JP2019119323A - Vehicle rear section partition structure - Google Patents

Abstract

To provide a vehicle rear section partition structure capable of reducing the weight of a vehicle and enhancing rigidity of a partition panel.SOLUTION: A vehicle rear section partition structure includes a resin partition panel 30 for partitioning a cabin and a rear space of the cabin. The partition panel 30 is provided with bead sections 36 which have substantially V-shapes in a front view and extend by being branched into two parts from a lower end of the partition panel 30 toward a vehicle upper side and both sides in a vehicle width direction. A reinforcement rib 40 is arranged to be laid between the bead sections 36 in a front view.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle rear partition structure.

  2. Description of the Related Art Conventionally, a structure is known in which a partition panel for dividing a compartment of a car from a rear space of the compartment is reinforced by providing a bead. For example, in the partition panel of Patent Document 1 below, a V-shaped bead is disposed in a front view of the vehicle. This enhances the rigidity of the partition panel.

JP, 2000-229584, A

  By the way, when a load in the rear space of the vehicle cabin collides with the partition panel (when an external force is applied), the partition panel is deformed to absorb collision energy. It is preferable to form the partition panel of resin in consideration of reducing the weight of the vehicle, but in this case, the partition panel may be broken at a low strain as compared with the case of forming the partition panel of steel plate.

  An object of the present invention is to provide a vehicle rear partition structure capable of reducing the weight of the vehicle and increasing the rigidity of the partition panel in consideration of the above-mentioned facts.

  The vehicle rear partition structure according to claim 1 is branched and extended from the lower end portion toward the vehicle upper side and both sides in the vehicle width direction, and is provided with a substantially V-shaped bead portion as viewed from the vehicle longitudinal direction And a resin-made partition panel for partitioning a vehicle compartment and a rear space of the vehicle compartment, and a reinforcing rib provided on the partition panel and bridged and disposed between the bead portions as viewed from the front-rear direction of the vehicle And have.

  In the vehicle rear partition structure according to claim 1, since the partition panel is made of resin, it is lightweight compared to, for example, the case where the partition panel is made of steel. In addition, since the partition panel is bifurcated and extended from the lower end toward the upper side of the vehicle and both sides in the vehicle width direction, a substantially V-shaped bead portion is provided as viewed from the front-rear direction of the vehicle. The rigidity of the partition panel is improved as compared with the case where there is no bead portion or the case where the bead is extended in only one direction. Furthermore, the partition panel is provided with a reinforcing rib which is disposed to be bridged between the bead portions when viewed from the front-rear direction of the vehicle. Therefore, the rigidity of the partition panel is further enhanced, and the initial reaction force by the partition panel is improved with respect to the load input from the rear side of the vehicle. Furthermore, since the breakage of the partition panel due to the collision load can be delayed, the impact energy absorption performance is improved.

  As described above, the vehicle rear partition structure according to the present invention has the excellent effect of reducing the weight of the vehicle and increasing the rigidity of the partition panel.

It is a perspective view which shows the vehicle rear part partition structure which concerns on this embodiment. FIG. 2 is an exploded perspective view showing a partition panel, a brace and a bracket in the vehicle rear partition structure shown in FIG. 1; (A) is the rear view which looked at the partition panel in the state joined with braces from the vehicle back side in the vehicles back part partition structure shown in Drawing 1, and (B) is a BB line of Drawing 3 (A) It is a principal part expanded sectional view which shows the cut surface which followed. It is the graph which showed the relationship between the load input into a partition panel, and the deformation amount of a partition panel, when external force is added to the vehicle rear partition structure shown by FIG. It is a rear view of the partition panel corresponding to FIG. 3 (A) which shows the modification of the reinforcing rib in the vehicle rear part partition structure which concerns on this embodiment. (A) is a rear view of a partition panel corresponding to FIG. 3 (A) which shows the modification of the reinforcing rib in the vehicle rear part partition structure based on this embodiment, (B) is BB of FIG. 6 (A) It is a principal part expanded sectional view showing the cut surface which met a line.

  The vehicle rear partition structure according to the present embodiment will be described below with reference to FIGS. 1 to 6. Note that, in these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow RH indicates the vehicle width direction right side. In the following description, when simply using front and rear, upper and lower, and left and right directions, unless otherwise noted, the left and the right in the front and rear directions of the vehicle, up and down in the vehicle vertical direction, and the traveling direction are indicated.

