JP5821612B2 - Rear body structure of automobile - Google Patents

Description

  The present invention relates to a rear vehicle body structure that includes a rear subframe that has a pair of left and right side member portions and a cross member portion and supports a rear suspension.

  Conventionally, it is known that a rear sub-frame (which agrees with a rear suspension cross member) that supports a rear suspension arm is attached to a cross member on a vehicle body, a rear side frame, and the like by a vehicle body attachment portion at the front and rear of the vehicle. Patent Documents 1 and 2 below disclose a vehicle body mounting portion provided at the front and rear ends of a pair of left and right side member portions constituting a rear subframe.

  In the following Patent Document 1, the front vehicle body attachment portion at the front end of the side member portion is disposed on the inner side in the vehicle width direction than the rear vehicle body attachment portion at the rear end of the side member portion.

  On the other hand, in Patent Document 2 below, both the vehicle body mounting portions at the front and rear ends of the side member portion are disposed at positions overlapping in the vehicle width direction, and the intermediate portion is disposed at the vehicle width direction inner side than the front and rear ends. ing.

  In Patent Document 2 below, the arm length of the suspension arm can be set longer by disposing the intermediate portion of the side member portion on the inner side in the vehicle width direction than the front and rear ends. Thus, it is possible to suppress changes in the toe angle and the like when the wheel moves up and down. It is also possible to lay out a suspension spring.

  Further, in Patent Document 2 below, the vehicle body mounting portion is provided at the ends of the front and rear cross member portions (front vehicle width direction members) that form the rear subframe together with the side member portion. The bent shape between the support portion and the vehicle body mounting portion is reduced. For this reason, it is easy to balance the support rigidity of the suspension arm in front, rear, left and right in a high dimension.

  Furthermore, the cross member portion described above is formed so as to extend in an X shape when viewed from the front, and thus has a structure that approximates a task hook, thereby improving rigidity against lateral force when the vehicle turns. Be able to.

Japanese Utility Model Publication No. 2-45878 JP 2009-255902 A

  By the way, the rear subframe and the members on the vehicle body side (the rear side frame, the cross member, etc.) that support the rear subframe are not completely rigid bodies. Therefore, when a lateral force is input, the rear subframe is bent by each member. Oscillating displacement. In particular, when the rear sub frame is attached to the vehicle body attachment portion via the bush mount, the swing displacement amount becomes large.

  As described above, when the rear subframe swings and displaces, the relative position between the support portion of the suspension arm and the vehicle body shifts, and the geometry (geometric dynamic characteristics by the suspension arm or the like) changes. At this time, preferably the toe-in (rear wheel of the rear wheel) is preferably prevented so that the geometry does not change in the direction that impairs the stability of the vehicle body, for example, the toe-out (the toe angle where the front side of the rear wheel is outside the vehicle width direction with respect to the rear side). It is preferable to set the compliance (deflection characteristic) so that the front side changes to the toe angle side that is the inner side in the vehicle width direction with respect to the rear side.

  In Patent Document 1, as described above, although the front vehicle body mounting portion is disposed on the inner side in the vehicle width direction than the rear vehicle body mounting portion, the geometry may change to the toe-in side. There is no disclosure about the point of view that the geometry changes with the swinging displacement of the frame.

  Furthermore, if the positional relationship between the vehicle body attachment portion and the arm support portion is appropriately set, the geometric change toward the toe-in side can be sufficiently promoted when the rear subframe is oscillated and displaced. However, there is no disclosure about the positional relationship between the vehicle body attachment portion and the suspension arm support portion in the vertical direction and the vehicle width direction.

  Also, in Patent Document 2, there is no disclosure at all about the viewpoint that the geometry changes with the swing displacement of the rear subframe. Further, in Patent Document 2, as described above, both the vehicle body attachment portions at the front and rear ends of the side member portions are disposed at positions overlapping in the vehicle width direction, and the front vehicle body attachment portion is lower than the rear vehicle body attachment portion. By being disposed at the position, the vertical distance from the imaginary line passing through the front vehicle body mounting portion and the rear vehicle body mounting portion to the front lower arm support portion is shortened. For this reason, there has been a problem that when the rear subframe is oscillated and displaced, the geometric change to the toe-in side cannot be sufficiently promoted.

  Moreover, in the said patent document 2, since the distance from a front side vehicle body attachment part to a front side lower arm support part is long, there also exists a problem that it becomes disadvantageous in a rigid surface. For this reason, it can be said that there is room for improving the geometry.

  Here, it is conceivable to improve the rigidity of the vehicle body side members (rear side frame, cross member, etc.) that support the rear sub frame, and to reduce the swing displacement of the rear sub frame itself. However, in this case, there is a problem in that the weight of the vehicle body is increased as the rigidity of the member is improved. Therefore, as described above, it is desired to realize compliance that can promote a change in geometry toward the toe-in side when the rear subframe is oscillated and displaced.

  Therefore, the present invention is arranged such that the front vehicle body mounting portion is disposed on the inner side in the vehicle width direction than the rear vehicle body mounting portion, passes through the front vehicle body mounting portion and the rear vehicle body mounting portion, and is inclined forward in the vehicle width direction. A front lower arm support portion that supports the front lower arm and a rear lower arm support portion that supports the rear lower arm are disposed at positions spaced downward from the imaginary line, and the rear lower arm support portion is disposed on the front lower arm. A rear body structure of a vehicle that can realize compliance that promotes a change in geometry toward the toe-in side compared to the conventional art by disposing it at a position spaced inward in the vehicle width direction with respect to the virtual line from the support portion. The purpose is to provide.

  The rear vehicle body structure of the present invention is a rear vehicle body structure including a rear sub-frame having a pair of left and right side member portions and at least one cross member portion, and the side member portion is attached to the front vehicle body. And the rear vehicle body attachment portion. The front vehicle body attachment portion is disposed on the inner side in the vehicle width direction with respect to the rear vehicle body attachment portion, and the front vehicle body attachment portion and the rear vehicle body attachment portion. A front lower arm support portion that supports the front lower arm and a rear lower arm support portion that supports the rear lower arm at positions spaced downward with respect to a virtual line inclined forward inward in the vehicle width direction through the side vehicle body mounting portion. The rear lower arm support portion is disposed at a position farther inward in the vehicle width direction than the front lower arm support portion with respect to the virtual line.

