JP2015174590A - Over fender structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure the rigidity of a bracket in a vehicle width direction, which is attached to a side face of a fender.SOLUTION: A bracket 30 comprises a bracket body part 31 extending in a circumferential direction along a rear fender panel 23. At the end part of a rear door 18 side of the bracket body part 31, a held part 33 protruding toward the rear door 18 side is provided. The held part 33 is stored in a step part 25a provided in a flange part 25 of a rear wheel house 20. When a door molding 28 is held by the flange part 25, the held part 33 is held between the door molding 28 and the flange part 25.

Description

  The present invention relates to an overfender structure for an automobile.

  Conventionally, in RV (Recreational Vehicle), SUV (Sports Utility Vehicle), etc., in order to prevent the fender from contacting and damaging obstacles such as branches and cliffs, the periphery of the fender is covered with an over fender. Yes. Moreover, in order to ensure a sufficient vertical stroke of the tire, the gap between the upper side of the periphery of the fender and the tire is increased. Here, when the gap is large, the appearance is deteriorated. Therefore, the over fender is extended downward to cover the gap in a side view.

  In Patent Document 1, the upper end portion of the bracket is fixed to the flange of the rear fender panel, and the lower fixing portion of the over fender is fixed to the lower end portion of the bracket and the upper fixing portion is fixed to the side surface of the rear fender panel. The configuration is disclosed.

  Patent Document 2 discloses a configuration in which a through hole is provided in an outer plate panel and an inner plate panel that are overlapped with the lower surface of the wheel arch molding, and the wheel arch molding is fixed using bolts and spyer nuts.

Japanese Utility Model Publication No. 05-076972 Japanese Patent Laid-Open No. 10-264736

  By the way, in invention of patent document 1, 2, the flange for attaching an over fender and a bracket becomes the shape bent toward the inner side of the vehicle width direction. However, in order to ensure the tire clearance while preventing the vehicle width from being increased in order not to increase the vehicle size, it is preferable that the flange is extended downward.

  Further, in the vicinity of the door, it is preferable that the inner panel and the outer panel are joined with a flange, and the flange is extended downward in order to fit the door molding into the flange.

  However, when the flange is extended downward, it is difficult to attach the bracket to the lower surface of the fender, and the bracket is attached only to the side surface of the fender. In this case, since the bracket is cantilevered, there is a problem that the bracket is easily deformed when the user pushes or pulls the lower end of the bracket with a finger.

  Here, when the over fender is made of resin, it may be possible to secure the rigidity by integrally forming a reinforcing rib on the over fender, but there is a risk that sink marks or dents may be formed on the decorative surface of the over fender. This is not preferable.

  This invention is made | formed in view of this point, The objective is to ensure the rigidity of the vehicle width direction of the bracket attached to the side surface of a fender.

  The present invention is provided in a wheel house provided on a side portion of a vehicle body, a door disposed so as to overlap a part of the wheel house in a side view, and a portion adjacent to the door in the wheel house. A fender, an over fender that covers the periphery of the fender, a bracket for attaching the over fender to the fender, a flange portion that protrudes substantially downward from the portion of the wheel house that overlaps the door to the fender, The following solution was taken for an overfender structure of an automobile provided with a door molding that is attached to the vehicle body by sandwiching the flange portion.

That is, in the first invention, the end portion on the door side of the bracket is provided with a sandwiched portion that protrudes toward the door side,
The sandwiched portion is sandwiched between the door molding and the flange portion.

  In the first invention, since the sandwiched portion provided at the end of the bracket on the door side is sandwiched between the door molding and the flange portion, the rigidity of the bracket in the vehicle width direction can be ensured. . Further, since the door molding and the flange portion are used to ensure the rigidity of the bracket, it is not necessary to add another part or a mounting hole to the vehicle body.

According to a second invention, in the first invention,
Guide means for slidably engaging the bracket-side end portion of the door molding with the door-side end portion of the bracket is provided.

  In the second invention, the bracket-side end portion of the door molding and the door-side end portion of the bracket are slidably engaged by the guide means, and therefore when the door molding and the bracket are engaged with each other, As a result, the dimensional tolerance can be set small, and the assemblability is improved. Moreover, the extension part of a door molding and a bracket can be suppressed to the minimum.

According to a third invention, in the second invention,
The guide means includes a protrusion provided at an end portion of the bracket and a guide groove portion provided at an end portion of the door molding so as to be elastically deformable and having a guide groove engaged with the protrusion portion. It is characterized by being.

