JP2011005882A - Suspension tower structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension tower structure suppressing the deformation of a strut housing.SOLUTION: The suspension tower structure includes the strut housing 13 connecting a side member 11 to a hood ridge 12 and having an upper part mounting plate 17 mounted with the upper end of a shock absorber, and an upper link bracket 19 for a suspension. The upper link bracket 19 is arranged under the upper part mounting plate 17. On the outer wall upper face of the strut housing 13 as a portion to cover the upper link bracket 19, an inclined surface 15D is provided which has a first ridge line 21 extending obliquely downward toward the outer wall side face. One end of the first ridge line 21 is connected to a virtual straight line L passing through a mounting point P to the upper part mounting plate 17. On an upper part wall 15B of the strut housing, a second ridge line 23 is formed ranging from a connection point P1 between one end of the first ridge line 21 and the virtual straight line L to the hood ridge 12.

Description

  The present invention relates to a suspension tower structure.

  In general, in a bonnet-type automobile, a side member is provided at the front of the vehicle body along the longitudinal direction of the vehicle body, and the vehicle body extends from the base of the front pillar to the position outside the side member and above the side member. A food ridge extending forward is disposed.

  In such a vehicle body front structure, a strut housing is disposed between the side member and the hood ridge, and the upper end of the shock absorber of the suspension is viewed from below on the upper mounting surface provided in the center of the strut housing. Is attached (see, for example, Patent Document 1).

  Further, in the vehicle body front structure, upper link brackets that support the upper links of the suspension and connect the side members and the hood ridges are provided at two locations on the front and rear sides of the shock absorber along the longitudinal direction of the vehicle body. It has been. These upper link brackets are covered with a strut housing, and are attached at positions that cannot be confirmed from above only by opening the bonnet.

Japanese Patent Laid-Open No. 8-26138

  However, in the above-described conventional technology, the height position of the upper link bracket is substantially the same as the upper surface of the outer wall of the strut housing, so that there is a problem that the strut housing is easily deformed when a large force is applied to the shock absorber. .

  That is, in the above conventional configuration, the position of the upper surface of the upper link bracket is substantially the same height as the upper mounting surface of the strut housing to which the upper end portion of the shock absorber is mounted, and the upper surface of the outer wall of the strut housing is the upper link bracket. It is bent downward at a place exceeding the upper limit, and this bent portion forms the outer wall side surface. However, with such a structure, when a large upward force is applied to the shock absorber due to the unevenness of the road surface, an upward moment acts on the outer wall upper surface of the strut housing around the bent portion, and the strut housing The upper mounting surface at the center of the housing is easily displaced upward. As a result, the stroke operation of the shock absorber is reduced, and the shock absorber becomes difficult to exert a sufficient damping force, causing a problem in riding comfort.

  The subject of this invention is providing the suspension tower structure which can suppress the deformation | transformation of a strut housing small.

  In order to solve the above-described problems, a suspension tower structure according to the present invention includes a side member provided on the left and right sides of the vehicle body along the vehicle body longitudinal direction, an outer side in the vehicle width direction than the side member, and above the side member. The hood ridge extended from the base of the front pillar toward the front of the vehicle body, the side member and the hood ridge are connected to each other, and the upper end of the shock absorber of the suspension is connected to the central upper mounting surface from below. The attached strut housing includes an upper link bracket provided in front of and behind the shock absorber along the longitudinal direction of the vehicle body and supporting the upper link of the suspension.

  In the suspension tower structure of the present invention, in the above configuration, the upper link bracket is disposed below the upper mounting surface of the strut housing, and the upper link of the outer wall surface is disposed on the strut housing. An inclined surface is provided obliquely downward toward the outer wall side surface on the upper surface of the outer wall of the portion covering the bracket, a first ridge line is formed on the inclined surface, and one end of the first ridge line is an upper end of the shock absorber Is connected to a virtual straight line that passes through the attachment point to the upper mounting surface and extends in the longitudinal direction of the vehicle body, and is further connected to the upper surface of the outer wall of the strut housing at a connection point between one end of the first ridge line and the virtual straight line. A second ridge line is formed from the hood ridge to the hood ridge.

