JP2005170270A - Vehicle body structure for vehicle - Google Patents

Vehicle body structure for vehicle Download PDF

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Publication number
JP2005170270A
JP2005170270A JP2003414751A JP2003414751A JP2005170270A JP 2005170270 A JP2005170270 A JP 2005170270A JP 2003414751 A JP2003414751 A JP 2003414751A JP 2003414751 A JP2003414751 A JP 2003414751A JP 2005170270 A JP2005170270 A JP 2005170270A
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vehicle
floor panel
spare tire
viscoelastic
members
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JP2003414751A
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Inventor
Takanobu Kamura
孝信 加村
Mitsuhiro Yoshimoto
光洋 吉本
Akira Koizumi
陽 小泉
Manabu Tamura
学 田村
Takeshi Sugihara
毅 杉原
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Mazda Motor Corp
マツダ株式会社
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Priority to JP2003414751A priority Critical patent/JP2005170270A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body structure for a vehicle allowing the relaxing of the concentration of stress to a vehicle body structure at the periphery of a rear floor panel and achieving the light weight of the vehicle body by utilizing a spare tire and capable of enhancing the operation stability of the vehicle by suppressing the deformation of a rear floor panel. <P>SOLUTION: In the vehicle body structure for the vehicle, a spare tire 48 is stored in a recessed part 44 formed on the rear floor panel 36 of the vehicle body. The structure has a plurality of viscous-elastic members 52 provided between the recessed part of the rear floor panel and the spare tire so as to be abutted on the spare tire and aligned in a vehicle width direction and has a viscosity attenuation characteristic wherein these viscous-elastic members receive forces from the recessed part of the rear floor panel and the spare tire and generates a predetermined viscosity attenuation force. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、車両の車体構造に係り、特に、車体のリアフロアパネルに形成された凹部にスペアタイヤを収納する車両の車体構造に関する。   The present invention relates to a vehicle body structure of a vehicle, and more particularly to a vehicle body structure of a vehicle that houses a spare tire in a recess formed in a rear floor panel of the vehicle body.
自動車の車体は、走行時に路面からの力を受けて変形し、例えば、車体のフロアは、旋回時には主にねじり変形し、制動時や加速時には主に前後方向に曲げ変形する。
これらの車体の変形は車両の操安性に影響を与えるので、従来から、車体の各部を補強する補強部材を、エンジンルーム等のフロント周り、車室の周り及び後輪付近のリア周り等の車体の基本構造に設けて、自動車の車体の剛性を高めることが行われている。
The body of an automobile is deformed by receiving a force from the road surface when traveling, for example, the floor of the body is mainly torsionally deformed when turning, and is bent and deformed mainly in the front-rear direction during braking or acceleration.
Since these deformations of the vehicle body affect the operability of the vehicle, conventionally, reinforcing members that reinforce each part of the vehicle body have been provided around the front of the engine room, around the vehicle compartment, and around the rear near the rear wheel. It is provided in the basic structure of the vehicle body to increase the rigidity of the vehicle body.
このような補強部材として前輪又は後輪のサスタワー同士を連結して剛性を高めるサスタワーバーがある。このサスタワーバーは、金属等の弾性体で一体に構成された補強部材であり、補強部材の変形によるエネルギーが反発力として車体に作用するので、操縦安定性や乗心地性が損なわれるという問題が存在していた。また、補強部材の変形量を小さく抑えるために補強部材の剛性を高めると、重量増加や取付部周辺の応力集中を招くという問題もある。
特許文献1には、このような補強部材が有する問題を解決するために、粘性減衰力を発生させるハイドロリックダンパーや粘弾性部材を備えた補強部材が提案されている。
As such a reinforcing member, there is a suspension tower bar that connects the suspension towers of the front wheels or the rear wheels to increase rigidity. This suspension tower bar is a reinforcing member that is integrally formed of an elastic body such as metal, and energy due to deformation of the reinforcing member acts on the vehicle body as a repulsive force, so that there is a problem that steering stability and riding comfort are impaired. Existed. Moreover, if the rigidity of the reinforcing member is increased in order to keep the deformation amount of the reinforcing member small, there is a problem that the weight increases and stress concentration around the mounting portion is caused.
Patent Document 1 proposes a reinforcing member including a hydraulic damper or a viscoelastic member that generates a viscous damping force in order to solve the problem of such a reinforcing member.
特開2002−211437号公報Japanese Patent Laid-Open No. 2002-211437
一方、所望の車体剛性を確保しながら出来る限りの車体の軽量化を図るため、車体の各部の剛性及び強度を必要以上に高めすぎないように、補強部材の使用箇所や使用点数を限定したり、車体構成部材の断面寸法や板厚を最適に設計する必要がある。特にオープンカーやライトウェイトスポーツカー等においては、所望の車体剛性を確保すると共に軽量化を図ることが強く要請されている。   On the other hand, in order to reduce the weight of the car body as much as possible while ensuring the desired car body rigidity, limit the number of points and points of use of the reinforcing members so as not to increase the rigidity and strength of each part of the car body more than necessary. Therefore, it is necessary to optimally design the cross-sectional dimensions and thickness of the vehicle body constituent members. In particular, in open cars, lightweight sports cars, etc., there is a strong demand for ensuring the desired vehicle body rigidity and reducing the weight.
