JP2014189261A - Front vehicle body structure of automobile - Google Patents

Front vehicle body structure of automobile Download PDF

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JP2014189261A
JP2014189261A JP2013069647A JP2013069647A JP2014189261A JP 2014189261 A JP2014189261 A JP 2014189261A JP 2013069647 A JP2013069647 A JP 2013069647A JP 2013069647 A JP2013069647 A JP 2013069647A JP 2014189261 A JP2014189261 A JP 2014189261A
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flange
vehicle
cowl
fender bracket
fixed
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JP6076798B2 (en
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Keigo Kamitsuji
圭吾 上辻
Ai Ikunobu
愛 生信
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Daihatsu Motor Co Ltd
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Daihatsu Motor Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a front vehicle body structure of an automobile which allows easy control of impact absorption characteristics.SOLUTION: A fender bracket 4 includes a bracket body 5 which has a top side part 5a and front and rear vertical side parts 5b and 5c, and bent parts 5d to 5g in front and rear corners and the middle parts of front and rear vertical side parts, a rear flange 6 formed by folding from the lower end part of the rear vertical side part 5c backward in the vehicle and a front flange 7 extending downward, as it is, from the lower end part of the front vertical side part 5b and, together with a cowl side member 3, forms a nearly hexagonal shape, in the side plane view of the vehicle. The rear flange 6 is fixed to an upper wall surface of the cowl side member 3, and the front flange 7 is fixed to a vertical wall part 10c (front wall surface) of the cowl side member 3.

Description

本発明は、エンジンルームの側壁を構成するカウルサイド部材上にフェンダブラケットを固定し、該ブラケットにフェンダを取り付けるようにした自動車の前部車体構造に関する。   The present invention relates to a front body structure of an automobile in which a fender bracket is fixed on a cowl side member constituting a side wall of an engine room, and the fender is attached to the bracket.

この種の自動車の前部車体構造として、従来例えば特許文献１に開示されたものがある。この従来構造では、エンジンルームの側壁を構成するカウルサイド部材上に、前後一対の取付けフランジを有し、車両側方視で、前記カウルサイド部材とで略六角形をなすフェンダブラケットを配置し、前記取付けフランジをカウルサイド部材の上壁に溶接固定し、該フェンダブラケットにフェンダを取り付けるようにしている。   Conventionally, for example, Patent Document 1 discloses a front body structure of this type of automobile. In this conventional structure, a fender bracket having a pair of front and rear mounting flanges on the cowl side member constituting the side wall of the engine room and having a substantially hexagonal shape with the cowl side member in a vehicle side view is disposed. The mounting flange is fixed by welding to the upper wall of the cowl side member, and the fender is attached to the fender bracket.

特開２００６−２０５８０６号公報JP 2006-205806 A

前記従来構造では、車両衝突時に何らかの被衝突物、例えば歩行者の突入による衝撃荷重が作用すると前記フェンダブラケットが座屈することにより該衝撃荷重を吸収するとされている。しかし前記従来の略六角形状のフェンダブラケットの場合、衝撃荷重吸収特性を示す図７において、破線で示すように、衝突初期に座屈し易いため衝突初期の荷重（反力）G1′を高める方向でのコントロールが難しいことから、衝突後期にブラケットが車体部材に底付きしてしまい荷重G2′が不必要に高くなってしまうことがある。この問題の対策としてブラケットの板厚を上げたり、単純なハット形状にしたりすると座屈し難くなり、荷重が高くなり過ぎる問題が生じる。また逆にブラケットの座屈性能を上げると通常使用時に人が手でフェンダを押した場合の変位に対する剛性（手押し剛性）が悪化し、フェンダが変位し易くなるという問題が生じる。   In the conventional structure, when an impact load due to the entry of a collision object such as a pedestrian is applied during a vehicle collision, the fender bracket buckles and absorbs the impact load. However, in the case of the conventional substantially hexagonal fender bracket, as shown by the broken line in FIG. 7 showing the impact load absorption characteristic, it is easy to buckle at the beginning of the collision, so that the load (reaction force) G1 ′ at the beginning of the collision is increased. Since it is difficult to control the bracket, the bracket bottoms out on the vehicle body member in the late stage of the collision, and the load G2 ′ may become unnecessarily high. As a countermeasure for this problem, if the thickness of the bracket is increased or a simple hat shape is used, it becomes difficult to buckle and a problem that the load becomes too high occurs. On the other hand, when the buckling performance of the bracket is increased, the rigidity (displacement rigidity) against displacement when a person pushes the fender with his / her hand during normal use deteriorates, and the fender is likely to be displaced.