  According to the present invention, when a large upward force is applied from the shock absorber to the front surface of the outer wall of the strut housing, the force is transmitted in the direction of the outer wall side surface of the strut housing while being distributed along the first ridgeline. , And can be transmitted in the direction of the hood ridge while being dispersed along the second ridge line. As a result, it is possible to suppress the deformation of the strut housing.

1 is a perspective view showing a suspension tower structure according to Embodiment 1. FIG. It is sectional drawing along the SA-SA line of FIG. 10 is a perspective view showing a suspension tower structure according to Embodiment 2. FIG. 6 is a perspective view showing a suspension tower structure according to Embodiment 3. FIG. It is sectional drawing which shows schematic shape along the SB-SB line | wire of FIG. FIG. 5 is a diagram illustrating a change in rigidity of the strut housing around the vehicle longitudinal axis in the suspension tower structure of FIG. 4. 7 is a schematic plan view of a suspension tower structure according to Embodiment 4. FIG. FIG. 8 is a diagram illustrating a change in rigidity of the strut housing around the vehicle longitudinal axis in the suspension tower structure of FIG. 7. 10 is a perspective view showing a suspension tower structure according to Embodiment 5. FIG. FIG. 10 is a schematic plan view of the suspension tower structure shown in FIG. 9. 12 is a schematic plan view of a suspension tower structure according to Embodiment 6. FIG. 10 is a perspective view showing a suspension tower structure according to Embodiment 6. FIG. 9 is a cross-sectional view of a suspension tower structure according to Embodiment 7. FIG. FIG. 10 is a sectional view of a suspension tower structure according to an eighth embodiment.

  Embodiments of the present invention will be described below with reference to the drawings.

Example 1
1 and FIG. 2 show Embodiment 1, FIG. 1 is a perspective view showing a suspension tower structure, and FIG. 2 is a sectional view taken along line SA-SA in FIG. In FIG. 1, the upper left side is the vehicle body rear side, and the lower right side is the vehicle body front side. Further, FIG. 1 shows a suspension tower structure disposed on the left side of the front part of the vehicle body, and the suspension tower structure disposed on the right side of the front part of the vehicle body has the same configuration.

  As shown in FIG. 1, the suspension tower structure according to the present embodiment includes a side member 11 provided on the left and right sides of the vehicle body along the vehicle body longitudinal direction, an outer side in the vehicle width direction than the side member 11 and from the side member 11. And a hood ridge 12 that extends from the base of a front pillar (not shown) toward the front of the vehicle body. The front pillar is disposed on the left side in FIG.

  The side member 11 and the hood ridge 12 have a rectangular longitudinal section and a hollow interior. The side member 11 and the hood ridge 12 are connected to each other by a strut housing 13.

  The strut housing 13 is provided with a housing main body 14 in the center along the longitudinal direction of the vehicle body. A front housing member 15 is provided in front of the housing main body 14 and a rear housing member 16 is provided in the rear. In the strut housing 13, the housing body 14, the front housing member 15, and the rear housing member 16 are integrally formed of an aluminum light alloy casting.

  The housing main body 14 has a substantially inverted L shape when viewed from the direction of the arrow A. Further, the housing body 14 has a U-shaped cross-sectional shape along the longitudinal direction of the vehicle body (that is, a cross-sectional shape when cut in a plane in the longitudinal direction of the vehicle body). It is arranged toward the outside in the vehicle width direction at a portion close to, and is arranged downward at a portion close to the hood ridge 12. As a result, the housing body 14 is formed with a vertical wall 14 </ b> A near the side member 11 and an upper wall 14 </ b> B near the hood ridge 12.

