a whole. The pad 112 is located inside the fender panel 104 and further attached to the fender lining 110 as indicated by a dotted line in FIG.

  FIG. 2 is a view showing a main part of the reinforcing structure 100 of FIG. 3 is an arrow view of the reinforcing structure 100 of FIG. FIG. 3A and FIG. 3B are views of the reinforcing structure 100 as viewed from an arrow A and as viewed from an arrow B, respectively.

  The fender lining 110 has a top surface 114 and side surfaces 116. The top surface 114 is formed with a raised portion 118 reinforced by raising from the periphery. The side surface 116 is bent and extended obliquely downward from the side edge 120 of the top surface 114 on the vehicle outer side toward the vehicle outer side.

  The raised portion 118 is formed with a plurality (four in this case) of claw portions 122a, 122b, 122c, and 122d as first fixing means arranged at intervals in the longitudinal direction of the vehicle. Further, a plurality of (here, three) claw portions 126a, 126b, and 126c as second fixing means disposed at intervals in the vehicle front-rear direction are formed on the end portion 124 on the vehicle exterior side surface 116. Yes.

  The pad 112 has an upper wall 128 and a side wall 130, the inside of which is hollow, and further has a box shape surrounded by a front wall 129 and a rear wall 131. A plurality (four in this case) of holes 132a, 132b, 132c, and 132d are formed in the upper wall 128 at intervals in the longitudinal direction of the vehicle. The claw portions 122a to 122d of the raised portion 118 of the fender lining 110 are fixed by being inserted into the holes 132a to 132d of the upper wall 128 of the pad 112 and welded thereto.

  The side wall 130 extends downwardly from a side edge 134 of the upper wall 128 on the vehicle exterior side. A plurality (three in this case) of holes 138a to 138c are formed at the lower end 136 on the vehicle outer side of the side wall 130 at intervals in the vehicle front-rear direction. The claw portions 126a to 126c formed at the end portion 124 of the side surface 116 of the fender lining 110 are fixed by being inserted into and welded to the hole portions 138a to 138c of the lower end 136 of the side wall 130 of the pad 112.

  That is, pad 112 uses each nail | claw part 122a-122d, 126a-126c, and each hole part 132a-132d, 138a-138c in the edge part 124 of the vehicle outer side of the raised part 118 and the side surface 116 among the fender linings 110. Fixed by welding. However, the fixing of the claw portions 122a to 122d, 126a to 126c and the hole portions 132a to 132d, 138a to 138c is not limited to welding, but may be adhesion or engagement. Since the raised portion 118 of the fender lining 110 is raised from the periphery, the rigidity with respect to the load in the vehicle vertical direction is increased. Since the pad 112 is fixed to the raised portion 118, the rigidity against the load from the lower side of the vehicle is increased, and the deformation of the pad 112 can be further suppressed. Furthermore, since the pad 112 is also fixed to the end portion 124 on the vehicle outer side of the side surface 116 of the fender lining 110, deformation of the end portion 124 can be suppressed.

  The pad 112 includes regions 140a, 140b, 140c corresponding to the intervals in the vehicle front-rear direction of the holes 132a-132d, and regions 142a, 142b corresponding to the intervals in the vehicle front-rear direction of the holes 138a-138c. . The pad 112 further includes a region 144a corresponding to an interval in the vehicle width direction between the hole 132a and the hole 138a, and an region 144b corresponding to an interval in the vehicle width between the hole 132d and the hole 138c.

  In such regions 140a to 140c, regions 142a and 142b, and regions 144a and 144b, the pad 112 forms an upwardly arched curved surface. For this reason, the pad 112 can disperse, for example, a load received from below the vehicle along the curved surface.

  The pad 112 includes regions 140a to 140c, 142a, 142b, 144a, and 144b extending in the vehicle front-rear direction and the vehicle width direction, and thus has a predetermined length in the vehicle front-rear direction and the vehicle width direction. For this reason, the pad 112 can enlarge the installation area with respect to the fender lining 110, and can transmit and distribute the load received from the vehicle lower part to the fender lining 110 and the fender panel 104. Furthermore, beads 140a, 146b, and 146c extending in the vehicle width direction are formed in regions 140a to 140c located on the upper wall 128 of the pad 112. For this reason, the rigidity of the upper wall 128 is enhanced.