(Vehicle rear 12)
First, the configuration of the vehicle rear portion 12 in the vehicle 10 to which the vehicle rear partition structure according to the present embodiment is applied will be described using FIG. 1.

  A luggage room 16 as a luggage room is provided at the rear portion 12 of the vehicle, and a vehicle compartment 14 is provided on the vehicle front side of the luggage room 16. A rear seat (not shown) is provided in the passenger compartment 14 and constitutes a passenger compartment on the vehicle rear side of the vehicle 10. Further, the floor surface (lower side surface) of the passenger compartment 14 and the floor surface (lower side surface) of the luggage room 16 are configured by the floor panel 18.

  The floor panel 18 is a substantially rectangular plate in a plan view, and includes a front floor panel 18A constituting the floor of the compartment 14, a rear floor pan 18B constituting the floor of the luggage compartment 16, and a compartment A step portion 18C connecting the front floor panel 18A and the rear floor pan 18B is provided at the boundary between the seat 14 and the luggage room 16.

  The front floor panel 18A is formed as a generally flat plate, but a floor tunnel 18D is provided at a substantially central portion in the vehicle width direction along the longitudinal direction of the vehicle and is raised above the vehicle. . A stepped portion 18C is disposed along the vehicle width direction at the rear end of the front floor panel 18A in the longitudinal direction of the vehicle and extends upward from the rear end of the front floor panel 18A in the longitudinal direction of the vehicle There is. The upper end portion in the vehicle vertical direction of the step portion 18C is joined to the front end portion in the vehicle longitudinal direction of the rear floor pan 18B. The rear floor pan 18B is formed as a substantially flat plate, and extends from the upper end of the stepped portion 18C in the vehicle vertical direction to the vehicle rear side.

  Further, at the boundary between the front floor panel 18A and the rear floor pan 18B, the rear wheel house 20 is integrally formed on both sides in the vehicle width direction, and a rear wheel (not shown) of the vehicle 10 is accommodated. A suspension tower 22 is integrally formed on the vehicle upper side of the rear wheel house 20, and stands upright from the upper end of the rear wheel house 20 toward the vehicle upper side. The suspension tower 22 is supported by the upper end of a suspension (not shown) that supports the rear wheels. A pair of rear pillars (not shown) is formed on both sides in the vehicle width direction and on the vehicle upper side of the suspension tower 22.

  As shown in FIG. 1, lower panels 26 are disposed along the vehicle width direction between the suspension towers 22 provided on both sides in the vehicle width direction. The lower panel 26 is a connecting portion integrally formed on a front end portion of the upper back panel 24 described later in the vehicle longitudinal direction, and is connected to an upper panel 32 constituting an upper end portion of the partition panel 30 described later. As shown in FIG. 3B, the lower panel 26 has a substantially L-shaped cross section in the vehicle width direction opened to the front side and the upper side of the vehicle. Further, at the front end portion in the longitudinal direction of the vehicle, a flange 26A extended to the lower side of the vehicle from the front end portion is formed.

  The upper back panel 24 is a generally flat plate and constitutes a ceiling surface (upper surface) of the luggage room 16. Specifically, the upper back panel 24 extends from the upper end of the lower panel 26 in the vehicle vertical direction toward the rear of the vehicle, and both side portions in the vehicle width direction are supported by a pair of rear pillars (not shown).

  In the vehicle rear portion 12 described above, a substantially rectangular opening 28 is formed at the boundary between the compartment 14 and the luggage room 16 as viewed from the front-rear direction of the vehicle. And the partition panel 30 mentioned later is being fixed so that a part of this opening part 28 may be covered from the vehicle front side.

(Partition panel 30)
Next, the partition panel 30 according to the present embodiment will be described.

  The partition panel 30 is made of CFRP (carbon fiber reinforced plastic) as an example, and is configured as a plate that divides the luggage room 16 and the passenger compartment 14. Structurally, as shown in FIG. 2, an upper panel 32 constituting the upper end of the partition panel 30 and constituting a connecting portion with the lower panel 26, and a panel disposed on the lower side of the vehicle from the lower end of the upper panel 32. And a unit 34.

  As shown in FIGS. 1 and 3B, the upper panel 32 constitutes an upper end portion of the partition panel 30, and is disposed along the vehicle width direction. When the upper panel 32 is assembled to the vehicle rear portion 12, the upper panel 32 is disposed between suspension towers 22 provided on both sides in the vehicle width direction, and covers the lower panel 26 from the vehicle front side as described later.

