JP6614702B2 - Vehicle rear body structure - Google Patents

Description

  The present invention connects the rear wheel house and the rear end of the rear side frame via an impact receiving member projecting in the vehicle body width direction to absorb the impact load at the time of a side collision to the rear portion of the vehicle body, and this impact load. The present invention relates to a vehicle body rear structure that guides the vehicle to the rear of the vehicle body.

  Conventionally, in a two-box type vehicle such as a station wagon car or a hatchback car, a volume space is secured behind the second row seat and used as a luggage room. Further, there is also known a structure in which a foldable third row sheet is provided in the volume space so that both the luggage room and the living room can be used.

  By the way, a vehicle such as an automobile adopting a monocoque body has a structure in which the strength and rigidity of the door opening are sufficiently ensured in order to improve collision safety and the like. Further, the above-described two-box type vehicle requires a structure that suppresses deformation at the time of a rear collision and a side collision with respect to the volume space behind the second row seat.

  In particular, in a vehicle equipped with a third row seat, the third row seat is more easily disposed behind the rear wheel center, and it is necessary to effectively protect a passenger seated on the third row seat from a side collision. . For example, Patent Document 1 (Japanese Patent Laid-Open No. 10-129533) discloses a rear cross member that connects curved portions along the rear wheel house of a rear side member provided on both sides of a rear floor, a curved portion of a rear side member, A technique in which a continuous portion with a straight portion extending rearward thereof is joined to a brace with a reinforcing member is disclosed.

  According to the technique disclosed in this document, the rear cross member and the rear side member are brazed with a reinforcing member to disperse the impact load at the time of a side collision with the rear part of the vehicle body. Deformation in the direction of the living room can be suppressed.

JP-A-10-129533

  However, in the technology disclosed in the above-described document, a structure in which the impact load at the time of a side collision with the rear part of the vehicle body is dispersed simply by joining the rear cross member and the rear side member to the braces with the reinforcing member. Therefore, a large lateral G is likely to occur in the vehicle body, and the rear part of the vehicle body may be greatly shaken outward.

  In view of the above circumstances, the present invention can reduce the lateral G generated in the vehicle body by reducing the impact even when an impact load is applied to the rear portion of the vehicle body due to a side collision, and moreover than the second row seat. It aims at providing the vehicle body rear part structure of the vehicle which can suppress a deformation | transformation of the rear volume space.

  The present invention includes a pair of left and right rear wheel houses provided at a rear portion of a vehicle body, and a pair of left and right rear side frames that are curved along the shape of the rear wheel house that bulges into a vehicle interior and extend rearward of the vehicle body. In the rear structure of the vehicle body of the vehicle having a rear bumper beam connecting between rear ends of the rear side frame and a rear quarter panel covering the outside of the rear wheel house, the rear portion of the rear wheel house, the rear side frame, and the rear quarter panel And an impact receiving member that receives an impact load from the side of the vehicle body, and the impact receiving member extends substantially vertically from the rear side frame to the side of the vehicle body. The side surface is joined to the rear surface of the rear wheel house, and the projecting end is close to the rear quarter panel. Comprising a vertical scaffold portion, and said guide skeleton the rear end portion is extended in the direction of the rear bumper beam from the projecting end of the vertical skeleton are joined in the vehicle width direction end portion of the rear bumper beam.

  According to the present invention, the vertical skeleton portion that extends substantially vertically from the rear side frame to the side of the vehicle body, the side surface is joined to the rear surface of the rear wheel house, and the protruding end portion is close to the rear quarter panel. An impact receiving member comprising a rear frame house, a rear side frame, and a rear quarter panel. Since it is arranged in the enclosed area and receives impact load from the side of the vehicle body with this impact receiving member, when impact load is applied to the rear part of the vehicle body due to side collision, the impact is caused by crushing the vertical skeleton part The load is attenuated, and the attenuated impact load can be guided to escape to the rear of the vehicle body. Not only is the lateral G generated in the vehicle body reduced, but the volume behind the second row seat is also reduced. It is possible to suppress deformation between.