  As shown in FIG. 3B, a recess 148 that is recessed from the periphery of the pad 112 is formed between the regions 142a and 142b. The recess 148 is partitioned by a plurality of (here, five) ridge lines 150a, 150b, 150c, 150d, and 150e, and a hole 138b is further formed. The ridge lines 150b to 150c continuing to the ridge line 150a extend in a divergent shape as shown in the figure. For this reason, when the hollow part 148 receives a load from below, the load is easily dispersed along the ridge lines 150b to 150e. An elastic body 152 is attached to the side wall 130 of the pad 112 in the vehicle front-rear direction.

  FIG. 4 is a diagram showing details of the reinforcing structure 100 of FIG. 4A is a cross-sectional view taken along the line CC of the reinforcing structure 100 of FIG. FIG. 4B is a perspective view of the reinforcing structure 100 of FIG. FIG. 5 is a DD cross-sectional view of the reinforcing structure 100 of FIG. FIG. 5 shows the depth of each member in addition to the cross section on the vehicle front side of the front wall 129 of the pad 112.

  The pad 112 is fixed to the raised portion 118 and the side surface 116 of the fender lining 110 as described above, thereby forming a closed section 154 shown in FIG. For this reason, the rigidity of the fender lining 110 and the pad 112 is enhanced. Therefore, the fender lining 110 does not need to be thick to increase rigidity.

  The elastic body 152 is attached to the side wall 130 of the pad 112 as shown in FIG. 4A, and further contacts the fender panel 104 from the inside. For this reason, the fender panel 104 is supported by the highly rigid pad 112 via the elastic body 152, so that the stickiness is suppressed and the vibration damping property can be improved.

  In this way, the rigidity of the fender lining 110 and the pad 112 is increased, and the stickiness of the fender panel 104 is suppressed, so that the end portion 124 of the side surface 116 of the fender lining 110 and the lower end 156 of the fender panel 104 (FIG. 4). The accuracy of alignment with (see (a)) is also increased. As a result, it is possible to prevent wind or water or gravel wound around the wheels from entering the engine room and the like, and to reduce noise. Furthermore, since the pad 112 is molded as a separate part, the attachment position to the fender lining 110 and the attachment position of the elastic body 152, that is, the position where the elastic body 152 contacts the fender panel 104 can be adjusted as appropriate.

  Thus, the pad 112 is fixed to the raised portion 118 of the fender lining 110 as shown in FIG. 4B, and indirectly supports the fender panel 104 via the elastic body 152 (FIG. 4A). reference). The pad 112 is further fixed to the end portion 124 of the side surface 116 of the fender lining 110. For this reason, the pad 112 can disperse the load received by the fender lining 110 and the fender panel 104.

  As shown in FIG. 4B, ribs 158a and 158b are formed on the pad 112 so as to stand toward the fender lining 110 in the vehicle front-rear direction (see FIG. 6A). Further, the pad 112 is formed with a partition wall 160 erected toward the fender lining 110 over the vehicle width direction. On the other hand, as shown in FIG. 4B, the fender lining 110 is formed with ribs 161 standing from the top surface 114 to the side surface 116 toward the pad 112 in the vehicle width direction.

  Furthermore, as shown in FIG. 4B and FIG. 5, the closed section 154 is formed continuously in the vehicle front-rear direction and the vehicle width direction and covers a wide range. By forming such a closed cross section 154, the rigidity of the fender lining 110 and the pad 112 is enhanced.

  FIG. 6 is a view for explaining the inner surface of the pad 112 in FIG. 2 on the fender lining 110 side. FIG. 6A is a diagram illustrating a state in which the pad 112 is viewed from below the vehicle. In addition to the partition wall 160 (see FIG. 4B), a plurality of (here, three) other partition walls 162a, 162b, and 162c spaced apart in the vehicle front-rear direction are formed on the pad 112 as shown in the figure. In addition, since the front wall 129 and the rear wall 131 of the pad 112 are erected toward the fender lining 110 in the vehicle width direction similarly to the partition walls 160 and 162a to 162c, they may be regarded as partition walls.

  As described above, in the pad 112, a plurality of partition walls, that is, the front wall 129, the rear wall 131, the partition walls 160, 162a to 162c are erected toward the fender lining 110 in the vehicle width direction. The input load can be sufficiently dispersed. Moreover, since the pad 112 forms the convex arch-shaped curved surface as mentioned above, it becomes a box-shaped curved surface shape by a plurality of partition walls. For this reason, in any one of the plurality of partition walls, the direction of standing toward the fender lining 110 is different from the vehicle width direction along the curved surface shape. Therefore, the plurality of partition walls formed on the box-shaped curved pad 112 reliably distributes not only the load input from the outside of the vehicle to the inside of the vehicle, but also the load input in a plurality of directions from below the vehicle. it can.