The above configuration has the following effects.
In other words, the imaginary line is inclined forward and forward in the vehicle width direction, and the rear lower arm support part is disposed inward in the vehicle width direction with respect to the imaginary line, thereby increasing the elevation angle of the front lower arm support part with respect to the imaginary line. The elevation angle of the rear lower arm support part with respect to the imaginary line can be made larger. For this reason, it is possible to increase the difference in the amount of displacement in the vehicle width direction between the front lower arm support portion and the rear lower arm support portion when the subframe is displaced in a swinging manner.
The swing radius, that is, the displacement in the vehicle width direction can be increased by separating the front and rear lower arm support portions downward from the imaginary line (front and rear vehicle body attachment portions). Thereby, the difference in the displacement in the vehicle width direction can be further increased.
In other words, when a lateral force is input inward in the vehicle width direction during turning or the like, the rear is undesirably originally swinging and displacing about the imaginary lines (front and rear vehicle body mounting portions). The difference in the displacement amount in the vehicle width direction can be increased by utilizing the behavior of the subframe. For this reason, the front lower arm support part can be drawn more largely inward in the vehicle width direction than the rear lower arm support part, and the compliance that promotes the geometric change toward the toe-in side compared to the conventional case can be realized.

In one embodiment of the present invention, the front vehicle body attachment portion is disposed at a height position higher than the rear vehicle body attachment portion.
According to the above configuration, it is possible to ensure a large vertical distance from the imaginary line to the front lower arm support portion compared to the case where the front vehicle body mounting portion is disposed at a position lower than the rear vehicle body mounting portion. The difference in displacement can be further increased.

In one embodiment of the present invention, the rear lower arm support portion is disposed at a position closer to the virtual line in the vertical direction than the front lower arm support portion.
According to the above configuration, the vertical distance from the imaginary line to the front lower arm support part can be made larger than the vertical distance from the imaginary line to the rear lower arm support part. The difference in displacement can be further increased.

In one embodiment of the present invention, the rear vehicle body mounting portion is disposed behind a suspension spring, the side member portion is formed of a pipe material, and the rear portion is the rear vehicle body mounting portion. The front part extends substantially linearly toward the front vehicle body mounting part, and the cross member is connected to a bent part between the rear part and the front part. Is.
According to the above configuration, the bent portion of the high-rigidity pipe-shaped side member portion is reinforced, and the side member portion extends between the front and rear vehicle body mounting portions, thereby swinging around the virtual line. Other than the above, it is possible to suppress bending deformation of the side member portion, and as a result, it is possible to suppress the displacement of the virtual line. As a result, it is possible to achieve both the promotion of the geometric change toward the toe-in side and the layout of the suspension including the suspension spring and the like.

In one embodiment of the present invention, the front upper arm support portion that supports the front upper arm overlaps with the front lower arm support portion in the front-rear direction, and is disposed at a position close to the upper side in the vehicle width direction of the side member portion. The cross member portion is formed of a pipe material, and is connected to a vehicle width direction inner side portion of the side member portion at a position overlapping with the front upper arm support portion in the front-rear direction.
According to the above configuration, in order to extend the virtual swing center of the vertical movement of the rear wheel, the upper arm support portion is disposed on the upper side of the side member portion. By distributing the force to the cross member portion, it is possible to more reliably suppress the upper arm support portion from swinging outward in the vehicle width direction, that is, changing the camber angle of the rear wheel in the positive camber direction.

  According to the present invention, the front vehicle body attachment portion is disposed on the inner side in the vehicle width direction than the rear vehicle body attachment portion, passes through the front vehicle body attachment portion and the rear vehicle body attachment portion, and is inclined forward in the vehicle width direction. A front lower arm support portion that supports the front lower arm and a rear lower arm support portion that supports the rear lower arm are disposed at positions spaced downward from the imaginary line, and the rear lower arm support portion is disposed on the front lower arm. Since it is disposed at a position spaced inward in the vehicle width direction with respect to the imaginary line with respect to the support portion, there is an effect that it is possible to realize compliance that promotes a geometric change to the toe-in side as compared with the conventional case.

Bottom view showing the rear body structure of the automobile of the present invention Bottom view of the rear subframe and suspension arm removed from FIG. AA arrow sectional view of FIG. Rear sub-frame perspective view A perspective view showing the rear subframe as viewed from below Top view of the rear subframe Front view of rear subframe Rear view of rear subframe Side view of rear subframe BB sectional view of FIG. Bottom view schematically showing the rear body structure of an automobile Explanatory diagram when inputting in-phase lateral force Explanatory drawing at the time of input of different phase lateral force It is explanatory drawing of the geometry change at the time of lateral force input, Comprising: (a) Top view, (b) The front which shows the positional relationship of a front side vehicle body attachment part, a rear side vehicle body attachment part, a lower arm support part, and a rear lower arm support part Figure The top view which shows the other Example of the rear body structure of a motor vehicle CC sectional view taken along the line CC in FIG. Side sectional view showing still another embodiment of the rear body structure of an automobile Side sectional view showing still another embodiment of the rear body structure of an automobile

  In the rear vehicle body structure of a vehicle including a rear subframe having a pair of left and right side member portions and at least one cross member portion, the purpose of realizing compliance that promotes a change in geometry to the toe-in side compared to conventional ones. The side member portion is attached to the vehicle body at two locations, a front vehicle body attachment portion and a rear vehicle body attachment portion, and the front vehicle body attachment portion is disposed on the inner side in the vehicle width direction than the rear vehicle body attachment portion, A front lower arm support portion that supports the front lower arm at a position that passes through the front vehicle body attachment portion and the rear vehicle body attachment portion and is spaced downward with respect to an imaginary line inclined forward inward in the vehicle width direction, and a rear lower arm And a rear lower arm support part that supports the rear lower arm support part with respect to the imaginary line relative to the virtual line rather than the front lower arm support part. It was realized by configurations that are disposed in a position spaced side.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a bottom view showing the rear body structure of the automobile, FIG. 2 is a bottom view with the rear subframe and suspension arm etc. removed from FIG. 1, and FIG. 3 is a cross-sectional view taken along line AA in FIG. .

<Description of body structure>
2 and 3, a rear floor 4 (floor panel) is connected to the rear portion of the center floor panel 1 through a rear seat pan 2 and a slant portion 3 that inclines in a front, rear, and rear height and extends rearward. doing.
The above-described center floor panel 1 and the front floor panel (not shown) are integrally or integrally formed with a tunnel portion 5 that protrudes into the vehicle interior at the center in the vehicle width direction and extends in the front-rear direction of the vehicle. Side sills 6 are joined and fixed to both ends of the front floor panel in the vehicle width direction.

The side sill 6 is a vehicle body strength member having a side sill closed cross section extending in the longitudinal direction of the vehicle by joining and fixing the side sill inner and the side sill outer, and a side sill reinforcement is provided in the side sill closed cross section as necessary. Provided.
A rear side frame 7 extending in the front-rear direction of the vehicle is provided from the rear seat pan 2 to the slant portion 3 and the rear floor 4.