ここで、リアフロアパネルは、リアサスペンションが取付けられる車体の後部に設けられているので、そのリアフロアパネルの剛性は車両の操安性に大きく影響を与える。特に、リアフロアパネルが車体全体のねじり変形により変形すると、車両の操安性や乗心地に悪影響を与える。   Here, since the rear floor panel is provided at the rear part of the vehicle body to which the rear suspension is attached, the rigidity of the rear floor panel greatly affects the maneuverability of the vehicle. In particular, if the rear floor panel is deformed by torsional deformation of the entire vehicle body, the vehicle's maneuverability and riding comfort are adversely affected.
しかしながら、補強部材によりリアフロアパネルの剛性を局部的に大きく高めると、そのリアフロアパネル周辺の車体構造、例えば、車体のピラー等の他の部材に応力が集中してクラックが発生して破損に至ってしまったり、車体の構造部品をつなぎ止めるスポット溶接が抜けてしまったりする。このため、応力が集中するようなフロア周辺の車体の各所に補強部材を配置したり、上述したピラー等の剛性や強度を高めるために断面寸法を大きくしたり板厚を上げたりせざるを得ず、軽量化を達成することが困難であった。   However, when the rigidity of the rear floor panel is greatly increased locally by the reinforcing member, stress concentrates on other members such as the vehicle body structure around the rear floor panel, for example, the pillar of the vehicle body, and cracks are generated, resulting in damage. Or spot welding that holds the structural parts of the car body is lost. For this reason, it is necessary to arrange reinforcing members at various locations on the vehicle body around the floor where stress is concentrated, or to increase the cross-sectional dimension or increase the plate thickness in order to increase the rigidity and strength of the above-described pillars and the like. Therefore, it has been difficult to achieve weight reduction.
ここで、リアフロアパネルには、スペアタイヤを収納する凹部が形成されることが多い。このような凹部が形成されたリアフロアパネルにおいても、その変形を抑制する必要がある。また、補強部材を設けるとしても、リアフロアパネルは荷室の床部分を構成するので、荷室空間を確保するために配置上の制約が多い。特に、スペアタイヤを収納する凹部が形成されたリアフロアパネルでは、そのような制約が顕著になる。
そこで本発明者らは、スペアタイヤが一定の重量と剛性を有すると共にリアフロアパネルにほぼ平行に延びるように配置されることに着目し、上述した従来技術の問題点を解決することを試みた。
Here, the rear floor panel is often formed with a recess for storing the spare tire. Even in the rear floor panel in which such a recess is formed, it is necessary to suppress the deformation. Even if the reinforcing member is provided, the rear floor panel constitutes the floor portion of the cargo compartment, and therefore there are many restrictions on arrangement in order to secure the cargo compartment space. In particular, such a restriction becomes conspicuous in a rear floor panel in which a recess for storing a spare tire is formed.
Accordingly, the present inventors paid attention to the fact that the spare tire has a constant weight and rigidity and is arranged so as to extend substantially parallel to the rear floor panel, and has attempted to solve the above-described problems of the prior art.
本発明は、上述した従来技術の問題点を解決するためになされたものであり、スペアタイヤを利用して、リアフロアパネル周辺の車体構造への応力集中の緩和及び車体の軽量化を図ると共にリアフロアパネルの変形を抑制して車両の操安性を高めることの出来る車両の車体構造を提供することを目的としている。   The present invention has been made to solve the above-described problems of the prior art, and by using a spare tire, the stress concentration on the vehicle body structure around the rear floor panel is reduced and the weight of the vehicle body is reduced. It is an object of the present invention to provide a vehicle body structure that can suppress the deformation of the panel and improve the operability of the vehicle.
上記の目的を達成するために本発明は、車体のリアフロアパネルに形成された凹部にスペアタイヤを収納する車両の車体構造であって、リアフロアパネルの凹部とスペアタイヤとの間でスペアタイヤと当接し且つ車幅方向に並ぶように設けられた複数の粘弾性部材を有し、これらの粘弾性部材がリアフロアパネルの凹部とスペアタイヤから力を受けて所定の粘性減衰力を生じる粘性減衰特性を備えていることを特徴としている。
このように構成された本発明においては、リアフロアパネルの凹部とスペアタイヤから力を受けて所定の粘性減衰力を生じる複数の粘弾性部材が車幅方向に並んでいるので、車体のねじり変形によりリアフロアパネルに生じる車幅方向の変形の変形速度に応じて、その変形エネルギが吸収されると共にその変形がある程度許容され、さらに、粘弾性部材の変形による反力がリアフロアパネルの変形を抑制するように働いてリアフロアパネルの剛性が高まる。従って、リアフロアパネルの剛性を大きく高めることなく、リアフロアパネルの変形を抑制して、車体のねじり変形を抑制することが出来る。
In order to achieve the above object, the present invention provides a vehicle body structure for a vehicle in which a spare tire is accommodated in a recess formed in a rear floor panel of the vehicle body, and the spare tire is placed between the recess of the rear floor panel and the spare tire. A plurality of viscoelastic members provided so as to be in contact with each other and arranged in the vehicle width direction, and these viscoelastic members receive a force from the recesses of the rear floor panel and a spare tire to generate a predetermined viscous damping force. It is characterized by having.
