JP6136708B2 - Automobile fender support structure - Google Patents

Description

  The present invention relates to a fender support structure for an automobile in which an upper wall of a fender bracket is provided with a bonnet support portion for supporting a bonnet and a fender mounting portion for attaching the fender.

  Generally, on the upper wall of the fender bracket to which the front fender panel is attached, the front fender panel mounting portion, the rubber mounting portion for directly mounting the bonnet stopper rubber, or the bonnet supporting portion for supporting the bonnet stopper rubber provided on the bonnet side Is provided.

The fender bracket described above is required to have load absorption deformability so that the deformation stroke becomes long with low rigidity in order to protect the pedestrian when the vehicle and the pedestrian come into contact with each other. For this reason, it is generally considered that inserting a bonnet stopper rubber between the bonnet and the vehicle body during load absorption deformation of the fender bracket is not preferable because the deformation stroke of the fender bracket is shortened and the load absorption amount is reduced.
Thus, the structures disclosed in Patent Documents 1, 2, 3, and 4 have already been invented.

  As shown in FIGS. 14 (a) and 14 (b), the conventional structure disclosed in Patent Document 1 includes a fender attachment portion 138 for attaching a fender 103 to an upper wall 131 and a bonnet stopper rubber attachment portion (bonnet support portion). ) In the front fender bracket 130 having 137, leg portions 132 on the front side of the bracket are formed in a parallelogram shape inclined outward in the vehicle width direction, and the fender mounting portion 138 is a cantilever structure and is located at the outer side in the vehicle width direction. The bonnet stopper rubber mounting portion 137 has a double-sided structure and is located at the inner side in the vehicle width direction.

  In Patent Document 1, a fender bracket 130 having an upper wall 131 and legs 132 and 133 is attached to an apron reinforcement 113, and the front leg 132 is parallel as shown in FIG. 14 (b). Since it is formed in a quadrilateral shape, at the time of a pedestrian collision, as shown by a two-dot chain line in FIGS. 14 (a) and 14 (b), the bonnet stopper rubber 136 and the hood 102 (the apron reinforcement 113). There is an advantage that the leg portion 132 can be deformed in a parallelogram shape outwardly in the vehicle width direction and fall down.

  However, as described above, by forming the legs 132 in a parallelogram shape, the full width W1 in the vehicle width direction of the fender bracket 130 (see FIG. 14B) is the width W2 in the vehicle width direction of the upper wall 131 (see FIG. 14). 14 (b)) and the leg 132 is deformed like a parallelogram, which causes a problem that a large deformation space W3 is required in the vehicle width direction. For this reason, it was unsuitable for small cars in terms of space.

  In the conventional structure disclosed in Patent Document 2, as shown in FIG. 14C, a pair of leg portions 232 and 233 extending downward from an upper wall 231 having a bonnet stopper rubber mounting portion 237 approach each other to the vehicle body 213. A bonnet stopper rubber mounting bracket 230 (hereinafter abbreviated as “bracket 230”) having a trapezoidal trapezoidal side view inclined so as to be separated from each other is provided, and a pit 245 of the bonnet stopper rubber 236 is formed in the vehicle body so as to correspond to the bonnet stopper rubber 236. It has been done.

  In Patent Document 2, since the pit 245 is formed in the vehicle body 213 so as to correspond to the bonnet stopper rubber 236, the bonnet stopper rubber 236 is dropped as shown by a two-dot chain line in FIG. By dropping to 245, there is an advantage that the deformation stroke of the bracket 230, that is, the load absorption amount can be secured.

  However, in Patent Document 2, since the bracket 230 is formed in a trapezoidal shape when viewed from the side, the leg portions 232 and 233 are longer than the bracket 250 having a rectangular shape when viewed from the side indicated by a two-dot chain line in FIG. There was a problem that increased.

  Similar to Patent Document 2, the conventional structure disclosed in Patent Document 3 includes a side-view trapezoidal bonnet stopper rubber mounting bracket, and a bonnet stopper rubber pit is formed in the vehicle body. The bent part formed in the shape is provided.

  In Patent Literature 3, as in Patent Literature 2, there is a problem in that the leg is longer than the rectangular bracket in side view, and the weight and dimensions are increased, because the bracket is formed in a trapezoidal shape in side view. Further, by providing the leg with the bent portion, there is a problem that the shape is complicated, the cost is increased, and the upper wall of the bracket is narrowed. In addition, there is a problem in that it is difficult to control the rigidity by providing a bent portion in the leg portion.

In the conventional structure disclosed in Patent Document 4, a bracket having a rectangular shape in a side view having a fender mounting portion and a lamp mounting portion (lamp housing support portion) on its upper wall is deformed in a parallelogram at the time of a pedestrian collision. It is comprised as follows.
In Patent Document 4, there is a problem that a large deformation space is required because the bracket is deformed like a parallelogram, so that compactness cannot be realized.

In addition, when the assumed load input direction has a width and the bracket is deformed in a vertical direction and deformed in a parallelogram shape, the deformation behavior is not stable. Therefore, it is not preferable. For example, when attaching the hood stopper rubber on the upper wall of the bracket, in scene to the to straight collapsing deformation in the vertical direction bracket which the results in parallelogram manner collapsing deformation, the hood stopper rubber is between the bonnet and the fender There is a possibility that the deformation stroke of the bracket, that is, the load absorption amount cannot be ensured.

  Further, when forming a pit corresponding to the bonnet stopper rubber, it is necessary to consider the displacement width of the bonnet stopper rubber accompanying the parallelogram-shaped deformation of the bracket to make the pit hole into a long hole shape. For this reason, there also existed a problem of causing the fall of the intensity | strength of a vehicle body.

  Against this background, in recent years, the shape of the fender bracket to which the bonnet stopper rubber is attached has been made lighter and more compact than that of the side view trapezoidal shape, and the shape of the fender bracket is close to the rectangular shape in side view for small vehicles. There is a growing need to ensure that the stopper rubber can be dropped into the pit.

