JP6337727B2 - Fender lining - Google Patents

Description

  The present invention relates to a fender lining attached to an inner surface of a front wheel house of a vehicle.

  In the front part of the vehicle, a wheel house (also referred to as a tire house) that houses the front wheels is formed by a front bumper that constitutes the front face and a front fender that constitutes the side face. A fender lining is attached to the inner surface of the wheel house, and the fender lining may be provided with a strake (also referred to as a deflector) for the purpose of rectifying the air passing through the vicinity of the wheel house and improving aerodynamic performance. . For example, in Patent Document 1, a rib-shaped tire deflector is disposed on the lower edge of the front side of the mud guard corresponding to fender lining.

JP 2007-168620 A

  However, since the rib-shaped strake as in Patent Document 1 has insufficient rigidity, it has been a problem that it easily deforms when receiving wind. In order to ensure sufficient aerodynamic performance in models with a high vehicle height, it is necessary to extend the strake from the fender lining downward, but for the sake of molding, the length (height ) Could not be secured.

  In order to solve the above problem, the inventor has to adopt a shape in which the strake is not rib-shaped but has a cross-sectional shape in the vehicle front-rear direction, that is, a U-shaped cross-section in the vehicle front-rear direction. We thought that sufficient rigidity could be secured. However, although a high rigidity was obtained with the U-shaped cross section, there was a tendency that deformation of the strake was difficult to occur due to the high rigidity. For this reason, when a load (impact) is applied to the lower end of the strike when the vehicle rides on the curb, the load is transmitted to the fender lining, and damage such as cracks is extensively applied to the fender lining. There was concern that it would end up.

  In view of such problems, an object of the present invention is to provide a fender lining capable of suppressing damage to the fender lining when a load is applied while suitably ensuring the rigidity of the strake. .

  In order to solve the above problems, a typical configuration of a fender lining according to the present invention is a fender lining attached to the inner surface of a front wheel house of a vehicle. The fender lining includes an arch-shaped basic portion and a basic portion. A front extension extending forward of the vehicle along the lower edge of the front bumper on the front side of the vehicle, and a lower extension extending downward between the basic portion and the front extension, the lower extension of the front extension A front wall extending downward from the rear end, a rear wall disposed at a distance from the vehicle rear side of the front wall and extending downward from a lower end of the vehicle front side of the basic portion, and a bottom connecting the lower ends of the front wall and the rear wall It includes a wall, a rib having a predetermined length in the vehicle width direction extending continuously downward from the lower end of the front wall, and a hole formed on the rear side of the rib of the bottom wall.

  In the said structure, the downward extension part extended below between a basic part and a front extension part is provided as a strake (deflector). The lower extension portion is configured by a bag-like portion (hereinafter referred to as a U-shaped portion) including a front wall, a rear wall, and a bottom wall that connects lower ends of the lower extension portion, and the lower portion includes a front wall. It is comprised by the rib extended below. Thus, by making the upper part a U-shaped part, sufficient rigidity can be ensured in the strake.

  On the other hand, when the lower portion is a rib, the load is absorbed by deformation of the rib when a load from below is applied to the downward extension. Thereby, transmission of the load to the main-body part of a fender lining, ie, a basic part, can be suppressed, and it becomes possible to suppress the damage suitably. In particular, in the above configuration, a hole is formed on the rear side of the rib. Since the holes can promote the deformation of the ribs, it is possible to further enhance the load absorption effect of the ribs. In addition, by providing the hole, it is possible to discharge water or the like that has entered the U-shaped portion of the downward extension portion to the outside.

  The lower extension may further include a connection wall that connects the front wall and the rear wall above the bottom wall. According to this configuration, it is possible to increase the rigidity of the U-shaped portion of the upper portion in the lower extension portion, and it is possible to more suitably suppress the deformation. Moreover, the rigidity of the U-shaped part in the upper part is increased, in other words, the lower part of the U-shaped part is relatively low in rigidity. Therefore, it becomes possible to promote the deformation of the lower portion and thus the rib connected thereto. Furthermore, if the upper portion of the U-shape remains open as a whole, bending tends to occur in the direction in which the opening closes due to vibration or the like, but the effect of preventing the bending can be obtained by providing a connecting wall therebetween. .

  The connection wall may be disposed in the range of the hole in the vehicle width direction, and the connection wall may be formed with a notch having a lower edge notched upward. By arranging the connection wall in the range of the hole in this way, the rigidity of the U-shaped portion of the upper portion of the lower extension portion can be suitably ensured even in the range where the hole is provided. Moreover, since the notch part is formed in the lower edge of a connection wall, it becomes possible to ensure the above-mentioned load absorption performance satisfactorily, without inhibiting the deformation | transformation of a hole and the rib of the front side.