  FIG. 6B is a diagram schematically showing the fender lining 110 and the pad 112 that form the closed section 154. A partition wall 160 representatively shown among the plurality of partition walls is erected from the upper wall 128 of the pad 112 to the side wall 130 toward the fender lining 110. For this reason, even when the pad 112 receives a load that causes the upper wall 128 and the side wall 130 to approach each other and deforms the closed section 154, the partition wall 160 extending from the upper wall 128 to the side wall 130, and other The deformation can be suppressed by stretching the plurality of partition walls.

  In addition to the above-described ribs 158a and 158b (see FIG. 4) extending in the vehicle longitudinal direction, other ribs 158c and 158d are also formed on the pad 112 as shown in FIG. 6 (a). The plurality of ribs 158a to 158d extend from any one of the plurality of partition walls, that is, the front wall 129, the rear wall 131, and the partition walls 160 and 162a to 162c to the other one.

  That is, each rib extending in the vehicle front-rear direction may be continuous from the front wall 129 to the rear wall 131, or may be interrupted. As an example, each rib may extend from the front wall 129 or the rear wall 131 to any one of the partition walls 160 and 162a to 162c. Further, each rib may extend from any one of the partition walls 160 and 162a to 162c to the other one. Further, only one rib or a plurality of ribs may be formed.

  In the pad 112 shown in FIG. 6A, a plurality of front walls 129, rear walls 131, partition walls 160, 162a to 162c, and a plurality of ribs 158a to 158d are arranged in a lattice pattern. For this reason, the pad 112 can increase the rigidity with respect to the load input from the vehicle outer side to the vehicle inner side by the plurality of partition walls, and further can increase the rigidity with respect to the load input from the lower side of the vehicle, for example, by the plurality of ribs 158a to 158d. By fixing the pad 112 with increased rigidity to the fender lining 110 in this way, the fender lining 110 can be reinforced and deformation can be suppressed, and the alignment accuracy between the fender lining 110 and the fender panel 104 can be further improved. it can.

  FIG. 6C is an enlarged view of a part of the pad 112 shown in FIG. 6A, and a part of the fender lining 110 positioned below the pad 112 in an overlapping manner. In FIG. 6C, the fender lining 110 and the rib 161 are indicated by chain lines.

  The rib 161 is erected from the fender lining 110 toward the pad 112 (see FIG. 4B). Further, the rib 161 is arranged at a position overlapping the ribs 158a and 158b and the partition wall 162c arranged in a grid pattern on the pad 112 when viewed from the vehicle vertical direction. Thus, the fender lining 110 and the pad 112 face each other so as to overlap each other when viewed from the vehicle vertical direction, and form the above-described closed section 154 (see FIG. 4B).

  FIG. 7 is a cross-sectional view of a modified example of the reinforcing structure 100 of FIG. 2, and corresponds to the CC cross-sectional view of FIG. The modified reinforcing structure 100A is different from the reinforcing structure 100 described above in that the elastic body 152 (see FIG. 4A) is not used and the pad 112A attached to the fender lining 110 directly contacts the fender panel 104 from the inside. .

  The side wall 130A of the pad 112A is bent and extends downward from the side edge 134 of the upper wall 112A on the vehicle exterior side, and is in contact with the fender panel 104 from the inside as shown in the figure. Further, the pad 112A forms a closed cross section 154A together with the fender lining 110 to increase the rigidity.

  For this reason, in the reinforcing structure 100A, since the fender panel 104 can be directly supported by the pad 112A with increased rigidity, the stickiness of the fender panel 104 can be suppressed. Further, in the reinforcing structure 100A, since the elastic body 152 is not necessary, the number of parts can be reduced.

  FIG. 8 is a diagram schematically showing the reinforcing structure 100 of FIG. 2 and its modification. FIG. 8A schematically shows the reinforcing structure 100. FIG. 8B and FIG. 8C schematically show reinforcing structures 100B and 100C, which are modifications of the reinforcing structure 100. FIG. In addition, each figure has shown the state which looked at the reinforcement structures 100, 100B, 100C from the vehicle upper direction.

