JP2009029308A - Suspension tower structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide suspension tower structure for vehicle capable of securing shock absorbing ability of a front hood panel without influencing movement of an upper arm. <P>SOLUTION: A suspension fitting panel 54 formed with a suspension support 56 is formed with a through hole 64 in a position corresponding to an outer end 26 of an upper arm 18. A cylindrical body 68 is fitted to the through hole so as to prevent deterioration of rigidity. In a cover member 66, a cover element 70 is held in a position for sealing an upper opening of the cylindrical body with energizing force of a compression coil 82, but when the upper arm is turned and the outer end thereof is moved upward large, the upper arm enters the cylindrical body and abuts on the cover element. With this structure, since the cover element opens the cylindrical body, resisting the energizing force of the compression coil spring, the outer end of the upper arm can be moved upward large without forming a projection in the suspension fitting panel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a suspension tower structure for a vehicle, and more particularly to a suspension tower structure for a vehicle in which a double wishbone suspension is used.

  In a vehicle, a wheel is pivotally supported via a suspension, and a vertical movement of the wheel is suppressed by a shock absorber provided in the suspension. If the distance between the suspension support to which the upper end of the shock absorber is attached and the front hood panel is narrow, it becomes difficult to absorb the shock by the front hood panel.

  For this reason, for example, when a pedestrian rides on the front hood panel, the impact received by the pedestrian is absorbed by the front hood panel being deformed by a load received from the pedestrian. At this time, if the distance between the front hood panel and the upper end of the suspension support is narrow, the shock absorbing force due to the deformation of the front hood panel is lowered.

From here, various proposals for ensuring the distance between the suspension support and the front hood panel have been made (for example, see Patent Document 1). In addition, a proposal has been made that the shock received by the front hood panel is absorbed by the front hood panel and the suspension support by allowing the suspension support to absorb the shock by elastic deformation of the vibration-proof rubber (see, for example, Patent Document 2). .)
JP 2002-120535 A JP 2003-327075 A

  By the way, the suspension provided in the vehicle includes a double wishbone type suspension. In this suspension, the upper arm moves up and down as the wheels move up and down.

  From here, in vehicles with double wishbone suspension, a large bulge (hereinafter referred to as a protrusion) that allows the upper arm to move up and down is formed adjacent to the suspension support. The gap between is narrowed.

  For this reason, in the site | part which opposes this protrusion, the impact-absorbing power of a front hood panel becomes low, and it is necessary to provide a front hood panel so that it may distance from a protrusion.

  The present invention has been made in view of the above-mentioned facts, and is a vehicle provided with a double wishbone type suspension, and it is possible to secure a shock absorbing force of the front hood panel without affecting the movement of the upper arm. An object is to provide a suspension tower structure.

  In order to achieve the above object, the present invention provides a suspension tower structure for a vehicle to which a suspension provided with an upper arm that moves up and down according to the vertical movement of a wheel is attached, and a mounting panel provided with a suspension tower on an upper surface; A retraction portion formed on the mounting panel so as to face the upper arm and having a through hole that can enter when the outer end portion of the upper arm moves upward, and an approximate passage through which the upper arm that enters the through hole can pass. A blocking member formed in a cylindrical shape and disposed in the through hole of the retracting portion, and closing the through hole and allowing the opening of the through hole to be opened by the upper arm entering the through hole. And a member.

  According to this invention, the through-hole is formed in the mounting panel opposed to the front hood panel, and the upper arm entering the through-hole prevents the upper arm moved upward from interfering with the mounting panel. .

  At this time, by providing the through-hole with a reinforcing member having a closed cross section formed on the cylinder, the rigidity of the mounting panel due to the formation of the through-hole is prevented. In addition, by closing the through hole with the lid member, for example, dirt such as mud, water, dust, vibration, noise, and the like can be prevented from passing through the through hole.

  As a result, in order to ensure the upward movement range of the upper arm, it is not necessary to form a protrusion protruding toward the front hood panel on the mounting panel, so the front hood panel can be moved without moving the front hood panel upward. A desired interval can be ensured between the two.

  Therefore, even when the front hood panel receives an impact from above, the impact energy can be absorbed.

  According to a second aspect of the invention, the lid member guides the movement between the lid body that can close the through hole, and the closed position of the through hole and the open position of the through hole of the lid body. And a urging means for urging the lid so as to be moved toward a position for closing the through hole.