本発明は、前記従来の実情に鑑みてなされたもので、衝撃吸収特性をコントロールし易い自動車の前部車体構造を提供することを課題としている。   The present invention has been made in view of the above-described conventional situation, and an object of the present invention is to provide a front body structure of an automobile in which shock absorption characteristics can be easily controlled.

本発明は、エンジンルームの側壁を構成するカウルサイド部材上にフェンダブラケットを固定し、該フェンダブラケットにフェンダを取り付けた自動車の前部車体構造において、
前記フェンダブラケットを、頂辺部と前，後縦辺部との前，後コーナ部及び前，後縦辺部の中途部に屈曲部を有するブラケット本体と、前記後縦辺部の下端部から車両後方に折り曲げ形成された後フランジと、前記前縦辺部の下端部からそのまま下方に延びる前フランジとを有し、車両側面視で、前記カウルサイド部材とで略六角形状をなすものとし、前記後フランジを前記カウルサイド部材の上壁面に固定するとともに、前記前フランジを前記カウルサイド部材の前壁面に固定したことを特徴としている。 The present invention is a front body structure of an automobile in which a fender bracket is fixed on a cowl side member constituting a side wall of an engine room, and the fender is attached to the fender bracket.
The fender bracket includes a bracket body having a bent portion in the middle of the front, rear corner, and front and rear vertical sides of the top side and the front and rear vertical sides, and a lower end of the rear vertical side. It has a rear flange that is bent at the rear of the vehicle and a front flange that extends downward as it is from the lower end of the front vertical side, and forms a substantially hexagonal shape with the cowl side member in a side view of the vehicle. The rear flange is fixed to the upper wall surface of the cowl side member, and the front flange is fixed to the front wall surface of the cowl side member.

車両の歩行者との衝突時には、通常、歩行者は車両真上からではなく車両前方斜め上方よりフェンダに突入してくるが、このような場合にはフェンダブラケットは車両後方に向けて座屈しようとする。本発明に係る自動車の前部車体構造によれば、フェンダブラケットの車両前側部分については、頂部と中途部に屈曲部を有する前縦辺部の下端部からそのまま下方に延びるように前フランジを形成した構成としており、前フランジを車両前方に折り曲げ形成した従来構造に比較して、衝突初期の荷重を上げる方向でコントロールし易い。 When a vehicle collides with a pedestrian, the pedestrian usually enters the fender from the upper front of the vehicle, not from directly above the vehicle. In such a case, the fender bracket should buckle toward the rear of the vehicle. And According to the front vehicle body structure of the automobile according to the present invention, the front flange of the fender bracket is formed so as to extend downward from the lower end portion of the front vertical side portion having the bent portion at the top portion and the middle portion. Compared to the conventional structure in which the front flange is bent forward of the vehicle, it is easy to control in the direction of increasing the load at the initial stage of the collision.

一方、前フランジをカウルサイド部材の前壁面に固定しているので、衝突中期においては、前フランジがカウルサイド部材の前端コーナ部に強く圧接されることにより前フランジに稜線が発生し、前縦辺部の座屈を前記稜線から安定して開始させることができる。 On the other hand, since the front flange is fixed to the front wall surface of the cowl side member, a ridgeline is generated in the front flange when the front flange is strongly pressed against the front end corner of the cowl side member in the middle of the collision. Side buckling can be started stably from the ridgeline.