  In the third invention, the guide means is constituted by the protrusion provided at the end of the bracket and the guide groove formed at the end of the door molding and formed with the guide groove engaged with the protrusion. . Here, even when the end portion of the door molding interferes with the vehicle body when the door molding and the bracket are engaged, the guide groove portion is elastically deformed, so that the sliding movement of the end portion of the door molding is not hindered. Therefore, the guide groove at the end of the door molding is formed long in the sliding direction, so that the length of the guide groove can be sufficiently secured and the positioning accuracy can be improved.

According to a fourth invention, in any one of the first to third inventions,
A stepped portion is formed at the edge portion of the flange portion by shifting the position of the edge of the second panel with respect to the edge of the first panel constituting a part of the vehicle body and joining together. ,
The sandwiched portion is housed in the stepped portion.

  In 4th invention, the level | step-difference part for giving a sealing material is formed in the peripheral part of a flange part. Since the sandwiched portion is housed in the stepped portion and does not protrude in the thickness direction of the flange portion, the sandwiched portion can be sandwiched slimly between the door molding and the flange portion.

According to a fifth invention, in any one of the first to fourth inventions,
The bracket is connected to the side surface of the fender by a plurality of bracket connecting portions arranged at intervals in the circumferential direction,
The over fender is connected to the side surface of the fender by a plurality of over fender connecting portions arranged at intervals in the circumferential direction,
Of the plurality of overfender connecting portions, the overfender connecting portion closest to the door is positioned closer to the door than the bracket connecting portion closest to the door among the plurality of bracket connecting portions. It is a feature.

  In the fifth aspect of the invention, the over fender connecting portion on the most door side is located closer to the door side than the bracket connecting portion on the most door side, so that the vehicle body support rigidity and the tensile rigidity in the vehicle width direction of the over fender are improved. be able to. Moreover, since the to-be-clamped part of a bracket is covered with the over fender which comprises a design surface, an appearance does not deteriorate.

  According to the present invention, since the sandwiched portion provided at the end portion on the door side of the bracket is sandwiched between the door molding and the flange portion, the rigidity of the bracket in the vehicle width direction can be ensured. .

It is a side view which shows the structure of the motor vehicle which concerns on this embodiment. It is sectional drawing which shows the structure of a door molding periphery. It is a side view which shows the structure of a bracket periphery. It is a side view which shows the state before clamping the clamping part of a bracket with a door molding. It is a side view which shows the state which fitted the guide groove in the projection part. It is a side view which shows the state which clamped the clamping part of the bracket with the door molding. It is sectional drawing which shows the state which connected the rear over fender to the rear fender panel. It is sectional drawing which shows the state which engaged the rear over fender with the bracket.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature and is not intended to limit the present invention, its application, or its use.

  As shown in FIG. 1, a vehicle body 11 of an automobile 10 is provided with a hinged front door 12 for a front seat occupant and a hinged rear door 18 for a rear seat occupant. The front door 12 and the rear door 18 constitute a part of the vehicle body 11.

  A front tire 13 of the automobile 10 is covered with a front wheel house 14. The front wheel house 14 is formed of a front fender panel 15. The peripheral edge of the front fender panel 15 is covered with a resin front over fender 16 extending along the front tire 13.

  A rear tire 17 of the automobile 10 is covered with a rear wheel house 20. As shown in FIG. 2, the rear wheel house 20 spot welds a body side center panel 21 (first panel), a body side outer panel 22 (second panel), and a body side inner panel (not shown). It is formed by that.

  A part of the rear wheel house 20 overlaps the rear door 18 in a side view. A rear fender panel 23 is provided in a portion adjacent to the rear door 18 in the rear wheel house 20. In the present embodiment, the body side outer panel 22 and the rear fender panel 23 are integrally formed continuously in the front-rear direction.

  The rear wheel house 20 is provided with a flange portion 25 formed by an overlapping surface of the body side center panel 21 and the body side outer panel 22. The flange portion 25 protrudes substantially downward from a portion overlapping the rear door 18 to the rear fender panel 23.

  At the lower end edge of the flange portion 25, a step portion 25a for applying a sealing material is formed. The step portion 25 a is formed by shifting the position of the lower edge of the body side outer panel 22 upward with respect to the lower edge of the body side center panel 21 and joining them together.

  A door molding 28 is attached to a portion overlapping the rear door 18 at the peripheral edge of the rear wheel house 20. The door molding 28 is attached so as to sandwich the flange portion 25. The door molding 28 is sandwiched between the rear door 18 and the body side outer panel 22 when the rear door 18 is closed, thereby preventing muddy water or the like from entering the vehicle from the outside of the vehicle. A metal reinforcing plate 28 a is embedded in the door molding 28.

  The periphery of the rear fender panel 23 is covered with a resin rear over fender 40 extending along the rear tire 17. A resin side garnish 19 formed by a design continuous to the rear over fender 40 is attached to the lower edge of the rear door 18.