In the present invention configured as described above, a plurality of viscoelastic members that generate a predetermined viscous damping force by receiving a force from the recess of the rear floor panel and the spare tire are arranged in the vehicle width direction. The deformation energy is absorbed and the deformation is allowed to some extent according to the deformation speed of the deformation in the vehicle width direction generated in the rear floor panel, and the reaction force due to the deformation of the viscoelastic member suppresses the deformation of the rear floor panel. This increases the rigidity of the rear floor panel. Therefore, the deformation of the rear floor panel can be suppressed and the torsional deformation of the vehicle body can be suppressed without greatly increasing the rigidity of the rear floor panel.
また、本発明において好ましくは、さらに、リアフロアパネルの凹部とスペアタイヤとの間でスペアタイヤと当接し且つ車体前後方向に並ぶように設けられる複数の弾性部材を有し、これらの弾性部材は、スペアタイヤと共に、所定の周波数でダイナミックダンパーとして機能するばね特性を有する。
このように構成された本発明においては、スペアタイヤと共に所定の周波数でダイナミックダンパーとして機能するばね特性を有する複数の弾性部材が車体前後方向に並んでいるので、所定の周波数として、例えば、車体全体の長手方向の曲げ振動(所謂、車体の二次振動)の共振周波数でダイナミックダンパーとして機能して、車体全体の長手方向の曲げ振動を抑制して、その曲げ振動の音響放射による車室内の騒音を低減すると共に車両の操安性を高めることが出来る。
Preferably, in the present invention, it further includes a plurality of elastic members provided in contact with the spare tire between the recessed portion of the rear floor panel and the spare tire and arranged in the vehicle body front-rear direction. Along with the spare tire, it has a spring characteristic that functions as a dynamic damper at a predetermined frequency.
In the present invention configured as described above, a plurality of elastic members having spring characteristics that function as dynamic dampers at a predetermined frequency together with the spare tire are arranged in the longitudinal direction of the vehicle body. It functions as a dynamic damper at the resonance frequency of the longitudinal bending vibration of the vehicle body (so-called secondary vibration of the vehicle body), suppresses the bending vibration in the longitudinal direction of the entire vehicle body, and noise in the vehicle interior due to acoustic radiation of the bending vibration As well as the vehicle operability.
また、本発明において好ましくは、粘弾性部材は、板状の粘弾性体と、この粘弾性体の上下面にそれぞれ設けられた一対の板状の取付部材とを備え、下面に設けられた取付部材がリアフロアパネル凹部内に固定され、上面に設けられた取付部材がスペアタイヤのタイヤに当接する。   Preferably, in the present invention, the viscoelastic member includes a plate-like viscoelastic body and a pair of plate-like attachment members provided on the upper and lower surfaces of the viscoelastic body, and the attachment provided on the lower surface. The member is fixed in the recess of the rear floor panel, and the mounting member provided on the upper surface comes into contact with the tire of the spare tire.
本発明によれば、スペアタイヤを利用して、リアフロアパネル周辺の車体構造への応力集中の緩和及び車体の軽量化を図りつつ、リアフロアパネルの剛性を高めて車両の操安性を高めることが出来る。   According to the present invention, the spare tire is used to reduce the stress concentration on the vehicle body structure around the rear floor panel and reduce the weight of the vehicle body. I can do it.
以下、本発明の実施形態を添付図面を参照して説明する。
図1は、本発明の実施形態による車両の車体構造を有する車体のアンダーボディ1を示す斜視図である。
図1に示すように、本発明の第1実施形態による車両の車体構造を有する車体のアンダーボディ1は、車体の基本的な補強フレームとして、それぞれ車体前後方向に延びる一対のフロントサイドフレーム2、一対のサイドシル4、一対のフロアサイドフレーム6及び一対のリアサイドフレーム8と、それぞれ車幅方向に延びるNo.1クロスメンバ10、No.2クロスメンバ12、No.3クロスメンバ14及びNo.4クロスメンバ16とを備えている。No.1クロスメンバ10は、一対のトルクボックスメンバ18と、ダッシュロアクロスメンバ20とから構成されている。
Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a perspective view showing an underbody 1 of a vehicle body having a vehicle body structure according to an embodiment of the present invention.