このように本発明では、衝突初期の荷重を上げる方向でコントロールし易く、また衝突中期における座屈開始タイミングもブラケットの板厚等でコントロールし易いので、衝突初期から終期の間の座屈荷重の波形をコントロールし易く、その結果、歩行者保護性能を向上できる。 Thus, in the present invention, the buckling load between the initial stage and the end of the collision can be easily controlled in the direction of increasing the initial load of the collision, and the buckling start timing in the middle stage of the collision can be easily controlled by the thickness of the bracket. It is easy to control the waveform, and as a result, pedestrian protection performance can be improved.

また、フェンダブラケットの形状を工夫するだけで歩行者保護性能を向上できるので、フェンダブラケットの構造が複雑化したり、重量やコストが増加したりする問題も生じない。 Moreover, since the pedestrian protection performance can be improved only by devising the shape of the fender bracket, there is no problem that the structure of the fender bracket is complicated and the weight and cost increase.

さらにまた、フェンダブラケットの車両前方側については、頂部と中途部のみに屈曲部を有し、前フランジ部分には屈曲部を有しないので、前フランジ部分にも屈曲部を有する従来構造に比較して通常使用時の手押し剛性を向上できる。 Furthermore, the vehicle front side of the fender bracket has a bent portion only at the top and midway, and does not have a bent portion at the front flange portion. Therefore, compared with the conventional structure having a bent portion at the front flange portion. This improves the hand pushing rigidity during normal use.

本発明の実施例１に係る前部車体構造が採用された自動車の正面斜視図である。1 is a front perspective view of an automobile in which a front body structure according to Embodiment 1 of the present invention is adopted. 前記前部車体構造の断面正面図（図１のII-II線断面図）である。FIG. 2 is a sectional front view of the front vehicle body structure (sectional view taken along line II-II in FIG. 1). 前記前部車体構造の正面斜視図である。It is a front perspective view of the front body structure. 前記前部車体構造の側面図である。It is a side view of the front body structure. 前記前部車体構造の断面正面図(図４のV-V線断面図)である。FIG. 5 is a cross-sectional front view (cross-sectional view taken along the line V-V in FIG. 4) of the front body structure. 前記前部車体構造の衝撃吸収過程の説明図である。It is explanatory drawing of the shock absorption process of the said front body structure. 前記前部車体構造の衝撃吸収特性を示す図である。It is a figure which shows the shock absorption characteristic of the said front-body structure.

以下、本発明の実施の形態を添付図面に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

図１ないし図７は、本発明の実施例１に係る自動車の前部車体構造を説明するための図であり、本実施例において、前，後、左，右とは、車室内から前方を見た状態での前，後、左，右を意味する。 1 to 7 are views for explaining a front body structure of an automobile according to Embodiment 1 of the present invention. In this embodiment, front, rear, left, and right refer to the front from the passenger compartment. It means front, back, left and right as seen.

図において、１は自動車の前部車体であり、該前部車体１は、エンジンルーム２の左，右側壁を構成するカウルサイド部材３，３と、該カウルサイド部材３，３上に固定されたフェンダブラケット４，４に取り付けられた左，右のフェンダ１１，１１と、前記左，右のカウルサイド部材３上に固定されたフードヒンジ１２，１２に取り付けられ、前記エンジンルーム２の上部開口を開閉するフード１３とを有する。   In the figure, reference numeral 1 denotes a front vehicle body of an automobile. The front vehicle body 1 is fixed on the cowl side members 3 and 3 constituting the left and right walls of the engine room 2 and the cowl side members 3 and 3. The left and right fenders 11 and 11 attached to the fender brackets 4 and 4 and the hood hinges 12 and 12 fixed on the left and right cowl side members 3 are attached to the upper opening of the engine room 2. And a hood 13 for opening and closing.