  As shown in FIG. 3 (B), the upper panel 32 is substantially L-shaped with a cross-sectional shape in the vehicle width direction opened to the rear side and the lower side of the vehicle. Further, at a rear end portion of the upper panel 32 in the vehicle longitudinal direction, a step portion 32A which protrudes upward is formed. And the level | step-difference part 32A is engaged with the corner part to which the upper back panel 24 and the lower panel 26 are connected, and it joins by an adhesive agent or welding etc. On the other hand, the lower end portion and the vehicle rear side surface of the upper panel 32 abut on the vehicle front side surface of the flange 26A of the lower panel 26 and are joined by an adhesive or welding. That is, the upper end portion and the lower end portion of the lower panel 26 and the upper panel 32 are respectively joined, and a substantially rectangular closed cross section is formed between the lower panel 26 and the upper panel 32 as viewed from the vehicle width direction.

  Furthermore, in the present embodiment, the brackets 50 are adhesively bonded so as to cover the vehicle width direction both sides (in other words, the boundary between the suspension tower 22 and the upper panel 32) of the upper panel 32 from the vehicle front side. Specifically, as shown in FIGS. 1 and 2, the bracket 50 has a shape along the cross-sectional shape of the upper panel 32 seen from the vehicle width direction, and the vehicle rear side surface of the bracket 50 and the suspension tower 22 And the front side surface of the vehicle at the boundary between the upper panel 32 and the upper panel 32 are joined. Further, the upper panel 32 and the bracket 50 are mechanically joined using a rivet (not shown) to increase the joint strength.

  On the other hand, as shown in FIG. 3B, the panel portion 34 constituting the partition panel 30 is extended from the lower end portion of the upper panel 32 to the vehicle lower side and integrally formed with the upper panel 32. Further, as shown in FIG. 1, the panel portion 34 is a substantially inverted triangular plate which is convex toward the lower side of the vehicle (as viewed from the front-rear direction of the vehicle) in a front view.

  As shown in FIG. 2, at the lower end portion of the panel portion 34, a bead portion 36 having a substantially V-shaped front view is bifurcated and extended from the lower end portion toward the vehicle upper side and both sides in the vehicle width direction It is provided. The bead portion 36 is integrally formed along the lower two sides of the panel portion 34 (in other words, the two sides forming the apex angle of the panel portion 34 having an inverted triangular shape in front view), and the vehicle rear side Is convex.

  Specifically, a groove-shaped recess 36A protruding to the rear side of the vehicle and a flange 36B formed on both sides of the recess 36A are provided, and the cross-sectional shape along the extending direction of the bead 36 is It has a substantially hat shape that is convex toward the rear of the vehicle. The flange portion 36B is substantially flush with the panel portion 34.

  In addition, the bead portion 36 is formed symmetrically with respect to the center line of the panel portion 34 in the vehicle vertical direction in front view, and the vehicle upper side and the vehicle width direction outside from the lower end portion of the panel portion 34 located on the center line Are extended in two directions. Each extension direction is a direction intersecting with the central line at an angle larger than 0 ° and smaller than 90 °. Thereby, the rigidity with respect to the bending force along the vehicle up-down direction and front-back direction of the panel part 34 is improved. Further, a brace 60 described later is fitted in the recess 36A that constitutes the bead portion 36.

  Further, as shown in FIG. 2, a plurality of ribs 38 extending in the vertical direction of the vehicle are provided on the vehicle front side of the panel portion 34 and above the bead portion 36 so as to protrude to the vehicle front side. . More specifically, the ribs 38 are disposed on both sides of the panel portion 34 in the vehicle width direction, and the central portion of the panel portion 34 is formed flat. Thereby, the rigidity with respect to the bending force along the vehicle up-down direction and front-back direction of the panel part 34 is further heightened. Note that the rib 38 may not be formed in the panel portion 34.

(Reinforcement rib 40)
Next, the reinforcing rib 40 according to the present embodiment will be described. The rear view which looked at the partition panel 30 in the state joined to brace 60 mentioned later by FIG. 3 (A) from the vehicle rear side is shown.

  As shown in this figure, the vehicle rear side surface of the panel portion 34 constituting the partition panel 30 is disposed to be bridged between the bead portions 36 described above in a front view (as viewed from the front and rear direction of the vehicle) The reinforcing rib 40 is integrally formed.