  Therefore, a configuration in which the upper wall 331 is bent toward the pit as in a fender bracket 330 shown in FIG. In this case, since the pair of leg portions 332 and 333 are pulled in a direction approaching each other due to the bending of the upper wall 331, the fender bracket 330 is deformed into a substantially M shape. For this reason, the parallelogram-like deformation of the fender bracket 330 can be prevented, and the bonnet stopper rubber 336 can be reliably dropped into the pit.

Here, the method described below can be considered as a method of bending the upper wall 331 toward the pit.
First, as a first method, a method is conceivable in which the upper wall 331 is set as long as possible so that the upper wall 331 is easily bent. However, in this case, the weight and size of the fender bracket 330 increase as the upper wall 331 becomes longer. In other words, the fender bracket 330 is not preferable because the fender bracket 330 is compact and has a configuration suitable for a small vehicle.

  Further, as a second method, it is conceivable to weaken the bonnet support portion (bonnet stopper rubber mounting portion) 337. In this case, however, there is a problem that the support rigidity of the bonnet is lowered.

  Therefore, as a third method, it is conceivable that the bonnet support portion 337 is relatively weakened by reinforcing a portion of the upper wall 331 between the bonnet support portion 337 and the both leg portions 332 and 333. However, in this case, if the structure of the fender bracket 330 is complicated in order to reinforce the part, or a reinforcing member is added separately, the cost increases and the weight increases.

JP 2012-176636 A Japanese Utility Model Publication No. 63-011020 JP 2007-106381 A International Publication No. 2012/001800 Pamphlet

  Accordingly, an object of the present invention is to provide an automobile fender support structure that can reliably drop a bonnet stopper rubber into a pit without increasing cost, weight, or dimensions.

An automobile fender support structure according to the present invention is an automobile fender support structure provided with a fender bracket having a bonnet support part for supporting a bonnet and a fender support part for attaching a fender on an upper wall. A pair of leg portions extending downward from opposite ends of the upper wall, and a vehicle body fixing portion formed at the lower end of the leg portion and fixed to the vehicle body. The bonnet support portion includes a bonnet stopper rubber. together provided, in plan view, and the bonnet support part, is between the pair of leg portions, the fender support portion is provided with a pair, in a front view, the pair of fender support portion, the pair of legs to part, it is disposed at a position where the position of the vehicle width direction overlaps, in the body, to correspond to the lower position of the hood stopper rubber Yo in which pitfalls of the hood stopper rubber is formed.

  According to this configuration, the fender support portion on the upper wall of the fender bracket can be provided with, for example, a weld nut or a bonnet by being sandwiched by a weld nut and a bolt together with the fender without providing a reinforcing structure. It is reinforced more than the support part. That is, the bonnet support part becomes relatively fragile with respect to the fender support part. For this reason, when receiving a collision load, the bonnet support portion is deformed so as to bend toward the pit, and accordingly, the pair of leg portions are pulled in a direction approaching each other. As a result, the fender bracket is easily deformed into a substantially M shape.

  Further, since the fender and the bonnet stopper rubber are supported by the same fender bracket, dimensional accuracy can be ensured. As a result, the fender bracket can be reliably deformed into a substantially M shape.

  Thus, by deforming the fender bracket into a substantially M shape, the parallelogram-like deformation of the fender bracket can be prevented, and the bonnet stopper rubber can be reliably dropped into the pit.

Then, it was constituted by fender support portion reinforcement for controlling the substantially M-shaped deformation of the fender bracket, the structure for dropping the pitfalls the hood stopper rubber reliably, cost and weight, to increase the dimensions Can be realized.
In short, the bonnet stopper rubber can be surely dropped into the pit without increasing the cost, weight and dimensions.

A fender support structure for an automobile according to the present invention is also a fender support structure for an automobile provided with a fender bracket having a bonnet support part for supporting a bonnet and a fender support part for attaching the fender on an upper wall. The bracket has a pair of leg portions extending downward from both opposite ends of the upper wall, and a vehicle body fixing portion formed at the lower end of the leg portion and fixed to the vehicle body. The bonnet support portion includes a bonnet stopper. A rubber is provided, and a pair of the fender support portions are provided between the bonnet support portion and the pair of leg portions, and the bonnet is provided on the vehicle body so as to correspond to a lower position of the bonnet stopper rubber. A stopper rubber pit is formed, and the front of the upper wall of the fender bracket has a lamp housing. Or a shroud door upper support part for supporting a shroud door upper part to which the lamp housing is mounted in a radiator shroud. The lamp housing support part can fix the lamp housing and the fender. As described above, the fender support part in front of the bonnet support part is provided so as to overlap the fender support part, and the shroud upper support part is provided in front of the bonnet support part so as to fix the shroud upper part and the fender. It is provided so as to overlap the support portion.

According to this configuration, the fender support portion on the upper wall of the fender bracket can be provided with, for example, a weld nut or a bonnet by being sandwiched by a weld nut and a bolt together with the fender without providing a reinforcing structure. It is reinforced more than the support part. That is, the bonnet support part becomes relatively fragile with respect to the fender support part. For this reason, when receiving a collision load, the bonnet support portion is deformed so as to bend toward the pit, and accordingly, the pair of leg portions are pulled in a direction approaching each other. As a result, the fender bracket is easily deformed into a substantially M shape.

Further, since the fender and the bonnet stopper rubber are supported by the same fender bracket, dimensional accuracy can be ensured. As a result, the fender bracket can be reliably deformed into a substantially M shape.

Thus, by deforming the fender bracket into a substantially M shape, the parallelogram-like deformation of the fender bracket can be prevented, and the bonnet stopper rubber can be reliably dropped into the pit.

And, because the reinforcement for controlling the deformation of the substantially M-shape of the fender bracket is configured by the fender support part, the structure for reliably dropping the bonnet stopper rubber into the pit is increased in cost, weight, and dimensions. Can be realized.
In short, the bonnet stopper rubber can be surely dropped into the pit without increasing the cost, weight and dimensions.

