JP2018090080A - Fender bracket - Google Patents

Abstract

An object of the present invention is to provide a fender bracket that suppresses a decrease in productivity and is easy to process. A fender bracket (1) has a hat-shaped apron joint portion (2) joined to the upper end of an apron portion. From this apron joint 2, a fender joint 4 having a substantially U-shaped cross section to which a front fender is joined extends. A bead 2b is formed substantially in the center of each of the flanges 2a of the apron joint 2 so as to extend in the longitudinal direction of the vehicle. The apron joint 2 and the fender joint 4 share the vertical wall 1a. Further, the fender joint portion 4 is formed at a position higher than the apron joint portion 2 via the rising portion 1c. [Selection drawing] Fig. 2

Description

  The present invention relates to a fender bracket for attaching a front fender for a vehicle to a frame.

  In the mounting structure for attaching the front fender to the vehicle body, the front fender is generally attached to the upper end of the apron portion via a bracket in an area adjacent to the hood.

  FIG. 9 is a cross-sectional view showing a conventional mounting structure for the front fender 102. The mounting bracket 100 provided at the upper end of the apron portion 101 is configured in a pantograph shape in order to satisfy the standard of head injury value (HIC) which is one of safety evaluations for protecting pedestrians. Thereby, the impact applied from above is effectively absorbed by the mounting bracket 100 being deformed so that the pantograph is folded.

  By the way, when the underbody is common, the apron part 101 may be diverted. In such a case, the positional relationship of the apron part 101 with respect to the boundary position between the front fender 102 and the hood 103 may be different.

  On the other hand, as shown in FIG. 9, when the mounting bracket 100 in which the mounting position on the front fender 102 side is offset in the vehicle width direction from directly above the apron portion 101, the apron with respect to the boundary between the front fender 102 and the hood 103 is used. The misalignment of the part 101 can be absorbed.

JP 2008-105548 A (Patent No. 4208005)

  However, it is difficult to satisfy the safety evaluation criteria for protecting pedestrians simply by moving the mounting position of the front fender 102 in the vehicle width direction. Therefore, in the configuration of FIG. 9, a plurality of members are combined to form a complicated configuration.

  The mounting bracket 100 in which a plurality of members are combined in this manner is not productive because the number of assembling steps is increased because adjustment of assembling variation of components is required.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a fender bracket that has a shock absorption property, suppresses a decrease in productivity, and is easy to process.

In order to achieve the above object, the fender bracket of the present invention comprises:
A fender bracket that supports the front fender from below at the upper end of the apron,
A hat-shaped apron joint section having a flange joined to the apron section;
A fender joint that is extended from the apron joint in the vehicle width direction to join the front fender so as to have a U-shaped cross section with the vertical wall facing downward;
Of the vertical wall, provided between the flange and the fender joint,
A fragile portion that facilitates downward bending deformation of the front fender.

  As described above, according to the fender bracket according to the present invention, the fender joint portion that joins the front fender in any direction in the vehicle width direction is extended from the apron joint portion that is joined to the apron portion. There are no restrictions on the height direction and parting line of the front fender and hood, increasing the degree of design freedom. Moreover, since it has an impact absorption structure, pedestrian protection performance can be ensured. Furthermore, even if it has an impact absorption structure, the rigidity as a fender attachment member can be ensured.

It is a perspective view which shows the fender bracket 1 of this invention attached to the flame | frame of the front part side of a vehicle. It is a figure which shows the fender bracket 1 which concerns on this invention, (a) is a top view, (b) is a front view, (c) is a right view, (d) is a perspective view. It is sectional drawing which shows the installation state of the fender bracket 1 of FIG. It is a schematic diagram by the left side view for demonstrating the function of the fender bracket 1 of FIG. It is a schematic diagram for demonstrating the relationship between a weak structure and intensity | strength. It is sectional drawing which shows the installation state of the fender bracket 61 which is one of the modifications of the fender bracket 1 of FIG. It is a schematic diagram which shows the fender bracket 71 which is one of the modifications of the fender bracket 1 of FIG. It is a schematic diagram which shows the fender bracket 81 which is one of the modifications of the fender bracket 1 of FIG. It is sectional drawing which shows the conventional fender bracket.

