JP6332353B2 - Vehicle suspension tower structure - Google Patents

Description

  The present invention relates to a suspension tower portion structure for a vehicle.

  The suspension tower portion accommodates a suspension damper member on the inner side, a tower upper wall portion to which an upper end portion of the damper member is fastened and fixed, and a tower outer periphery extending downward from the outer peripheral portion of the upper wall portion Department. In order to improve the rigidity in the vertical direction of the tower upper wall, it is known to radially form ribs protruding upward on the outer surface side of the tower upper wall.

  For example, Patent Document 1 is adjacent to a tower upper wall portion with a plurality of suspension mounting portions to which the upper end portion of the damper member is fastened and fixed, and an annular rib protruding upward inside the plurality of suspension mounting portions. A suspension tower portion structure is shown in which radial ribs extending radially from the annular rib are formed between the suspension mounting portions.

Japanese Patent Laid-Open No. 2006-5939

  By the way, if the protrusion height of the radial ribs is increased in order to further increase the vertical rigidity of the suspension tower portion, the suspension tower portion is increased in size upward. In this case, since the gap between the radial rib and the hood hood is reduced, the amount of folding of the hood hood in the downward direction at the time of a collision is regulated, and there is a possibility that the shock absorbing performance is limited.

  On the other hand, when the entire suspension tower portion is disposed downward in order to secure a gap with the hood, the vertical dimension of the damper member is reduced accordingly. In this case, since the stroke amount of the damper member is reduced, the riding comfort is deteriorated. That is, the suspension tower portion has a low degree of freedom especially with respect to the vertical position, and it has been difficult to improve the vertical rigidity of the tower upper wall portion.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a suspension tower structure for a vehicle that can effectively improve the rigidity in the vertical direction while suppressing upward enlargement. And

  In order to solve the above problems, the present invention is configured as follows.

  First, the invention according to claim 1 of the present invention is a suspension tower portion structure for a vehicle, and includes a tower upper wall portion to which a damper member of the suspension is attached, and a tower outer periphery extending downward from the outer peripheral portion of the tower upper wall portion. A plurality of suspension fastening portions, the upper wall portion of the tower being fastened and fixed to the upper end portion of the damper member, and a surface. A surface-side radial wall that is erected on the side and extends radially toward the tower outer peripheral wall, and an inner surface-side radial wall that is erected on the inner surface and extends radially toward the tower outer peripheral wall It has the part.

  In this specification, in addition to what defines the outline shape of a suspension tower part, the wall part shall also contain the rib or bead erected by itself.

  According to a second aspect of the present invention, in the suspension tower portion structure for a vehicle according to the first aspect, the surface-side radial wall portion and the inner-surface-side radial wall portion in a plan view of the tower upper wall portion. Are at least partially overlapped with each other.

  According to a third aspect of the present invention, in the suspension tower portion structure for a vehicle according to the first or second aspect, the tower upper wall portion is erected on the surface side, and the plurality of the plurality of the plurality of the plurality of tower upper wall portions in a top view. A plurality of fastening portion connecting wall portions that extend on a circular imaginary line passing through the suspension fastening portion and connect between the adjacent suspension fastening portions, and are erected on the surface side, and around the suspension fastening portion And is further provided with a fastening portion peripheral wall portion, which is located on the radially inner side of the circular imaginary line and connected to the fastening portion connection wall portion, and the surface side radial wall portion is The fastening part connecting wall part and / or the fastening part surrounding wall part are connected.

  According to a fourth aspect of the present invention, in the suspension tower portion structure for a vehicle according to any one of the first to third aspects, the surface-side radial wall portion is formed on the surface side of the tower outer peripheral wall portion. It is characterized by extending in the vertical direction.

  According to a fifth aspect of the present invention, in the suspension tower portion structure for a vehicle according to any one of the first to fourth aspects, the inner surface side radial wall portion is formed on the inner surface side of the tower outer peripheral wall portion. It is characterized by extending in the vertical direction.