  The front housing member 15 and the rear housing member 16 as well as the housing body 14 are substantially L-shaped when viewed from the direction of the arrow A. In the front housing member 15 and the rear housing member 16, vertical walls 15A and 16A are formed in portions close to the side member 11, and upper walls 15B and 16B are formed in portions close to the hood ridge 12, respectively. The rear part of the vertical wall 15A and the rear part of the upper wall 15B of the front housing member 15 are joined to the front part of the vertical wall 14A and the front part of the upper wall 14B of the housing body 14, respectively. Further, the front part of the vertical wall 16A of the rear housing member 16 and the front part of the upper wall 16B are joined to the rear part of the vertical wall 14A and the rear part of the upper wall 14B of the housing body 14, respectively.

  Further, an upper mounting plate 17 is provided on the upper wall 14B of the housing body 14 at a position substantially above the side member 11 at the center in the vehicle longitudinal direction and near the vehicle center in the vehicle width direction. The upper mounting plate 17 is supported from below by a support plate 18 (see FIG. 2). The upper end of a shock absorber (not shown) of the suspension is attached to the center of the upper mounting plate 17 and the support plate 18 from below. Here, the upper surface of the upper mounting plate 17 constitutes an upper mounting surface.

  Further, as shown in FIGS. 1 and 2, upper link brackets 19 and 20 for supporting an upper link (not shown) of the suspension are disposed in front and rear of the shock absorber along the longitudinal direction of the vehicle body. ing. That is, an upper link bracket 19 is disposed inside the front housing member 15 located in front of the housing main body 14 provided with the shock absorber, and the upper link bracket 19 includes the vertical wall 15A and the front housing member 15. The appearance is covered with the upper wall 15B. Further, an upper link bracket 20 is disposed inside the rear housing member 16 located behind the housing body 14, and the upper link bracket 20 is covered with the vertical wall 16A and the upper wall 16B of the rear housing member 16. It has become.

  In the present embodiment, the upper link brackets 19 and 20 are disposed below the upper mounting surface of the housing body 14. That is, the upper link brackets 19 and 20 are arranged such that their upper surfaces are positioned below the upper surface of the upper mounting plate 17 of the housing body 14.

  The upper wall 15B of the front housing member 15 is provided with an inclined surface 15D on a part thereof (front side in the longitudinal direction of the vehicle body) obliquely downward toward the outer wall side surface 15C. The inclined surface 15 </ b> D is provided with a portion bent in a straight line along the vehicle body longitudinal direction and convex upward (mountain fold), and the portion forms a first ridge line 21. In FIG. 1, the first ridge line 21 is indicated by a bold line. The upper wall 16B of the rear housing member 16 is provided with an inclined surface 16D obliquely downward toward the outer wall side surface 16C on a part thereof (the rear side in the vehicle longitudinal direction). The inclined surface 16D is provided with a portion bent in a straight line along the longitudinal direction of the vehicle body and convex upward (mountain fold), and the portion forms a first ridge line 22 (see FIG. 2). ing.

  One end of the first ridge line 21 (the rear end in the vehicle longitudinal direction) is connected to a virtual straight line L passing through the attachment point P to the upper mounting plate 17 at the upper end of the shock absorber and extending in the vehicle longitudinal direction. Further, one end of the first ridge line 22 (front end in the vehicle body longitudinal direction) is also connected to the virtual straight line L in the same manner.

  Further, in the present embodiment, as shown in FIG. 1, the upper wall 15B of the front housing member 15 has a connection point P1 between one end of the first ridge line 21 (the rear end in the vehicle body front-rear direction) and the virtual straight line L. A second ridge line 23 is formed from the hood ridge 12 to the hood ridge 12. The second ridge line 23 is disposed at the upper part of the inclined surface 15D. A second ridge line 24 is also formed on the upper wall 16B of the rear housing member 16 from the connection point P2 between one end of the first ridge line 22 (front end in the vehicle body longitudinal direction) and the virtual straight line L to the hood ridge 12. Yes. The second ridge line 24 is disposed at the upper part of the inclined surface 16D. In FIG. 1, the second ridge lines 23 and 24 are indicated by thick lines.

  Next, the operation of this embodiment will be described.

