JP4495839B2 - Fender structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automobile fender structure, and more particularly to a fender structure that absorbs an impact force by deforming a vehicle body when the impact force is applied.
[0002]
[Problems to be solved by the invention]
As shown in FIG. 10, the fender panel 1 is equally provided on both the left and right sides of the hood 2 disposed in front of the vehicle body and covers the front wheels (not shown). FIG. 10 shows a cross-sectional structure of the fender panel 1 on the left side of the vehicle body.
Conventionally, the upper wall of the fender panel 1 has a vertical wall portion 3 bent so as to be substantially vertical toward the lower side of the vehicle body, and the lower end of the vertical wall portion 3 is bent substantially horizontally toward the inner side of the vehicle body. A flange 4 is formed. Further, an upper member is formed at a position below the flange 4 by being joined and fixed to a wheel apron (not shown) by welding, and an upper member outer 5 and an upper member inner 6 form a hollow cross-sectional structure. The lower surface of the flange 4 is firmly coupled and fixed by the connecting bolt 8 in a state where the lower surface of the flange 4 is joined to the substantially horizontal upper surface 7 of the upper member inner 6.
[0003]
However, in the case of the fender structure as described above, the vertical wall portion 3 having a long downward distance has a large rigidity against the downward load. For example, when an obstacle hits the parting portion 9 between the fender panel 1 and the hood 2. Since the vertical wall portion 3 is stretched, there is a problem that the fender panel 1 is not deformed enough to absorb the impact force, and the impact force is hardly absorbed.
[0004]
In order to solve such a problem, in the fender structure described in Japanese Patent Application Laid-Open No. 11-321717, the impact force is reduced by forming the substantially vertical vertical wall portion 3 into a substantially rectangular cross section bent toward the outside of the vehicle body. The thing which the fender panel absorbed is proposed.
However, in the case of adopting such a structure, the downward distance of the substantially rectangular cross section is as long as the vertical wall portion 3, and it is substantially rectangular so as to maintain a different amount of deformation in the longitudinal direction of the vehicle body. Since the cross section is unevenly shaped with a large and small cross section, the press molding has a problem in moldability.
[0005]
That is, the present invention has been made to solve the above-described problems of the conventional fender structure, and the fender panel can absorb the impact force with certainty, and the fender panel. It is an object of the present invention to provide a fender structure capable of improving the press formability of the.
[0006]
[Means for Solving the Problems]
In order to achieve such an object, the present invention provides a vertical wall portion that is provided on the left and right sides of a hood disposed on a vehicle body and extends to the lower side of the vehicle body by a predetermined distance at the upper end of a fender panel that covers wheels. A flange is formed at the lower end of the vertical wall portion so as to project a predetermined distance on the inner side of the vehicle body, and the lower end portion is disposed in a facing surface between the flange and the upper member extending in the front-rear direction of the vehicle body. And a bracket member that is coupled to the upper surface of the upper member and has an upper end coupled to the lower surface of the flange.
[0007]
The upper end portion is disposed obliquely upward from the lower end portion.
[0008]
The bracket member has leg portions formed by bending each end portion of the first joint surface coupled to the upper surface of the upper member obliquely upward, and bending the upper end of the leg portion to the lower surface of the flange. A second joining surface to be joined is formed.
[0009]
The bracket member has a leg portion formed by bending one side portion of the first joint surface coupled to the upper surface of the upper member obliquely upward, and bending the upper end of the leg portion upward to form a vertical wall portion. A second joining surface is formed and is joined to the lower surface of the flange by bending the upper end of the vertical wall portion toward the inside of the vehicle body.
[0010]
The bracket member is characterized in that the upward angle of the leg portion is gentle on the front end side of the fender panel and the upward angle of the leg portion approaches an upright state on the rear end side of the fender panel.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a first embodiment of the fender structure of the present invention will be described with reference to FIGS. 1 is a perspective view of a vehicle body employing the fender structure according to the present invention, FIG. 2 is a perspective view for explaining a fender structure on the left side of the vehicle body in FIG. 1, and FIG. 3 is a diagram of the fender structure in FIG. 4A is a cross-sectional view taken along the line AA in FIG. 2, and FIG. 4B is a cross-sectional view taken along the line BB in FIG.