The rear side frames 7 are respectively provided on the left side and the right side of the vehicle on the inner side in the vehicle width direction of the wheel house 8, and the rear side frames 7 are located on the upper surface side of the rear seat pan 2, the slant portion 3 and the rear floor 4. The rear side frame upper 7U, the rear seat pan 2, the slant portion 3, and the rear side frame lower 7L positioned on the lower surface side of the rear floor 4 are provided. These upper and lower rear side frame upper 7U and rear side frame lower 7L , 3 and 4, a rear side closed cross section extending in the longitudinal direction of the vehicle is formed.
The rear side frame 7 described above is a vehicle body strength member, and the front portion of the rear side frame 7 is connected to a side sill 6 at a kick-up portion (corresponding to a portion where a cross member 9 described later is disposed). Correspondingly, a cross member 9 (so-called No. 3 cross member) extending in the vehicle width direction is stretched between the front portions of the left and right rear side frames 7 and 7, and between the cross member 9 and the vehicle body floor panel. Has a closed cross section extending in the vehicle width direction.
Further, a vehicle body cross member 10 (so-called No. 4 cross member) is provided between the left and right rear side frames 7 and 7 at the front and rear intermediate portion of the rear side frame 7 corresponding to the rear portion of the slant portion 3 described above. Yes.

The vehicle body cross member 10 is positioned on the upper surface side of the slant portion 3 and connects the left and right rear side frame uppers 7U and 7U in the vehicle width direction, and is positioned on the lower surface side of the slant portion 3 Vehicle body cross member lower 10L for connecting the rear side frame lowers 7L, 7L in the vehicle width direction, and a closed cross section 11 extending in the vehicle width direction is formed between the vehicle body cross member upper 10U and the slant portion 3. The closed cross section 12 extending in the vehicle width direction is also formed between the vehicle body cross member lower 10L and the slant portion 3.
That is, the upper and lower closed sections 11 and 12 are formed so as to overlap in the vertical direction as shown in FIG. Further, an attachment point 10P of a front vehicle body attachment portion 25 (see FIG. 1) of a subframe 21 described later is provided on the inner side in the vehicle width direction of the vehicle body cross member lower 10L than the rear side frame 7.
As shown in FIG. 2, a fuel tank 14 as a vehicle auxiliary machine is attached to the outside of the lower vehicle of the rear seat pan 2 and the slant portion 3 using a pair of tank bands 13 and 13.

On the other hand, as shown in FIG. 2, crash cans 15 and 15 as impact energy absorbing members are attached to the rear ends of the pair of left and right rear side frames 7 and 7, and between the left and right crash cans 15 and 15. A bumper reinforcement 16 is horizontally mounted so as to extend in the vehicle width direction.
Further, as shown in FIG. 2, a trailing arm vehicle body mounting portion 17 is formed in the above-mentioned rear side frame lower 7 </ b> L so as to correspond to the front and rear cross members 9, 10, and is located further rearward than the vehicle body cross member 10. The rear side frame lower 7L is provided with a spring seat 18 of a suspension spring 27 (see FIG. 1), which will be described later, and the rear side frame lower 7L corresponds to a rear position further than the spring seat 18. Is provided with an attachment point 19 for the rear vehicle body attachment portion 26 (see FIG. 1).
Further, as shown in FIG. 2, a rear suspension damper vehicle body mounting portion 20 is provided in the wheel house 8.

<Description of subframe>
A rear subframe 21 (hereinafter simply referred to as a subframe) is attached to the vehicle body structure shown in FIGS. 2 and 3 as shown in a bottom view in FIG.

4 is a perspective view showing the subframe 21 as seen from above, FIG. 5 is a perspective view showing the subframe 21 as seen from below, FIG. 6 is a plan view of the subframe 21, and FIG. FIG. 8 is a rear view of the subframe 21, and FIG. 9 is a side view of the subframe 21.
As shown in FIGS. 4 to 9, the subframe 21 that supports the rear suspension includes left and right side member portions 22, 22, a front cross member portion 23, and a rear cross member portion 24. It is formed substantially symmetrical (see FIG. 6).

The pair of left and right side member portions 22, 22 are formed in a pipe shape, that is, formed by a pipe member, and at the front and rear end portions of the side member portion 22 are a front vehicle body attachment portion 25 (so-called front side mount portion). The rear vehicle body mounting portion 26 (so-called rear mount portion) is provided at the same height position (see FIG. 3).
The front vehicle body mounting portion 25 is disposed on the inner side in the vehicle width direction with respect to the rear vehicle body mounting portion 26, whereby a virtual line L0 (see FIGS. 6 to 8) passing through both the vehicle body mounting portions 25 and 26 is obtained. Inclined inward in the vehicle width direction.
As shown in FIG. 1, the rear portions of the left and right side member portions 22, 22 are respectively connected to the left and right rear side frames 7 (specifically, attachment points 19 of the rear side frame lower 7 </ b> L) via the rear body mounting portions 26, 26. ), The front portions of the left and right side member portions 22 and 22 are located on the inner side in the vehicle width direction than the rear side frame 7 of the vehicle body cross member 10 (No. 4 cross member) via the front vehicle body mounting portions 25 and 25. Installed on. Specifically, the front vehicle body attachment portions 25, 25 are attached to an attachment point 10P (see FIG. 2) of the vehicle body cross member lower 10L.
That is, the side member portion 22 is attached to the vehicle body at two locations, the front vehicle body attachment portion 25 and the rear vehicle body attachment portion 26.

Accordingly, the rear impact load received by the rear portion of the rear side frame 7 is transmitted to the vehicle body cross member 10 via the side member portion 22, and the load is distributed from the vehicle body cross member 10 to members such as a floor panel other than the rear side frame 7. Thus, the rear impact load is distributed to prevent the subframe 21 from moving forward and deformation of the vehicle body located in front of the sub frame 21, thereby improving the rear impact safety.
Further, as shown in FIG. 1, each of the side member portions 22, 22 described above is provided from the rear vehicle body mounting portion 26 of the subframe 21 so that a suspension spring 27 (coil spring) can be disposed in front of the side member portion 22, 22. It extends inward in the vehicle width direction, and is thereby configured to achieve both the dispersion of the rear impact load and the layout of the suspension spring 27.
More specifically, the rear vehicle body mounting portion 26 is disposed behind the suspension spring 27, and the rear portion of the side member portion 22 extends from the rear vehicle body mounting portion 26 inward in the vehicle width direction while the front portion. However, it extends substantially linearly toward the front vehicle body mounting portion 25.