  In the present embodiment, the connection point P1 between the first ridge line 21 and the virtual straight line L and the connection point P2 between the first ridge line 22 and the virtual straight line L are compared with the conventional suspension tower structure. It is arrange | positioned in the position close | similar to the central axis (namely, shock absorber).

  Thereby, for example, when a large force is applied to the shock absorber when the vehicle travels, and the input F1 is input from the shock absorber to the upper mounting plate 17 and the support plate 18 of the housing body 14, an upward force F2 is applied to the connection point P1. An upward force F2 'acts on the connection point P2.

  When the inclination angle of the inclined surface 15D of the front housing member 15 with respect to the central axis of the strut housing 13 is θ, the force F2 is set to a force F2 · cos θ along the inclined surface 15D and a force F2 perpendicular to the inclined surface 15D.・ It can be divided into sinθ. Similarly, when the inclination angle of the inclined surface 16D of the rear housing member 16 with respect to the central axis of the strut housing 13 is θ, the force F2 ′ is applied to the force F2 ′ · cos θ along the inclined surface 16D and the inclined surface 16D. It can be divided into the vertical force F2 ′ · sin θ.

  A force F3 (= F2 · cosθ) acts on the inclined surface 15D as a reaction force of F2 · cosθ, and similarly, a force F3 ′ (= F2 ′) acts on the inclined surface 16D as a reaction force of F2 ′ · cosθ.・ Cosθ) acts. A first ridge line 21 is formed on the inclined surface 15D, and the force F3 is transmitted along the ridge line 21 and dispersed. A first ridge line 22 is formed on the inclined surface 16D, and the force F3 'is transmitted along the ridge line 22 and dispersed. As a result, the moments M and M ′ generated around the connection points P1 and P2 can be reduced, respectively.

  Further, a second ridge line 23 is formed on the upper wall 15B of the front housing member 15 from the connection point P1 between one end of the first ridge line 21 and the virtual straight line L to the hood ridge 12, and similarly, the rear housing member Since the second ridge line 24 is formed also from the connection point P2 between one end of the first ridge line 22 and the virtual straight line L to the hood ridge 12 on the upper wall 16B of the upper wall 16B, the upper mounting plate 17 at the upper end of the shock absorber is formed. The moment M1 generated around the attachment point P can be received by the second ridge lines 23 and 24. Therefore, it is possible to efficiently disperse the force acting on the upper mounting plate 17 from the shock absorber, and the displacement of the upper mounting plate 17 in the out-of-plane direction (direction perpendicular to the surface), that is, the deformation of the strut housing 13. Can be suppressed. As a result, the damping characteristics of the shock absorber itself can be extracted more effectively, and the riding comfort of the vehicle is improved.

  Further, even when a force F4 inward in the vehicle width direction is input from the upper link (not shown) to the upper link bracket 19, the reaction force of the force F4 is efficiently transmitted to the hood ridge 12 via the second ridge line 23. Since it is transmitted, the attachment point rigidity of the suspension is improved. Also, when the force F4 is input to the upper link bracket 20, the reaction force of the force F4 is efficiently transmitted to the hood ridge 12 via the second ridge line 24, so that the same effect can be obtained. it can.

  From the above, in this embodiment, transmission of vibrations such as road noise from the suspension can be suppressed, and the quietness of the vehicle is improved.

  Further, according to the present embodiment, the strut housing 13 comprising the housing main body 14, the front housing member 15 and the rear housing member 16 is integrally formed of an aluminum light alloy casting, so that the input F1 from the shock absorber is provided. The load can be dispersed more effectively. Furthermore, since local resonance due to the integration of the components can be suppressed, it is possible to improve both the rigidity of the shock absorber attachment point and a significant weight reduction.

Example 2
In the present embodiment, as shown in FIG. 3, the third ridge line 25 is formed on the outer wall surface in the vehicle width direction (upper vertical wall 14 </ b> A of the housing body 14) among the outer wall surfaces of the strut housing 13. In FIG. 3, the third ridge line 25 is indicated by a bold line. The third ridge line 25 is a connection point P1 between the imaginary straight line L and the first ridge line 21 at the front part of the strut housing 13 and a connection point between the imaginary straight line L and the first ridge line 22 at the rear part of the strut housing 13. P2 is connected to each other and is disposed so as to bypass the attachment point P to the upper mounting plate 17 at the upper end of the shock absorber. Other configurations are the same as those in the first embodiment.