  Hereinafter, a fender bracket according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view showing a frame on the vehicle front side. The fender bracket 1 according to the present embodiment is attached to the upper end of the apron portion 101. As shown in FIG. 1, each of the fender brackets 1 has a shape in which a fender joint 4 described later is offset outward in the vehicle width direction with respect to the apron joint 2 joined to the apron 101. ing.

  Next, the detailed structure of the fender bracket 1 of FIG. 1 is shown in FIG.

  FIG. 2 shows the fender bracket 1 arranged on the right side of the vehicle, where (a) is a plan view, (b) is a front view, (c) is a right side view, and (d) is a perspective view. The fender bracket 1 arranged on the left side of the vehicle is formed mirror-symmetrically with respect to the fender bracket 1 of FIG. 2, and here, the structure on the right side will be described.

  First, referring to FIG. 2A in plan view, the right side of the paper is the apron joint 2 attached to the apron 101 (see FIG. 1), and the left side of the paper is the fender joint 4 to which the front fender is attached. The apron joint portion 2 has a flange 2a that is directly joined to the apron portion 101, and is formed in a cross-sectional hat shape as shown in FIG. In the flange 2a, a bead 2b extending in the vehicle front-rear direction in the attached state is formed in the approximate center of each.

  As shown in the perspective view of FIG. 2D, the fender joint 4 has a substantially U-shaped cross section so that the vertical wall 1a of the fender bracket 1 and the apron joint 2 are shared. It is extended from. On the other hand, the upper surface of the substantially U-shaped cross section is formed such that the fender joint 4 side is higher than the apron joint 2 via the rising portion 1c.

  That is, the fender joint 4 extends upward in the vehicle width direction from the apron joint 2, and the cross-sectional shape of the fender joint 4 is formed in a U-shaped cross section with the vertical wall 1a facing downward. Has been. Note that “a U-shaped cross section with the vertical wall 1a facing downward” means a U-shaped shape in which the vertical wall 1a is suspended from the front and rear edges in the vehicle longitudinal direction.

  The fender joint 4 is formed with a bolt mounting hole 1b in which a mounting bolt for mounting the fender is disposed. Further, in the vehicle front-rear direction of the bolt mounting hole 1b, shoulder portions 4a are formed at the corners as shown in the perspective view 2d. The fender bracket 1 can be formed from a single plate material by a single press.

  Since the fender bracket 1 according to the present embodiment is attached to the inclined region on the upper surface of the apron portion 101, the flange 2a on the rear side of the vehicle is formed to be lifted as shown in FIGS. 2 (b) and 2 (c). ing.

  Next, the positional relationship between the front fender 102 and the hood 103 when the fender bracket 1 is attached is shown in the sectional view of FIG.

  FIG. 3 is a cross-sectional view taken in the vehicle width direction in the vicinity of the upper member 104 and the spring support 105 connected to the suspension tower 106. Here, for the sake of comparison, the positions of the conventional front fender 102 and the hood 103 are overlaid with dotted lines. The fender bracket 1 is attached to the upper end of the apron portion 101 joined to the upper member 104.

  As described above, the fender bracket 1 according to the present embodiment is formed such that the fender joint portion 4 is offset outward in the vehicle width direction with respect to the apron joint portion 2 joined to the apron portion 101. As described above, even when the underbody is shared and only the design panel such as the front fender 102 or the hood 103 needs to be changed, it can be dealt with by simply replacing the fender bracket 1 formed with an offset. Thereby, the freedom degree of design design improves.

  Moreover, since the position of the fender joint 4 can be freely changed with respect to the apron joint 2, the parting line between the fender and the hood can be freely set. This also increases the degree of freedom in design design.

  Subsequently, the function of the fender bracket 1 according to the present embodiment will be described with reference to FIG. FIG. 4 shows the fender bracket 1 of FIG. 2 in a left side view. Here, unlike FIG. 2, it is schematically shown for convenience of explanation. In the apron joint portion 2, the flange 2a joined to the apron portion 101 is shaded, and the bead 2b is not shown. Further, the fender joint 4 is shown with a diagonal line on the head of the mounting bolt 10 in order to show the point where the load is applied.