4 and 6, in the plan view, in the vicinity of the front vehicle body attachment portion 25, an upper arm support portion 28 above the front vehicle body attachment portion 25 and a lower arm support portion spaced downward from the side member portion 22. 29. In this embodiment, the upper and lower support portions 28 and 29 are constituted by brackets 30 and 31 described later.
The upper arm support portion 28, the lower arm support portion 29, and the front cross member portion 23 described above are disposed at positions that overlap in the front-rear direction, in this embodiment, at substantially the same position in the front-rear direction.
As shown in FIGS. 4 and 7, the above-described front cross member portion 23 includes left and right side member portions 22 and 22 (particularly, the front portion of the side member portion 22 that linearly extends in the front-rear direction). Pipe members having left and right vehicle width direction side portions 23S, 23S extending inward in the vehicle width direction and a central portion 23C horizontally connecting the left and right vehicle width direction side portions 23S, 23S in the vehicle width direction. It has the site | part formed from.

As shown in FIG. 7, between the upper arm support portion 28 and the lower arm support portion 29 described above, the side member portion 22 is located above the center in the vertical direction (see the virtual line L <b> 1 in FIG. 7). 28 via a bracket 30 (specifically, an upper arm support bracket 30).
Furthermore, the position of the above-mentioned center part 23C is set above the lower arm support part 29 and below the center in the vertical direction (see the line L1), and the lower arm support part 29 is the above-described center part 23C or the center part. The vehicle width direction side portion 23S adjacent to 23C is connected to a portion adjacent to the central portion 23C via a bracket 31 (specifically, a lower arm support bracket 31).

Here, the side member portion 22 is formed of a pipe material as described above, and the side member portion 22 is connected to the lower arm support portion 29 via the bracket 31.
Further, the above-described upper arm support portion 28 is disposed on the outer side in the vehicle width direction of the side member portion 22 at a position close to this, and the extension direction of the front cross member portion 23 in the side member portion 22. It is connected to a portion on the opposite side to the extending direction of the vehicle width direction side portion 23 </ b> S extending inward in the direction.
That is, a support portion that pivotally supports the front arm of the suspension (see the front upper arm 32 and the front lower arm 33 shown in FIG. 12) behind the front vehicle body mounting portion 25 of the side member portion 22 and in the vicinity of the vehicle width direction. 28, 29, and the bracket 30 that constitutes the support portion 28 of the front upper arm 32 of the suspension and the bracket 31 that constitutes the support portion 29 of the front lower arm 33 below the bracket 30 are overlapped in the front-rear direction. It is extended in the vehicle width direction.

As shown in FIGS. 6 to 9, the bracket 30 described above is formed to have a U-shaped cross section in plan view, and the base portion of the bracket 30 and the front and rear flange portions 30a, 30a are spaced apart in the front-rear direction. While being fixedly joined to the side member portion 22, an extending portion 30 b extending inward in the vehicle width direction from the base portion is joined and fixed to an upper portion of the vehicle width direction side portion 23 </ b> S in the front cross member portion 23.
By configuring the bracket 30 as described above, the bracket 30 is prevented from falling in the front-rear direction, and sufficient bonding strength against lateral force is ensured.

As shown in FIGS. 4 to 9, the bracket 31 constituting the lower arm support portion 29 has a front panel 34 having an L-shaped cross section, a rear panel 35 having an L-shaped cross section, and a side panel 36. Then, the front and rear panels 34 and 35 are joined and fixed from the lower part of the side member portion 22 to the end of the central portion 23C of the front cross member portion 23, and the lateral openings of both the front and rear panels 34 and 35 are connected to the side panel 36. It is closed with a closed cross-sectional structure.
As shown in FIG. 7, the bracket 31 is formed in a substantially triangular shape when viewed from the front, and is formed in a substantially rectangular shape when viewed from the side as shown in FIG. 9. The flange portions 34 a and 35 a formed integrally with the side member 35 are widely joined and fixed to the side member portion 22 in the front-rear direction.
By configuring the bracket 31 as described above, the bracket 31 is prevented from falling in the front-rear direction, and sufficient bonding strength against lateral force is ensured.

  On the other hand, as shown in FIG. 4, the subframe 21 described above supports the rear lower arm 37 (see FIGS. 1 and 3) at a position spaced rearward from the lower arm support portion 29 and the front cross member portion 23. A side cross member 24 is provided. As shown in FIGS. 1 and 4 to 6, the rear cross member portion 24 is formed on the rear portion of the side member portion 22 that extends inward in the vehicle width direction from the rear vehicle body attachment portion 26 and the front vehicle body attachment portion 25. It connects with the bending part between the front parts of the side member part 22 extended substantially linearly toward.

  As shown in FIGS. 4 to 9, the above-described rear cross member portion 24 is provided with a central portion 24 </ b> C in front of the rear vehicle body mounting portion 26 of the subframe 21, and the left and right rear sides of the central portion 24 </ b> C. The rear lower arms 37 and 37 of the suspension shown in FIGS. 1 and 3 are pivotally supported by the lower arm support portions 38 and 38. The rear lower arm 37 controls the vertical movement of the rear wheel.

Here, the lower arm support portion 29 that supports the front lower arm 33 and the rear lower arm support portion 38 that supports the rear lower arm 37 are both lower than the virtual line L0 as shown in FIGS. The lower lower arm support portion 38 is disposed at a position farther inward in the vehicle width direction than the lower arm support portion 29 with respect to the virtual line L0.
The rear lower arm support portion 38 is disposed closer to the virtual line L0 than the lower arm support portion 29 in the vertical direction.

As shown in FIGS. 4 and 6, the side portion of the rear cross member portion 24 described above extends obliquely from the center portion 24 </ b> C described above to the rear vehicle body mounting portion 26 side of the subframe 21 in plan view. It branches into a rear inclined portion 24R and a front inclined portion 24F extending inclined toward the front side.
The rear inclined portion 24R and the front inclined portion 24F corresponding to the left and right side portions of the rear cross member portion 24 are branched in the front-rear direction from the rear lower arm support portions 38, 38, and each branched inclined portion 24R is branched. 24F, both ends in the vehicle width direction are connected to the bent portion of the side member portion 22 described above, and a truss structure is formed by the three members of the side member portion 22, the front inclined portion 24F, and the rear inclined portion 24R. With this truss structure, the rear cross member 24 itself and the subframe 21 are reinforced so that the support rigidity of the rear lower arm 37 is reinforced in the front-rear and left-right directions while suppressing an increase in weight. Yes.

FIG. 10 is a cross-sectional view taken along the line BB in FIG. 6, and the above-described rear cross member portion 24 is a front member 39 obtained by bending a plate material into an inverted L shape, and the plate material is similarly formed into an inverted L shape. The rear member 40 is bent and fixed to each other. In particular, in the central portion 24C of the rear cross member portion 24 shown in a sectional view in FIG. The stiffener 41 is joined and fixed to form a closed section 42 extending in the vehicle width direction by these three members 39, 40, 41, and this closed section structure improves the rigidity of the central portion 24C while suppressing an increase in weight. I am trying.
In this embodiment, as shown in a perspective view in FIG. 5, the stiffener 41 described above extends not only to the central portion 24C but also to a midway position in the vehicle width direction of the front inclined portion 24F and the rear inclined portion 24R. With the extension structure of the stiffener 41, the strength of the front and rear inclined portions 24F and 24R is improved without increasing the number of parts.