  According to this invention, the lid is guided by the guide means so as to be movable between the closed position of the through hole and the open position of the through hole, and the lid is held at the closed position of the through hole by the urging means.

  As a result, when the upper arm is largely moved upward, the lid body can be moved to the opening position of the through hole against the urging force of the urging means, and when the upper arm moves downward, the lid body moves the through hole. When the upper arm moves little, the through-hole can be reliably closed and held.

  As described above, according to the present invention, it is not necessary to form a protrusion on the mounting panel in order to secure a space when the upper arm moves upward. As a result, the space between the front hood panel and the front hood panel is not reduced, so that the space for absorbing the impact energy when the front hood panel receives an impact can be secured without increasing the position of the front hood panel. Excellent effect is obtained.

  According to the invention of claim 2, the through-hole provided for preventing the upper arm from interfering with the mounting panel can be held closed by the lid member, and the upper arm can be smoothly moved upward. .

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a double wishbone suspension (hereinafter referred to as suspension 10) according to the present embodiment. In the vehicle 12 applied to the present embodiment, suspensions 10 are provided on the left and right sides of the front portion of the vehicle, and the vehicle body 14 and the wheels 16 are connected by the suspension 10. In the following, one of the left and right (right side) will be described as an example, and the description of the other will be omitted. In the following, the arrow UP indicates the upper side in the vehicle vertical direction, and the arrow OUT indicates the outer side (right outer side) in the vehicle width direction.

  The suspension 10 is a well-known double-wishbone suspension having a general configuration, and includes an upper arm 18 and a lower arm 20 that are arranged substantially in parallel. The upper arm 18 is formed in a substantially V shape, and a substantially cylindrical cylindrical body 22 having an axial direction in the vehicle front-rear direction (the front and back direction in FIG. 1) is formed at both ends. The upper arm 18 is pivotally supported by inserting a shaft 24 protruding from the vehicle body 14 into the cylindrical body 22.

  The upper arm 18 has a V-shaped intermediate portion 26 which is directed outward in the vehicle width direction, and is supported by the vehicle body 14 via the shaft 24. The end 26 can swing so as to move in the vertical direction.

  A steering knuckle 30 that is a wheel support member is connected to the upper arm 18 via a ball joint (hereinafter referred to as an upper ball joint 28), for example, via a ball joint (hereinafter referred to as an upper ball joint 28).

  The steering knuckle 30 is disposed along the vertical direction, and a lower end portion thereof is connected to an outer end portion 34 of the lower arm 20 via, for example, a lower ball joint 32 so as to be rotatable and swingable. The lower arm 20 is pivotally supported with its inner end on the vehicle inner side connected to the vehicle body 14 via a shaft along the vehicle longitudinal direction (not shown). It can be swung to move in the direction.

  Thereby, the steering knuckle 30 arranged in the vehicle vertical direction is supported by the upper arm 18 and the lower arm 20 so as to be movable in the vertical direction with respect to the vehicle body 14.

  A disc rotor 36 for braking the wheel and a disc wheel 38 of the wheel 16 are pivotally supported at an intermediate portion in the vertical direction of the steering knuckle 30 via a hub bearing (not shown).

  A tie rod (not shown) is connected to the steering knuckle 30, and this tie rod is moved along the longitudinal direction (vehicle width direction) by a steering operation, so that the steering knuckle 30 is connected to the upper ball joint 28 and the lower ball joint 28. It is rotated around the ball joint 32. Thereby, the wheel 16 pivotally supported by the steering knuckle 30 is snaked.

  Further, the wheel 16 is moved relative to the vehicle body 14 in the vertical direction by moving the steering knuckle 30 in the vehicle vertical direction. As a result, the wheel 16 can move up and down relative to the vehicle body 14 when traveling on a road with unevenness or steps or when rolling.

  On the other hand, the lower arm 20 is provided with a bracket 40 at a predetermined position, and the lower end of the shock absorber 42 is supported by the bracket 40. The shock absorber 42 has an upper end attached to the vehicle body 14 and a lower end connected to the bracket 40.

  In the shock absorber 42, for example, relative contraction in which the inner cylinder 46 enters the outer cylinder 44 due to swinging of the lower arm 20 and expansion in which the inner cylinder 46 is pulled out from the outer cylinder 44 occur. At this time, the vibration energy of the lower arm 20 is absorbed and attenuated by the viscosity of the viscous fluid accommodated in the shock absorber 42.