1 is a schematic side view of a vehicle including a three-row seat according to a first embodiment. Same schematic plan view showing skeleton structure of chassis frame Same as above, III-III sectional view of FIG. The perspective view of the impact receiving member joined to the rear wheel house, the rear side frame, and the rear bumper beam. 4A is an enlarged plan view of a main part of a vehicle showing a state in which an impact load of a side collision is applied to the rear part of the vehicle body, and FIG. Figure The principal part enlarged plan view of the vehicle body equivalent to FIG. 5 by 2nd Embodiment Same perspective view as FIG. Schematic top view which shows the frame structure of the chassis frame by 3rd Embodiment

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

[First Embodiment]
1 to 5 show a first embodiment of the present invention. As shown in FIG. 1, the vehicle shown in the present embodiment is a monocoque body station wagon vehicle, and a luggage room 2 a is secured at the rear of a vehicle compartment 2 provided in the vehicle body 1. Three rows of seats are arranged in the passenger compartment 2. The first row seat 3 in the foremost part is composed of a driver seat and a passenger seat, and the second row seat is set, for example, for three persons. The third row sheet 5 is set so as to be foldable in the luggage room 2a as, for example, two people.

  The third row seat 5 is disposed behind the center (rear wheel center) 6a of the rear wheel 6 and in the front portion of the luggage room 2a. Since the front portion of the luggage room 2 a where the third row seat 5 is installed is located above the axle of the rear wheel 6, it is set at a position higher than the first row seat 3 and the second row seat 4.

  FIG. 2 shows a skeleton structure of the chassis frame 11 that supports the floor panel 7 of the passenger compartment 2. In the figure, Fr represents the front of the vehicle body, Re represents the rear of the vehicle body, LH represents the left side in the vehicle width direction, and RH represents the right side in the vehicle width direction. In addition, since the chassis frame 11 has a symmetric frame structure, the same parts are denoted by the same reference numerals to simplify the description. Furthermore, joining of parts shall be performed by appropriately selecting spot welding, arc welding, laser welding or the like.

  The chassis frame 11 has a pair of left and right front frames 12 disposed in the front-rear direction of the vehicle body 1, and side sills 13 are disposed substantially parallel to the outside of the front frame 12. Further, a rear side frame 14 extending rearward of the vehicle body is disposed at the rear end portion of the side sill 13. A lower end portion of a front pillar (not shown) is joined to the front end of the side sill 13.

  The rear ends of both front frames 12 are respectively joined to the rear front cross member 15. Furthermore, the left and right ends of the rear front cross member 15 are joined to the opposing surfaces of the rear ends of the pair of left and right side sills 13. A front portion of the rear side frame 14 is joined to a joint portion between the side sill 13 and the rear front cross member 15, and an extension 17 is joined to the rear ends of the rear side frames 14. Further, the rear end portions of both rear side frames 14 are connected via a first cross member 19 extending in the left-right direction in the vehicle width direction. The first cross member 19 may be a skeleton part of a rear skirt.

  A rear bumper beam 18 extending in the vehicle width direction is joined to both the extensions 17 so that the rear ends of the rear side frames 14 are connected. Further, as shown in FIG. 1, each rear side frame 14 is inclined obliquely upward rearward from the joint portion with the side sill 13 so as to face above a rear wheel axle (not shown) and horizontally rearward in the luggage room 2a. Has been extended.

  Further, both ends of the torque box 20 are joined between the outer surface of the front frame 12 and the front end portion of the side sill 13 facing the front surface. The torque box 20 is formed in a trapezoidal shape and extends obliquely rearward from the front frame 12 side toward the side sill 13.

  On the other hand, the middle part of the front frame 12, which is the central part of the vehicle body, is joined to both ends of the tunnel cross member 21. The central portion of the tunnel cross member 21 is bent along the shape of a floor tunnel (not shown), and a propeller shaft, an exhaust pipe, and the like extending from the transmission to the rear of the vehicle body are disposed. Furthermore, the front end side of the front frame 12 faces the engine room E (see FIG. 1).

  A rear wheel house 22 that covers the upper side of the rear wheel 6 is disposed outside each rear side frame 14. The rear wheel house 22 has a rear arch inner 24 joined to the inside of a rear quarter panel 23 provided in the vehicle body 1, and a rear wheel apron 25 provided bulging on the vehicle compartment 2 side. Both members 24 and 25 are joined via a flange portion 26 (shown with a common reference for the sake of convenience) formed at the opposing edge.