  In this embodiment, as shown in FIG. 2, the vector of the component force F2 · sin θ of the force F2 at the connection point P1 is deformed in the out-of-plane direction of the first ridge line 21 (normal direction with respect to the inclined surface 15D). It becomes the input which induces. Further, the vector of the component force F2 '· sinθ of the force F2' at the connection point P2 is an input that induces deformation of the first ridge line 22 in the out-of-plane direction (normal direction with respect to the inclined surface 16D). However, the component force F 2 · sin θ and the component force F 2 ′ · sin θ are separated by the third ridge line 25 connecting the connection points P 1 and P 2 because their horizontal components are opposite to each other in the vehicle longitudinal direction. The longitudinal components of the force F2 · sinθ and the component force F2 ′ · sinθ can be canceled. As a result, the deformation of the first ridgelines 21 and 22 in the out-of-plane direction, that is, the deformation of the strut housing 13 can be suppressed, and the rigidity of the shock absorber attachment point can be further improved.

Example 3
FIG. 4 shows a third embodiment. FIG. 5 is a cross-sectional view showing a schematic shape along the line SB-SB of FIG.

  In this embodiment, as shown in FIGS. 4 and 5, the first ridge line is formed on the outer wall upper surface of the portion of the outer wall surface of the strut housing 13 that covers the upper link bracket 19, that is, the upper wall 15 B of the front housing member 15. A fourth ridge line 26 is formed from the other end (front side in the vehicle longitudinal direction) P3 of 21 to a connection point P4 between the second ridge line 23 and the hood ridge 12. In FIG. 4, the fourth ridge line 26 is indicated by a bold line. Similarly, on the upper wall 16B of the rear housing member 16, the fourth ridge line 22 extends from the other end (rear side in the vehicle longitudinal direction) P5 of the first ridge line 22 to the connection point P6 between the second ridge line 24 and the hood ridge 12. Ridge line 27 is formed (refer to FIG. 7 for the other end P5 of the first ridge line 22 and the fourth ridge line 27).

  In the present embodiment, a triangular plane 28 is formed on the upper wall 15B of the front housing member 15 at a portion defined by the first ridge line 21, the second ridge line 23, and the fourth ridge line 26. ing. Similarly, a triangular plane 29 (see FIG. 7) is formed on the upper wall 16B of the rear housing member 16 at a portion defined by the first ridgeline 22, the second ridgeline 24, and the fourth ridgeline 27. Has been. Other configurations are the same as those in the second embodiment.

  In the present embodiment, since the triangular planes 28 and 29 are formed, as shown in FIG. 6, the rigidity of the strut housing 13 around the axis in the vehicle longitudinal direction is determined from the connection point P1 (or P2). The height can be increased sequentially toward the connection point P4 (or P6), whereby the displacement of the strut housing 13 due to the moment M1 generated in the upper mounting plate 17 can be suppressed. As a result, the rigidity in the vicinity of the attachment point P to the upper attachment plate 17 at the upper end of the shock absorber can be efficiently improved.

Example 4
FIG. 7 shows a fourth embodiment. In this embodiment, as shown in FIG. 7, the connection point P4 between the second ridge line 23 and the fourth ridge line 26 formed on the front housing member 15 and the hood ridge 12 is the front side of the vehicle body as indicated by the arrow B1. The connection point P6 of the second ridge line 24 and the fourth ridge line 27 formed on the rear housing member 16 with the hood ridge 12 is arranged on the vehicle rear side as indicated by the arrow B2, and both connection points P4 and P6 are They are arranged in directions away from each other. Other configurations are the same as those in the third embodiment.