As shown in FIG. 3, the front vehicle body mounting portion 25 of the subframe 21 is attached to the nut 44 supported by the reinforcement 43 in the closed section 12 of the vehicle body cross member lower 10 </ b> L from below using bolts 45. Similarly, the rear vehicle body mounting portion 26 is also fastened and fixed from below to the rear side frame lower 7 </ b> L using bolts 46.
As shown in FIGS. 1 and 3, the rear lower arm 37 is a portion facing the spring seat 18 (see FIG. 2) on the rear side frame lower 7L side in the vertical direction so that it also serves as the spring seat of the spring 27. However, the bulge is formed corresponding to the spring 27.

  In FIG. 1, reference numeral 47 is a disc wheel for holding a rear wheel 48 (see FIGS. 11 to 13), and 49 is a trailing arm mounted between a trailing arm vehicle body mounting portion 17 (see FIG. 2) and a wheel support. It is.

FIG. 11 is a bottom view schematically showing the above-described configuration. The rear portions of the left and right side member portions 22, 22 (see the rear vehicle body attachment portion 26) are attached to the rear side frame 7, and the left and right side member portions 22, 22 are attached. Since the front portion (see the front vehicle body attachment portion 25) is attached to the inner side of the rear side frame 7 of the vehicle body cross member 10, the arm support portion, particularly the front lower arm, is provided for the structure in which the front vehicle body attachment portion is attached to the rear side frame. The left-right distance between the support portion 29 and the front vehicle body attachment portion 25 can be shortened, whereby the subframe 21 can be made lighter and more rigid while ensuring the arm length.
Further, at the time of a rear collision, as indicated by an arrow in FIG. 11, a rear collision load is input to the rear side frame 7. The rear collision load received by the rear portion of the rear side frame 7 is received via the side member portion 22 through the vehicle body cross member 10. To spread the load.
Further, as is apparent from FIGS. 11 and 1, the front arms (upper arm 32, lower arm 33) are secured to secure a toe-in (a toe angle in which the front side of the rear wheel 48 is inward in the vehicle width direction with respect to the rear side). The arm length is set shorter than the arm length of the rear lower arm 37.

12 is an explanatory diagram when an in-phase lateral force is input, and FIG. 13 is an explanatory diagram when a different-phase lateral force is input. In comparison of the arm lengths of the upper arm 32 and the lower arm 33, a negative camber (right and left rear wheels in front view) is shown. The arm length of the upper arm 32 is configured to be shorter than the arm length of the lower arm 33 for the purpose of securing a camber angle 48 and 48 having an eight-letter shape. As shown in FIGS. 12 and 13, the above-described upper arm 32 is formed in a curved shape that is recessed downward so as not to interfere with the rear side frame 7.
Further, in this embodiment, the front upper arm 32 and the front lower arm 33 extend substantially in parallel in the vehicle width direction in plan view, and receive the lateral force at the front cross member portion 23 extending in the vehicle width direction. The longitudinal bending moment of the cross member portion 23 can be suppressed.

<Explanation when inputting in-phase lateral force>
Next, a case where an in-phase lateral force (a lateral force that causes the left and right rear wheels 48 and 48 to fall to the same side) is input during turning or the like will be described with reference to FIG.
When in-phase lateral forces a and b are input to the left and right rear wheels 48 and 48, the left lower arm 33 (FIG. 12 is a front view and the right side in the figure corresponds to the left side of the vehicle. 33), a pulling force c acts on the left upper arm 32, a pushing force e acts on the right lower arm 33, and a pulling force f acts on the right upper arm 32.
As is apparent from FIG. 12 shown in the front view, the elements 30, 23S, 23C and the lower side of the bracket 31 are connected in a straight line from the upper right side to the lower left side of the vehicle. Since each element 30, 23S, 23C and the lower side of the bracket 31 are connected in a substantially straight line, and thus have a structure that approximates the hooking, the front cross member portion having the brackets 30, 31 is provided. The force c ′, d ′, e ′, f ′ indicated by the arrow in FIG. 12 acts on the force 23, the load is canceled by the left pulling force c ′ and the right pulling force f ′, and the right pushing force e The load is canceled out by ′ and the left pressing force d ′, and the in-phase lateral force can be offset.
In FIG. 12, an ideal structure for applying a task is indicated by a virtual line α.

<Explanation when inputting different lateral force>
Next, referring to FIG. 13, when a toe-in occurs due to acceleration / deceleration, or when traveling on a saddle or an uneven road (an uneven road), a different-phase lateral force is input to the left and right rear wheels 48, 48. The case will be described.
When different-phase lateral forces g and h are input to the left and right rear wheels 48 and 48, pulling forces i and j act on the left lower arm 33 and the right lower arm 33, respectively.
As is clear from FIG. 13 shown in the front view, the center portion 23C of the front cross member portion 23 is located between the upper arm support portion 28 and the lower arm support portion 29 as shown by a distance L2 in the same figure. The vertical offset amount (distance L2) between the central portion 23C and the lower arm support portion 29 is small, and the vertical distance L3 between the front vehicle body mounting portion 25 and the upper arm support portion 28 is In addition, since the linear distance L4 is both reduced and the rigidity of the front cross member portion 23 including the brackets 30 and 31 is ensured, the left and right loads are larger than the loads input to the left and right upper arms 32 and 32. The pulling forces i and j of the lower arms 33 and 33 act in the direction to cancel each other, and the out-of-phase lateral force is canceled.

<Explanation of geometric changes when lateral force is input>
Next, with reference to FIG. 14, a description will be given of a change in geometry when the subframe 21 swings and displaces with the input of lateral force. Note that since the subframe 21 is formed substantially symmetrically, the geometric change thereof is substantially the same on both the left and right sides. Therefore, in FIG. 14, only the right side of the subframe 21 is shown. An example of the change in geometry on the right side will be described. 14 (b) shows only the positional relationship among the front vehicle body mounting portions 25, 25 ′, the rear vehicle body mounting portion 26, the lower arm support portion 29, and the rear lower arm support portion 38 for convenience of illustration. The illustration of other configurations is omitted.
When a lateral force is input to the rear wheel 48 by turning the vehicle or the like, the sub-frame 21 swings and displaces about the virtual line L0.
At this time, the lower arm support portion 29 draws an arc-shaped locus centering on the intersection point P1 between the virtual line L0 and the virtual line L5 passing through the lower arm support portion 29, as shown by a one-dot chain line in FIG. Swing displacement inward in the direction. On the other hand, the rear lower arm support portion 38 draws an arc-shaped locus centering on the intersection point P2 between the virtual line L0 and the virtual line L6 passing through the rear lower arm support portion 38, as shown by a one-dot chain line in FIG. However, it swings and displaces inward in the vehicle width direction.