[0012]
As shown in FIG. 1, the fender panel 10 is equally provided on both the left and right sides of the hood 11 disposed in front of the vehicle body and covers the front wheels 12. Reference numeral 13 in the figure indicates a parting part that is a boundary between the fender panel 10 and the hood 11, and the fender panel 10 is equally provided on both the left and right sides of the vehicle body. The fender panel structure will be mainly described.
[0013]
As shown in FIGS. 2 to 4, the upper end of the fender panel 10 is bent so as to be substantially vertical toward the lower side of the vehicle body by a predetermined distance that is substantially the same as the thickness of the hood 11 in the vertical direction. The vertical wall portion 14 is formed along the longitudinal direction of the vehicle body, and the lower end of the vertical wall portion 14 protrudes substantially horizontally by a predetermined distance toward the inside of the vehicle body so as not to interfere with the hood 11. A flange 15 is formed that is bent into a bent shape. The flange 15 is formed with a plurality of cutout portions 15a that are cut out in a substantially trapezoidal shape from an end portion on the inner side of the vehicle body toward the outer side of the vehicle body with a predetermined interval in the longitudinal direction. As a result, wide flange portions 15b and narrow flange portions 15c are alternately formed in the longitudinal direction of the flange 15.
[0014]
In a surface facing the flange 15 and the substantially horizontal upper surface 17a of the upper member inner 17, the shape viewed from the longitudinal direction is a substantially hat shape that opens upward, and the shape viewed from the short side is approximately. A rectangular bracket 18 is bolted by a connecting bolt 19 in a state where a substantially horizontal joining surface 18 a located at the bottom of the substantially hat shape is joined to a predetermined position on the upper surface 17 a of the upper member inner 17. Further, the substantially horizontal joint surfaces 18c and 18c located at the upper ends of the leg portions 18b and 18b extending obliquely upward from both front and rear ends (left and right in FIG. 3) of the joint surface 18a are notched portions 15a. In a state of being joined to the wide flange portions 15b and 15b of the flange 15 sandwiching the flange, they are coupled and fixed by welding. In the figure, reference numeral 16 denotes an upper member outer.
[0015]
An insertion hole (not shown) through which the shaft portion of the connecting bolt 19 is inserted is drilled in the center portion of the joint surface 18 a of the bracket 18. Further, an insertion hole (not shown) through which the shaft portion of the connection bolt 19 is inserted is also formed in the upper surface 17a of the upper member inner 17 located below the notch portion 15a of the flange 15. A welding nut 20 fitted to the shaft portion is attached to the upper surface 17a in the hollow cross section. As a result, the insertion hole of the bracket 18 in a state where the joint surfaces 18c, 18c are joined to the wide flange portions 15b, 15b of the flange 15 sandwiching the notch portion 15a becomes the insertion hole of the upper surface 17a of the upper member inner 17. The connecting bolt 19 is inserted in a substantially aligned state, and the connecting bolt 19 is fitted to the welding nut 20 with a fitting (not shown) inserted through the notch 15a, whereby the bracket 18 is attached to the upper surface 17a of the upper member inner 17. The bolt is fastened.
[0016]
By the way, the bracket 18 on the front end side of the fender panel 10 is formed so that the inclination angle of the leg portions 18b and 18b becomes gentler than the bracket 18 on the rear end side of the fender panel 10 in order to reduce the rigidity against the downward load. In addition, the bonding area of the bonding surface 18a is reduced. That is, as shown in FIG. 3, the bracket 18 has a gentle inclination angle between the leg portions 18b and 18b of the bracket 18 on the front end side from the front end side to the rear end side of the fender panel 10 so that the joint surface 18a is joined. Whereas the area is reduced, the joining area of the joining surface 18a increases as the inclination angle of the legs 18b, 18b of the bracket 18 gradually becomes tighter toward the rear end side. ing. Accordingly, the legs 18b, 18b of the bracket 18 on the rear end side of the fender panel 10 are formed so as to have an inclination angle close to a substantially upright state so as to be crushed while ensuring rigidity against a downward load. The bonding area of the bonding surface 18a is maximized.
[0017]
As described above, the inclination angle of the legs 18b and 18b of the bracket 18 and the joint area of the joint surface 18a are set to be different depending on the longitudinal direction of the vehicle body. The rigidity is weak at the front end side of the fender panel and can be increased as it goes to the rear end side. This is because a small obstacle often hits the front end side of the fender panel and a large obstacle hits the rear end side of the fender panel, so that the impact force exerted on the large and small obstacles is surely absorbed by the fender panel 10.