  On the other hand, each rear side frame 14 is curvedly formed along the shape of the rear wheel apron 25 bulging inwardly of the vehicle body, and the substantially central portion of the curved portion is connected via the rear cross member 27.

  As shown in FIG. 3, the rear side frame 14 is formed in a rectangular cross section that opens upward, and the floor panel 7 is placed and joined to the upper surface of both rear side frames 14, and the rear wheel apron is outside the rear side frame 14. The lower end of 25 is joined.

  Further, as shown in FIGS. 2 to 4, an impact receiving member 31 is disposed in an area behind the rear wheel house 22 and defined by the rear side frame 14 and the rear quarter panel 23. The impact receiving member 31 includes first to third skeleton portions 31a to 31c formed by processing a rectangular pipe.

  One end of the first skeleton part 31 a is joined to the outer surface of the rear side frame 14, extends substantially at right angles to the side of the vehicle body 1, and the other end is formed on a flange part 26 formed on the rear wheel apron 25. It is joined. Further, the side surface of the first skeleton part 31 a is formed and joined along the rear surface of the rear wheel apron 25. The first and second skeleton portions 31a and 31b correspond to the vertical skeleton portion of the present invention, and the third skeleton portion 31c corresponds to the guide skeleton portion of the present invention.

  On the other hand, the second skeleton portion 31b and the third skeleton portion 31c are abutted at portions protruding outward in the vehicle width direction, and a butting portion 31d as a protruding stepped portion is joined. Further, the end of the second skeleton 31b on the inner side in the vehicle width direction is joined to a surface facing the first skeleton 31a with the flange 26 interposed therebetween, while the end of the third skeleton 31c is connected to the rear bumper beam 18. It is joined to the outer end of the. Further, a butting portion 31d as a projecting end portion of the second skeleton portion 31b and the third skeleton portion 31c which is the outer top portion of the impact receiving member 31 is in contact with the inner surface of the rear quarter panel 23.

  As shown in FIGS. 2 to 4, the first skeleton portion 31 a and the second skeleton portion 31 b are integrated with the flange portion 26 therebetween, and the first and second skeleton portions 31 a are seen on the outer surface of the rear side frame 14 in plan view. , 31b is a short side, and the impact receiving member 31 is formed on two sides of a substantially right triangle having the third skeleton 31c as a hypotenuse.

  Next, the operation of the present embodiment having such a configuration will be described. As shown in FIGS. 4 and 5A, the first frame portion 31 a of the impact receiving member 31 extends from the outer side surface of the rear side frame 14 outward in the vehicle width direction at a substantially right angle to the rear wheel house 22. It is joined to the formed flange portion 26. Further, the second skeleton 31b is integrated with the first skeleton 31a with the flange 26 interposed therebetween, and both the skeletons 31a and 31b are joined to the rear wheel house 22 so as to have a short side of a substantially right triangle. I am doing.

  On the other hand, the end portion of the third skeleton portion 31c joined to the second skeleton portion 31b via the butting portion 31d is joined to the vehicle width direction end portion 18a of the rear bumper beam 18 to form a hypotenuse of a substantially right triangle. The butting portion 31d is in contact with the inner surface of the rear quarter panel 23.

  In a station wagon or the like having a third row seat as shown in FIG. 1, the third row seat 5 is installed at the front portion of the luggage room 2a, so that the occupant is seated at a position behind the rear wheel center 6a. It will be.

  In this state, as shown in FIG. 5 (a), another vehicle from the side (left side in the figure) behind the rear wheel center 6a, that is, with respect to the substantially side surface of the third row seat 5. When a collision occurs (hereinafter referred to as “collision vehicle”), the impact load Ft is transmitted to the impact receiving member 31 via the rear quarter panel 23. Then, the impact load Ft is input to the abutting portion 31d of the second skeleton portion 31b and the third skeleton portion 31c of the impact receiving member 31, and is distributed to the second skeleton portion 31b side and the third skeleton portion 31c side. The

  And since many loads are applied to the 1st, 2nd frame | skeleton parts 31a and 31b which make the short side of a substantially right triangle as shown in FIG.5 (b), they are crushed. Further, the both skeletal portions 31a and 31b are crushed and pulled by the flange portion 26 joined between them, and the rear wheel house 22 is plastically deformed. As a result, the impact load Ft is attenuated by these deformations.