In addition , a lamp housing support portion that supports the lamp housing or a shroud door upper support portion that supports a shroud door upper portion to which the lamp housing is attached in a radiator shroud is provided at the front portion of the upper wall of the fender bracket. The lamp housing support portion is provided so as to overlap the fender support portion in front of the bonnet support portion so that the lamp housing and the fender can be fixed, and the shroud door upper support portion includes the shroud door upper portion and the shroud door upper portion. as can fix the fender, I der those provided to overlap with the front of the fender support portion than the bonnet support portion, thus, the headlamp supporting structure for supporting the head lamp or a shroud Shrou to support the upper part The upper support structure is also used to reinforce the upper wall of the fender bracket, and the bonnet support part that fixes the bonnet stopper rubber makes the fender bracket easily deformed into a substantially M shape, and positioning the headlamp, fender, and bonnet Accuracy can be improved and the gap between these three can be reduced.

  In one embodiment of the present invention, the leg portion extends in a bonnet support direction of the bonnet support portion in a side view, and the fender bracket has a substantially rectangular shape in a side view.

According to this configuration, the leg portion extends in the load input direction by extending in the bonnet support direction (the bonnet stopper rubber axial direction). Therefore, it is possible to configure the fender bracket in side view rectangular simple shape, while achieving weight reduction, to improve the support rigidity of the hood.

  In addition, since the rigidity in the load input direction at the leg portion is improved, it is possible to more reliably prevent the fender bracket from being deformed in a parallelogram when a collision load is input. For this reason, the fender bracket can be more stably deformed into a substantially M shape.

  According to this invention, there is an effect that the bonnet stopper rubber can be surely dropped into the pit without increasing the cost, weight, and dimensions.

Partial plan view of an automobile provided with the fender support structure of the present invention Plan view showing the fender support structure of an automobile with the hood removed 2 is a perspective view of the main part of FIG. 2 is a cross-sectional view taken along line AA in FIG. Sectional drawing of the principal part in alignment with the BB line of FIG. CC arrow view of FIG. DD line view of FIG. 3 is an enlarged perspective view of the main part with the front fender panel removed from FIG. An enlarged plan view showing the front fender panel and the front fender bracket removed from FIG. (A) is a plan view of the fender bracket, (b) is a front view of the fender bracket, (c) is a side view of the fender bracket, and (d) is a rear view of the fender bracket. Schematic front view for explaining the operation Schematic side view for explaining the operation (A) (b) (c) is a schematic side view showing a deformed state of a fender bracket when a colliding object collides. The conventional structure provided with the bonnet stopper rubber is shown, (a) is a front view showing a structure in which the legs of the fender bracket are deformed in a parallelogram shape, and (b) is a front view showing the legs of the fender bracket; (C) is a side view showing the structure for dropping the bonnet stopper rubber into the pit Explanatory drawing for demonstrating the principle which deform | transforms a fender bracket into substantially M shape.

A fender bracket with a bonnet support that supports the bonnet and a fender support that attaches the fender on the top wall is provided for the purpose of reliably dropping the bonnet stopper rubber into the pit without increasing the cost, weight, or dimensions. A fender support structure for an automobile, wherein the fender bracket includes a pair of leg portions extending downward from opposite ends of the upper wall, and a vehicle body fixing portion formed at a lower end of the leg portion and fixed to the vehicle body. has, in the bonnet support part, together with the bonnet rubber stopper is provided, in plan view, and the bonnet support part, is between the pair of leg portions, the fender support portion is provided with a pair, front view in, the pair of fender support portion, with respect to the pair of leg portions, is disposed at a position where the position of the vehicle width direction overlaps, Serial to the vehicle body, is achieved in construction of the pitfalls of the hood stopper rubber is formed so as to correspond to the lower position of the hood stopper rubber.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a partial plan view of an automobile provided with the fender support structure, FIG. 2 is a plan view showing the fender support structure of the automobile with the hood removed, and FIG. 4 is a cross-sectional view taken along line AA in FIG. 2, and FIG. 5 is a cross-sectional view of the main part taken along line BB in FIG.
In the following description, the fender support structure on the right side of the automobile will be described, but the fender support structure on the left side of the automobile is configured substantially symmetrically with that on the right side.

1 to 5, a bonnet 2 that covers the engine room 1 so as to be openable and closable and a front fender panel 3 (hereinafter simply referred to as a fender) that covers the outside of the side vehicle of the engine room 1 are provided.
As shown in FIG. 4, the above-described bonnet 2 is formed by integrating a bonnet outer panel 2a and a bonnet inner panel 2b by hemming, and the bonnet 2 is configured so that the front side opens and closes with the rear end side as an opening / closing fulcrum. Has been.

  As shown in FIGS. 2 and 3, the fender 3 described above has a vertical wall 3b extending downward from the upper end 3a thereof, and a flange 3c extending inward in the vehicle width direction from the lower end of the vertical wall 3b. The flange 3c of the fender 3 is supported on the vehicle body by a front fender bracket 30 and a rear fender bracket 70 which will be described later. Here, the vertical wall 3b described above functions as a transmission element that transmits the load urged by the fender 3 to the fender brackets 30 and 70 described later.

As shown in FIG. 2, the cowl portion 4 includes a dash upper panel 5 extending in the vehicle width direction and a cowl member 6 extending in the vehicle width direction, and a bonnet hinge bracket is provided at a side end of the cowl portion 4. 7 is attached.
A dash lower panel for partitioning the engine room 1 and the vehicle compartment 8 in the front-rear direction is provided at the lower part of the above-described dash upper panel 5, and the front extending from the dash lower panel to the front side of the vehicle in the left and right side portions of the engine room 1. Side frames 9, 9 (however, only the front side frame 9 on the right side of the vehicle is shown) are provided.
A pair of left and right front side frames 9 is provided. As shown in FIG. 2, a bumper reinforcement extending in the vehicle width direction is provided at the front end of the front side frame 9 via a set plate 10 and a crash can 11. 12 is attached.
An apron reinforcement 13 extending from the cowl side portion in the front-rear direction of the vehicle is provided above and outside the front side frame 9 shown in FIG. 2 (see FIG. 3).