  The reinforcing structure 100B includes a fender lining 110A and a pad 112 as shown in FIG. The fender lining 110A has a plurality of (in this case, two) raised portions 118a and 118b extending in the vehicle width direction and spaced apart in the vehicle front-rear direction, and thus the fender lining 110 of the reinforcing structure 100 shown in FIG. And different. The pad 112 is attached to the fender lining 110A so as to overlap the raised portions 118a and 118b. According to such a reinforcing structure 100B, high rigidity can be ensured with respect to a load input from the vehicle outer side to the vehicle inner side indicated by an arrow in the drawing.

  The reinforcing structure 100C includes a fender lining 110B and a pad 112 as shown in FIG. The fender lining 110B has a raised portion 118c extending in the vehicle width front-rear direction. Vehicle body fixing portions 164a and 164b for fixing the fender lining 110B to the vehicle body are provided at both ends of the raised portion 118c. The pad 112 is attached to the fender lining 110B so as to overlap between the vehicle body fixing portions 164a and 164b of the raised portion 118c.

  According to such a reinforcing structure 100C, a load input from the vehicle outer side to the vehicle inner side indicated by an arrow in the drawing and a load input from the vehicle lower side to the upper side are transmitted to the vehicle body side via the vehicle body fixing portions 164a and 164b. Therefore, rigidity can be increased.

  As mentioned above, although the suitable Example of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this example. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  The present invention can be used for a vehicle fender reinforcement structure.

DESCRIPTION OF SYMBOLS 100, 100A, 100B, 100C ... Vehicle fender reinforcement structure, 102 ... Vehicle, 104 ... Fender panel, 106 ... Front bumper, 108 ... Front hood, 110, 110A, 110B ... Fender lining, 112, 112A ... Pad, 114 ... Top surface of fender lining, 116 ... Side surface of fender lining, 118, 118a, 118b, 118c ... Raised portion of top surface, 120 ... Side edge of top surface, 122a, 122b, 122c, 122d, 126a, 126b, 126c ... Claw Part, 124 ... side edge part, 128 ... upper wall of pad, 129 ... front wall of pad, 130 ... side wall of pad, 131 ... rear wall of pad, 132a, 132b, 132c, 132d, 138a, 138b, 138c ... Hole 134, side edge of upper wall 136, side wall End, 140a, 140b, 140c, 142a, 142b, 144a, 144b ... area, 146a, 146b, 146c ... pad beads, 148 ... depression, 150a, 150b, 150c, 150d, 150e ... ridge line of depression, 152 ... Elastic body, 154 ... closed cross section, 156 ... lower end of fender panel, 158a, 158b, 158c, 158d ... rib of pad, 160, 162a, 162b, 162c ... partition wall of pad, 161 ... rib of fender lining, 164a, 164b ... Car body fixing part

Claims (6)

A fender reinforcement structure for a vehicle comprising a fender panel surrounding an upper side of a vehicle wheel, and a fender lining disposed inside the fender panel, the reinforcement structure further comprising:
A pad attached to the fender lining and in contact with the fender panel from the inside;
The pad is formed with a closed section together with the fender lining. A fender reinforcement structure for a vehicle comprising a fender panel surrounding an upper side of a vehicle wheel, and a fender lining disposed inside the fender panel, the reinforcement structure further comprising:
A pad attached to the fender lining;
An elastic body attached to the pad and in contact with the fender panel from the inside;
The pad is formed with a closed section together with the fender lining. The fender lining is formed with a raised portion reinforced by raising from the periphery,
The vehicle fender reinforcement structure according to claim 1 or 2, wherein the pad is fixed to the raised portion and an end portion on the vehicle outer side of the fender lining. The fender lining includes a plurality of first fixing means arranged at intervals in the vehicle front-rear direction on the raised portion, and a plurality of first fixing means arranged at intervals on the vehicle outer side in the vehicle front-rear direction. Two fixing means, and the pad is fixed by the first and second fixing means,
The pad has an arch shape that protrudes upward in the vehicle front-rear direction interval between the first and second fixing means and in the vehicle width direction interval from the first fixing means to the second fixing means. The vehicle fender reinforcing structure according to claim 3, wherein the curved surface is formed.   The vehicular fender reinforcement structure according to any one of claims 1 to 4, wherein the pad has at least one partition wall standing toward the fender lining in a vehicle width direction. A plurality of the partition walls are formed apart in the vehicle longitudinal direction,
The pad has at least one rib erected toward the fender lining over the vehicle longitudinal direction,
6. The vehicle fender reinforcing structure according to claim 5, wherein the rib extends from any one of the plurality of partition walls to another one.

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