  The reinforcing rib 40 has a substantially rectangular outer peripheral portion in a front view, and is formed in a lattice shape. Specifically, a plurality of transverse ribs 40A which project rearward of the vehicle and extend substantially along the vehicle width direction, and which are arranged substantially parallel to each other while leaving a predetermined interval substantially along the vertical direction of the vehicle And a plurality of longitudinal ribs 40B which extend rearward along the vehicle and extend substantially along the vertical direction of the vehicle, and are spaced apart from each other along the vehicle width direction and arranged so as to be substantially parallel to each other It is done.

  Further, both end portions in the vehicle width direction of the reinforcing rib 40 are disposed at positions overlapping the upper end portions of the bead portions 36 extended in two directions in a front view. That is, the reinforcing rib 40 is disposed so as to connect the upper end of the bead 36 extended in two directions from the lower end of the panel 34 toward the vehicle upper side and both sides in the vehicle width direction along the vehicle width direction ing. Thereby, the surface rigidity of the panel portion 34 is enhanced.

(Brace 60)
As shown in FIG. 2, a brace 60 formed in a substantially V-shape in a front view is joined to the partition panel 30 from the upper side of the vehicle.

  The brace 60 is a reinforcing member made of a steel plate including a reinforcing portion 62 fixed to the partition panel 30, and a fixing flange 64 integrally formed with the reinforcing portion 62 and forming a joint surface with the floor panel 18.

  The reinforcing portion 62 bifurcates and extends from the lower end portion in the vehicle vertical direction to the vehicle upper side and both left and right sides in the vehicle width direction in a front view. Therefore, it is substantially V-shaped in front view. Further, structurally, it is provided with a groove-like recessed portion 62A protruding to the vehicle rear side and flange portions 62B formed on both sides of the recessed portion 62A. That is, the cross-sectional shape along the extending direction of the reinforcing portion 62 is substantially hat-shaped convex toward the rear of the vehicle, similarly to the bead portion 36 described above.

  On the other hand, the fixing flange 64 extends from the both end portions in the vehicle width direction of the lower end portion (in other words, the bifurcated base end portion) of the reinforcing portion 62 toward the vehicle lower side. Therefore, it has a strip shape in front view. Further, the fixing flange 64 is substantially flush with the flange portion 62 B of the reinforcing portion 62.

  As shown in FIG. 2, in a state where the partition panel 30 and the brace 60 are assembled, the reinforcing portion 62 of the brace 60 is engaged with the bead portion 36 of the partition panel 30. Specifically, the recess 62A of the reinforcing portion is fitted to the recess 36A of the bead portion 36, and the vehicle rear side surface of the recess 62A is adhesively bonded to the vehicle front side surface of the recess 36A. Further, the vehicle rear side surface of the flange portion 62B of the reinforcing portion 62 is adhesively bonded to the front side of the flange portion 36B of the bead portion 36 on the vehicle front side. Further, the flange portion 36B and the flange portion 62B are mechanically joined using a rivet (not shown) to increase the joint strength.

  Further, as shown in FIG. 2, the length L 2 of the reinforcing portion 62 in the brace 60 is configured to be longer than the length L 1 of the bead portion 36 in the partition panel 30. Therefore, when the partition panel 30 and the brace 60 are assembled, both end portions in the vehicle width direction of the reinforcing portion 62 protrude from both side portions in the vehicle width direction of the partition panel 30 (panel portion 34). Thereby, in a state where partition panel 30 joined to brace 60 is assembled to vehicle rear portion 12, both ends in the vehicle width direction of reinforcement portion 62 in brace 60 abut on the vehicle front side surface of suspension tower 22, Join by bonding and spot welding. Further, the vehicle rear side surface of the fixing flange 64 in the brace 60 and the vehicle front side surface of the step portion 18C in the floor panel 18 are joined by continuous welding and bolted (see FIG. 1).

(Action and effect)
Next, the operation and effects of the present embodiment will be described.

  In the vehicle rear partition structure according to the present embodiment, since the partition panel 30 is made of resin, it is lightweight compared to the case of steel. Moreover, since CFRP is used as a resin material, specific strength and specific rigidity (specific elastic modulus) are high as compared with metal materials such as steel and aluminum, and GFRP (glass fiber reinforced plastic).