  Next, as a comparative example, as shown by a two-dot chain line in FIG. 14A, consider a case where the front vehicle body mounting portion 25 'is disposed at a position overlapping the rear vehicle body mounting portion 26 in the vehicle width direction. Try. In this case, as shown by a two-dot chain line in FIG. 14, the subframe 21 swings and displaces around the virtual line L7 passing through both the vehicle body mounting portions 25 ′ and 26, and the lower arm support portion 29 and the rear The side lower arm support portion 38 swings and displaces inward in the vehicle width direction while drawing an arc-shaped locus around points P1 ′ and P2 ′ (see FIG. 14B) passing through the virtual line L7.

Here, the present embodiment in which the front vehicle body mounting portion 25 is disposed on the inner side in the vehicle width direction than the rear vehicle body mounting portion 26 and the comparison in which both the vehicle body mounting portions 25 'and 26 are disposed in positions overlapping in the vehicle width direction. In comparison with the example, in this embodiment, the front vehicle body mounting portion 25 is disposed on the inner side in the vehicle width direction than the rear vehicle body mounting portion 26, and the virtual line L0 is inclined forward in the vehicle width direction, thereby lower arm. The elevation angle θ1 with respect to the virtual line L0 (point P1) of the support portion 29 is larger than the elevation angle θ1 ′ with respect to the virtual line L7 (point P1 ′). For this reason, when the lower arm support portion 29 swings and displaces inward in the vehicle width direction by the same angle ω (see FIG. 14B), the vehicle width direction displacement amount δ1 of the lower arm support portion 29 in this embodiment is the comparative example. Increases in the vehicle width direction displacement amount δ1 ′ of the lower arm support portion 29.
On the other hand, in the present embodiment, by tilting the virtual line L0 forward inward in the vehicle width direction, the elevation angle θ2 with respect to the virtual line L0 (point P2) of the rear lower arm support portion 38 is similar to the lower arm support portion 29. It becomes larger than the elevation angle θ2 ′ with respect to L7 (point P2 ′). For this reason, when the rear lower arm support portion 38 swings and displaces inward in the vehicle width direction by the same angle ω, the vehicle width direction displacement amount δ2 of the rear lower arm support portion 38 in this embodiment is the rear lower arm in the comparative example. This is larger than the displacement δ2 ′ of the support portion 38 in the vehicle width direction.

However, in this embodiment, the virtual line L0 is inclined forward inward in the vehicle width direction, and the rear lower arm support portion 38 is spaced further inward in the vehicle width direction with respect to the virtual line L0 than the lower arm support portion 29. The elevation angle θ2 is much smaller than the elevation angle θ1. Therefore, the increase rate of the elevation angle θ2 with respect to the elevation angle θ2 ′ is smaller than the increase rate of the elevation angle θ1 with respect to the elevation angle θ1 ′. As a result, the increase rate of the vehicle width direction displacement amount δ2 with respect to the vehicle width direction displacement amount δ2 ′. Is smaller than the rate of increase of the vehicle width direction displacement amount δ1 with respect to the vehicle width direction displacement amount δ1 ′.
In other words, in this embodiment, when the subframe 21 is oscillated and displaced, the difference between the vehicle width direction displacement amounts δ1 and δ2 increases compared to the comparative example. In other words, the lower arm support portion 29 is moved to the rear side. The side lower arm support portion 38 can be pulled inwardly in the vehicle width direction.

  Furthermore, if the distance from the swing shaft to the lower arm support portion 29 and the rear lower arm support portion 38 is set to be large, the swing radius increases and the displacement in the vehicle width direction increases. By disposing the lower arm support part 29 and the rear lower arm support part 38 at positions spaced downward with respect to the virtual line L0 (points P1, P2) serving as the dynamic axis, the vehicle width direction displacement amounts δ1, δ2 are increased. As a result, the difference between the displacements δ1 and δ2 in the vehicle width direction is further increased.

  Further, since the front vehicle body mounting portion 25 is disposed at the same height as the rear vehicle body mounting portion 26, the front vehicle body mounting portion 25 is connected to the rear vehicle body mounting portion as disclosed in Patent Document 2 above. Compared with the case where it is disposed at a position lower than 26, the distance in the vertical direction from the virtual line L0 to the lower arm support portion 29 is secured. As a result, the difference between the vehicle width direction displacement amounts δ1 and δ2 can be further increased.

Further, since the rear lower arm support portion 38 is disposed at a position closer to the virtual line L0 in the vertical direction than the lower arm support portion 29, the rear lower arm support portion 38 extends in the vertical direction from the virtual line L0 to the lower arm support portion 29. The distance is larger than the distance in the vertical direction from the imaginary line L0 to the rear lower arm support portion 38, so that the difference between the displacement amounts δ1, δ2 in the vehicle width direction can be further increased. Yes.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inside of the vehicle, and arrow OUT indicates the outside of the vehicle.

  As described above, the rear body structure of the automobile shown in FIGS. 1 to 14 includes a pair of left and right side member portions 22 and 22 and at least one cross member portion (here, the front cross member portion 23 and the rear cross member). A vehicle rear body structure having a sub-frame 21 having a member portion 24), the side member portions 22 and 22 being attached to the vehicle body at two locations, a front vehicle body mounting portion 25 and a rear vehicle body mounting portion 26; The front vehicle body mounting portion 25 is disposed on the inner side in the vehicle width direction with respect to the rear vehicle body mounting portion 26, and passes through the front vehicle body mounting portion 25 and the rear vehicle body mounting portion 26 and is inclined forward in the vehicle width direction. A lower arm support portion 29 that supports the front lower arm 33 and a rear lower arm support portion 38 that supports the rear lower arm 37 are disposed at positions spaced downward from the virtual line L0. Over arm support portions 38 are those disposed at a position spaced inwardly in the vehicle width direction with respect to the imaginary line L0 than the lower arm support portions 29 (see FIGS. 4 and 7).