  In this embodiment, the rigidity of the strut housing 13 about the axis in the vehicle front-rear direction is indicated by an arrow C from the connection point P1 (or P2) to the connection point P4 (or P6) as shown by a solid line in FIG. Thus, the rigidity of the attachment point P to the upper attachment plate 17 at the upper end of the shock absorber can be improved more efficiently. In FIG. 8, broken lines indicate an example in which both connection points P4 and P6 are arranged at positions P4 'and P6' (see FIG. 7) close to each other.

Example 5
9 and 10 show a fifth embodiment. In this embodiment, as shown in FIGS. 9 and 10, the upper wall 15B of the front housing member 15 has a fifth parallel to the first ridge line 21 at a position inside the vehicle width direction from the first ridge line 21. The ridgeline 30 is formed. One end (connection point P1) of the first ridge line 21 and one end (rear side in the vehicle body front-rear direction) P7 of the fifth ridge line 30 are the sixth ridge line 31, and the other end P3 of the first ridge line 21 and the The other edge (front side in the vehicle longitudinal direction) P8 of the fifth ridge line 30 is connected by a seventh ridge line 32, respectively. In FIG. 9, the fifth ridgeline 30, the sixth ridgeline 31, and the seventh ridgeline 32 are indicated by bold lines.

  A fifth ridge line 33 is formed on the upper wall 16 </ b> B of the rear housing member 16 at a position on the inner side in the vehicle width direction from the first ridge line 22 in parallel with the first ridge line 22. One end (connection point P2) of the first ridge line 22 and one end (front side in the vehicle body front-rear direction) P9 of the fifth ridge line 33 are the sixth ridge line 34 and the other end P5 of the first ridge line 22. The other end (rear side in the vehicle longitudinal direction) P10 of the fifth ridge line 33 is connected by a seventh ridge line 35, respectively. In FIG. 9, the fifth ridge line 33, the sixth ridge line 34, and the seventh ridge line 35 are indicated by bold lines.

  In this embodiment, a rectangular plane 36 is formed in a portion defined by the first ridge line 21, the fifth ridge line 30, the sixth ridge line 31, and the seventh ridge line 32. Similarly, a rectangular plane 37 is formed in a portion defined by the first ridge line 22, the fifth ridge line 33, the sixth ridge line 34, and the seventh ridge line 35. Other configurations are the same as those in the fourth embodiment.

  In this embodiment, the transmission efficiency of the force F3 (see FIG. 2) to the flat surface 36 and the transmission efficiency of the force F3 ′ (see FIG. 2) to the flat surface 37 are improved, and the shock absorber upper end portion to the upper mounting plate 17 is improved. The load transmission efficiency is also improved with respect to the moment M1 (see FIG. 1) generated around the attachment point P. As a result, it is possible to further improve the rigidity in the vicinity of the shock absorber attachment point.

Example 6
FIG. 11 shows a sixth embodiment. In the present embodiment, as shown in FIG. 11, the eighth ridge line 38 and the ninth ridge line are formed on the vertical wall 15A of the front housing member 15 from one end P7 and the other end P8 of the fifth ridge line 30 to the side member 11. 39 is formed. Similarly, on the vertical wall 16A of the rear housing member 16, the eighth ridge line 40 and the ninth ridge line from one end P9 and the other end P10 (see FIG. 10 for P9 and P10) of the fifth ridge line 33 to the side member 11. 41 are formed. Here, the other ends of the eighth ridge line 38 and the ninth ridge line 39 are connected to each other at a connection point P 11 on the side member 11. Similarly, the other ends of the eighth ridge line 40 and the ninth ridge line 41 are also connected to each other at a connection point P12 on the side member 11. Other configurations are the same as those in the fifth embodiment. In FIG. 11, the eighth ridge lines 38 and 40 and the ninth ridge lines 39 and 41 are indicated by thick lines.

  In this embodiment, the force F3 (see FIG. 2) transmitted to the plane 36 is transmitted to the side member 11 via the eighth ridge line 38 and the ninth ridge line 39 to the plane 37 (FIG. 2). 2) is transmitted to the side member 11 via the eighth ridgeline 40 and the ninth ridgeline 41, respectively, and therefore the rigidity in the vicinity of the shock absorber attachment point can be further improved.