  Thereby, when the wheel 16 moves up and down relatively with respect to the vehicle body 14, it can converge while absorbing the impact of the up and down movement. A known general configuration can be applied to such a suspension 10. In the vehicle 12, steering operability, traveling stability, and the like are ensured by the suspension 10.

  As shown in FIG. 2, a front luggage space (hereinafter referred to as an engine room 48) in which an engine or the like is accommodated is formed in the front portion of the vehicle 12, and the suspension 10 includes the engine room 48. Is disposed on both sides in the vehicle width direction (not shown in FIG. 2).

  In the vehicle 12, the engine room 48 is covered with a front hood panel 50 (a part of which is shown in FIG. 1). Further, a suspension tower 52 is formed in the vehicle body 14 of the vehicle 12 in an engine room 48 covered with the front hood panel 50.

  As shown in FIG. 1, the suspension tower 52 is covered with a suspension mounting panel 54. As shown in FIG. 2, the suspension mounting panel 52 is formed on the vehicle body 14 so as to cover the upper part and the periphery of the suspension 10 when viewed from the engine room 48 side. In the vehicle 10, the suspension mounting panel 54 prevents intrusion of mud, water, stones, and the like that are splashed up by the wheels 16 during traveling, and dust, noise, vibration, and the like from the wheel house into the engine room 48. Yes.

  As shown in FIGS. 1 to 4, a suspension support 56 is formed at a predetermined position on the upper surface of the suspension mounting panel 54. In the suspension support 56, a mounting hole 58 is formed in the suspension mounting panel 54. As shown in FIGS. 1, 3, and 4, the mounting hole 58 is formed at a position facing the upper end of the shock absorber 42. For example, the peripheral edge portion is bent to reinforce the suspension mounting panel 54. Is planned.

  The shock absorber 42 has a substantially disc-shaped upper support 60 attached to the upper end portion thereof. In the suspension support 56, the upper support 60 is attached to the suspension attachment panel 54 so as to close the attachment hole 58. It has been.

  As a result, the suspension tower 52 suppresses the vibration input from the shock absorber 42 and prevents the suspension mounting panel 54 from being lowered in rigidity. Note that a known general configuration can be applied to the attachment of the shock absorber 42 and the like to the suspension mounting panel 54, and detailed description thereof is omitted here.

  On the other hand, as shown in FIGS. 1 to 4, the suspension mounting panel 54 is provided with a retracting portion 62 at a position facing the outer end portion 26 (not shown in FIG. 2) of the upper arm 18 of the suspension 10. Yes. The retracting portion 62 includes a through hole 64 formed in the suspension mounting panel 54 and a lid member 66 that closes the through hole 64.

  As shown in FIGS. 1, 3 to 5, the suspension mounting panel 54 has a substantially cylindrical tube 68 fitted into the through hole 64, thereby forming the through hole 64. This prevents the suspension mounting panel 54 from being lowered in rigidity.

  As shown in FIG. 3, the distance between the outer end portion 26 of the upper arm 18 of the suspension 10 and the suspension mounting panel 54 is in a range in which road surface irregularities and steps are affected by steering operation and running stability (hereinafter, In the swinging range of the upper arm 18 at the time of the normal travel range, the outer end portion 26 is spaced so as not to contact the suspension mounting panel 54 and the cylindrical body 68. In FIG. 3, the upward movement position of the upper arm 18 in the normal traveling range is indicated by a two-dot chain line.

  As shown in FIG. 4, the through hole 64 and the cylindrical body 68 are located in the vicinity of the outer end portion 26 and the outer end portion 26 when the outer end portion 26 is moved upward by the rotation (rotation) of the upper arm 18. The size of the upper arm 18 is such that it can enter. That is, the cylindrical body 68 is formed in a size that does not interfere with the upper arm 18 when the outer end portion 26 of the upper arm 18 moves upward. In FIG. 4, the upper arm 18 when moved upward is shown by a solid line.

  As shown in FIG. 5, the lid member 66 includes a substantially disc-shaped lid body 70, and a substantially cylindrical inner cylinder 72 is provided on the through hole 64 side of the lid body 70. The lid 70 has a peripheral edge portion that is bent downward to form an edge portion 74.