This configuration has the following effects.
That is, the virtual line L0 is inclined forward and forward in the vehicle width direction, and the rear lower arm support portion 38 is disposed away from the virtual line L0 in the vehicle width direction so that the virtual line of the lower arm support portion 29 is provided. The elevation angle θ1 with respect to L0 can be made larger than the elevation angle θ2 with respect to the virtual line L0 of the rear lower arm support portion 38. For this reason, it is possible to increase the difference between the displacement amounts δ1 and δ2 in the vehicle width direction when the subframe 21 is oscillated and displaced.
Then, by moving the front and rear lower arm support portions 29, 38 downward from the virtual line L0 (front and rear vehicle body mounting portions 25, 26), the swing radius, that is, the vehicle width direction displacement amounts δ1, δ2 is increased. Can be made. Thereby, the difference between the displacement amounts δ1 and δ2 in the vehicle width direction can be further increased.
In other words, when a lateral force is input inward in the vehicle width direction during turning or the like, it is originally intended to swing and displace about the virtual line L0 (front and rear vehicle body mounting portions 25 and 26). If the behavior of the subframe 21 is not preferable, the difference between the displacement amounts δ1 and δ2 in the vehicle width direction can be increased. For this reason, the lower arm support part 29 can be drawn more inward in the vehicle width direction with respect to the rear lower arm support part 38, and the compliance that promotes the geometric change to the toe-in side more than before can be realized.
The front vehicle body mounting portion 25 is disposed at the same height as the rear vehicle body mounting portion 26, and is disposed at least at a height position higher than the rear vehicle body mounting portion 26 (see FIG. 3). .

According to this configuration, compared with the case where the front vehicle body mounting portion 25 is disposed at a position lower than the rear vehicle body mounting portion 26, a large vertical distance from the virtual line L0 to the lower arm support portion 29 can be secured. The difference between the width direction displacement amounts δ1 and δ2 can be further increased.
Further, as disclosed in Patent Document 2, when the front vehicle body mounting portion is disposed at a position lower than the rear vehicle body mounting portion, the vertical distance from the virtual line to the upper arm support portion is increased. As a result, the upper arm support portion easily swings outward in the vehicle width direction when turning or the like, and as a result, the camber angle of the rear wheel is a so-called positive camber (the left and right rear wheels 48, 48 are inverted eight characters in front view). However, as described above, the front vehicle body mounting portion 25 is disposed at a height position higher than the rear vehicle body mounting portion 26. By doing so, there is also an effect that the camber angle of the rear wheel 48 can be suppressed from changing in the positive camber direction.
The rear lower arm support portion 38 is disposed at a position closer to the virtual line L0 in the vertical direction than the lower arm support portion 29 (see FIGS. 7 and 8).

According to this configuration, the vertical distance from the virtual line L0 to the lower arm support portion 29 can be made larger than the vertical distance from the virtual line L0 to the rear lower arm support portion 38. The difference between the width direction displacement amounts δ1 and δ2 can be further increased.
The rear vehicle body mounting portion 26 is disposed behind the suspension spring 27, the side member portion 22 is formed of a pipe material, and the rear portion is frontward in the vehicle width direction from the rear vehicle body mounting portion 26. On the other hand, the front part extends substantially linearly toward the front vehicle body mounting part 25, and the rear cross member 24 is connected to a bent part between the rear part and the front part ( (See FIGS. 1 and 4).

According to this configuration, the imaginary line L0 is obtained by reinforcing the bent portion of the highly rigid pipe-shaped side member portion 22 and extending the side member portion 22 between the front and rear vehicle body mounting portions 25 and 26. It is possible to suppress the bending deformation of the side member portion 22 other than the swing around the axis, and as a result, it is possible to suppress the displacement of the virtual line L0. As a result, it is possible to achieve both the promotion of the geometric change toward the toe-in side and the layout of the suspension including the suspension spring 27 and the like.
Further, an upper arm support portion 28 that supports the front upper arm 32 overlaps with the lower arm support portion 29 in the front-rear direction, and is disposed at a position close to the front side in the vehicle width direction of the side member portion 22. The cross member portion 23 is formed of a pipe material, and is connected to the vehicle width direction inner side portion of the side member portion 22 at a position overlapping with the upper arm support portion 28 in the front-rear direction (see FIGS. 4 and 7).

  According to this configuration, the upper arm support portion 28 is arranged on the virtual line L0 while the upper arm support portion 28 is disposed above the side member portion 22 in order to extend the virtual swing center of the vertical movement of the rear wheel 48. The upper arm support portion 28 swings outward in the vehicle width direction by distributing the lateral force to the front cross member portion 23 in close proximity, that is, the camber angle of the rear wheel 48 changes in the positive camber direction. Can be suppressed more reliably.

15 and 16 show another embodiment of the rear body structure of the automobile, FIG. 15 is a plan view of the subframe, and FIG. 16 is a sectional view taken along the line CC in FIG.
In this embodiment, in addition to the side member portion 22 and the front cross member portion 23, the rear cross member portion 24 is also constituted by a pipe member.
That is, front inclined portions 24F and 24F extending from the both end portions so as to be inclined forward and outward from the both end portions of the central portion 24C of the rear cross member portion 24 are integrally formed with the same pipe member. The rear inclined portion 24R is formed by a pipe member separate from 24C and 24F, the front end portion of the front inclined portion 24F is fixed to the side member portion 22 by continuous welding, and the inner end portion of the rear inclined portion 24R in the vehicle width direction Is fixed to the base of the front inclined portion 24F or the end of the central portion 24C by continuous welding, and the outer end in the vehicle width direction of the rear inclined portion 24R is continuously welded to the rear end of the side member portion 22. It is fixed.
In addition, a bracket 51 having a substantially C-shaped cross section that covers these from the outer surface side is provided at a portion where the center portion 24C, the front inclined portion 24F, and the rear inclined portion 24R intersect in a Y shape in plan view, The peripheral edge of the inner end 51a in the vehicle width direction of the bracket 51 and the central portion 24C are joined and fixed by continuous welding, and the peripheral edge of the front end 51b in the vehicle width direction of the bracket 51 and the front inclined portion 24F are continuously welded. Further, the peripheral edge of the rear end 51c in the vehicle width direction of the bracket 51 and the rear inclined portion 24R are joined and fixed by continuous welding.
As shown in FIG. 16, the bracket 51 is integrally provided with a pair of front and rear rear lower arm support pieces 51 d and 51 d extending downward from the lower portion thereof, and between the pair of front and rear rear arm support pieces 51 d and 51 d. A stiffener 41 as a reinforcing member is disposed on the front side, and the stiffener 41 and the rear lower arm support pieces 51d and 51d are fixed by welding. In the meantime, the rear lower arm support pin 52 is horizontally mounted, and the rear lower arm support pin 52 is configured to support the subframe side pivotal support portion of the rear lower arm 37 shown in FIG.

  As described above, in the embodiment shown in FIGS. 15 and 16, the rear cross member portion 24 has the center portion 24C, the front inclined portion 24F, and the rear inclined portion 24R each formed in a pipe shape. (See FIG. 15).