Example 7
FIG. 12 shows a seventh embodiment, and shows a state when the strut housing 13 is cut along a vertical plane in the longitudinal direction of the vehicle body. In this embodiment, as shown in FIG. 12, a triangular plane 28 (first ridge line 21, second ridge line 23, and fourth ridge line 26 formed on the upper wall 15B of the front housing member 15 is defined. A plurality of ribs 42 are provided on the back surface of the formed portion. The plurality of ribs 42 are arranged along the second ridge line 23 and the fourth ridge line 26.

  Similarly, a plurality of triangular planes 29 (portions defined by the first ridge line 22, the second ridge line 24, and the fourth ridge line 27) formed on the upper wall 16B of the rear housing member 16 are arranged on the back surface. The rib 43 is provided. The plurality of ribs 43 are arranged along the second ridge line 24 and the fourth ridge line 27.

  In the present embodiment, when the force F3 (see FIG. 2) is transmitted to the hood ridge 12 via the second ridge line 23 and the fourth ridge line 26, the force F3 is effectively applied by the plurality of ribs 42. Can be dispersed. Similarly, when the force F3 ′ (see FIG. 2) is transmitted to the hood ridge 12 via the second ridgeline 24 and the fourth ridgeline 27, the force F3 ′ is effectively dispersed by the plurality of ribs 43. Can be made. As a result, it is possible to improve the rigidity in the out-of-plane direction near the shock absorber mounting point.

Example 8
FIG. 13 shows an eighth embodiment, and shows a state when the strut housing 13 is cut along a vertical plane in the vehicle body front-rear direction.

  In the present embodiment, instead of the triangular plane 28 (see FIG. 12), an outer wall surface 44 that is bent downward is formed in the portion, and the bent portion of the outer wall surface 44 is the tenth. A plurality of triangular ribs 47 are provided in a space defined by the second ridge line 23 ′, the fourth ridge line 26 ′, and the tenth ridge line 45. A plurality of ribs 47 are arranged along the second ridge line 23 ′, the fourth ridge line 26 ′, and the tenth ridge line 45.

  Similarly, instead of the triangular plane 29 (see FIG. 12), the outer wall surface bent downwardly into the corresponding portion (although it has a bilaterally symmetrical shape, it has the same shape as the outer wall surface 44 and is not shown). The bent portion of the outer wall surface is the tenth ridgeline (although it is a bilaterally symmetric shape, it is the same shape as the tenth ridgeline 45 and is not shown), and the second ridgeline 24 ' A plurality of triangular ribs 48 are provided in the space defined by the fourth ridge line 27 ′ and the tenth ridge line. A plurality of ribs 48 are arranged along the second ridge line 24 ′, the fourth ridge line 27 ′, and the tenth ridge line.

  In the present embodiment, the force F3 (see FIG. 2) can be efficiently transmitted to the hood ridge 12 via the second ridge line 23 ', the fourth ridge line 26', and the tenth ridge line 45. At this time, the force F3 can be effectively dispersed by the plurality of ribs 47. Similarly, the force F3 '(see FIG. 2) can be efficiently transmitted to the hood ridge 12 through the second ridgeline 24', the fourth ridgeline 27 ', and the tenth ridgeline (not shown). At this time, the force F <b> 3 ′ can be effectively dispersed by the plurality of ribs 48.

  Therefore, also in the present embodiment, it is possible to improve the rigidity in the out-of-plane direction near the shock absorber mounting point.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, each of the above embodiments is only an example of the present invention, and the present invention is not limited only to the configuration of each of the above embodiments. . Needless to say, changes in design and the like within the scope of the present invention are included in the present invention.

  For example, a suspension tower structure in which Examples 1 to 6 are combined, a suspension tower structure in which Example 7 is further added to those in which Examples 1 to 6 are combined, and Examples 1 to 6 are combined. A suspension tower structure in which the eighth embodiment is further added may be used.