前記各カウルサイド部材３は、エンジンルーム側壁の大部分を構成するカウルサイド８と、該カウルサイド８上に固定され、前記フードヒンジ６の高さ位置を車種に応じた高さに設定するための嵩上げ部材９と、該嵩上げ部材９上に固定され、前記フードヒンジ６が固定されるヒンジリインホース１０とを有する。   Each cowl side member 3 is fixed on the cowl side 8 constituting the most part of the engine compartment side wall and the cowl side 8, and the height position of the hood hinge 6 is set to a height corresponding to the vehicle type. And a hinge rein hose 10 fixed on the raising member 9 to which the hood hinge 6 is fixed.

前記カウルサイド８はカウルサイドアウタ８ａとカウルサイドインナ８ｂとをフランジ８ｃ，８ｄ同士をスポット溶接で結合してなる閉断面構造を有する。 The cowl side 8 has a closed cross-section structure in which a cowl side outer 8a and a cowl side inner 8b are joined to each other by spot welding of flanges 8c and 8d.

前記嵩上げ部材９は、横断面ハット形状をなし、フランジ部９ａが前記カウルサイドアウタ８ａの上壁にスポット溶接により結合されており、前記カウルサイドアウタ８ａとで閉断面構造を形成している。 The raising member 9 has a hat shape in cross section, a flange portion 9a is joined to the upper wall of the cowl side outer 8a by spot welding, and forms a closed sectional structure with the cowl side outer 8a.

前記ヒンジリインホース１０は、前記嵩上げ部材９に溶接固定されたヒンジ取付け部１０ａと、ここから前方に延びるフェンダブラケット取付け部１０ｂとを有する。前記ヒンジ取付け部１０ａは横断面コ字形状をなし、縦辺部１０ｄが前記嵩上げ部材９の側壁部９ｃに溶接固定され、上壁部９ｂとで閉断面構造を形成している。このヒンジ取付け部１０ａに前記フードヒンジ１２がボルト１２ａにより締め固定されている。   The hinge rein hose 10 includes a hinge attachment portion 10a fixed to the raising member 9 by welding and a fender bracket attachment portion 10b extending forward from the hinge attachment portion 10a. The hinge mounting portion 10a has a U-shaped cross section, the vertical side portion 10d is welded and fixed to the side wall portion 9c of the raising member 9, and a closed cross section structure is formed with the upper wall portion 9b. The hood hinge 12 is fastened and fixed to the hinge mounting portion 10a by a bolt 12a.

前記フェンダブラケット取付け部１０ｂの前端部には縦壁部１０ｃが前端コーナ部１０ｂ′をなすように下方に折り曲げ形成されており、該縦壁部１０ｃ及びフェンダブラケット取付け部１０ｂは何れも浅い横断面コ字形状をなしている。   A vertical wall portion 10c is bent downward at the front end portion of the fender bracket mounting portion 10b so as to form a front end corner portion 10b '. Both the vertical wall portion 10c and the fender bracket mounting portion 10b have a shallow cross section. It has a U shape.

前記フェンダブラケット４は、頂辺部５ａと前，後縦辺部５ｂ，５ｃとからなるブラケット本体５と、前記後縦辺部５ｃの下端部から車両後方に折り曲げ形成された後フランジ６と、前記前辺部５ｂの下端部からそのまま下方に延びる前フランジ７とを有する。   The fender bracket 4 includes a bracket body 5 composed of a top side 5a and front and rear vertical sides 5b, 5c, a rear flange 6 bent from the lower end of the rear vertical side 5c to the rear of the vehicle, A front flange 7 extending downward from the lower end of the front side 5b.

前記頂辺部５ａと前，後縦辺部５ｂ，５ｃとのコーナ部は前，後上屈曲部５ｄ，５ｅとなっており、また前，後縦辺部５ｂ，５ｃの中途部には前，後中途屈曲部５ｆ，５ｇが形成されている。 The corner portions of the top side 5a and the front and rear vertical sides 5b and 5c are front and rear upper bent portions 5d and 5e, and the front and rear vertical sides 5b and 5c have a front portion in the middle. , Rear bent portions 5f and 5g are formed.