As shown in FIGS. 3 and 4, the apron reinforcement 13 has a closed cross section 16 that extends in the front-rear direction of the vehicle by joining and fixing an apron reinforcement inner 14 and an apron reinforcement outer 15. It is a strength member.
As shown in FIGS. 2 to 4, the front end of the above-described apron reinforcement 13 is closed with an apron front panel 17 so that the strength of the apron reinforcement 13 is improved.

  As shown in FIGS. 2 and 3, a suspension tower portion 18 is provided between the apron reinforcement 13 and the front side frame 9. The suspension tower 18 has a suspension tower upper panel 19, and an outer end portion 19 a in the vehicle width direction of the suspension tower upper panel 19 is joined and fixed to the upper wall of the apron reinforcement inner 14 as shown in FIGS. 3 and 4. Has been.

Further, as shown in FIG. 3, a flange portion 17a is formed integrally with the apron front panel 17 on the outer side in the vehicle width direction, and the flange portion 17a is formed with an apron reinforcement as shown in FIGS. The inner wall 14 is fixedly bonded to the front end portion of the upper wall.
Further, as shown in FIG. 2, an apron side panel 20 (so-called wheel arch) is provided between the vertical wall of the apron reinforcement inner 14 in the apron reinforcement 13 and the vehicle outer vertical wall of the front side frame 9. Is provided.

1 to 4, reference numeral 21 denotes a headlamp, and 22 a lamp housing. An extension portion 22 a extending rearward is integrally formed on the outer side of the lamp housing 22 in the vehicle width direction.
In FIG. 1, 23 is a front bumper, 24 is a door mirror, and in FIGS. 2 and 3, 25 is a shroud door upper part in a radiator shroud made of synthetic resin. Front end portions of the left and right lamp housings 22 are attached to both ends of the shroud upper portion 25 in the vehicle width direction.

6 is a view taken along the line CC in FIG. 2, FIG. 7 is a view taken along the line D-D in FIG. 2, FIG. 8 is an enlarged perspective view of the main part with the fender 3 removed from FIG. FIG. 3 is an enlarged plan view showing a state where a fender and a front fender bracket are removed from FIG. 2.
As shown in FIGS. 2 to 9, a front fender bracket 30 and a rear fender bracket 70 are provided on the upper wall of the apron reinforcement inner 14 in the apron reinforcement 13 so as to be separated from each other in the vehicle front-rear direction. Yes. Each of these brackets 30 and 70 is for supporting the fender 3.

FIG. 10 shows the front fender bracket 30, FIG. 10 (a) is a plan view, FIG. 10 (b) is a front view, FIG. 10 (c) is a side view, and FIG. 10 (d) is a rear view. It is.
As shown in FIG. 10C, the front fender bracket 30 is formed in a substantially rectangular shape in a side view, and the fender bracket 30 includes an upper wall 31 and opposite ends of the upper wall 31, That is, a pair of front and rear leg portions 32 and 33 extending downward from both front and rear ends of the upper wall 31 and a vehicle body formed on the lower wall of the leg portions 32 and 33 and fixed to the upper wall of the apron reinforcement inner 14 as a vehicle body. The fixing parts 34 and 35 are provided.

As shown in FIG. 8, the front vehicle body fixing portion 34 is indicated by an X in the figure in a portion where the apron reinforcement inner 14 and the flange portion 17 a of the apron front panel 17 are superposed in a vertical direction. In this way, spot welding is fixed at a plurality of fixing portions SW1 arranged in the vehicle width direction.
Further, as shown in FIG. 8, the rear vehicle body fixing portion 35 has a high rigidity in which the apron reinforcement inner 14 and the outer end portion 19a in the vehicle width direction of the suspension tower upper panel 19 are superposed in the vertical direction. As indicated by x in the figure, spot welding is fixed at a plurality of fixing portions SW2 arranged in the vehicle width direction.
Here, between the plurality of fixed portions SW1 arranged in the vehicle width direction and between the fixed portions SW2, the reinforcing beads 34a and 35a are connected to the respective leg portions 32 and 33 to increase the reaction force against the tilting. Is provided.
As described above, the vehicle body fixing portions 34 and 35 at the lower ends of the front and rear leg portions 32 and 33 are fixed at the plurality of fixing portions SW1 and SW2 arranged in the vehicle width direction, thereby stabilizing the fixing of the leg portions 32 and 33. We are trying to make it. Instead of the plurality of fixed portions SW1 and SW2 arranged in the vehicle width direction by spot welding, fixed portions that are continuous in the vehicle width direction may be formed by a general continuous welding method such as laser welding.

As shown in FIG. 10 (a), the upper wall 31 of the front fender bracket 30 is lowered by one step on the left and right sides with respect to the middle portion of the upper wall, and the ridge lines V1, V2 are between them. Is formed so as to ensure the surface rigidity of the upper wall 31.
A bonnet stopper rubber 36 (see FIGS. 6 and 7) is directly attached to the upper wall 31 of the front fender bracket 30, and a bonnet support portion 37 that supports the bonnet 2 via the bonnet stopper rubber 36. Fender attachment portions 38 and 39 are provided before and after the flange 3c of the fender 3 is attached.

Here, weld nuts 40 and 40 (see FIG. 4) are provided on the lower surfaces of the fender mounting portions 38 and 39 described above. The above-described bonnet support portion 37 is formed by an opening capable of screwing and fixing the bonnet stopper rubber 36, and the above-described fender mounting portions 38 and 39 are bolts 41 and 42 that are fastened to the weld nut 40 (FIG. 3). , See FIG. 4).
Further, a positioning hole 44 for inserting the clip 43 (see FIG. 5) is formed on the outer side in the vehicle width direction of the fender mounting portion 38 located on the front side.