  As shown in FIG. 4, a notch 8 is formed on the lower side of the vertical wall 1 a of the fender bracket 1 at a portion not on the apron joint 2. This notch 8 is notched linearly, and a bending point 8 a is formed in a region not covering the apron joint 2. Further, on the upper side of the vertical wall 1a, the rising portion 1c is formed, so that a bending point 1d is formed in a side view. The distance between the bending points 1d and 8a is indicated by a distance D1. It may be said that a mountain fold shape is provided below the vertical wall 1a and a valley fold is formed above the vertical wall 1a. In addition, the upper side and the lower side of the vertical wall 1a should just be made into the reverse folding shape, respectively.

  In such a configuration, when a force is applied to the fender joint 4 from above, a moment of force is generated around the flange 2a of the apron joint 2 joined to the apron 101. At this time, stress concentrates in the periphery where the bending points 1d and 8a are formed. When the value exceeds a certain value, deformation occurs starting from the bending point 1d or 8a.

  In the present embodiment, it is provided between the flange 2a and the fender joint 4 like the bending point 1d or 8a that facilitates deformation as described above, so that the downward bending deformation of the front fender 102 is facilitated. These weak structures are collectively called weak parts. In FIG. 4, the center position of the mounting bolt 10 of the fender joint portion 4 and the center position of the flange 2a of the apron joint portion 2 are indicated by alternate long and short dash lines, and the range sandwiched between these two alternate long and short dashed lines is an intermediate region. It is represented by R. If the fragile portion as described above is configured to be included in at least the intermediate region R, it is possible to effectively absorb the downward force generated in the front fender 102 with deformation. .

<Modification 1>
Next, together with a modified example of the fender bracket 1 configured as shown in FIG. 4, the relationship with the strength accompanying this deformation will be described. FIG. 5 is a view for explaining the relationship between the arrangement of the bending points 1d and 8b, which are weak structures applied to the vertical wall 1a described above, and the function of the fender bracket 1. Here, as in FIG. 4, only the structure necessary for the function description is schematically shown for convenience of description. FIG. 5A is shown as a reference for comparison, and is the same as the fender bracket 1 of FIG. FIG. 5B is a modification of the configuration of FIG. 4, and the same components as those of FIG. 4 are denoted by the same reference numerals.

  As described above, stress concentrates around the bending point formed in the notch or the like, but in FIGS. 5A and 5B, the bending points 1d and 8a and the bending point which are fragile structures are shown. A region where stress is concentrated around 51d and 58a is schematically represented by surrounding it with a two-dot chain line.

  Therefore, as shown in FIG. 5A, when the distance D1 between the bending point 8a formed in the lower notch 8 and the bending point 1d formed in the upper rising portion 1c is a predetermined value or more, two points The stress-concentrated region surrounded by the chain line is sufficiently separated. As a result, when a large force is applied from above due to a collision or the like, it is possible to deform from the bending point 1d or 8a as a starting point and effectively absorb the impact. And it has sufficient intensity | strength with respect to comparatively small input at the time of a car wash, etc., and can prevent a deformation | transformation.

  On the other hand, FIG. 5B shows a configuration in which the distance D2 between the bending point 51d formed by the upper rising portion 51c and the bending point 58a formed in the notch 58 is relatively narrow. When the design can be changed with a relatively small offset amount due to a design change or the like, the configuration shown in FIG. 5B may be used. The configuration of FIG. 5B also shows a case where the distance D2 is equal to or greater than a predetermined value, as in FIG. 5A. Therefore, it can be easily deformed for a large input such as a collision, and a sufficient strength can be maintained for a relatively small input. However, since the bending point 51d and the bending point 58a which are fragile structures are close to each other as compared with the configuration of FIG. 5A, deformation due to the force from above does not easily occur.

<Modification 2>
FIG. 6 is a variation of the configuration of FIG. 4 and shows the configuration of a fender bracket 61 that is offset inward in the vehicle width direction, contrary to that shown in FIG. The structure of the fragile portion applied to the vertical wall 61a is also the same as in the case of FIG. FIG. 6 also shows a cross-sectional view cut in the vehicle width direction in the vicinity of the upper member 104 and the spring support 105 connected to the suspension tower 106, as in FIG. Also here, for comparison, the positions of the conventional front fender 102 and the hood 103 are overlaid with dotted lines.

  As can be seen from FIG. 6, even when the boundary position between the front fender 102 and the hood 103 needs to be changed inward in the vehicle width direction, the fender joint portion 64 inward in the vehicle width direction with respect to the apron joint portion 62. By using the fender bracket 61 with offset, it is possible to use a common underbody, and the construction period is greatly shortened.