  A vertical bead that extends in the vertical direction and bulges toward the front of the vehicle is formed on the vehicle front side of the basic portion, and the rear end of the connection wall is preferably connected to a corner of the vertical bead. Thus, the rigidity of a basic part can be improved by forming the vertical bead in the basic part. And by connecting a connection wall to this highly rigid vertical bead, it becomes possible to transmit a load efficiently from a connection wall to a basic part.

  The front extension part is formed with a horizontal bead extending in the front-rear direction and bulging upward, and the front end of the connection wall is preferably connected to a corner of the horizontal bead. Thus, the rigidity of a front extension part can be improved by forming a horizontal bead in a front extension part. And by connecting the connecting wall to the lateral bead having high rigidity, it becomes possible to efficiently transmit the load from the connecting wall to the front extension portion.

  ADVANTAGE OF THE INVENTION According to this invention, the fender lining which can suppress the damage of the fender lining at the time of a load can be provided, ensuring the ensuring of the rigidity of a strake suitably.

It is a perspective view of a vehicle provided with the fender lining of this embodiment. It is a figure which shows the state which observed the fender lining shown in FIG. 1 from the right side. It is an enlarged view of FIG. It is sectional drawing of FIG.3 (b). It is the figure which observed the fender lining shown in FIG. 2 from the different direction. The state which attached the extension to the fender lining of Fig.4 (a) is shown in figure.

  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 embodiments 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 perspective view of a vehicle 100a including the fender lining 100 of the present embodiment, and illustrates a state in which the vehicle 100a is observed from the right front. In each drawing of the present embodiment, arrows F, R, WL, WR, U, and D indicate the front, rear, left, right, and up and down directions of the vehicle 100a.

  As shown in FIG. 1, a front wheel house 106 that accommodates a front wheel (not shown) of the vehicle 100a is formed by a front bumper 102 that constitutes a front surface and a front fender 104 that constitutes a side surface at a front portion of the vehicle 100a. ing. The fender lining 100 of this embodiment is attached to the inner surface of the front wheel house 106.

  FIG. 2 is a diagram illustrating a state where the fender lining 100 illustrated in FIG. 1 is observed from the right side. In order to facilitate understanding, members other than the fender lining 100 are not shown in FIG. As shown in FIG. 2, the fender lining 100 of the present embodiment has an arch shape along the contour of the front wheel house 106, that is, the side edge 102a of the front bumper 102 and the side edge 104a of the front fender 104 (see FIG. 1). It has a basic portion 110 that is curved. A front extension 120 extends toward the front of the vehicle along the lower edge 102b (see FIG. 1) of the front bumper 102 on the vehicle front side of the basic portion 110.

  FIG. 3 is an enlarged view of FIG. 3A illustrates a state where the vehicle of FIG. 1 is observed from the direction A, and FIG. 3B illustrates a state where the inside of the one-dot chain line in FIG. 3A is enlarged. Yes. As shown in FIGS. 3A and 3B, in the fender lining 100 of the present embodiment, a lower extension 130 extending downward as a strake (strike shape) between the basic portion 110 and the front extension 120. Is provided.

  4 is a cross-sectional view of FIG. 3B, FIG. 4A is a cross-sectional view taken along line BB of FIG. 3B, and FIG. 4B is a cross-sectional view taken along line CC of FIG. It is sectional drawing. As shown in FIG. 4A, as a feature of the fender lining 100 of this embodiment, the downward extension 130 includes a front wall 132, a rear wall 134, a bottom wall 136, and a rib 138.

  The front wall 132 extends downward from the rear end 120a of the front extension 120, and a rear wall 134 is disposed on the vehicle rear side of the front wall 132 with a space therebetween. The rear wall 134 extends downward from a lower end 110 a of the basic portion 110 on the vehicle front side, and the lower ends of the front wall 132 and the rear wall 134 are connected to each other by a bottom wall 136. That is, the upper portion of the lower extension 130 is formed into a bag shape having an upper opening made up of the front wall 132, the rear wall 134, and the bottom wall 136 (hereinafter collectively referred to as the front wall 132, the rear wall 134, and the bottom wall 136). Called a U-shaped part). As shown in FIGS. 3B and 4A, a rib 138 extends downward from the lower end of the front wall 132 over a predetermined length in the vehicle width direction.