As shown in FIG. 8, the fender attachment portions 38 and 39 formed on the upper wall 31 of the front fender bracket 30 also serve as a fender support portion. These fender attachment portions 38 and 39 are bonnets. A pit 45 (opening) of the bonnet stopper rubber 36 is provided between the support portion 37 and the leg portions 32 and 33 so as to correspond to the lower position of the bonnet stopper rubber 36 fixed to the bonnet support portion 37. An opening is formed in the upper wall of the apron reinforcement inner 14.
In addition, a front fender mounting portion 38 formed on the upper wall 31 of the front fender bracket 30 and a drop hole 46 (opening portion) of the bolt 41 on the upper wall of the apron reinforcement inner 14 to correspond to the vertical direction. An opening is formed.

  2 and 3, the flange 3c of the fender 3 corresponding to the bonnet stopper rubber 36 is provided with a notch recess 3d for preventing interference between the fender 3 and the bonnet stopper rubber 36. Yes.

As shown in FIGS. 2 and 5, the fender mounting portions 38 and 39 on the upper wall 31 of the front fender bracket 30 have a fastening structure sandwiched between bolts 41 and 42 and a weld nut 40 together with the flange 3 c of the fender 3. Reinforced relative to the bonnet support portion 37.
That is, the bonnet support portion 37 becomes relatively weak with respect to the fender mounting portions 38 and 39, and the front fender bracket 30 is deformed when a collision load is applied from the upper side to the lower side. As shown by arrows a and b in FIG. 12, 33 is pulled in a direction approaching each other, and the fender bracket 30 is easily deformed into a substantially M shape.

In short, without providing a separate reinforcing structure for reinforcing the front fender bracket 30, the bonnet stopper rubber 36 is reliably dropped when a load is input while the fender bracket 30 is configured in a simple rectangular shape when viewed from the side. It is configured to drop to 45.
Further, since the fender 3 and the bonnet stopper rubber 36 are supported by the same front fender bracket 30, dimensional accuracy can be ensured, and the front fender bracket 36 can be dropped to drop the bonnet stopper rubber 36 into the pit 45 when a collision object collides. 30 is configured to be surely deformed into a substantially M shape.

Further, as shown in FIGS. 3, 4, 5, and 8, after the extended portion 22 a of the lamp housing 22 is positioned by the clip 43 that engages with the positioning hole 44, the bolt 41 is used to perform the extension. The installation portion 22a, the flange portion 3c of the fender 3, and the front fender bracket 30 are fastened together.
In other words, the fender mounting portion 38 and the extending portion 22a are overlapped on the upper wall 31 of the front fender bracket 30 so that the headlamp 21 and the fender 3 can be fixed to the front fender bracket 30. The front fender bracket 30 is also easily deformed into an approximately M shape from the bonnet support portion 37 that reinforces the upper wall 31 of the front fender bracket 30 and fixes the bonnet stopper rubber 36 using the headlamp support structure. In addition, the positioning accuracy of the headlamp 21, the fender 3, and the bonnet 2 is improved, and the gap between the three members 21, 3, and 2 is reduced.

  Further, in the case of fixing only by the clip 43, there is a possibility that it cannot sufficiently contribute to the reinforcement of the upper wall 31. However, as described above, the extension portion 22a and the flange portion 3c of the fender 3 are used by using the bolt 41. And the upper wall 31 can be reliably reinforced by fixing the front fender bracket 30 together. For this reason, the front fender bracket 30 can be reliably deformed into a substantially M shape.

  Here, as shown in FIG. 5, the extending portion 22a described above is connected to the lamp housing main body via a crank-shaped weak portion 22b, and the front portion at the time of a pedestrian collision or a light collision by the weak portion 22b. As shown in FIG. 3, the crank-shaped weak portion 22b is cranked in an oblique direction with respect to the vehicle front-rear direction as shown in FIG. Is configured so as to prevent the lamp housing 22 from colliding with the front fender bracket 30.

As shown in FIG. 5 and FIG. 10C, the front fender bracket 30 described above has a pair of leg portions 32 and 33 extending in the bonnet support direction, specifically in the axial direction of the bonnet stopper rubber 36 in a side view. It is formed in a rectangular shape, so that the front fender bracket 30 is reduced in weight, and the hood support rigidity is improved.
More specifically, as shown in FIG. 10C, the vertical length of the rear leg 33 is L1, and the angle formed by the leg 33 on the same side and the upper wall of the apron reinforcement inner 14 is shown. Is θ1, L2 is the vertical length of the front leg 32, and θ2 is the angle between the leg 32 on the same side and the upper wall of the apron reinforcement inner 14, L1 <L2, θ1> The front fender bracket 30 is formed in an asymmetrical substantially rectangular shape so that the relational expression of θ2 is satisfied, and the rear leg 33 closer to the bonnet stopper rubber 36 is closer to the vertical, It faces the input direction.

  On the other hand, as shown in FIG. 5, the lower end of the front leg portion 32 is close to the flange portion 17a of the apron front panel 17, and the flange portion 17a does not need to be extended rearward.

  As shown in FIG. 10, the front fender bracket 30 including the upper wall 31, the pair of leg portions 32 and 33, and the vehicle body fixing portions 34 and 35 is shown in FIG. As shown in FIG. 4, the front leg portion 32 has a bonnet side columnar portion 47, a fender side columnar portion 48, and a central opening 49 between the both columnar portions 47, 48. 47 and 48 are inclined so as to be separated from each other upward, and formed in an inverted trapezoid (specifically, a hollow inverted trapezoid) in a front view of the vehicle.

  Similarly, as shown in FIG. 10 (d), FIG. 7, and FIG. 8, the rear leg portion 33 includes a bonnet side columnar portion 51, a fender side columnar portion 52, and a space between both the columnar portions 51, 52. The central openings 53 are inclined so that the two columnar portions 51 and 52 are separated from each other upward, and are formed in an inverted trapezoid (specifically, a hollow inverted trapezoid) when viewed from the rear of the vehicle.