  Furthermore, as shown in FIG. 2, since the bead portion 36 is extended in a substantially V shape in the front view as shown in FIG. 2, it may be extended only in one direction or without the bead portion 36. The rigidity of the partition panel is improved compared to the case where

  That is, for example, when the bead portion is extended in only one direction, the rigidity is high against bending force along the extending direction, but low rigidity against bending force orthogonal to the extending direction It becomes. On the other hand, since the bead part 36 of the partition panel 30 which concerns on this embodiment is extended in two directions, the rigidity with respect to the bending force of various directions is improved.

  Further, since the steel brace 60 is joined to the partition panel 30 along the bead portion 36, the rigidity against the bending force is enhanced as compared with the case where the brace 60 is not joined. Furthermore, the deformation following performance when an external force is applied is high, and the collision energy can be absorbed by elastic deformation and plastic deformation.

  Furthermore, the partition panel 30 is provided with a reinforcing rib 40 which is disposed to be bridged between the bead portions 36 in a front view. Therefore, the rigidity of the partition panel 30 is enhanced, and the initial reaction force by the partition panel 30 is improved with respect to the load input from the rear side of the vehicle. Furthermore, since the breakage of the partition panel 30 due to the collision load can be delayed, the impact energy absorbing performance is improved.

  Here, the improvement of the impact energy absorbing performance by the reinforcing rib 40 will be described in detail with reference to FIGS. 3 (B) and 4.

  As shown by arrow P in FIG. 3B, when a static load is applied to the partition panel 30 integrated with the brace 60 from the rear side of the vehicle, the partition panel 30 including the reinforcing rib 40 described above is input. The relationship between the load P and the amount of deformation S generated in the partition panel 30 is shown by a solid line in FIG. Further, the relationship between the load P input to the partition panel 30 not provided with the reinforcing rib 40 and the deformation amount S is shown by a broken line in FIG.

  The load P is equal to the external force per unit area that the brace 60 and the partition panel 30 receive from the load when, for example, a load placed in the luggage room 16 collides with the partition panel 30 from the rear side of the vehicle, the brace 60 and the partition It is equal to the reaction force per unit area that the panel 30 gives to the load. In addition, the amount of deformation S is equal to the amount of displacement by which the brace 60 and the partition panel 30 deform when the load placed in the luggage room 16 collides with the partition panel 30, and the displacement moves after the load collides with the partition panel 30. It is equal to the amount of movement.

  When a load placed in the luggage room 16 collides with the partition panel 30, the brace 60 and the partition panel 30 are deformed integrally as a result of an external force as shown by a line OA in FIG. Then, when the deformation amount S exceeds the deformation amount S1 of the CFRP partition panel 30, breakage of the partition panel 30 starts (point A shown in FIG. 4). At this time, a load P1 corresponding to the amount of deformation S1 is input to the partition panel 30 integrated with the brace 60, but as described above, the load P1 is an external force that the brace 60 and the partition panel 30 receive from the load. Equal to

  On the other hand, when the reinforcing rib 40 is not formed on the partition panel 30, the brace 60 and the partition panel 30 receive an external force and are integrally deformed as shown by a line segment OB shown by a broken line in FIG. . Then, the partition panel 30 is broken when the deformation amount S exceeds the deformation amount S0 of the partition panel 30 (point B shown in FIG. 4). At this time, the load P0 corresponding to the deformation amount S0 is input to the partition panel 30 integrated with the brace 60.

  As shown in this figure, the amount of deformation S1 of the partition panel 30 provided with the reinforcing rib 40 is larger than the amount of deformation S0 of the partition panel 30 configured not provided with the reinforcing rib 40. Further, the load P1 input to the partition panel 30 including the reinforcing rib 40 is larger than the load P0 input when the reinforcing rib 40 is not provided.

  As described above, in the vehicle rear partition structure according to the present embodiment, since the reinforcing rib 40 is disposed so as to be bridged between the bead portions when viewed from the vehicle longitudinal direction, the surface rigidity of the partition panel 30 is enhanced. There is. Thereby, compared with the case where the reinforcing rib 40 is not provided in the partition panel 30, the partition panel can be deformed following the load moving to the vehicle front side. Further, the external force received when the partition panel 30 breaks can be increased. In other words, the partition panel 30 is unlikely to be broken even if it receives an external force of the same magnitude. As a result, the initial reaction force by the partition panel 30 is improved with respect to the load input from the vehicle rear side.