[0018]
Incidentally, as shown in FIG. 4, a flange 17b is formed at the upper end of the upper surface 17a of the upper member inner 17 on the outside of the vehicle body so as to be bent substantially vertically upward, and this flange 17b and the upper member outer 16 are formed. Are joined and fixed by welding in a state where a substantially vertical flange 16a formed at the upper end inside the vehicle body is joined.
The upper end positions of the flange 17b and the flange 16a are in a non-contact state with the fender panel 10 so as not to prevent the downward deformation of the fender panel 10, and only a predetermined distance from the lower end position of the vertical wall portion 14 of the fender panel 10. It extends so as to wrap, and rainwater does not enter inside the fender panel 10.
[0019]
Next, a case where an impact force (downward force) is applied to the fender panel 10 having the fender structure of the present invention will be described with reference to FIGS. FIG. 5 is an operation explanatory diagram of the fender structure according to the present invention, FIG. 6 (a) is an operation explanatory diagram in an AA arrow cross section in FIG. 2, and (b) is an arrow BB in FIG. It is effect | action explanatory drawing in a visual cross section.
[0020]
As shown in FIG. 5 to FIG. 6A, when the obstacle 21 hits the parting portion 13 between the fender panel 10 and the hood 11 that is substantially directly above the connecting bolt 19, and a downward force is applied to the fender panel 10, The vertical wall portion 14 of the fender panel 10 starts to enter toward the lower side of the vehicle body while being crushed. When the flange 15 is also displaced downward along with the vertical wall portion 14 entering the lower side of the vehicle body, the leg portions 18b and 18b of the bracket 18 are inclined at an inclination angle due to the applied downward force as shown by a two-dot chain line in the figure. Deforms to be gentle. At this time, the rigidity with respect to the downward load of the bracket 18 on the front end side of the fender panel 10 is set to be weaker than the rigidity of the bracket 18 on the rear end side of the fender panel 10. The bracket 18 on the rear end side of the fender panel 10 is reliably deformed by the impact force when hitting a large obstacle while the small obstacle hits the front end side of the fender panel 10. When the downward force applied to the fender panel 10 by the obstacle 21 is large and the amount of deformation of the vertical wall portion 14 is large, the bolt head portion of the bracket 18 enters the cutout portion 15a of the flange 15, thereby The deformation of the portion 14 is not hindered.
[0021]
Further, as shown in FIG. 6B, when the obstacle 21 hits the parting part 13 between the fender panel 10 and the hood 11 which is substantially above the wide flange 15b, it is the same as the above-described operation mode. In addition, as the vertical wall portion 14 and the wide flange portion 15b of the flange 15 are displaced, the leg portions 18b and 18b of the bracket 18 are deformed so that the inclination angle is expanded by the applied downward force.
[0022]
Thus, according to the present embodiment, the upper wall of the fender panel 10 is bent at the upper end of the fender panel 10 so as to be substantially equal to the thickness of the hood 11, and is bent substantially horizontally toward the inner side of the vehicle body. A flange 15 is formed. As a result, the rigidity against the downward load of the fender panel 10 can be reduced, and when the obstacle hits the parting portion 13 between the fender panel 10 and the hood 11, the vertical wall portion 14 of the fender panel 10 is The fender panel 10 can sufficiently absorb the impact force without being stretched. In addition, since the structure of the fender panel 10 can be made substantially uniform in the longitudinal direction of the vehicle body, the formability of the fender panel 10 in press molding can be facilitated. Further, a substantially hat-shaped bracket 18 that is open upward is interposed in a surface facing the flange 15 and the upper surface 17a of the upper member inner 17, and the leg portions 18b and 18b of the bracket 18 are vertically An inclination angle is provided so as to be deformed by a downward force applied to the wall portion 14, and the joint area of the joint surface 18a is set to be increased or decreased so as to be different in the longitudinal direction of the vehicle body. As a result, the bracket 18 on the front end side of the fender panel 10 has an impact force when hitting a small obstacle, and the bracket 18 on the rear end side of the fender panel 10 has a positive impact force when hitting a large obstacle. Since the inclination angle and the bonding area are set so as to be deformed, the downward force applied to the vertical wall portion 14 is reliably absorbed while the height allowance is shortened, and the downward force is applied. The upper part of the fender panel 10 can be deformed according to the magnitude of the impact force.