  That is, as shown in FIGS. 6 and 7, the pair of front and rear leg portions 32, 33 have center openings 49, 53, bonnet side columnar portions 47, 51, and fender side columnar portions 48, 52. The two columnar portions are inclined so as to be separated from each other upward, and are formed in an inverted trapezoidal shape when viewed from the front and back of the vehicle. Compared to conventional trapezoidal or parallelogram-shaped, the lower portions of the legs 32 and 33 The vehicle width direction is narrow and compact.

Further, as shown in FIG. 11, the bonnet side columnar portions 47 and 51 and the fender side columnar portions 48 and 52 are shown in the same figure with respect to the downward load on the upper wall 31 of the front fender bracket 30 when the bonnet 2 is closed. As indicated by the arrows c and d, they tend to fall in opposite directions, the load components in the direction in which both columnar parts fall are offset and stabilized, the upper wall 31 is pulled in the left-right direction, and the tension increases, The hood support rigidity is increased.
Further, when one columnar portion is deformed, the load cancellation in the falling direction of the other columnar portion is eliminated, and the entire front fender bracket 30 is easily deformed and collapsed due to the concentration of stress.

As shown in FIG. 7 and FIG. 10D, the bonnet support portion 37 of the front fender bracket 30 and the vertical wall 3b of the fender 3 are offset in the vehicle width direction. Of the pair of front and rear legs 32, 33 extending downward from both front and rear ends of the wall 31, the rear leg 33 on the side close to the bonnet support part 37 is formed on the bonnet side columnar part 51 with respect to the fender side columnar part 52. It is formed in an asymmetric inverted trapezoid that is closer to vertical.
As a result, the bonnet support rigidity is increased due to the difference in the inclination angle between the columnar portions 51 and 52, while the fender-side columnar portion 52 is easily deformed at the time of collision of the colliding object with the fender, so that load absorption is achieved. As the bonnet support portion 37 is weakened, the front fender bracket 30 is promoted to be substantially M-shaped, while ensuring a high bonnet support rigidity and reducing the entire front fender bracket 30 during a fender collision. It is configured to achieve both rigidity.

  As shown in FIG. 10B and FIG. 6, the front leg 32 far from the bonnet support 37 has an asymmetrical structure in which the fender side columnar portion 48 is more perpendicular to the bonnet side columnar portion 47. It is formed in an inverted trapezoidal shape, and the colliding object collides by reversing the inclination relationship of the left and right columnar parts at the front leg 32, the rear fender bracket 70 described later, and the rear leg 33. When the load is input, the front fender bracket 30 is configured to be easily buckled without falling down.

  As shown in FIGS. 6, 7, and 10, the bonnet side columnar portions 47 and 51 are formed wider than the fender side columnar portions 48 and 52 in the leg portions 32 and 33 on both the front and rear sides. Thus, the high rigidity of the bonnet support part 37 and the low rigidity of the fender attachment parts 38, 39, particularly the fender attachment part 39, are configured to achieve both more reliably.

As shown in FIGS. 2, 4, and 5, the front part of the fender 3 is supported by a front fender bracket 30, while the rear part of the fender 3 is supported by a rear fender bracket 70 shown in the figure.
As shown in FIGS. 5, 6, and 9, the rear fender bracket 70 includes an upper wall 71, a pair of front and rear legs 72 and 73 that extend downward from both front and rear ends of the upper wall 71, and The vehicle body fixing portions 74 and 75 are integrally bent at the lower end of 73.

  As shown in FIG. 9, the pair of front and rear vehicle body fixing portions 74 and 75 have rigidity in which the upper wall of the apron reinforcement inner 14 and the outer end portion 19a in the vehicle width direction of the suspension tower upper panel 19 are superposed in the vertical direction. In the high part, it is fixed by spot welding to both of these 14 and 19a at the fixing parts SW3 and SW3.

  As shown in FIG. 6, the front leg portion 72 has a bonnet side columnar portion 76, a fender side columnar portion 77, and a central opening 78 between the both columnar portions 76, 77. The part 72 is formed in a substantially inverted triangular shape when the vehicle is viewed from the front.

As shown in FIG. 9, the rear leg 73 has a bonnet side columnar portion 79, a fender side columnar portion 80, and a central opening 81 between the both columnar portions 79, 80. The legs 73 are formed in a substantially inverted triangular shape when viewed from the rear of the vehicle.
In the rear fender bracket 70 described above, both the front and rear leg portions 72 and 73 have fender side columnar portions 77 and 80 formed in an asymmetric inverted triangular shape that is nearly perpendicular to the bonnet side columnar portions 76 and 79. The vehicle body fixing parts 74 and 75 are made compact by setting the tilting direction to be reversed with respect to the front fender bracket 30 and making the leg parts 72 and 73 have a substantially inverted triangular shape.
Further, as shown in FIG. 5, a bent portion 82 is formed at an intermediate portion in the vertical direction of the front and rear legs 72 and 73 of the rear fender bracket 70, and the rear portion starts from the bent portion 82 when a collision object collides. The fender bracket 70 is configured to be surely deformed in the vertical direction.

As shown in FIGS. 4, 5, and 9, the flange 3 c of the fender 3 is attached to the upper wall 71 of the rear fender bracket 70 using a bolt 83 and a weld nut 84.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inward in the vehicle width direction, arrow OUT indicates the outward in the vehicle width direction, and arrow UP indicates Shown above the vehicle.

The illustrated embodiment is configured as described above, and the operation will be described below.
When the bonnet 2 is closed, a downward load is applied to the upper wall of the front fender bracket 30 via the bonnet stopper rubber 36. The bonnet side columnar portions 47 and 51 and the fender side columnar portions 48 and 52 are shown in FIG. As shown by d, the load components in the direction in which both columnar portions fall down are offset, and the upper wall 31 is pulled in the left-right direction, increasing its tension, so that high support rigidity is achieved. The bonnet 2 can be supported.