As shown in FIG. 1, an underbody 1 of a vehicle body having a vehicle body structure according to a first embodiment of the present invention includes a pair of front side frames 2 extending in the longitudinal direction of the vehicle body as basic reinforcing frames of the vehicle body. A pair of side sills 4, a pair of floor side frames 6, and a pair of rear side frames 8, respectively, No. 2 extending in the vehicle width direction. 1 cross member 10, no. 2 Cross member 12, No. 2 3 cross member 14 and no. 4 cross members 16. No. The one cross member 10 includes a pair of torque box members 18 and a dash lower cross member 20.
一対のフロントサイドフレーム2及びNo.1クロスメンバ10には、フロントサスペンションクロスメンバ22が取付けられ、このフロントサスペンションクロスメンバ22には、フロントサスペンション24が取り付けられている。また、一対のフロントサイドフレーム2の間には、エンジン26が取付けられている。一対のリアサイドフレーム8には、リアサスペンションクロスメンバ28が取り付けられ、このリアサスペンションクロスメンバ28には、リアサスペンション30が取り付けられている。   A pair of front side frames 2 and No. 2 A front suspension cross member 22 is attached to one cross member 10, and a front suspension 24 is attached to the front suspension cross member 22. An engine 26 is attached between the pair of front side frames 2. A rear suspension cross member 28 is attached to the pair of rear side frames 8, and a rear suspension 30 is attached to the rear suspension cross member 28.
アンダーボディ1は、さらに、これらの複数のフレーム部材に接続されて車室の床部分を構成するフロントフロアパネル32と、このフロントフロアパネル32の車体後方の一段高い位置に配設されるセンタフロアパネル34と、このセンタフロアパネル34よりも車体後方に配設され荷室の床部分を構成するリヤフロアパネル36とを備えている。   The underbody 1 further includes a front floor panel 32 that is connected to the plurality of frame members to form a floor portion of the passenger compartment, and a center floor that is disposed at a position higher than the front floor panel 32 at the rear of the vehicle body. A panel 34 and a rear floor panel 36 which is disposed behind the center floor panel 34 and which forms the floor portion of the cargo compartment are provided.
フロントフロアパネル32は、鋼板を一体でプレス成形したもので、その車幅方向のほぼ中央位置において車体前後方向に延びるようにフロアトンネル38が形成されている。このフロントフロアパネル32の車体前側の端縁部には、車室とエンジンルームを仕切るダッシュパネル40の下端縁部がスポット溶接等により接合され、また、フロントフロアパネル32の車幅方向の両端側には、それぞれ、自動車のサイドボディ(図示せず)が取り付けられるようになっており、これらのダッシュパネル40及びサイドボディは、車室を構成するピラーや天井部(図示せず)などに接続されている。   The front floor panel 32 is formed by integrally pressing a steel plate, and a floor tunnel 38 is formed so as to extend in the longitudinal direction of the vehicle body at a substantially central position in the vehicle width direction. The front edge of the front floor panel 32 on the vehicle body front side is joined to the lower edge of the dash panel 40 that partitions the vehicle compartment from the engine room by spot welding or the like. Are attached to a side body (not shown) of an automobile, and the dash panel 40 and the side body are connected to a pillar, a ceiling part (not shown), and the like constituting the passenger compartment. Has been.
次に、図2乃至図4により、本実施形態によるリアフロアパネルの構造を説明する。図2は、図1のリアフロアパネルを拡大して示す平面図であり、図3は、図2のIII-III線に沿って見た断面図であり、図4は、本実施形態に適用される粘弾性部材を示す斜視図である。   Next, the structure of the rear floor panel according to the present embodiment will be described with reference to FIGS. 2 is an enlarged plan view of the rear floor panel of FIG. 1, FIG. 3 is a cross-sectional view taken along line III-III of FIG. 2, and FIG. 4 is applied to the present embodiment. It is a perspective view which shows a viscoelastic member.
リアフロアパネル36は、所定厚(例えば、厚さ0.65〜0.7mm)の鋼板を一体でプレス成形したもので、その周縁部は、一対のリアサイドフレーム8、No.4クロスメンバ16及びリアボディ42にスポット溶接などで接合され、その車幅方向のほぼ中央位置において、スペアタイヤを収容するための凹部44、即ち、所謂スペアタイヤハウス44が後方に開放する形状に車体下方に突出するように一体的に形成されている。   The rear floor panel 36 is formed by integrally pressing a steel plate having a predetermined thickness (for example, a thickness of 0.65 to 0.7 mm). 4 The cross member 16 and the rear body 42 are joined to each other by spot welding or the like, and at a substantially central position in the vehicle width direction, a recess 44 for accommodating a spare tire, that is, a so-called spare tire house 44 is opened rearward. It is integrally formed so as to protrude downward.