[0023]
As a result, it is possible to obtain an effect that the impact of the obstacle 21 hitting the upper end of the fender panel 10 can be relaxed and safety can be improved.
[0024]
Next, a second embodiment of the fender structure of the present invention will be described with reference to FIGS. 7 is a perspective view of the second fender structure according to the present invention as viewed from the inside of the vehicle body, FIG. 8A is a cross-sectional view taken along the line CC in FIG. 7, and FIG. It is DD arrow sectional drawing in the inside. Since the fender panel 22 is equally provided on both the left and right sides of the vehicle body, the fender panel structure on the left side of the vehicle body will be described below, and members similar to those in the above-described embodiment are denoted by the same reference numerals. And
[0025]
As shown in FIGS. 7 to 8, the upper end of the fender panel 22 is vertically bent at a predetermined distance shorter than the thickness in the vertical direction of the hood 11 so as to be substantially vertical toward the lower side of the vehicle body. A wall portion 23 is formed along the longitudinal direction of the vehicle body, and a flange 24 is bent at the lower end of the vertical wall portion 23 so as to protrude substantially horizontally by a predetermined distance toward the inside of the vehicle body so as not to interfere with the hood 11. Is formed. The flange 24 is not provided with a notch.
[0026]
A bracket 27 is formed in an opposing surface between the flange 24 and the substantially horizontal upper surface 26a of the upper member inner 26 so as to be bent in a plurality of directions along the longitudinal direction so that the shape seen from the lateral direction is an oblique shape. The substantially horizontal joining surface 27a located at the bottom of the upper member 26 is joined to a predetermined position on the upper surface 26a of the upper member inner 26, and is fastened by the connecting bolt 19, and obliquely outwardly from the end of the joining surface 27a. A vertical wall portion 27c is formed at the upper end of the leg portion 27b extending toward the upper side, and is bent so as to be substantially vertical upward by a predetermined distance. The upper end of the vertical wall portion 27c is directed toward the inside of the vehicle body. The joint surface 27d that is bent so as to be substantially horizontal is joined and fixed by welding while being joined to the flange 24. In the figure, reference numeral 25 denotes an upper member outer.
[0027]
An insertion hole (not shown) through which the shaft portion of the connecting bolt 19 is inserted is drilled at a predetermined position on the joint surface 27 a of the bracket 27. Further, an insertion hole (not shown) through which the shaft portion of the connecting bolt 19 is inserted is also drilled in the upper surface 26a of the upper member inner 26 located near the inside of the vehicle body of the flange 24, and the shaft portion of the connecting bolt 19 and A fitting welding nut 20 is attached to the upper surface 26a in the hollow section. As a result, the connecting bolt 19 is inserted with the insertion hole of the bracket 27 in a state where the bonding surface 27d is bonded to the lower surface of the flange 24 being substantially aligned with the insertion hole of the upper surface 26a of the upper member inner 26, not shown. The bracket 27 is bolted to the upper surface 26a of the upper member inner 26 by fitting the connecting bolt 19 to the welding nut 20 with a fixture.
[0028]
The bracket 27 on the front end side of the fender panel 22 is formed so that the inclination angle of the leg portion 27b becomes gentler than the bracket 27 on the rear end side of the fender panel 22 in order to reduce the rigidity against the downward load. The bonding area of the bonding surface 27a is reduced. That is, as shown in FIGS. 8A and 8B, the bracket 27 has a gentle inclination angle of the leg portion 27b of the bracket 27 on the front end side from the front end side to the rear end side of the fender panel 22, While the joint area of the joint surface 27a is reduced, the joint area of the joint surface 27a is increased as the inclination angle of the leg portion 27b of the bracket 27 is gradually tightened toward the rear end side. Is formed. As described above, the inclination angle of the leg portion 27b of the bracket 27 and the joint area of the joint surface 27a are set to be different depending on the longitudinal direction of the vehicle body, whereby the rigidity against the downward load of the fender panel 22 in the vicinity of the parting portion 13 is set. Is weak on the front end side of the fender panel 22 and can be strengthened toward the rear end side. This is because a small obstacle often hits the front end side of the fender panel 22 and a large obstacle hits the rear end side of the fender panel 22, so that the impact force exerted on the large and small obstacles can be surely absorbed by the fender panel 22. is there.