  In addition, when the partition panel 30 starts to be broken, as shown by a line segment AC in FIG. 4, the reinforcing rib 40 is sequentially broken and the impact energy received by the partition panel 30 is absorbed. Thereafter, the partition panel 30 is completely broken (point C shown in FIG. 4), and only the steel plate brace 60 is deformed with an increase in the external force due to the load. Steel materials have higher deformation tracking performance than CFRP. That is, the ductility is high with respect to an external force and the brittle fracture is difficult. For this reason, as shown by a curve CE in FIG. 4, the brace 60 is sufficiently deformed, and absorption of impact energy can be completed at a position where the amount of deformation S reaches S2 (point E shown in FIG. 4).

  On the other hand, when the reinforcing rib 40 is not formed on the partition panel 30, the partition panel 30 is broken and the brace 60 starts to deform (line segment BD shown in FIG. 4), The load P input to 30 suddenly drops, and then, as shown by a curve DF in FIG. 4, absorption of impact energy is absorbed at a position where the brace 60 deforms following the load and the deformation amount S reaches S3. It can be completed (point F shown in FIG. 4).

  As shown in this figure, in the partition panel 30 provided with the reinforcing rib 40, transition from the time of breakage of the partition panel 30 to the absorption of impact energy due to the deformation of the brace 60 as compared with the case where the reinforcing rib 40 is not provided. There is little change in load P. Therefore, the impact received by the rear seat occupant upon breakage of the partition panel is alleviated.

  In addition, since impact energy is absorbed by successive destruction of the reinforcing rib 40, the partition panel 30 having the reinforcing rib 40 can complete absorption of impact energy as compared with the case where the reinforcing rib 40 is not provided. The required stroke is small. As a result, impact energy can be efficiently absorbed, and in turn, the amount of energy absorbed by the partition panel 30 can be increased. Also. The load on the rear seat occupants due to impact can be reduced.

  Further, in the present embodiment, the reinforcing rib 40 is integrally formed on the partition panel 30. For this reason, compared with the case where the rigidity of the partition panel 30 is increased using another member, the rigidity of the partition panel 30 can be enhanced by a simple configuration without increasing the number of members.

  Further, in the vehicle rear partition structure according to the present embodiment, as shown in FIG. 1, the fixing flange 64 of the brace 60 and the step portion 18C of the floor panel 18 are spot welded and the vehicle of the reinforcing portion 62 of the brace 60 is Both ends in the width direction and the suspension tower 22 are joined by spot welding.

  Thereby, the brace 60 functions as a brace material bridged from the floor panel 18 to the suspension towers 22 on both sides in the vehicle width direction. Therefore, for example, when an external force asymmetric in the vehicle width direction is input from the suspension (not shown) of the rear wheel to the suspension tower 22, it is possible to suppress the torsional deformation of the vehicle 10.

  Further, in the present embodiment, as shown in FIG. 3B, the upper panel 32 and the lower panel 26 of the partition panel 30 are joined by bonding and rivets to form a closed cross section, and suspension on both sides in the vehicle width direction It is bridged between towers 22. For this reason, the twisting suppression effect of the vehicle body is further enhanced.

  In the vehicle rear partition structure according to the present embodiment, as shown in FIG. 3A, the grid-like reinforcing rib 40 is bridged between the bead portions 36 formed substantially V-shaped in a front view. However, the present invention is not limited to this.

  For example, as in a reinforcing rib 70 shown in FIG. 5, it may be formed in a lattice only at a position overlapping with both ends in the vehicle width direction of the bead portion 36 in a front view. Specifically, the grid rib 70A having a substantially square outer peripheral portion in a front view is provided on the reinforcing rib 70 at the vehicle rear side surface of the partition panel 30 and a portion overlapping the vehicle width direction both end portions of the bead portion 36 in front view. It is integrally formed. The lattice rib 70A is formed in a lattice shape in the same manner as the reinforcing rib 40 described above. The upper end portion and the lower end portion of the grid rib 70A disposed on the left and right of the partition panel 30 are connected by a lateral rib 70B extending substantially along the vehicle width direction. Also in this configuration, when a load from the rear side of the vehicle is input to the partition panel 30, the grid rib 70A is successively destroyed along with the breakage of the partition panel, and impact energy can be efficiently absorbed.