図2及び図3に示すように、このスペアタイヤハウス44の底部44aには、その車体前後方向及び車幅方向のほぼ中央にホイール支持部46が形成され、このホイール支持部は、その突起部46aにより、スペアタイヤ48を所定の位置に位置決めし、その肩部46bにより、弾性パッド50を介して、スペアタイヤ48を車体上下方向に支持し、スペアタイヤはボルト(図示せず)によりその車体上下方向の位置が大きくずれない程度に固定されるようになっている。   As shown in FIGS. 2 and 3, a wheel support portion 46 is formed on the bottom portion 44a of the spare tire house 44 at the center in the vehicle longitudinal direction and the vehicle width direction. The spare tire 48 is positioned at a predetermined position by 46a, and the shoulder tire 46b supports the spare tire 48 in the vertical direction of the vehicle body via the elastic pad 50. The spare tire is bolted (not shown) to the vehicle body. The position in the vertical direction is fixed so as not to deviate greatly.
このホイール支持部46の車幅方向の左右には、一対の粘弾性支持部材(粘弾性部材)52が設けられ、これらの粘弾性支持部材52は、図4に示すように、それぞれ、その変形速度及び変位量に応じて所定の粘性減衰力及び反力を生じる板状の粘弾性体54と、その粘弾性体の上下面にそれぞれ接着された一対の鋼板製の板状の取付部材56とを備えている。   A pair of viscoelastic support members (viscoelastic members) 52 are provided on the left and right sides of the wheel support portion 46 in the vehicle width direction. These viscoelastic support members 52 are each deformed as shown in FIG. A plate-like viscoelastic body 54 that generates a predetermined viscous damping force and reaction force according to speed and displacement, and a pair of steel plate-like mounting members 56 respectively bonded to the upper and lower surfaces of the viscoelastic body; It has.
ここで、車体のフロアは、走行時にねじり変形や曲げ変形し、これらのねじり変形や曲げ変形は、主に、15乃至25Hzの振動を伴うことが知られている。本実施形態では、粘弾性支持部材52により、フロアのねじり変形や曲げ変形が抑制されるようにしている。以下、粘弾性支持部材52を具体的に説明する。   Here, it is known that the floor of the vehicle body undergoes torsional deformation and bending deformation during traveling, and these torsional deformation and bending deformation mainly involve vibrations of 15 to 25 Hz. In the present embodiment, the viscoelastic support member 52 suppresses torsional deformation and bending deformation of the floor. Hereinafter, the viscoelastic support member 52 will be specifically described.
粘弾性体54は、シリコン系又はジエン系の粘弾性材料(ビスコエラスティックマテリアル)からなる矩形状の板状のものであり、その変形速度及び変形量に応じて所定の粘性減衰力及び反力を生じるものである。粘弾性材料固有の特性値としては、タンデルタ値(tanδK)が0.7乃至1.0のものである。また、粘弾性体54を取付部材56に設けた粘弾性支持部材52としての剛性値の実数成分(K')及び虚数成分(K'')は、それぞれ、常温において約15Hz乃至25Hzの範囲で100乃至700N/mm及び80乃至500N/mmを示す。 The viscoelastic body 54 is a rectangular plate made of a silicon-based or diene-based viscoelastic material (viscoelastic material), and has a predetermined viscous damping force and reaction force according to the deformation speed and the deformation amount. It is what produces. As a characteristic value unique to the viscoelastic material, a tan delta value (tan δ K ) is 0.7 to 1.0. Further, the real number component (K ′) and the imaginary number component (K ″) of the stiffness value of the viscoelastic support member 52 provided with the viscoelastic body 54 on the mounting member 56 are each in the range of about 15 Hz to 25 Hz at room temperature. 100 to 700 N / mm and 80 to 500 N / mm are shown.
この粘弾性支持部材52は、スペアタイヤ48がホイール支持部46に取付けられると、その上面56aがスペアタイヤ48のタイヤ48aに当接するような位置及び高さに固定されている。具体的には、車体下方側にある一方の取付部材56の下面56bがスペアタイヤハウス44の底部44aに接着され、車体上方側にある他方の取付部材56の上面56aがスペアタイヤ48のタイヤ48aに当接するようになっている。   The viscoelastic support member 52 is fixed at a position and height such that when the spare tire 48 is attached to the wheel support portion 46, the upper surface 56 a abuts against the tire 48 a of the spare tire 48. Specifically, the lower surface 56b of one attachment member 56 on the vehicle body lower side is bonded to the bottom 44a of the spare tire house 44, and the upper surface 56a of the other attachment member 56 on the vehicle body upper side is the tire 48a of the spare tire 48. It comes to contact with.
これらの粘弾性支持部材52は、車体全体のねじり変形等によりリアフロアパネル36がたわむと、それらの粘弾性支持部材52が設けられたリアフロアパネル部分とスペアタイヤのタイヤ部分との相対変位により、リアフロアパネルとスペアタイヤから力を受けて変形するようになっている。   When the rear floor panel 36 bends due to torsional deformation or the like of the entire vehicle body, these viscoelastic support members 52 cause the rear floor panel due to relative displacement between the rear floor panel portion provided with the viscoelastic support members 52 and the tire portion of the spare tire. It is designed to deform under the force of the panel and spare tire.