<Modification 3>
FIG. 7 is a variation of the configuration of FIG. 4 and shows the configuration of the fender bracket 71 in which the positions where the bending points 71d and 78a, which are fragile structures applied to the vertical wall 71a, are formed. . Here, similarly to FIG. 4, the fender bracket 71 is schematically shown for convenience of explanation, and the same components are denoted by the same reference numerals.

  In the fender bracket 71 of FIG. 7, the bending point 78a formed by the notch 78 at the lower side is more than the position of the flange 72a of the apron joint portion 72 than the bending point 71d formed by the rising portion 71c on the upper surface side. It is largely offset in the vehicle width direction. The distance between the bending points 71d and 78a is represented by a distance D3.

  Even when configured in this way, as described above, the regions where stresses generated around the respective bending points 71d and 78a are likely to concentrate are configured so as not to be too close to a range of a predetermined value or less. If so, it is possible to obtain the same effect as the configuration of the fender bracket 1 shown in FIG.

<Modification 4>
FIG. 8 shows a variation of the configuration of FIG. 4 and shows a fender bracket 81 in which the fragile structure provided on the vertical wall 81a is not a bending point but is formed by a notch 88. FIG. Here, similarly to FIG. 4, the fender bracket 81 is schematically shown for convenience of explanation, and the same components are denoted by the same reference numerals.

  In the fender bracket 81 of FIG. 8, the rising portion as in the configuration of FIG. 4 is not formed on the upper surface side. Further, although a notch 88 is formed on the lower side, it is not a notch that is greatly connected from the apron junction 82 side to the tip of the fender junction 84 as in the configuration of FIG. As shown in FIG. 8, the notch 88 is slightly cut upward in the vicinity of the apron joint portion 82. In this case, the notch 88 becomes a weak part.

  Even in such a configuration, as in the above-described various configurations, as long as a fragile structure is provided in at least the intermediate region R between the center of the mounting bolt 10 and the center of the flange 82a, FIG. Similar to the configuration, it can be deformed with respect to a large input at the time of collision, and can maintain a sufficient strength with respect to a small input at the time of car washing or the like.

  Up to this point, the fender brackets 51, 61, 71, 81 have been described as schematic examples of the fender bracket 1 shown in FIG. 4, but, like the flange 2a shown in FIG. It may be configured as follows. When such a bead 2b is formed, the strength of the vertical wall 1a is supplemented, and the strength against the load from above is increased. That is, by improving the strength of the apron joint 2, for example, the bending point 1 d or 8 a that is a fragile structure in the configuration of FIG. 4 can be reliably deformed. Thereby, it is possible to obtain a stable shock absorbing effect as designed.

  The configuration described in the above embodiment exemplifies an embodiment of the present invention, and includes the following modifications.

  In the above-described embodiment, an example in which the fragile structure is configured by a bent portion formed by a notch or a rising portion has been described. However, the configuration is not limited thereto, and a configuration in which a fragile portion such as a through hole is formed in a region between the center of the mounting bolt 10 and the center of the flange may be employed.

  The fender bracket according to the present invention can be suitably used as a bracket for supporting a front fender of an automobile.

1, 51, 61, 71, 81 Fender bracket 1a, 51a, 61a, 71a, 81a Vertical wall 1b Bolt mounting hole 1c, 51c, 71c Rising part 1d, 51d, 71d Bending point (fragile part)
2, 62, 72, 82 Apron joint 2a, 52a, 72a, 82a Flange 2b Bead 4, 64, 84 Fender joint 4a Shoulder 8, 58, 78, 88 Notch 8a, 58a, 78a Bending point (fragile part )
DESCRIPTION OF SYMBOLS 10 Mounting bolt 100 Mounting bracket 101 Apron part 102 Front fender 103 Hood 104 Upper member 105 Spring support 106 Suspension tower D1, D2, D3 Space | interval R Middle area

Claims (1)

A fender bracket that supports the front fender from below at the upper end of the apron,
A hat-shaped apron joint section having a flange joined to the apron section;
A fender joint that is extended from the apron joint in the vehicle width direction to join the front fender so as to have a U-shaped cross section with the vertical wall facing downward;
Among the vertical walls, provided between the flange and the fender joint, a fragile portion that facilitates bending deformation downward of the front fender,
A fender bracket characterized by comprising