[0029]
By the way, as shown in FIG. 8, a flange 26b is formed at the upper end of the upper surface 26a of the upper member inner 26 so as to be substantially vertical upward, and this flange 26b and the upper member outer 25 are formed. Are joined and fixed by welding in a state in which a substantially vertical flange 25a formed at the upper end inside the vehicle body is joined.
The upper end positions of the flange 26b and the flange 25a are set so as to maintain a non-contact state with the fender panel 22 so as not to prevent downward deformation of the fender panel 22.
[0030]
Next, a case where an impact force (downward force) is applied to the fender panel 22 having the second fender structure of the present invention will be described with reference to FIG. FIGS. 9A and 9B are diagrams for explaining the operation of the second fender structure according to the present invention. FIG. 9A is a diagram for explaining the action in the cross-section taken along the line CC in FIG. 7, and FIG. It is effect | action explanatory drawing in the DD arrow inside cross section.
[0031]
As shown in FIG. 9A, when the obstacle 21 hits a divided portion (parting portion) 13 between the fender panel 22 on the front end side of the vehicle body and the hood 11 and a downward force is applied to the fender panel 22, The vertical wall portion 23 of 22 starts to approach toward the lower side of the vehicle body while being crushed. When the flange 24 is also displaced downward along with the vertical wall portion 23 entering the lower side of the vehicle body, the leg portion 27b of the bracket 27 is easily deformed by the applied downward force as shown by a two-dot chain line in the figure. become. At this time, the rigidity against the downward load of the bracket 27 on the front end side of the fender panel 22 where the inclination angle of the leg portion 27b is gentle is weaker than the rigidity of the bracket 27 on the rear end side of the fender panel 22 where the inclination angle of the leg portion 27b is tight. Therefore, the bracket 27 on the front end side of the fender panel 22 is surely deformed by an impact force when a small obstacle hits the front end side of the fender panel. When the downward force applied to the fender panel 22 by the obstacle 21 is large and the amount of deformation of the vertical wall portion 23 is large, the bracket 27 is bent so that the flange 24 avoids the bolt head of the connecting bolt 19. Therefore, the deformation of the fender panel 22 is not hindered.
[0032]
9B, when the obstacle 21 hits the parting part 13 between the fender panel 22 and the hood 11 on the rear end side of the vehicle body and a downward force is applied to the fender panel 22, the fender panel 22 The vertical wall portion 23 starts to enter toward the lower side of the vehicle body while being crushed. When the flange 24 is also displaced downward along with the vertical wall portion 23 that enters the lower side of the vehicle body, the leg portion 27b of the bracket 27 having the inclined angle resists the applied downward force as indicated by a two-dot chain line in the figure. While starting to transform. The rigidity of the leg portion 27b with respect to the downward load of the bracket 27 on the rear end side of the fender panel 22 is set to be larger than that on the front end side of the fender panel 22, so that the rear end side of the fender panel 22 The bracket 27 is reliably deformed by an impact force when a large obstacle hits the rear end side of the fender panel 22.
[0033]
As described above, according to the second embodiment, the upper end of the fender panel 22 is bent so as to be substantially vertical toward the lower side of the vehicle body by a predetermined distance shorter than the thickness of the hood 11 in the vertical direction. A flange 24 that is bent so as to protrude substantially horizontally by a predetermined distance toward the inner side of the vehicle body is formed so as not to interfere with the vertical wall portion 23 and the hood 11. As a result, the rigidity against the downward load of the fender panel 22 can be reduced, and when the obstacle hits the parting portion 13 between the fender panel 22 and the hood 11, the vertical wall portion 23 of the fender panel 22 is As a result, the fender panel 22 sufficiently absorbs the impact force. Moreover, since the structure of the fender panel 22 can be made substantially uniform in the longitudinal direction of the vehicle body, the formability of the fender panel 22 by press molding can be facilitated. Further, an obliquely shaped bracket 27 is interposed in a surface facing the flange 24 and the upper surface 26a of the upper member inner 26. The bracket 27 extends from the front end side to the rear end side of the fender panel 22. Therefore, the inclination angle of the leg portion 27b is gradually tightened, and the bonding area of the bonding surface 27a is gradually increased. As a result, the bracket 27 on the front end side of the fender panel 22 has an impact force when hitting a small obstacle, and the bracket 27 on the rear end side of the fender panel 22 has a positive impact force when hitting a large obstacle. The upper portion of the fender panel 22 when the downward force is applied is greatly deformed by reliably deforming the vertical wall portion 23 so as to reduce the height allowance while reliably absorbing the downward force applied to the vertical wall portion 23. Can do. Furthermore, when the engine is arranged at the lower part of the hood 11, it is possible to prevent rainwater, snow, etc. from entering the engine room and to make it difficult to see the engine room from the outside. In addition, since the shielding performance is improved, the engine sound can be prevented from leaking out and the outside noise can be improved.