  Hereinafter, the over fender structure of the automobile 10 according to the present embodiment will be described. The lower peripheral edge portion of the rear fender panel 23 constituting the rear fender is formed to have a substantially arc shape along the outer peripheral surface of the rear tire 17 in a side view. Here, as shown in FIG. 3, the upper part of the lower edge of the rear fender panel 23 is formed in a shape recessed upward in a side view in order to ensure a sufficient vertical stroke of the rear tire 17. Thereby, the clearance gap between the upper side of the peripheral part of the rear fender panel 23 and the rear tire 17 is large.

  Here, when the gap is large, the appearance is deteriorated. Therefore, the bracket 30 is attached to a position near the upper part of the peripheral edge of the rear fender panel 23 in order to cover the gap in a side view. The rear over fender 40 is formed in an arc shape extending along the peripheral edge portion of the rear fender panel 23 and covers the peripheral edge portion of the rear fender panel 23 and the bracket 30 in a side view.

  The bracket 30 includes a bracket main body portion 31 and a side surface attachment portion 32. The bracket body 31 extends in the circumferential direction along the rear fender panel 23. The bracket body 31 is formed with a plurality of engagement holes 31a in which the engagement pieces 43 (see FIG. 8) of the rear over fender 40 are fitted with a gap in the circumferential direction. The bracket main body 31 is provided with an engagement portion 31b that extends across the engagement hole 31a and engages the engagement tool 45 (see FIG. 8).

  The side surface attachment portion 32 extends upward from the bracket main body portion 31, and is formed with an insertion hole 32a through which a locking tool 35 such as a fastener is inserted. In the present embodiment, three side surface attachment portions 32 are provided at intervals in the circumferential direction of the bracket main body portion 31.

  A bumper fascia 24 is provided on the vehicle rear side of the rear fender panel 23. A plurality of locking holes 26 are formed on the side surfaces of the rear fender panel 23 and the bumper fascia 24 so as to correspond to the plurality of side surface mounting portions 32. By stopping, the side surface attaching portion 32 is attached to the side surfaces of the rear fender panel 23 and the bumper fascia 24.

  As shown in FIG. 4, a clamped portion 33 that protrudes toward the rear door 18 is provided at the end of the bracket main body 31 on the vehicle front side (end on the rear door 18 side). The sandwiched portion 33 is housed in a step portion 25 a provided in the flange portion 25 of the rear wheel house 20. And if the door molding 28 is clamped by the flange part 25, the to-be-clamped part 33 will be clamped between the door molding 28 and the flange part 25 (refer FIG. 2).

  As described above, the end of the bracket 30 on the vehicle front side is held by the door molding 28 and the flange portion 25, while the end of the bracket 30 on the vehicle rear side is locked to the bumper fascia 24 by the locking tool 35. Thus, the rigidity of the bracket 30 in the vehicle width direction can be ensured. In addition, both ends of the bracket 30 can be supported without increasing the number of parts, and the bracket 30 can be reduced, so that the cost can be reduced.

  Further, the sandwiched portion 33 is housed in the step portion 25 a so that it does not protrude in the thickness direction of the flange portion 25 and is arranged in series with the flange portion 25. With such a configuration, the width for sandwiching the flange portion 25 by the door molding 28 does not change, so the molding or fitting operation of the door molding 28 can be easily performed, and the sandwiched portion 33 is formed by the door molding 28 and the flange portion 25. Can be sandwiched slim.

  As shown in FIG. 5, a protrusion 34 that protrudes outward in the vehicle width direction is provided at the end of the bracket main body 31 on the vehicle front side. Further, a guide groove portion 29 in which a guide groove 29 a to be engaged with the protruding portion 34 is formed at an end portion of the door molding 28 on the bracket 30 side.

  The guide groove 29 is formed so as to be elastically deformable, and the door molding 28 can be slid with respect to the end of the bracket 30 in a state where the guide groove 29 a is fitted into the protrusion 34. That is, the projection part 34 of the bracket 30 and the guide groove part 29 of the door molding 28 constitute guide means for slidably engaging with each other.

  Thereby, when engaging and positioning the door molding 28 and the bracket 30, mutual dimensional tolerance can be set small and an assembling property improves. Moreover, the extension part of the door molding 28 and the bracket 30 can be suppressed to the minimum.

  Then, by sliding the door molding 28 upward with the guide groove 29a fitted in the projection 34, the work of fitting the door molding 28 into the flange 25 of the rear wheel house 20 can be easily performed (FIG. 6). reference).