なお、変形例として、粘弾性支持部材52を、図5に示すように車幅方向の左右にそれぞれ2箇所づつ配置して車幅方向に並ぶようにしても良く、或いは、車幅方向の左右にそれぞれ複数個配置しても良い。   As a modification, two viscoelastic support members 52 may be arranged on the left and right sides in the vehicle width direction and arranged in the vehicle width direction as shown in FIG. A plurality of each may be arranged.
次に、本実施形態の作用を説明する。
本実施形態の車両の車体構造では、リアフロアパネル36のスペアタイヤハウス44とスペアタイヤ48との間で、スペアタイヤ48と当接するようにスペアタイヤハウス44内に車幅方向に並ぶように粘弾性支持部材(粘弾性部材)52が設けられているので、車両の旋回時等に生じる車体のねじり変形によりリアフロアパネル36に生じる車幅方向の変形の変形速度に応じて、その変形エネルギが吸収されると共にその変形がある程度許容され、さらに、粘弾性支持部材の変形による反力がリアフロアパネルの変形を抑制するように働いてリアフロアパネルの剛性が高まる。従って、リアフロアパネル36の剛性を大きく高めることなく、リアフロアパネルの変形を抑制して、車体のねじり変形を抑制することが出来る。
Next, the operation of this embodiment will be described.
In the vehicle body structure of the vehicle according to the present embodiment, the viscoelasticity is arranged in the spare tire house 44 so as to be in contact with the spare tire 48 between the spare tire house 44 and the spare tire 48 of the rear floor panel 36. Since the support member (viscoelastic member) 52 is provided, the deformation energy is absorbed according to the deformation speed of the deformation in the vehicle width direction that occurs in the rear floor panel 36 due to the torsional deformation of the vehicle body that occurs when the vehicle turns. Further, the deformation is allowed to some extent, and the reaction force due to the deformation of the viscoelastic support member works to suppress the deformation of the rear floor panel, thereby increasing the rigidity of the rear floor panel. Therefore, the deformation of the rear floor panel can be suppressed and the torsional deformation of the vehicle body can be suppressed without greatly increasing the rigidity of the rear floor panel 36.
特に、粘弾性支持部材52が設けられたリアフロアパネル部分とスペアタイヤのタイヤ部分との相対変位により粘弾性支持部材52が変形し、そのような変形をする粘弾性支持部材52が、車幅方向に並んで設けられているので、リアフロアパネル36が車幅方向にたわむような車体のねじり変形を効果的に抑制することが出来る。   In particular, the viscoelastic support member 52 is deformed by the relative displacement between the rear floor panel portion on which the viscoelastic support member 52 is provided and the tire portion of the spare tire, and the viscoelastic support member 52 that deforms in the vehicle width direction Therefore, it is possible to effectively suppress the torsional deformation of the vehicle body such that the rear floor panel 36 bends in the vehicle width direction.
また、粘弾性支持部材52は、車体下方側にある一方の取付部材56の下面56bがスペアタイヤハウス44の底部44aに接着され、車体上方側にある他方の取付部材56の上面56aがスペアタイヤ48のタイヤ48aに当接するようになっているので、車体のねじり変形を効果的に抑制することが出来る。
また、粘弾性部材52により、サスペンション24、30やエンジン26から車体のフレーム部材を介してリアフロアパネル36に伝達された振動を減衰させて、リアフロアパネル36からの音響放射を低減して室内騒音を低減することが出来る。
The viscoelastic support member 52 has a lower surface 56b of one attachment member 56 on the vehicle body lower side bonded to the bottom 44a of the spare tire house 44, and an upper surface 56a of the other attachment member 56 on the vehicle body upper side. Since the tire 48 abuts on the tire 48a, the torsional deformation of the vehicle body can be effectively suppressed.
The viscoelastic member 52 attenuates vibration transmitted from the suspensions 24 and 30 and the engine 26 to the rear floor panel 36 through the frame member of the vehicle body, thereby reducing acoustic radiation from the rear floor panel 36 and reducing room noise. It can be reduced.
従って、フロア周辺の車体構造、例えば、車体のピラー等の他の部材への応力集中による破損や車体の構造部品をつなぎ止めるスポット溶接が抜けてしまうことを防止すると共に車体の軽量化を図りつつ車両の操安性を高めることが出来る。また、室内騒音を低減することが出来る。   Therefore, it is possible to prevent the vehicle body structure around the floor, for example, damage due to stress concentration on other members such as the pillars of the vehicle body and spot welding that holds the structural parts of the vehicle body from coming off, while reducing the weight of the vehicle body. Can improve the maneuverability. Moreover, indoor noise can be reduced.
次に、図6により第2実施形態のリアフロアパネルの構造を説明する。
図6は、第2実施形態のリアフロアパネルを拡大して示す平面図である。本実施形態では、上述したように、リアフロアパネル36のスペアタイヤハウス44の底部44aに、一対の粘弾性部材52が設けられ、さらに、ホイール支持部46の車体前後方向の前後に、それぞれ、変形量に応じて所定の反力を生じる板状の弾性体で構成された一対の弾性支持部材(弾性部材)58が設けられている。その他の構成は上述した通りである。
Next, the structure of the rear floor panel of the second embodiment will be described with reference to FIG.