さらにまた前記後縦辺部５ｃと後フランジ６とのコーナ部は後下屈曲部６ａとなっており、一方、前記前縦辺部５ｂと前フランジ７との境界部７ａは直線状をなし、屈曲部は形成されていない。また前記境界部７ａは、前記ヒンジリインホース１０の前端コーナ部１０ｂ′に当接している。 Furthermore, the corner portion between the rear vertical side portion 5c and the rear flange 6 is a rear lower bent portion 6a, while the boundary portion 7a between the front vertical side portion 5b and the front flange 7 is linear, The bent part is not formed. The boundary portion 7 a is in contact with the front end corner portion 10 b ′ of the hinge rein hose 10.

そして前記後フランジ６はヒンジリインホース１０のフェンダブラケット取付け部１０ｂにスポット溶接により固定され、前記前フランジ７は前記ヒンジリインホース１０の縦壁部１０ｃにスポット溶接により固定されている。 The rear flange 6 is fixed to the fender bracket mounting portion 10b of the hinge rein hose 10 by spot welding, and the front flange 7 is fixed to the vertical wall portion 10c of the hinge rein hose 10 by spot welding.

本実施例における衝撃荷重吸収過程を図６及び図７に基づいて説明する。なお、図６は本実施例におけるフェンダブラケット４の座屈過程を概念的に示すものであって、各部位の実際の寸法関係を表すものではない。   The impact load absorption process in this embodiment will be described with reference to FIGS. FIG. 6 conceptually shows the buckling process of the fender bracket 4 in this embodiment, and does not represent the actual dimensional relationship of each part.

前述のように、歩行者との衝突時には、通常、歩行者は車両真上からではなく車両前方斜め上方よりフェンダに突入する傾向があり、この衝撃荷重によりフェンダブラケットは車両後方に向けて座屈しようとする。そのため、フェンダブラケットの前縦辺部の下端に前フランジを前方に折り曲げ形成し、該前フランジをカウルサイド部材の上面に溶接固定した従来構造では、前記前縦辺部が容易に座屈し、衝突初期の荷重（反力）Ｇ１′を高めることが困難で、結局衝突後期の荷重が必要以上に高くなる問題があった。 As described above, at the time of a collision with a pedestrian, usually, the pedestrian tends to enter the fender not from right above the vehicle but obliquely upward from the front of the vehicle, and this impact load causes the fender bracket to buckle toward the rear of the vehicle. try to. Therefore, in the conventional structure in which the front flange is bent forward at the lower end of the front vertical side of the fender bracket and the front flange is welded and fixed to the upper surface of the cowl side member, the front vertical side easily buckles and collides. It was difficult to increase the initial load (reaction force) G1 ′, and eventually there was a problem that the load in the latter half of the collision became higher than necessary.

これに対して本実施例では、図６（ａ）に示すように、フェンダブラケット４の車両前方側に位置する前縦辺部５ｂについては、これの頂部と中途部に屈曲部５ｄ，５ｆを設け、該前縦辺部５ｂの下端部からそのまま下方に延びる前フランジ７を形成した構成としている。そのため被衝突物Ｗによる衝撃荷重Ｆが作用した場合、前記前縦片部５ｂが直ちに座屈することはなく（図６（ｂ）参照）、図7に実線で示すように、衝突初期の荷重（反力）G1を上げる方向でコントロールし易い。 In contrast, in the present embodiment, as shown in FIG. 6A, the front vertical side portion 5b located on the vehicle front side of the fender bracket 4 is provided with bent portions 5d and 5f at the top and midway thereof. The front flange 7 extending downward from the lower end of the front vertical side 5b is formed. Therefore, when the impact load F due to the colliding object W acts, the front vertical piece 5b does not buckle immediately (see FIG. 6B), and as shown by the solid line in FIG. Reaction force) Easy to control in the direction of increasing G1.