  On the other hand, when the collision object collides, as shown in FIG. 12, the upper wall 31 of the front fender bracket 30 is curved in a V shape, and the upper ends of the front and rear leg portions 32, 33 are shown by arrows a, b in FIG. The front fender bracket 30 is shortened by being pulled in the direction, and is deformed into a substantially M shape in a side view. As shown in FIG. 12, both leg portions 32 and 33 of the front fender bracket 30 are inclined inward, so that the conventional parallelogram-like collapse can be prevented.

  FIG. 13 is a schematic side view showing a deformed state of the front fender bracket 30 when the impactor X collides, and when the upper wall 31 of the front fender bracket 30 is deformed into a V shape, FIG. As shown by an arrow e in a), an outward rotational load is applied to the upper ends of both legs 32 and 33, and the upper part of the legs 33 is outward as shown by a part f in FIG. To curve. However, the lower ends of the leg portions 32 and 33 (see the portion j) generate reaction force against outward bending between the vehicle body fixing portions 34 and 35 fixed to the upper wall of the apron reinforcement inner 14, and the outside. Therefore, the portion g slightly separated from the vehicle body fixing portions 34 and 35 is curved inward, and the leg portions 32 and 33 are deformed into an approximately S shape in a side view. ), The legs 32 and 33 are assumed to be bent in an S shape as shown in FIGS. 13B and 13C at the portions f and g.

In particular, in the present embodiment, ridgelines V1 and V2 (see FIG. 10) for reinforcing the upper wall 31 of the front fender bracket 30 are connected to the upper ends (see site i) of both leg portions 32 and 33, and the connection rigidity is high. Therefore, while the outward rotational load is effectively urged, the reinforcement beads 34a and 35a of the vehicle body fixing portions 34 and 35 are connected to the lower ends (see the part j) of both the leg portions 32 and 33, and the connection is made. Since rigidity is high, it is estimated that the lower end (refer site | part j) of both the leg parts 32 and 33 is harder to break effectively than the site | part g above it.

As shown in FIG. 13, when the leg portions 32 and 33 are deformed into a substantially S shape in a side view, the bending deformation portions are four portions on one side of the portions f, g, i, and j shown in FIG. In addition, since the leg portions 32 and 33 are bent in an S shape from the straight state, the number of deformation portions and the bending angles of the respective deformation portions are increased with respect to the three places on one side of the trapezoidal fender bracket having the conventional bent portion. The load absorption can be improved.
In other words, the front fender bracket 30 described above is compact and parallel to a substantially trapezoidal fender bracket having a bent portion in advance in the leg portion, as disclosed in Japanese Patent Application Laid-Open No. 2007-106381. Since quadrilateral deformation can be prevented and buckling deformation can be stably performed, and substantially S-shaped deformation can be induced in a side view as described above, it is advantageous in absorbing impact load. .

  As described above, the automobile fender support structure of the embodiment shown in FIGS. 1 to 13 has the bonnet support part 37 for supporting the bonnet 2 and the fender attachment parts 38 and 39 for attaching the fender 3 on the upper wall 31. An automobile fender support structure provided with a fender bracket (refer to the front fender bracket 30), wherein the fender bracket (front fender bracket 30) is a pair of legs extending downward from opposite ends of the upper wall 31. Parts 32 and 33, and body fixing parts 34 and 35 that are formed at the lower ends of the leg parts 32 and 33 and are fixed to the vehicle body (see the apron reinforcement inner 14). A stopper rubber 36 is provided, and the fennet support portion 37 and the pair of legs 32 and 33 are provided with the fen A support portion (see fender mounting portions 38 and 39) is provided, and a drop hole 45 of the bonnet stopper rubber 36 is formed in the vehicle body (apron reinforcement inner 14) so as to correspond to a lower position of the bonnet stopper rubber 36. (See FIG. 1, FIG. 2, FIG. 4, FIG. 5, FIG. 12, FIG. 13).

  According to this configuration, the fender mounting portions 38 and 39 of the upper wall 31 of the front fender bracket 30 may be provided with, for example, the weld nut 40 or together with the fender 3 (flange 3c) without providing a reinforcing structure. By being sandwiched between the weld nut 40 and the bolts 41 and 42, the bonnet support portion 37 is reinforced. That is, the bonnet support part 37 becomes relatively weak with respect to the fender attachment parts 38 and 39. For this reason, when a collision load is received, the bonnet support portion 37 is deformed so as to bend toward the pit 45, and the pair of leg portions 32 and 33 are pulled in a direction approaching each other. Thereby, the front fender bracket 30 is easily deformed into a substantially M shape.

  In addition, since the fender 3 and the bonnet stopper rubber 36 are supported by the same front fender bracket 30, dimensional accuracy can be ensured. Thereby, the front fender bracket 30 can be reliably deformed into a substantially M shape.

  In this way, by deforming the front fender bracket 30 into a substantially M shape, it is possible to prevent the front fender bracket 30 from being deformed like a parallelogram, and the bonnet stopper rubber 36 can be reliably dropped into the drop hole 45. .

And since the reinforcement for controlling the deformation | transformation of the substantially M-shape of the front part fender bracket 30 was comprised by the fender support part (fender attachment part 38,39), in order to drop the bonnet stopper rubber 36 to the drop hole 45 reliably. Can be realized without increasing the cost, weight, and dimensions.
In short, the bonnet stopper rubber 36 can be reliably dropped into the drop hole 45 without increasing the cost, weight, and dimensions.