  The lid member 66 inserts the inner cylinder 72 into the cylinder body 68 and is attached to the cylinder body 68, whereby the lid body 70 closes the opening of the cylinder body 68, that is, the through hole 64. At this time, the opening of the through hole 64 can be reliably closed by inserting the inner cylinder 72 into the cylinder body 68. Thereby, in the suspension tower 52, entry of mud, water, dust, noise, vibration, and the like into the engine room 48 from the through hole 64 formed in the suspension mounting panel 54 is prevented.

  A predetermined number of guide pins 76 project from the lid 70 on the lid member 66. Each of the guide pins 76 is provided between the inner cylinder 72 and the edge portion 74. In the present embodiment, as an example, the three guide pins 76 are provided at regular intervals along the circumferential direction of the lid 70, but the number of guide pins 76 is not limited to this.

  In the suspension mounting panel 54, guide holes 78 that are opposed to the guide pins 76 are formed at the peripheral edge of the through hole 64. Each of the guide pins 76 is inserted into the guide hole 78 and protrudes downward from the suspension mounting panel 54 when the lid body 70 is inserted into the cylinder body 68.

  A disc-shaped flange 80 is formed at the tip of each guide pin 76 protruding below the suspension mounting panel 54. The guide pin 76 is provided with a compression coil spring 82 as a biasing means between the suspension mounting panel 54 and the flange 80 at the peripheral edge of the guide hole 78.

  As shown in FIGS. 1 and 3, the lid member 66 is held at a position where the upper opening of the cylinder body 68 is closed by the lid body 70 by the urging force of the compression coil spring 82. As shown in FIG. 4, the lid member 64 is configured such that the upper arm 18 rotates greatly and the outer end portion 26 moved upward enters the cylindrical body 68 and comes into contact with the lid body 70. The body 70 is moved upward against the urging force of the compression coil spring 82. As a result, the upper arm 18 protrudes to the upper side (the front hood panel 50 side) of the suspension mounting panel 54 without contacting the suspension mounting panel 54.

  In the present embodiment configured as described above, the wheel 16 moves up and down with respect to the vehicle body 14 when the vehicle 12 passes through irregularities and steps on the road surface. At this time, in the suspension 10, the upper arm 18 and the lower arm 20 swing up and down, and the steering knuckle 30 moves up and down integrally with the wheel 16.

  Here, when the unevenness and the level difference on the road surface are relatively small, the vertical movement of the wheel 16 becomes the normal traveling range. At this time, as shown in FIG. 3, the upper arm 18 moves up and down on the lower side of the suspension mounting panel 54.

  On the other hand, if there are large irregularities or steps that exceed the normal travel range on the road surface, the wheel 16 greatly moves up and down when it gets over the irregularities and steps. Along with this, the steering knuckle 30 also moves up and down greatly, and the upper arm 18 is greatly swung.

  At this time, as shown in FIG. 4, the up arm 18 largely moves upward, and the outer end portion 26 enters the through hole 64 (cylindrical body 68) of the suspension mounting panel 54. As a result, when the outer end portion 26 of the upper arm 18 contacts the main body 70 of the lid member 66, the main body 70 moves upward against the urging force of the compression coil spring 82. When the upper arm 18 moves downward, the guide pin 76 is drawn into the guide hole 78 by the biasing force of the compression coil spring 82, and the cylinder body 68 is reliably closed by the lid body 70.

  Accordingly, the upward movement of the upper arm 18 is not hindered, and the upper arm 18 abuts against the suspension mounting panel 54 and the upward movement is prevented, so that traveling stability is not impaired.

  Thus, in the suspension tower 52, since the through hole 68 is formed in the suspension mounting panel 54, the suspension mounting panel 54 does not interfere with the upper arm 18 when the upper arm 18 moves greatly upward. Further, the through-hole 68 is provided with a cylindrical body 68 to prevent the suspension mounting panel 54 from being lowered in rigidity, and in the cylindrical state, it is closed by the lid member 66, so that mud, water, Dust and the like do not enter the engine room 48.

  Therefore, in order to ensure the upward movement range of the upper arm 18 while ensuring the function of the suspension 10, it is not necessary to form a protrusion protruding toward the front hood panel 50 on the suspension mounting panel 54. A desired distance can be ensured between 50 and the suspension mounting panel 54.

  That is, when a protrusion is formed on the suspension mounting panel 54 toward the front hood panel 50, the distance between the front hood panel 50 and the suspension mounting panel 54 becomes narrow, and the front hood panel 50 receives an impact from above. The amount of crushing is reduced. Further, the protrusion formed on the suspension mounting panel 54 is high in strength to ensure the rigidity of the suspension mounting panel 54, and when the front hood panel 50 collides with the protrusion if the front hood panel 54 has a small crushing allowance. I get a big shock.