  Therefore, the rear part of the vehicle body 1 is swung in the direction of the arrow A as shown in FIG. 5 (b) by the impact load Ft when the collision vehicle collides with the rear side surface of the vehicle body 1, but the impact load Ft is the first load. Part of the second skeleton portions 31a and 31b and the deformation of the rear wheel house 22 are absorbed, so that the shock is buffered and the lateral G generated in the vehicle body 1 is reduced.

  On the other hand, when the rear part of the vehicle body 1 receives the impact load Ft and is slightly shaken, the application direction of the impact load Ft is shifted. The third frame portion 31c has a relatively wide span from the rear surface of the rear wheel house 22 to the end 18a in the vehicle width direction of the rear bumper beam 18, and the first and second frame portions 31a, 31b It is pulled by crushing and is convexly curved outward in the vehicle width direction.

  As a result, the impact load applied from the collision vehicle is guided by the convexly deformed third skeleton part 31c to escape backward, and the impact load applied to the rear side surface is greatly reduced. Accordingly, only the minimum impact load is transmitted to the third row seat 5, the deformation of the volume space of the luggage room 2a behind the rear wheel center 6a is suppressed, and the third row seat 5 is seated. An occupant can be effectively protected from a side collision. Furthermore, since the rear end portions of the left and right rear side frames 14 are coupled via the first cross member 19, the rear portion of the luggage room 2a is also effectively protected from the collision load.

  As described above, in the present embodiment, since the impact receiving member 31 is simply added to the space surrounded by the rear portion of the rear wheel house 22, the rear side frame 14, and the rear quarter panel 23, the structure is low. It can be easily applied to the existing vehicle body 1 at a low cost, and high versatility can be obtained. At that time, by joining the rear end portions of the left and right rear side frames 14 with the first cross member 19, the deformation of the volume space of the luggage room 2a can be more reliably suppressed.

  Further, the impact load Ft at the time of the side collision is attenuated by the crushing of the first and second skeleton parts 31a and 31b and the deformation of the rear wheel house 22, and further, the third skeleton part 31c in which the impact load is deformed in a convex curve. The volume space of the luggage room 2a in which the third row seats 5 are installed even when an impact load Ft is applied to the rear part of the vehicle body 1 due to a side collision. Therefore, the passenger sitting on the third row seat 5 can be effectively protected from the side collision.

  Further, the first skeleton 31a and the second skeleton 31b are joined with the flange 26 where the rear arch inner 24 and the rear wheel apron 25 of the rear wheel house 22 are joined. It is not necessary to form a groove or the like for escaping the flange portion 26 in the receiving member 31, and the structure can be simplified. Furthermore, since it is divided into the first and second skeleton portions 31a and 31b, these can be reliably joined to the rear wheel house 22. In addition, since the flange portion 26 is joined between the first and second skeleton portions 31a and 31b, the rear wheel house 22 is prevented from protruding toward the third row seat 5 at the time of a side collision. Can do.

  Furthermore, since the end portion of the third skeleton portion 31c is joined to the end portion in the width direction of the rear bumper beam 18, a relatively long span can be secured and it can be easily convexly curved when subjected to a collision load. It becomes possible.

[Second Embodiment]
6 and 7 show a second embodiment of the present invention. In the first embodiment described above, the end of the third skeleton 31c of the impact receiving member 31 is directly joined to the end 18a in the vehicle width direction of the rear bumper beam 18, but in this embodiment, the end of the third skeleton 31c is joined. This portion is joined to the vehicle width direction end portion 18a of the rear bumper beam 18 through the skeleton spacer portion 31e.

  As described in the first embodiment, the third skeleton 31c of the impact receiving member 31 is convexly deformed outward in the vehicle width direction when the collision vehicle collides with the rear side surface of the vehicle body 1, and this collision vehicle is It has a function of escaping to the rear of the vehicle body 1. An optimal angle (an inclination angle of the third frame portion 3c) θ between the rear bumper beam 18 and the third frame portion 31c for releasing the impact load to the rear of the vehicle body 1 is different for each vehicle type.

  Depending on the vehicle type, it may be difficult to set the inclination angle θ to a desired angle in the span from the rear end surface of the rear wheel house 22 to the end 18a in the vehicle width direction of the rear bumper beam 18.