According to this configuration, since the central portion 24C, the front inclined portion 24F, and the rear inclined portion 24R described above are formed in a pipe shape, further improvement in lightweight and high rigidity and further improvement in load dispersion acceleration are achieved. can do.
In the embodiment shown in FIGS. 15 and 16, other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIGS. 15 and 16, The same reference numerals are assigned and detailed description thereof is omitted.

FIG. 17 shows still another embodiment of the rear body structure of an automobile, and FIG. 17 is a side sectional view of the rear body structure of the automobile.
In this embodiment, the front vehicle body mounting portion 25 is disposed at a position higher than the rear vehicle body mounting portion 26 by setting the vertical position of the front vehicle body mounting portion 25 above the previous embodiment. Is.
In other words, the vehicle body cross member 10 includes a vehicle body cross member lower 60L whose lower surface is set higher than the vehicle body cross member lower 10L of the previous embodiment, and the vehicle body cross member lower 60L (vehicle body cross member 10) has a lower surface. The position of the front vehicle body mounting portion 25 is set upward by the amount set upward.

According to this configuration, by setting the vertical position of the front vehicle body mounting portion 25 above the previous embodiment and disposing it at a position higher than the rear vehicle body mounting portion 26, A larger distance in the vertical direction to the lower arm support portion 29 can be secured, and the difference between the displacement amounts δ1 and δ2 in the vehicle width direction can be further increased.
In addition, there is an effect that the camber angle of the rear wheel 48 can be more reliably suppressed from changing in the positive camber direction.
Also in the embodiment shown in FIG. 17, the other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIG. 17, the same parts as those in the previous figure are denoted by the same reference numerals. Detailed description thereof will be omitted. In addition, the member shown with the code | symbol 63 in a figure is the reinforcement corresponding to the reinforcement 43 of a previous Example.

FIG. 18 shows still another embodiment of the rear body structure of an automobile, and FIG. 18 is a side sectional view of the rear body structure of the automobile.
In this embodiment, the front vehicle body mounting portion 25 is disposed at a position higher than the rear vehicle body mounting portion 26 by setting the vertical position of the rear vehicle body mounting portion 26 below the previous embodiment. It is a thing.
That is, the rear side frame 7 is provided with a rear side frame lower 70L in which the rear lower surface is set lower than the rear side frame lower 7L of the previous embodiment by forming the rear lower surface into a stepped shape, and the rear side frame lower 70L ( The position of the rear vehicle body mounting portion 26 is set downward by the amount that the rear lower surface of the rear side frame 7) is set downward.

According to this configuration, the vertical position of the rear vehicle body mounting portion 26 is set below the previous embodiment, and the front vehicle body mounting portion 25 is disposed at a higher position than the rear vehicle body mounting portion 26. Thus, the distance in the vertical direction from the virtual line L0 to the rear lower arm support portion 38 can be further reduced, and the distance in the vertical direction from the virtual line L0 to the lower arm support portion 29 can be relatively large. Thereby, the difference between the displacement amounts δ1 and δ2 in the vehicle width direction can be further increased.
In addition, there is an effect that the camber angle of the rear wheel 48 can be more reliably suppressed from changing in the positive camber direction.
However, when the rear lower surface of the rear side frame 7 (rear side frame lower 70L) has a stepped shape as in this embodiment, when a load is input from the rear due to a vehicle rear impact or the like, the stepped portion is set as a bending point. Since the rear side frame 7 may be bent and deformed, when the front vehicle body mounting portion 25 is disposed at a position higher than the rear vehicle body mounting portion 26, as shown in the embodiment shown in FIG. It is more preferable to set the vertical position of the mounting portion 25 upward.

When the vertical position of the rear vehicle body mounting portion 26 is set lower than the previous embodiment, the rear lower surface of the rear side frame 7 (rear side frame lower 70L) has a stepped shape as in this embodiment. For example, the rear vehicle body attachment portion 26 may be attached to the rear lower surface of the rear side frame 7 extending in a substantially horizontal direction via a bracket (spacer).
In the embodiment shown in FIG. 18 as well, the other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIG. Detailed description thereof will be omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The rear subframe of the present invention corresponds to the subframe 21 of the embodiment,
Similarly,
The virtual line corresponds to the virtual line L0,
The front lower arm support portion corresponds to the lower arm support portion 29,
The cross member portion corresponds to the front cross member portion 23 and the rear cross member portion 24,
The present invention is not limited to the configuration of the above-described embodiment.

  As described above, the present invention is useful for a rear body structure of an automobile including a rear subframe having a pair of left and right side member portions and a cross member portion.

21 ... Subframe (rear subframe)
22 ... Side member
23 ... Front cross member (cross member)
24 ... Rear cross member (cross member)
25. Front side vehicle body mounting portion (vehicle body mounting portion)
26: Rear vehicle body mounting portion (vehicle body mounting portion)
28 ... Upper arm support part
29 ... Lower arm support
33 ... Front lower arm
37 ... Rear lower arm
38 ... Rear lower arm support L0 ... Virtual line

Claims (5)

A pair of left and right side member parts;
A rear body structure of a vehicle having a rear subframe having at least one cross member portion,
The side member portion is attached to the vehicle body at two locations, the front vehicle body attachment portion and the rear vehicle body attachment portion,
The front vehicle body mounting portion is disposed on the inner side in the vehicle width direction than the rear vehicle body mounting portion,
A front lower arm support portion that supports the front lower arm at a position that passes through the front vehicle body attachment portion and the rear vehicle body attachment portion and is spaced downward with respect to an imaginary line inclined forward inward in the vehicle width direction, and a rear lower arm And a rear lower arm support part for supporting
The rear lower arm support portion is a rear body structure of an automobile that is disposed at a position spaced further inward in the vehicle width direction with respect to the virtual line than the front lower arm support portion. 2. The rear body structure of an automobile according to claim 1, wherein the front body attachment portion is disposed at a height position higher than the rear body attachment portion. The rear body structure of a vehicle according to claim 1 or 2, wherein the rear lower arm support portion is disposed at a position closer to the virtual line in the vertical direction than the front lower arm support portion. The rear vehicle body mounting portion is disposed behind the suspension spring,
The side member portion is formed from a pipe material,
The rear portion extends from the rear vehicle body attachment portion inward in the vehicle width direction, while the front portion extends substantially linearly toward the front vehicle body attachment portion.
The rear body structure of an automobile according to any one of claims 1 to 3, wherein the cross member is connected to a bent portion between the rear portion and the front portion. A front upper arm support portion that supports the front upper arm overlaps with the front lower arm support portion in the front-rear direction,
And, it is disposed at a position close to the side member portion on the outer side in the vehicle width direction.
The cross member part is formed from a pipe material,
The rear body structure of the automobile according to any one of claims 1 to 4, wherein the rear body structure is connected to an inner portion in the vehicle width direction of the side member portion at a position overlapping the front upper arm support portion in the front-rear direction.

Images