一方、前フランジ７をカウルサイド部材３の一部を構成するヒンジリインホース１０の縦壁部１０ｃに固定しているので、衝突中期においては、前フランジ７の前縦辺部５ｂとの境界部７ａが前記ヒンジリインホース１０の前端コーナ部１０ｂ′に強く圧接されることにより前フランジ７に稜線７ａ′が発生し、該稜線７ａ′から安定して座屈を開始することとなり（図６（ｃ）参照）、衝突後期においては、前記フェンダブラケット４は完全に座屈することとなる（同図（ｄ）参照）。これにより、衝突後期の荷重G2は従来の荷重G2′より低くなる。 On the other hand, since the front flange 7 is fixed to the vertical wall portion 10c of the hinge rein hose 10 constituting a part of the cowl side member 3, in the middle of the collision, the boundary portion with the front vertical side portion 5b of the front flange 7 7a is strongly pressed against the front end corner portion 10b 'of the hinge rein hose 10, whereby a ridge line 7a' is generated in the front flange 7, and buckling starts stably from the ridge line 7a '(FIG. 6 ( In the later stage of the collision, the fender bracket 4 is completely buckled (see FIG. 4D). As a result, the late load G2 is lower than the conventional load G2 ′.

このように本実施例では、衝突初期の荷重を上げる方向でコントロールし易く、また衝突中期における座屈開始タイミングもブラケットの板厚等でコントロールし易いので、図７に実線で示すように、衝突初期の荷重G1を高くし、衝突後期の荷重G2を低くでき、その結果、歩行者保護性能を向上できる。 In this way, in this embodiment, it is easy to control in the direction of increasing the load at the initial stage of collision, and the buckling start timing in the middle of the collision is easy to control by the thickness of the bracket, etc., so as shown by the solid line in FIG. The initial load G1 can be increased, and the late load G2 can be decreased. As a result, the pedestrian protection performance can be improved.

また、フェンダブラケット４の前フランジ７を前縦辺部５ｂからそのまま延ばすようにするだけで歩行者保護性能を向上できるので、構造が複雑化したり、重量やコストが増加したりする問題も生じない。 Further, since the pedestrian protection performance can be improved simply by extending the front flange 7 of the fender bracket 4 as it is from the front vertical side portion 5b, there is no problem that the structure becomes complicated and the weight and cost increase. .

さらにまた、フェンダブラケット４の車両前方側に位置する前縦辺部５ｂについては、頂部と中途部のみに屈曲部５ｄ，５ｆを有し、前フランジ部分には屈曲部を有しないので、前フランジ部分にも屈曲部を有する従来構造に比較して通常使用時の手押し剛性を向上できる。 Furthermore, the front vertical side portion 5b located on the vehicle front side of the fender bracket 4 has the bent portions 5d and 5f only at the top portion and the middle portion, and has no bent portion at the front flange portion. Compared with the conventional structure which also has a bending part in a part, the hand pushing rigidity at the time of normal use can be improved.

なお、前記実施例では、ヒンジリインホース１０の縦壁部１０ｃがフェンダブラケット取付け部１０ｂから略鉛直下方に折り曲げ形成され、フェンダブラケット４の前フランジ７も略鉛直下方に延びる場合を説明したが、本発明は、前記縦壁部１０ｃがフェンダブラケット取付け部１０ｂに対して鋭角あるいは鈍角をなしている場合にも適用でき、要は、前フランジ７をフェンダブラケット４の前縦辺部５ａの下端部から前記縦壁部に沿うようにそのまま延長するように形成すれば良い。   In the above-described embodiment, the vertical wall portion 10c of the hinge rein hose 10 is bent substantially vertically downward from the fender bracket mounting portion 10b, and the front flange 7 of the fender bracket 4 also extends substantially vertically downward. The present invention can also be applied to the case where the vertical wall portion 10c forms an acute angle or an obtuse angle with respect to the fender bracket mounting portion 10b. In short, the front flange 7 is the lower end portion of the front vertical side portion 5a of the fender bracket 4. It may be formed so as to extend as it is along the vertical wall portion.