  When the door molding 28 is sandwiched between the flange portions 25, the upper end portion of the guide groove portion 29 interferes with the body side outer panel 22 and is elastically deformed (see FIG. 2). Thereby, when engaging the door molding 28 and the bracket 30, the length of the guide groove 29a can be ensured enough and positioning accuracy can be improved.

  As shown in FIG. 7, a plurality of connecting seats 41 are integrally formed on the inner side surface of the rear over fender 40 at intervals in the circumferential direction. A coupling tool 42 (over fender coupling portion) such as a fastener is attached to the coupling seat 41. On the side surface of the rear fender panel 23, a plurality of connection holes 27 for fitting and connecting a plurality of connection tools 42 are formed at intervals in the circumferential direction. The rear over fender 40 is coupled to the side surface of the rear fender panel 23 by fitting the coupling tool 42 into the coupling hole 27.

  Here, as shown in FIG. 3, among the plurality of coupling holes 27, the coupling hole 27 closest to the rear door 18 is the most locking of the plurality of locking holes 26 for locking the bracket 30 on the rear door 18 side. It is formed closer to the rear door 18 than the hole 26. That is, the coupling tool 42 closest to the rear door 18 is located closer to the rear door 18 than the locking tool 35 closest to the rear door 18.

  Thereby, the vehicle body support rigidity of the rear over fender 40 and the tensile rigidity in the vehicle width direction can be improved. Moreover, since the to-be-clamped part 33 of the bracket 30 is covered with the rear over fender 40 which comprises a design surface, appearance does not deteriorate.

  As shown in FIG. 8, an engagement piece 43 projecting inward in the vehicle width direction is integrally formed on the inner side surface of the rear over fender 40. The engagement piece 43 is formed with an insertion hole 43a that penetrates in the vertical direction and allows the engagement tool 45 to be inserted therethrough. The engagement piece 43 is fitted in the engagement hole 31 a of the bracket 30.

  The rear over fender 40 is engaged with the bracket 30 when the engaging tool 45 inserted from below is inserted into the insertion hole 43 a and the front end of the engaging tool 45 is engaged with the engaging portion 31 b of the bracket 30. Has been.

  In the present embodiment, the configuration of the bracket 30 provided on the rear wheel house 20 side has been described. However, the configuration of the present embodiment can also be applied to the bracket 30 provided on the front wheel house 14 side.

  As described above, the present invention provides a highly practical effect that the rigidity in the vehicle width direction of the bracket attached to the side surface of the fender can be secured. The nature is high.

DESCRIPTION OF SYMBOLS 10 Car 11 Car body 18 Rear door 20 Rear wheel house 21 Body side center panel (1st panel)
22 Bodyside outer panel (second panel)
23 Rear fender panel (fender)
25 Flange part 25a Step part 28 Door molding 29 Guide groove part (guide means)
30 Bracket 33 Clamped part 34 Projection part (guide means)
35 Locking device (bracket connection part)
40 Rear over fender 42 Connecting tool (over fender connecting part)

Claims (5)

A wheel house provided on a side portion of the vehicle body, a door disposed so as to overlap a part of the wheel house in a side view, a fender provided in a portion adjacent to the door in the wheel house, An over fender that covers the periphery of the fender, a bracket for attaching the over fender to the fender, a flange portion that protrudes substantially downward from the portion of the wheel house that overlaps the door to the fender, and sandwiching the flange portion An over fender structure of an automobile with a door molding attached to the vehicle body,
At the end of the bracket on the door side, a sandwiched portion that protrudes toward the door side is provided,
The overfender structure for an automobile, wherein the sandwiched portion is sandwiched between the door molding and the flange portion. In claim 1,
An overfender structure for an automobile, comprising guide means for slidably engaging an end of the door molding on the bracket side with an end of the bracket on the door side. In claim 2,
The guide means includes a protrusion provided at an end portion of the bracket and a guide groove portion provided at an end portion of the door molding so as to be elastically deformable and having a guide groove engaged with the protrusion portion. Overfender structure for automobiles, characterized by In any one of claims 1 to 3,
A stepped portion is formed at the edge portion of the flange portion by shifting the position of the edge of the second panel with respect to the edge of the first panel constituting a part of the vehicle body and joining together. ,
The overfender structure for an automobile, wherein the sandwiched portion is housed in the stepped portion. In any one of claims 1 to 4,
The bracket is connected to the side surface of the fender by a plurality of bracket connecting portions arranged at intervals in the circumferential direction,
The over fender is connected to the side surface of the fender by a plurality of over fender connecting portions arranged at intervals in the circumferential direction,
Of the plurality of overfender connecting portions, the overfender connecting portion closest to the door is positioned closer to the door than the bracket connecting portion closest to the door among the plurality of bracket connecting portions. Overfender structure of the car that is characteristic.

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