  On the other hand, in the suspension tower 52, it is not necessary to provide a protrusion on the suspension mounting panel 54 when the movement range of the upper arm 18 of the suspension 10 is ensured, whereby the front hood panel 50, the suspension mounting panel 54, Therefore, it is not necessary to reduce the distance between the front hood panels 50, so that the front hood panel 50 can be crushed and the shock can be reliably absorbed even when a pedestrian rides on the front hood panel 50.

  In the present embodiment described above, the lid member 66 is provided to close the through hole 64 of the retracting portion 62 formed in the suspension mounting panel 54. However, the closing member that closes the through hole 64 includes various types of closing members. The configuration can be applied.

  6 to 8 show a retracting unit 102 using a lid member 100 as another example of a closing member. The retracting portion 102 is provided with a cylindrical body 68 in a through hole 64 formed in the suspension mounting panel 54 to prevent a reduction in rigidity of the suspension mounting panel 54.

  The lid member 100 includes a substantially disc-shaped lid body 104. The lid body 104 is formed with an inner cylinder 106A and an outer cylinder 106B is formed at the peripheral edge thereof. By inserting the cylinder 106A into the cylinder body 68, the through hole 64 is closed. At this time, the upper end portion of the cylindrical body 68 enters between the inner cylinder 106A and the outer cylinder 106B.

  As shown in FIG. 8, the lid body 104 is formed with a pair of projecting pieces 108, and a pin hole 108 </ b> A is coaxially formed in the projecting piece 108. Further, the suspension mounting panel 54 is formed with a pair of projecting pieces 110 at the peripheral edge portion of the through hole 64, and a pin hole 110 </ b> A is coaxially formed in the projecting piece 110. The lid body 104 has a shaft 112 inserted into the pin hole 108 of the projecting piece 108 and the pin hole 110A of the projecting piece 110, and the lid body 104 is rotatably attached about the shaft 112.

  In addition, a torsion spring 114 is provided as a biasing means between the suspension mounting panel 54 and the lid body 104. As shown in FIG. 6, the lid body 104 is held at a position where the upper opening of the cylinder body 68 is closed by the biasing force of the torsion spring 114.

  Further, as shown in FIG. 7, the lid body 104 is rotated about the shaft 112 against the biasing force of the torsion spring 114 when the distal end portion 26 of the upper arm 18 moves upward and comes into contact therewith. The through hole 64 is opened. In FIG. 6, the upper position of the upper arm 18 in the normal travel range is indicated by a two-dot chain line, and in FIG. 7, the position where the upper arm 18 has moved greatly upward is indicated by a solid line.

  As shown in FIG. 6, also in the retracting portion 102, the upper arm 18 moves up and down below the suspension mounting panel 54 in the normal traveling range.

  Further, as shown in FIG. 7, when the upper arm 18 rotates greatly and the tip 26 moved upward enters the through hole 64 and comes into contact with the lid 104, the lid 104 is biased by the torsion spring 114. The shaft 112 is rotated against the shaft to open the through hole 64. Further, when the upper arm 18 moves downward, the cover body 104 is returned to the position where the through hole 64 is closed by the biasing force of the torsion spring 114.

  As a result, even in the retracting portion 102 using the lid member 100, the suspension mounting panel 54 does not need to be provided with a protruding portion that protrudes toward the front hood panel 50 in order to secure the upward movement range of the upper arm 18. Further, since the distance between the front hood panel 50 and the suspension mounting panel 54 is increased, the movement of the upper arm 18 is not restricted.

  FIG. 9 shows a lid member 120 as another example of the closing member. The lid member 120 includes a substantially disc-shaped lid body 122, and an inner cylinder 106A and an outer cylinder 106B are formed on the lid body 120.

  Two pairs of projecting pieces 124 and 126 are formed on the peripheral edge portion of the through hole 64 on the suspension mounting panel 54 on which the lid member 120 is provided. In addition, two pairs of long holes 128 and 130 are formed in the lid 122.

  A connecting bar 132 is disposed between the projecting piece 124 and the elongated hole 128, and one end in the longitudinal direction of the connecting bar 132 is pivotally supported by the projecting piece 124, and the other end passes through the elongated hole 128 in the major axis direction. Is supported so as to be movable along the axis.