FIG. 6 is an enlarged plan view showing the rear floor panel of the second embodiment. In the present embodiment, as described above, the pair of viscoelastic members 52 are provided on the bottom 44a of the spare tire house 44 of the rear floor panel 36, and further, the wheel support 46 is deformed in the longitudinal direction of the vehicle body in the longitudinal direction. A pair of elastic support members (elastic members) 58 formed of a plate-like elastic body that generates a predetermined reaction force according to the amount is provided. Other configurations are as described above.
これらの弾性支持部材58は、スペアタイヤ48がホイール支持部46に取付けられると、その弾性支持部材58の上面がスペアタイヤ48に当接するような位置及び高さになるように、その下面がスペアタイヤハウスの底部44aに接着されている。   When the spare tire 48 is attached to the wheel support portion 46, the lower surface of the elastic support member 58 is spare so that the upper surface of the elastic support member 58 is in a position and height so as to contact the spare tire 48. It is bonded to the bottom 44a of the tire house.
これらの弾性支持部材58は、ばね特性を有し、この弾性支持部材58のばね定数と、この弾性支持部材に当接したスペアタイヤ48の重量とによって、ばねマス系を構成して、車体全体の長手方向の曲げ振動(所謂、車体の二次振動)の共振周波数である20Hz付近(約15Hz〜25Hz)でダイナミックダンパーとして機能するようになっている。   These elastic support members 58 have spring characteristics, and a spring mass system is constituted by the spring constant of the elastic support members 58 and the weight of the spare tire 48 in contact with the elastic support members. It functions as a dynamic damper in the vicinity of 20 Hz (about 15 Hz to 25 Hz) which is the resonance frequency of the bending vibration in the longitudinal direction (so-called secondary vibration of the vehicle body).
次に、本実施形態の作用を説明する。本実施形態では、第1実施形態で上述したように、粘弾性部材52により、リアフロアパネル36に生じる車幅方向の変形を抑制することが出来る。
また、本実施形態では、リアフロアパネル36のスペアタイヤハウス44とスペアタイヤ48との間で、スペアタイヤ48と当接するようにスペアタイヤハウス44内に車体前後方向に並ぶように弾性部材58が設けられ、これらの弾性部材58が、車体全体の長手方向の曲げ振動(所謂、車体の二次振動)の共振周波数でダイナミックダンパーとして機能するようになっているので、車体全体の長手方向の曲げ振動を抑制して、その曲げ振動の音響放射による車室内の騒音を低減すると共に車両の操安性を高めることが出来る。
Next, the operation of this embodiment will be described. In the present embodiment, as described above in the first embodiment, the viscoelastic member 52 can suppress deformation in the vehicle width direction that occurs in the rear floor panel 36.
In the present embodiment, the elastic member 58 is provided in the spare tire house 44 so as to be arranged in the front-rear direction of the vehicle body so as to contact the spare tire 48 between the spare tire house 44 and the spare tire 48 of the rear floor panel 36. Since these elastic members 58 function as dynamic dampers at the resonance frequency of bending vibration in the longitudinal direction of the entire vehicle body (so-called secondary vibration of the vehicle body), bending vibration in the longitudinal direction of the entire vehicle body Can be suppressed, noise in the vehicle interior due to acoustic radiation of the bending vibration can be reduced, and the operability of the vehicle can be improved.
さらに、ホイール支持部の車幅方向の左右に設けられた粘弾性部材52の位置は、車体前後方向に設けられた一対の弾性部材58の車体前後方向のほぼ中間であり、それぞれの弾性部材からなるべく離れて配置するようにしているので、ダイナミックダンパーとして作用する弾性部材58の変形を抑制しないようにすることが出来る。   Furthermore, the positions of the viscoelastic members 52 provided on the left and right sides of the wheel support portion in the vehicle width direction are substantially in the middle of the pair of elastic members 58 provided in the vehicle body longitudinal direction. Since they are arranged as far apart as possible, it is possible to prevent deformation of the elastic member 58 acting as a dynamic damper.
本発明の第1実施形態による車両の車体構造を有する車体のアンダーボディを示す斜視図である。It is a perspective view which shows the underbody of the vehicle body which has the vehicle body structure of the vehicle by 1st Embodiment of this invention. 図1のリアフロアパネルを拡大して示す平面図である。It is a top view which expands and shows the rear floor panel of FIG. 図2のIII-III線に沿って見た断面図である。It is sectional drawing seen along the III-III line of FIG. 本発明の第1実施形態に適用される粘弾性部材を示す斜視図である。It is a perspective view which shows the viscoelastic member applied to 1st Embodiment of this invention. 本発明の第1実施形態の変形例によるリアフロアパネルを拡大して示す平面図である。It is a top view which expands and shows the rear floor panel by the modification of 1st Embodiment of this invention. 本発明の第2実施形態によるリアフロアパネルを拡大して示す平面図である。It is a top view which expands and shows the rear floor panel by 2nd Embodiment of this invention.