[0034]
As a result, it is possible to relieve the impact of the obstacle 21 hitting the upper end of the fender panel 22 and improve the safety.
[0035]
The first and second fender structures may be employed not only for the front fender panel but also for the rear fender panel.
[0036]
【The invention's effect】
As described above, according to the fender structure of the present invention, it is possible to provide a fender structure in which an impact force can be reliably absorbed by the fender panel and press formability of the fender panel can be improved.
[Brief description of the drawings]
FIG. 1 is a perspective view of a vehicle body employing a fender structure according to the present invention.
2 is a perspective view for explaining a fender structure on the left side of the vehicle body in FIG. 1. FIG.
3 is a side sectional view of the fender structure in FIG. 2 when viewed from the inside of the vehicle body.
4A is a cross-sectional view taken along the line AA in FIG. 2, and FIG. 4B is a cross-sectional view taken along the line BB in FIG. 2;
FIG. 5 is an operation explanatory view of a fender structure according to the present invention.
6A is an operation explanatory diagram in the section taken along the line AA in FIG. 2, and FIG. 6B is an operation explanatory diagram in the section taken along the line BB in FIG. 2;
FIG. 7 is a perspective view of the second fender structure according to the present invention when viewed from the inside of the vehicle body.
8 is a cross-sectional view taken along the line CC in FIG. 7, and FIG. 8B is a cross-sectional view taken along the line DD in FIG.
FIGS. 9A and 9B are diagrams for explaining the operation of the second fender structure according to the present invention, in which FIG. It is effect | action explanatory drawing in the DD arrow inside cross section.
FIG. 10 is a cross-sectional view showing a conventional fender structure attached to the left side of a vehicle body.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Fender panel 14 Vertical wall part 15 Flange 15a Notch part 15b Wide flange part 15c Narrow flange part 17 Upper member inner 17a Upper surface 18 Bracket 18a Joint surface 18b Leg part 18c Joint surface 19 Connecting bolt 21 Obstacle 22 Fender panel 23 Vertical wall portion 24 Flange 26 Upper member inner 26a Upper surface 27 Bracket 27a Joint surface 27b Leg portion 27c Vertical wall portion 27d Joint surface

Claims (4)

A vertical wall portion is formed at the upper end of the fender panel that is provided on the left and right sides of the hood disposed on the vehicle body and covers the wheels, and is extended to the lower side of the vehicle body by a predetermined distance. A flange that protrudes by a predetermined distance is formed on the inside, the flange is provided with a substantially trapezoidal notch, and a wide flange and a narrow flange in the vehicle width direction are alternately formed, A lower end portion is coupled to an upper surface of the upper member positioned below the narrow flange , and an upper end portion is a lower surface of the wide flange in a facing surface between the flange and the upper member extending in the front-rear direction of the vehicle body. A fender structure characterized in that a bracket member to be coupled to is disposed.   The fender structure according to claim 1, wherein the upper end portion is disposed obliquely above the lower end portion. The bracket member has leg portions formed by bending both ends of the first joint surface coupled to the upper surface of the upper member obliquely upward, and bending the upper end of the leg portion to lower the lower surface of the wide flange . A second joint surface is formed to be coupled to the two, and is a gate type disposed so as to connect the two wide flanges via the first joint surface. Fender structure. The bracket member is characterized in that the upward angle of the leg portion is gentle on the front end side of the fender panel and the upward angle of the leg portion approaches an upright state on the rear end side of the fender panel. Item 5. The fender structure according to Item 3.

Images