  A connecting bar 134 is disposed between the protruding piece 126 and the long hole 130. One end of the connecting bar 134 in the longitudinal direction is pivotally supported so as to be movable in the long hole 130 along the long axis direction.

  A shaft 136 is pivotally supported between the pair of projecting pieces 126. The other end portion of the connecting bar 134 in the longitudinal direction is connected to the end portion of the shaft 136 protruding from the protruding piece 126, whereby the connecting bar 134 is rotated integrally with the shaft 136.

  Further, the connecting bar 132 and the connecting bar 134 are arranged so as to cross each other, and one connecting bar 132 has a long hole 132A formed in the middle in the longitudinal direction, and the other connecting bar 134 has A pin 138 protrudes, and the pin 138 is inserted and connected to the long hole 132A.

  As a result, in the lid member 120, the lid body 122 moves in parallel between a position where the lid body 122 approaches the suspension mounting panel 54 and closes the through hole 64, and a position where the lid body 120 moves away from the suspension mounting panel 54 and opens the through hole 64. It is possible.

  The shaft 136 is provided with a torsion spring 140, and the torsion spring 140 urges the shaft 136 to rotate in a direction in which the lid 122 approaches the suspension mounting panel 54.

  Thus, even in the configured lid member 120, when the upper arm 18 rotates (the outer end portion 26 moves up and down) in the normal traveling range, the through hole 64 is formed in the lid body 122 by the biasing force of the torsion spring 140. It is blocked by. Further, the upper arm 18 moves upward largely, and the outer end portion 26 of the upper arm 18 that has entered the through hole 64 contacts the cover body 122, so that the cover body 122 moves upward due to the biasing force of the torsion spring 140. Is done.

  Therefore, even when the lid member 120 is provided, the gap between the front hood panel 50 and the suspension mounting panel 54 can be secured while preventing the suspension mounting panel 54 from interfering with the upper arm 18.

  In addition, this Embodiment demonstrated above does not limit the structure of this invention. The present invention can be applied to a suspension tower of a suspension (double wishbone suspension) having an arbitrary configuration in which the upper arm 18 moves up and down as the wheels 16 move up and down.

It is a schematic block diagram of the suspension which concerns on this Embodiment. It is a schematic perspective view which shows the principal part of the front part of the vehicle which concerns on this Embodiment. It is the schematic which shows the principal part of the suspension tower in a normal driving | running | working range. It is the schematic which shows the principal part of a suspension tower when an upper arm rotates large. It is a perspective view which shows schematic structure of the cover member which concerns on this Embodiment. It is the schematic of the principal part of the suspension tower which shows another example of a cover member. FIG. 7 is a schematic view showing a main part of the suspension tower when the upper arm is largely rotated in the lid member of FIG. 6. It is a perspective view which shows schematic structure of the cover member shown in FIG.6 and FIG.7. It is a schematic perspective view which shows an example of another cover member.

Explanation of symbols

10 Suspension (Double wishbone suspension)
DESCRIPTION OF SYMBOLS 12 Vehicle 16 Wheel 18 Upper arm 20 Lower arm 26 Outer end part 42 Shock absorber 50 Front food panel 52 Suspension tower 54 Suspension mounting panel 56 Suspension support 62,122 Retraction part 64 Through hole 66,100,120 Lid member 68 Cylindrical body 70,104 122 Cover 82 Compression coil spring (biasing means)
114, 140 Torsion spring (biasing means)

Claims (2)

A suspension tower structure for a vehicle to which a suspension provided with an upper arm that moves up and down according to the vertical movement of a wheel is attached,
A mounting panel with a suspension tower on the top surface;
A retraction portion formed on the mounting panel so as to face the upper arm, and formed with a through-hole capable of entering when an outer end portion of the upper arm moves upward,
A reinforcing member formed in a substantially cylindrical shape through which the upper arm that enters the through-hole can pass and disposed in the through-hole of the retracting portion;
A closing member that closes the through hole and that can open the opening of the through hole by the upper arm that has entered the through hole;
A suspension tower structure for a vehicle, comprising: A lid that allows the lid member to close the through hole;
Guiding means for guiding movement of the lid between the closed position of the through hole and the open position of the through hole;
An urging means for urging the lid so as to move toward a position for closing the through hole;
The suspension tower structure for a vehicle according to claim 1, comprising:

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