符号の説明Explanation of symbols
1 車体のアンダーボディ
36 リアフロアパネル
44 スペアタイヤハウス
46 ホイール支持部
48 スペアタイヤ
50 弾性パッド
52 粘弾性支持部材
54 粘弾性体
56 取付部材
58 弾性支持部材
DESCRIPTION OF SYMBOLS 1 Underbody body 36 of a vehicle body Rear floor panel 44 Spare tire house 46 Wheel support part 48 Spare tire 50 Elastic pad 52 Viscoelastic support member 54 Viscoelastic body 56 Mounting member 58 Elastic support member

Claims (3)

  1. 車体のリアフロアパネルに形成された凹部にスペアタイヤを収納する車両の車体構造であって、
    上記リアフロアパネルの凹部と上記スペアタイヤとの間で上記スペアタイヤと当接し且つ車幅方向に並ぶように設けられた複数の粘弾性部材を有し、
    これらの粘弾性部材が上記リアフロアパネルの凹部とスペアタイヤから力を受けて所定の粘性減衰力を生じる粘性減衰特性を備えていることを特徴とする車両の車体構造。
    A vehicle body structure for storing a spare tire in a recess formed in a rear floor panel of a vehicle body,
    A plurality of viscoelastic members provided in contact with the spare tire and arranged in the vehicle width direction between the recess of the rear floor panel and the spare tire;
    A vehicle body structure for a vehicle, characterized in that these viscoelastic members receive a force from the recess of the rear floor panel and a spare tire to generate a predetermined viscous damping force.
  2. さらに、上記リアフロアパネルの凹部と上記スペアタイヤとの間で上記スペアタイヤと当接し且つ車体前後方向に並ぶように設けられる複数の弾性部材を有し、
    これらの弾性部材は、上記スペアタイヤと共に、所定の周波数でダイナミックダンパーとして機能するばね特性を有する請求項1記載の車両の車体構造。
    Furthermore, it has a plurality of elastic members provided so as to abut on the spare tire between the recess of the rear floor panel and the spare tire and to be arranged in the longitudinal direction of the vehicle body,
    The vehicle body structure according to claim 1, wherein the elastic member has a spring characteristic that functions as a dynamic damper at a predetermined frequency together with the spare tire.
  3. 上記粘弾性部材は、板状の粘弾性体と、この粘弾性体の上下面にそれぞれ設けられた一対の板状の取付部材とを備え、下面に設けられた取付部材が上記リアフロアパネル凹部内に固定され、上面に設けられた取付部材が上記スペアタイヤのタイヤに当接する請求項1又は請求項2に記載の車両の車体構造。   The viscoelastic member includes a plate-like viscoelastic body and a pair of plate-like attachment members respectively provided on the upper and lower surfaces of the viscoelastic body, and the attachment member provided on the lower surface is provided in the rear floor panel recess. The vehicle body structure according to claim 1, wherein an attachment member fixed to the upper surface and affixed to an upper surface of the mounting member abuts against a tire of the spare tire.
JP2003414751A 2003-12-12 2003-12-12 Vehicle body structure for vehicle Abandoned JP2005170270A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011201425A (en) * 2010-03-25 2011-10-13 Mazda Motor Corp Mounting structure of instrument panel member
JP2012144150A (en) * 2011-01-12 2012-08-02 Mazda Motor Corp Mounting structure of member for vehicles
WO2013045860A1 (en) * 2011-09-30 2013-04-04 Renault S.A.S. Spare wheel well and method of installing said well in relation to the shock absorber anchor points
JP2016107828A (en) * 2014-12-05 2016-06-20 三菱自動車工業株式会社 Reducing agent tank loading structure
WO2019069365A1 (en) * 2017-10-03 2019-04-11 日産自動車株式会社 Vibration control structure of vehicle body, and vibration control method for vehicle body

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011201425A (en) * 2010-03-25 2011-10-13 Mazda Motor Corp Mounting structure of instrument panel member
JP2012144150A (en) * 2011-01-12 2012-08-02 Mazda Motor Corp Mounting structure of member for vehicles
WO2013045860A1 (en) * 2011-09-30 2013-04-04 Renault S.A.S. Spare wheel well and method of installing said well in relation to the shock absorber anchor points
FR2980761A1 (en) * 2011-09-30 2013-04-05 Renault Sa SPARE WHEEL BAG AND METHOD OF INSTALLATION OF SAID BIN
JP2016107828A (en) * 2014-12-05 2016-06-20 三菱自動車工業株式会社 Reducing agent tank loading structure
WO2019069365A1 (en) * 2017-10-03 2019-04-11 日産自動車株式会社 Vibration control structure of vehicle body, and vibration control method for vehicle body

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