Further, since the parallelogram-like deformation of the fender bracket (front fender bracket 30) can be prevented, the pit hole 45 does not need to be formed into a long hole shape. For this reason, while improving the rigidity of a vehicle body, the rust prevention property and sound insulation property can also be improved.
In addition, a lamp housing support portion (see a fender mounting portion 38) that supports the lamp housing 22 is provided on the front portion of the upper wall 31 of the fender bracket (front fender bracket 30), and the lamp housing support portion (fender mounting portion). The portion 38) is provided so as to overlap the fender support portion (fender attachment portion 38) in front of the bonnet support portion 37 so that the lamp housing 22 and the fender 3 can be fixed (see FIGS. 2 to 5). ).

According to this configuration, the front lamp support structure for supporting the headlamp 21 is also used to reinforce the upper wall 31 of the front fender bracket 30 and to fix the bonnet stopper rubber 36 to the front part from the bonnet support part 37. The fender bracket 30 can be easily deformed into a substantially M shape, and the positioning accuracy of the headlamp 21, the fender 3, and the bonnet 2 can be improved, and the gap between the three members 21, 3, 2 can be reduced.
Moreover, the leg parts 32 and 33 are extended in the support direction of the bonnet 2 in the bonnet support part 37 by the side view, and the fender bracket (front fender bracket 30) has a substantially rectangular shape in the side view ( (See FIGS. 4, 5, 8, 10, and 12).

  According to this structure, when the leg parts 32 and 33 extend in the support direction of the bonnet 2 (the axial direction of the bonnet stopper rubber 36), this extends in the load input direction. Therefore, the support rigidity of the bonnet 2 can be improved while the front fender bracket 30 is configured in a simple shape having a substantially rectangular shape when viewed from the side to reduce the weight.

  Further, since the rigidity in the load input direction at the legs 32 and 33 is improved, it is possible to more reliably prevent the front fender bracket 30 from being deformed in a parallelogram shape when a collision load is input. For this reason, the front fender bracket 30 can be more stably deformed into a substantially M shape.

Further, as disclosed in the embodiment, the pair of leg portions 32 and 33 of the front fender bracket 30 are formed in an inverted trapezoid shape having central opening portions 49 and 53 in a front view.
If comprised in this way, while being able to achieve weight reduction by the center opening parts 49 and 53, when the collision object collides, since the upper wall 31 is pulled in the left-right direction and the tension | tensile_strength increases, an inverted triangle is seen by front view. Or it can be set as the structure which is hard to fall down in the vehicle width direction rather than the case where it forms in a parallelogram. Thereby, the bonnet stopper rubber 36 can be more reliably dropped into the drop hole 45.

In correspondence between the configuration of the present invention and the above-described embodiment,
The fender bracket of the present invention corresponds to the front fender bracket 30 of the embodiment,
Similarly,
The vehicle body that fixes the vehicle body fixing portion corresponds to the apron reinforcement 13, particularly the inner 14 thereof,
The fender support part corresponds to the fender attachment parts 38 and 39,
The lamp housing support portion corresponds to the fender mounting portion 38,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.
For example, in the above embodiment, the lamp housing support section for supporting the lamp housing 22 to allow fixing the lamp housing 22 and the fender 3, the fender support portion of the front of the hood support 37 (the fender mounting portion 38) Although it is provided in an overlapping manner, a fender support portion (fender mounting portion 38) in front of the bonnet support portion 37 is provided so that the shroud upper support portion that supports the shroud upper portion 25 can fix the shroud upper portion 25 and the fender 3. ) And may be configured to overlap with each other.

  As described above, the present invention is useful for a fender support structure for an automobile provided with a fender bracket having a bonnet support portion for supporting a bonnet and a fender mounting portion for attaching a fender on an upper wall.

2 ... Bonnet 3 ... Fender 14 ... Apron reinforcement inner (body)
22 ... Lamp housing 25 ... Shrouded upper part 30 ... Front fender bracket (fender bracket)
31 ... Upper walls 32, 33 ... Leg part 36 ... Bonnet stopper rubber 37 ... Bonnet support part 38, 39 ... Fender attachment part (fender support part)
45 ... Pitfalls SW1, SW2 ... Fixed part

Claims (3)

A bonnet support for supporting the bonnet, a fender supporting structure of an automobile fender bracket is provided with a fender support portion for mounting the fender in top wall,
The fender bracket has a pair of legs extending downward from opposite ends of the upper wall;
A vehicle body fixing portion formed at the lower end of the leg portion and fixed to the vehicle body,
The bonnet support part is provided with a bonnet stopper rubber,
In plan view, and the bonnet support part, is between the pair of leg portions, the fender support portion is provided a pair,
In the front view, the pair of fender support portions is disposed at a position where the position in the vehicle width direction overlaps the pair of leg portions,
An automobile fender support structure in which a pit of the bonnet stopper rubber is formed in the vehicle body so as to correspond to a lower position of the bonnet stopper rubber. A fender support structure for an automobile provided with a fender bracket having a bonnet support portion for supporting a bonnet and a fender support portion for attaching a fender on an upper wall,
The fender bracket has a pair of legs extending downward from opposite ends of the upper wall;
A vehicle body fixing portion formed at the lower end of the leg portion and fixed to the vehicle body,
The bonnet support part is provided with a bonnet stopper rubber,
A pair of the fender support portions are provided between the bonnet support portion and the pair of leg portions,
In the vehicle body, a pit for the bonnet stopper rubber is formed so as to correspond to a lower position of the bonnet stopper rubber,
The front portion of the upper wall of the fender bracket is provided with a lamp housing support portion that supports the lamp housing or a shroud door upper support portion that supports a shroud door upper portion to which the lamp housing is attached in a radiator shroud,
The lamp housing support portion is provided so as to overlap the fender support portion in front of the bonnet support portion so that the lamp housing and the fender can be fixed.
The shroud upper support part is provided to overlap the fender support part in front of the bonnet support part so that the shroud upper part and the fender can be fixed.
Fender support structure of an automatic car. The leg portion extends in a support direction of the bonnet in the bonnet support portion in a side view,
The automobile fender support structure according to claim 1, wherein the fender bracket has a substantially rectangular shape in a side view.

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