  In such a case, the desired inclination angle θ can be easily obtained by interposing and joining the skeleton spacer portion 31e between the end face of the third skeleton portion 31c and the end portion 18a of the rear bumper beam 18 in the vehicle width direction. Can be set. As a result, without changing the structure of the existing vehicle body 1, the impact load Ft, that is, the collision vehicle can be guided in a desired direction and escaped to the rear of the vehicle body 1.

[Third Embodiment]
FIG. 8 shows a third embodiment of the present invention. In the present embodiment, the rear side frames 14 positioned between the ends of the first skeleton portions 31a facing each other provided on the pair of left and right impact receiving members 31 are joined by a cross member 42 (portion indicated by hatching). is there.

  In addition, a separator 14a is disposed in a state where the end portions of the first skeleton portion 31a and the cross member 42 in the rear side frame 14 face each other, and the first skeleton portion is interposed via the separator 14a. The part 31a and the cross member 42 are connected.

  If the floor panel 7 of the luggage room 2a is formed with a recess such as a spare tire storage portion or a hybrid vehicle battery storage portion, the cross member 42 is formed in a shape that avoids interference with the recess. ing.

  By connecting the left and right first skeleton portions 31a via the cross member 42 and the separator 42, when the impact load Ft is applied to the impact receiving member 31, the rear side frame 14 is prevented from being deformed. The second skeleton parts 31a and 31b can be reliably crushed and the impact load can be absorbed efficiently.

  As a result, the deformation of the volume space of the luggage room 2a is reliably prevented, and the occupant seated on the third row seat 5 can be more effectively protected from the side collision.

  The present invention is not limited to the above-described embodiment. For example, the target vehicle is not limited to a station wagon vehicle or a hatchback vehicle, but may be a sedan vehicle. Needless to say, the third embodiment can be applied to the second embodiment.

1 ... the car body,
2 ... Car cabin,
2a ... Luggage room,
5 ... Third row seat,
6 ... Rear wheel,
6a ... Rear wheel center,
14 ... Rear side frame 14a ... Separator
22 ... Rear wheel house,
23 ... Rear quarter panel,
24 ... Rear arch inner,
25 ... Rear wheel apron,
26 ... flange part,
31 ... Shock receiving member,
31a ... 1st skeleton part,
31b ... the second skeleton,
31c ... the third skeleton,
31d ... butting part,
31e ... Skeletal spacer part,
41 ... shock absorbing member,
41a ... 1st deformation part,
41b ... 2nd deformation part,
41c ... lid,
42 ... Cross member,
Ft ... impact load,
θ ... Inclination angle

Claims (5)

A pair of left and right rear wheel houses at the rear of the vehicle body;
A pair of left and right rear side frames that are curved along a bulging shape into the vehicle interior of the rear wheel house and extend rearward of the vehicle body;
A rear bumper beam connecting the rear ends of the rear side frames;
In a vehicle body rear structure having a rear quarter panel covering the outside of the rear wheel house,
An impact receiving member disposed in a region surrounded by a rear portion of the rear wheel house, a rear side frame, and the rear quarter panel, and receiving an impact load from a side of the vehicle body;
The impact receiving member is
A vertical skeleton that extends substantially vertically from the rear side frame to the side of the vehicle body and has a side surface joined to the rear surface of the rear wheel house and a projecting end portion close to the rear quarter panel;
A vehicle having a guide skeleton extending from a projecting end of the vertical skeleton in the direction of the rear bumper beam and having a rear end joined to an end in the vehicle width direction of the rear bumper beam. Car body rear structure. The vertical skeleton is divided into a first skeleton and a second skeleton;
The vehicle body rear part structure according to claim 1, wherein the first and second frame parts are joined to each other with a flange part joining the wheel apron and the rear arch inner of the rear wheel house. The vehicle body rear part structure according to claim 1, wherein the guide skeleton part is joined to a vehicle width direction end part of the rear bumper beam via a skeleton spacer part. The rear end portions of the pair of left and right rear side frames are coupled to each other via a first cross member extending in the left-right direction of the vehicle. Vehicle rear body structure The opposing ends of the pair of left and right vertical skeleton portions facing each other are connected via a second cross member joining both ends between the rear side frames. The vehicle body rear structure according to claim 1.

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