  As described above, in the fender lining 100 of the present embodiment, the upper part of the lower extension 130 is formed by a U-shaped part. Thereby, high rigidity can be secured in the downward extension 130 that is a strake. Then, the rib 138 is deformed as indicated by the broken line when a load is applied from the E direction shown in FIG. And bend. As a result, the load is absorbed, so that transmission of the load to the basic portion 110 of the fender lining 100 can be prevented, and the damage can be suitably suppressed. Therefore, according to the fender lining 100 of the present embodiment, it is possible to suppress damage to the fender lining 100 when a load is applied while suitably ensuring the rigidity of the downward extension 130 (strike). .

  In particular, in the present embodiment, as shown in FIGS. 4A and 4B, the front wall 132 and the rib 138 are smoothly connected without a bent portion or the like. Thereby, since the flow of the air which passes the vicinity is not inhibited, favorable rectification | straightening performance is securable. Moreover, in the fender lining 100 of this embodiment, since the height of the downward extension part 130 (strike) can be adjusted by changing the height of the U-shaped part or the rib 138, the aerodynamics required for each vehicle type The performance can be suitably secured.

  Further, in the present embodiment, as shown in FIGS. 3B and 4B, a hole 140 is formed in the bottom wall 136 of the downward extension 130 on the rear side of the rib 138. As a result, the rigidity of the bottom wall 136 can be reduced at the location where the hole 140 is formed, so that a high load absorption effect can be secured without hindering deformation of the rib 138 provided in front of the bottom wall 136. It becomes possible. In the present embodiment, as shown in FIG. 3B, in addition to the hole 140, a plurality of holes are provided on the rear side of the rib 138 along the vehicle width direction. However, since these holes have the same configuration as the hole 140, in the present embodiment, only the hole 140 is given a reference and will be described as a representative.

  Further, by providing the rib 138, even when water or the like enters the U-shaped portion of the lower extension 130, the water or the like can be discharged to the outside of the lower extension 130. Here, if the hole 140 is formed in the front wall 132 or the rib 138, there is a concern that the flow of air passing through the vicinity thereof may be hindered. However, by forming the hole 140 in the bottom wall 136 as in the present embodiment, obstruction of the air flow by the hole 140, in particular, no abnormal noise (whispering sound) resulting from it is generated.

  FIG. 5 is a view of the fender lining 100 shown in FIG. 2 observed from different directions, and FIG. 5A illustrates the state of the fender lining 100 shown in FIG. 2 observed from the G direction. FIG. 2B illustrates a state where the fender lining 100 illustrated in FIG. 2 is observed from the H direction.

  As shown in FIG. 5B, in the present embodiment, a connection wall 142 that connects the front wall 132 and the rear wall 134 above the bottom wall 136 is formed in the lower extension 130. That is, the connection wall 142 is formed inside the U-shaped portion of the lower extension 130. Thereby, it is possible to further increase the rigidity of the U-shaped part that ensures the rigidity of the downward extension 130.

  Further, when the rigidity of the U-shaped portion above the bottom wall 136 is increased, the relative rigidity is reduced in the vicinity of the bottom wall 136. For this reason, it becomes possible to further promote the deformation of the hole 140 provided in the bottom wall 136 and the rib 138 provided on the front side of the vehicle. Furthermore, if the upper portion of the U-shaped portion is opened as a whole, the bending in the direction in which the opening is closed due to vibration or the like is likely to occur, but the bending can be suitably prevented by providing the connection wall 142.

  In particular, in the present embodiment, as shown in FIG. 5A, the connection wall 142 is disposed in the range 143 of the hole 140 in the vehicle width direction. Thereby, even if it is the range 143 in which the hole 140 was provided, the rigidity of the U-shaped part above the hole 140 can be ensured suitably. Further, in the present embodiment, as shown in FIG. 5B, the connection wall 142 is formed with a notch 142 a in which the lower edge is notched upward. Thereby, since the rigidity of the lower part of the connection wall 142 becomes low, it is possible to effectively exhibit the load absorbing performance due to the deformation of the rib 138 without hindering the deformability of the hole 140 or the rib 138 in the vicinity thereof. Become.

  Here, in this embodiment, as shown in FIGS. 5A and 5B, a vertical bead that extends in the vertical direction and bulges toward the front of the vehicle is formed on the front surface 112 of the basic portion 110 on the vehicle front side. 112a, 112b, and 112c are formed. The front extension 120 is formed with lateral beads 122a, 122b, and 122c that extend in the front-rear direction and bulge upward. By forming the vertical beads 112a to 112c and the horizontal beads 122a to 122c in this way, the rigidity of the basic portion 110 and the front extension portion 120 can be increased.