１ 前部車体
２ エンジンルーム
３ カウルサイド部材
４ フェンダブラケット
５ａ 頂辺部
５ｂ，５ｃ 前，後縦辺部
５ｄ，５ｅ 前，後コーナ部の屈曲部
５ｆ，５ｇ 中途部の屈曲部
５ ブラケット本体
６ 後フランジ
７ 前フランジ
１０ｂ フェンダブラケット取付け部（カウルサイド部材の上壁面）
１０ｃ 縦壁部（前壁面）
１１ フェンダ DESCRIPTION OF SYMBOLS 1 Front vehicle body 2 Engine room 3 Cowl side member 4 Fender bracket 5a Top side part 5b, 5c Front, rear vertical side part 5d, 5e Front, rear corner part bent part 5f, 5g Middle part bent part 5 Bracket body 6 Rear flange 7 Front flange 10b Fender bracket mounting part (upper wall surface of cowl side member)
10c Vertical wall (front wall)
11 Fender

Claims (1)

エンジンルームの側壁を構成するカウルサイド部材上にフェンダブラケットを固定し、該フェンダブラケットにフェンダを取り付けた自動車の前部車体構造において、
前記フェンダブラケットを、頂辺部及び前，後縦辺部を有し、該頂辺部と前，後縦辺部との前，後コーナ部及び前，後縦辺部の中途部に屈曲部を有するブラケット本体と、前記後縦辺部の下端部から車両後方に折り曲げ形成された後フランジと、前記前縦辺部の下端部からそのまま下方に延びる前フランジとを有し、車両側面視で、前記カウルサイド部材とで略六角形状をなすものとし、
前記後フランジを前記カウルサイド部材の上壁面に固定するとともに、前記前フランジを前記カウルサイド部材の前壁面に固定した
ことを特徴とする自動車の前記部車体構造。 In the front body structure of an automobile in which a fender bracket is fixed on a cowl side member constituting the side wall of the engine room, and the fender is attached to the fender bracket.
The fender bracket has a top side portion, front and rear vertical side portions, and a bent portion in the middle of the front side, front corner portion and front and rear vertical side portions between the top side portion and the front and rear vertical side portions. A bracket body having a rear flange bent from the lower end portion of the rear vertical side portion to the rear of the vehicle, and a front flange extending downward from the lower end portion of the front vertical side portion as viewed from the side of the vehicle. The cowl side member has a substantially hexagonal shape,
2. The vehicle body structure according to claim 1, wherein the rear flange is fixed to the upper wall surface of the cowl side member, and the front flange is fixed to the front wall surface of the cowl side member.
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WO2018016173A1 (en) * 2016-07-21 2018-01-25 本田技研工業株式会社 Vehicle chassis front section structure
JP2020183155A (en) * 2019-05-07 2020-11-12 スズキ株式会社 Vehicle front part structure

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JP2009161141A (en) * 2008-01-10 2009-07-23 Toyota Motor Corp Front structure of vehicle body

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Publication number Priority date Publication date Assignee Title
WO2018016173A1 (en) * 2016-07-21 2018-01-25 本田技研工業株式会社 Vehicle chassis front section structure
JPWO2018016173A1 (en) * 2016-07-21 2019-02-28 本田技研工業株式会社 Body front structure
US10870451B2 (en) 2016-07-21 2020-12-22 Honda Motor Co., Ltd. Vehicle chassis front section structure
JP2020183155A (en) * 2019-05-07 2020-11-12 スズキ株式会社 Vehicle front part structure
JP7275818B2 (en) 2019-05-07 2023-05-18 スズキ株式会社 vehicle front structure
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