11 Side member 12 Hood ridge 13 Strut housing 17 Upper mounting plate 19, 20 Upper link bracket 21, 22 First ridge line 23, 24 Second ridge line 25 Third ridge line 26, 27 Fourth ridge line 28, 29 Triangle shape Planes 30, 33 fifth ridge line 31, 34 sixth ridge line 32, 35 seventh ridge line 36, 37 rectangular plane 38, 40 eighth ridge line 39, 41 ninth ridge line 42, 43 rib 45 45th 10 ridgelines 47, 48 ribs

Claims (9)

Side members provided along the longitudinal direction of the vehicle body on the left and right sides of the vehicle body;
A hood ridge disposed outside the side member in the vehicle width direction and above the side member, and extending from the base of the front pillar toward the front of the vehicle body;
A strut housing that connects the side member and the hood ridge, and has a shock absorber upper end attached to the suspension from below on a central upper mounting surface;
A suspension tower structure including an upper link bracket provided in front and rear of the shock absorber along the vehicle longitudinal direction, and supporting an upper link of the suspension;
The upper link bracket is disposed at a position lower than the upper mounting surface of the strut housing, and the strut housing is disposed on the outer wall upper surface of the portion of the outer wall surface that covers the upper link bracket, toward the outer wall side surface. An inclined surface is provided obliquely below, and a first ridge line is formed on the inclined surface,
One end of the first ridge line is connected to an imaginary straight line passing through the attachment point to the upper attachment surface of the shock absorber upper end portion and along the vehicle body longitudinal direction,
Furthermore, a second ridge line is formed on the upper surface of the outer wall of the strut housing from the connection point between one end of the first ridge line and the virtual straight line to the hood ridge.   Of the outer wall surfaces of the strut housing, on the inner wall surface in the vehicle width direction, connection points of the virtual straight line and one end of the first ridge line at the front and rear portions of the strut housing are connected to each other, and The suspension tower structure according to claim 1, wherein a third ridge line that bypasses a mounting point of the shock absorber upper end portion to the upper mounting surface is formed. A fourth ridge line is formed from the other end of the first ridge line to the connection point between the second ridge line and the hood ridge on the upper surface of the outer wall surface of the strut housing that covers the upper link bracket. And
The suspension tower structure according to claim 1 or 2, wherein a triangular plane is formed in a portion defined by the first ridgeline, the second ridgeline, and the fourth ridgeline.   The connection points of the second ridge line and the fourth ridge line with the hood ridge are provided on the front side of the vehicle body on the front side of the strut housing and on the rear side of the vehicle body on the rear side of the strut housing. The suspension tower structure according to claim 3, wherein the suspension tower structures are arranged in directions away from each other. On the outer wall surface of the strut housing, a fifth ridge line is formed in parallel to the first ridge line at a position on the inner side in the vehicle width direction from the first ridge line.
One end of the first ridge line and one end of the fifth ridge line are connected by a sixth ridge line, and the other end of the first ridge line and the other end of the fifth ridge line are connected by a seventh ridge line, respectively. ,
The rectangular plane is formed in the part defined by said 1st ridgeline, said 5th ridgeline, 6th ridgeline, and said 7th ridgeline, Any of Claims 1-4 characterized by the above-mentioned. The suspension tower structure according to claim 1.   6. The eighth ridge line and the ninth ridge line are respectively formed on the outer wall surface of the strut housing from one end and the other end of the fifth ridge line to the side member. Suspension tower structure.   The suspension tower structure according to any one of claims 3 to 6, wherein a plurality of ribs are provided on a back surface of the triangular plane portion of the outer wall surface of the strut housing.   Instead of the triangular outer wall surface, an outer wall surface bent in a convex shape is formed on the portion, and the bent portion is defined as a tenth ridge line, and the second ridge line and the fourth ridge line are formed. The suspension tower structure according to claim 7, wherein a plurality of triangular ribs are provided in a space defined by the ridge line and the tenth ridge line.   The suspension tower structure according to any one of claims 1 to 8, wherein the strut housing is integrally formed of an aluminum light alloy casting.

Images