  In this embodiment, the connection wall 142 has a front end connected to the corners of the horizontal beads 122a to 122c and a rear end connected to the corners of the vertical beads 112a to 112c. Specifically, in FIG. 5B, the front end 142b of the connection wall 142 is connected to the corner 145 of the horizontal bead 122b, and the rear end 142c is connected to the corner 147 of the vertical bead 112b. In this way, the front end 142b and the rear end 142c of the connection wall 142 are connected to the rigid rigid horizontal beads 122a to 122c and the vertical beads 112a to 112c, thereby efficiently connecting the connection wall 142 to the basic portion 110 and the front extension portion 120. It becomes possible to transmit a load to.

  Of the above-described vertical beads 112a to 112c, the vertical bead (vertical bead 112a in FIG. 5A) with which the rear end 142c of the connection wall 142 disposed above the hole 140 disposed most forward of the vehicle is in contact. The inclined surface 114 extends rearward from the front surface 112 of the basic portion 110. Thereby, since the cross-sectional area of the upper part of the vertical bead 112a becomes large, the rigidity of the vertical bead 112a with which a collision target (not shown) collides earliest at the time of collision becomes high. Therefore, the difference between the rigidity of the vicinity of the connection wall 142 connected to the vertical bead 112a and the rigidity of the rib 138 in the vicinity of the hole 140 therebelow becomes relatively large, so that the deformation of the rib 138 occurs more efficiently. be able to.

  Of the above-described vertical beads 112a to 112c, the vertical bead (vertical bead 112a in FIG. 5A) with which the rear end 142c of the connection wall 142 disposed above the hole 140 disposed in front of the vehicle is in contact is: The width in the vehicle width direction or the length in the vehicle vertical direction is longer than other vertical beads. Also by this, it is possible to obtain the same effect as described above.

  FIG. 6 illustrates a state in which the extension 160 is attached to the fender lining 100 of FIG. In FIG. 6, the extension 160 is fixed to the rib 138 provided on the lower extension 130 of the fender lining 100 by the fixing member 162. According to such a configuration, even after the vehicle 100a is completed as a product, the height of the downward extension 130 and the aerodynamic performance can be adjusted.

  However, the configuration shown in FIG. 6 is merely an example, and the present invention is not limited to this. If the extension 160 is not provided as shown in FIG. 4A, that is, if the basic portion 110, the front extension portion 120, and the lower extension portion 130 are integrally formed and no other parts are added. Costs such as mold costs and material management costs can be reduced.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. 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 fender lining attached to the inner surface of a front wheel house of a vehicle.

DESCRIPTION OF SYMBOLS 100 ... Fender lining, 100a ... Vehicle, 102 ... Front bumper, 102a ... Side edge, 102b ... Lower edge, 104 ... Front fender, 104a ... Side edge, 106 ... Front wheel house, 110 ... Basic part, 110a ... Lower end, 112 ... front surface, 112a, 112b, 112c ... vertical bead, 114 ... inclined surface, 120 ... front extension, 120a ... rear end, 122a, 122b, 122c ... lateral bead, 130 ... lower extension, 132 ... front wall, 134 ... rear wall, 136 ... bottom wall, 138 ... rib, 140 ... hole, 142 ... connection wall, 142a ... notch, 160 ... extension, 162 ... fixture

Claims (5)

In the fender lining attached to the inner surface of the front wheel house of the vehicle,
The fender lining is
An arcuate base,
A front extension extending forward of the vehicle along the lower edge of the front bumper on the vehicle front side of the basic portion;
A lower extension extending downward between the basic part and the front extension,
The lower extension is
A front wall extending downward from a rear end of the front extension;
A rear wall that is disposed on the vehicle rear side of the front wall with an interval and extends downward from a lower end of the basic portion on the vehicle front side;
A bottom wall connecting lower ends of the front wall and the rear wall;
A rib over a predetermined length in the vehicle width direction extending continuously downward from the lower end of the front wall;
A fender lining comprising a hole formed on a rear side of the rib of the bottom wall.   The fender lining according to claim 1, wherein the lower extension portion further includes a connection wall that connects the front wall and the rear wall above the bottom wall.   3. The connection wall according to claim 2, wherein the connection wall is disposed in the range of the hole in the vehicle width direction, and the connection wall is formed with a notch with a lower edge notched upward. Fender lining described. On the vehicle front side of the basic part, a vertical bead extending in the vertical direction and bulging toward the vehicle front is formed,
The fender lining according to claim 2 or 3, wherein a rear end of the connection wall is connected to a corner of the vertical bead. The front extension portion is formed with a lateral bead extending in the front-rear direction and bulging upward,
The fender lining according to any one of claims 2 to 4, wherein a front end of the connection wall is connected to a corner portion of the horizontal bead.

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