  In addition, like the reinforcing rib 80 shown in FIG. 6, in the grid-like reinforcing rib 80 having a substantially rectangular outer periphery in a front view, a transverse rib 80A extending substantially along the vehicle width direction, and The connection portion with the longitudinal rib 80B extended along the vehicle vertical direction may be provided with a substantially cylindrical connection portion 80C erected on the vehicle rear side from the vehicle rear side surface of the partition panel 30.

  Specifically, similar to the above-described reinforcing rib 40, the reinforcing rib 80 projects a plurality of lateral ribs 80A that project rearward and extend substantially along the vehicle width direction, and also project rearward to the vehicle. A plurality of longitudinal ribs 80B extending in the vertical direction of the vehicle are connected. Further, a substantially cylindrical connecting portion 80C erected on the vehicle rear side from the vehicle rear side surface of the partition panel 30 is integrally formed at the connecting portion between the horizontal rib 80A and the vertical rib 80B. Further, since both end portions in the vehicle width direction of the reinforcing rib 80 are disposed at positions overlapping with both end portions in the vehicle width direction of the bead portion 36 in a front view, the reinforcing rib 80 is bridged between the bead portions 36 in a front view Being arranged.

  According to the said structure, the rigidity of the reinforcement rib 80 with respect to the bending force of various directions is improved. Therefore, the surface rigidity of the partition panel 30 is further improved. Further, along with the breakage of the partition panel 30, the reinforcing rib 80 is successively broken, and impact energy can be absorbed efficiently. The connecting portion 80C may be formed of a substantially conical shape, a cylindrical body having a substantially elliptical cross-sectional shape, or a cylindrical body having a substantially square cross-sectional shape.

  Further, in the present embodiment, the brace 60 is fixed so as to cover the partition panel 30 from above the vehicle, but the present invention is not limited to this. For example, a brace 60 made of a steel plate may be embedded in a resin partition panel, and the partition panel 30 and the brace 60 may be insert-molded.

  Moreover, although it was set as the structure which forms the reinforcement rib 40 in the vehicle rear side of the partition panel 30 in this embodiment, this invention is not limited to this. For example, as described above, when the brace 60 is insert-molded into the partition panel 30, the reinforcing rib 40 can be provided on the vehicle front side surface of the partition panel 30.

  Further, although the reinforcing rib 40 is integrally formed on the partition panel 30 in the present embodiment, the present invention is not limited thereto, and the reinforcing rib 40 may be bonded to the partition panel by an adhesive or the like. .

  Further, in the present embodiment, the bead portion 36 of the partition panel 30 has a convex shape toward the vehicle rear side, but the present invention is not limited to this, and may have a convex shape toward the vehicle front side. In this case, the reinforcing portion 62 of the brace 60 may be configured to be convex toward the vehicle front side.

  Further, in the vehicle rear partition structure according to the present embodiment, as shown in FIG. 1, the braces 60 are bridged from the floor panel 18 to the suspension towers 22 on both sides in the vehicle width direction, but the present invention is not limited thereto. . For example, the braces 60 may span from the floor panel 18 to the sheet metal around the suspension tower 22.

  Moreover, although it was set as the structure by which braces 60 made from a steel plate are joined to the partition panel 30 in this embodiment, the present invention is good also as a structure which does not have the brace 60 not only this. Further, in this case, in order to secure the joint surface between the partition panel 30 and the peripheral edge of the opening 28 of the vehicle rear portion 12, the flanges 36B of the bead 36 are extended on both sides in the vehicle width direction and the vehicle lower side. It may be configured to

  Further, in the vehicle rear partition structure according to the present embodiment, the partition panel 30 is made of CFRP, but the present invention is not limited to this, for example, GFRP using glass fiber as a reinforcing fiber may be used or polycarbonate Various thermoplastic resins such as resin, polyamide (PA) resin, polyurethane (PU) resin, polyvinyl chloride resin, and polypropylene (PP) resin can also be used without fiber reinforcement.

14 compartment 16 luggage room (rear space)
Reference Signs List 30 partition panel 36 bead portion 40 reinforcing rib 70 reinforcing rib 80 reinforcing rib

Claims (1)

A bifurcated branch extending from the lower end toward the upper side of the vehicle and both sides in the vehicle width direction is provided, and a substantially V-shaped bead portion is provided as viewed from the front-rear direction of the vehicle; Partition panel made of resin that separates from the rear space,
A reinforcing rib provided on the partition panel and disposed so as to be bridged between the bead portions when viewed from the longitudinal direction of the vehicle;
Vehicle rear partition structure with.