  According to the invention of each claim of the present application, the following effects can be obtained by the above configuration.

  First, according to the first aspect of the present invention, the front-side radial wall portion and the inner-surface-side radial wall portion prevent the tower upper wall portion from increasing in size upward, but efficiently increase the vertical rigidity. Can be improved.

  According to the second aspect of the present invention, the surface-side radial wall portion and the inner-surface-side radial wall portion are continuous in the vertical direction via the tower upper wall portion. The vertical width of the radial wall extending radially toward the outer peripheral wall can be increased. Therefore, the rigidity in the vertical direction of the tower upper wall can be further efficiently improved.

  According to the invention described in claim 3, the load input from the damper member input to the suspension fastening portion is transmitted radially through the fastening portion connecting wall portion along the circular imaginary line, and then the surface side radial shape is transmitted. It is transmitted to the wall. Therefore, since the load transmission path from the damper member to the surface-side radial wall portion can be efficiently configured, the load input from the damper member can be efficiently transmitted to the surface-side radial wall portion. As a result, the surface-side radial wall can function effectively, so that the vertical rigidity of the tower upper wall can be improved efficiently.

  Furthermore, since the fastening part connection wall part extends on a circular imaginary line passing through the plurality of suspension fastening parts, the load transmitted from the suspension fastening part to the fastening part connection wall part is along the surface-side radial wall part. Therefore, the surface-side radial wall portion can be made to function more effectively. Further, the rigidity around the suspension fastening portion can be improved. Thereby, a load can be efficiently transmitted from a suspension fastening part to a fastening part connection wall part.

  The rigidity around the suspension fastening part can be improved by the fastening part surrounding wall part, and the load input to the suspension fastening part can be more efficiently transmitted to the surface side radial wall part via the fastening part surrounding wall part. . Furthermore, since the suspension fastening portion is opened on the tower outer peripheral wall portion side, the suspension fastening portion does not become a closed region and can prevent water from being accumulated in the suspension fastening portion. Furthermore, by disposing the fastening portion surrounding wall portion radially inside the fastening portion connecting wall portion extending on the circular imaginary line, the load is more efficiently transmitted from the fastening portion surrounding wall portion to the fastening portion connecting wall portion. it can.

  Further, according to the invention described in claim 4, the surface-side radial wall portion can function so as to improve the vertical rigidity of the tower outer peripheral wall portion. Therefore, the vertical rigidity of the suspension tower can be further improved.

  According to the invention described in claim 5, the inner surface side radial wall portion can be made to function so as to improve the vertical rigidity of the tower outer peripheral wall portion. Therefore, the vertical rigidity of the suspension tower can be further improved.

  That is, according to the suspension tower portion structure for a vehicle according to the present invention, it is possible to effectively improve the rigidity in the vertical direction while suppressing upward enlargement.

1 is a perspective view showing a front body structure of a vehicle according to an embodiment of the present invention. It is sectional drawing in the II-II line of FIG. It is the perspective view which looked at the suspension housing from back. It is a top view of the tower upper wall part of a suspension tower part. It is a bottom view of the tower upper wall part of a suspension tower part. It is sectional drawing in the VI-VI line of FIG. It is the schematic which shows the load transmission to the surface side radial wall part in a tower upper wall part.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. In the following description, the front body structure 1 of the vehicle on one side (right side) in the vehicle width direction will be described, but it is bilaterally symmetric and the same applies to the other side (left side). In addition, the front / rear, inner / outer, and up / down directions shown in each figure are the vehicle front-rear direction, the vehicle width direction, and the vertical direction, respectively, unless otherwise specified. Is shown.

[Overall configuration of front body structure 1]
FIG. 1 shows a front body structure 1 of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the front body structure 1 includes a front frame 20 that extends in the front-rear direction, an apron rain 30 that is positioned above the front frame 20 and outside the vehicle width direction, and extends in the front-rear direction. 20 and an apron rain 30 are provided with a suspension housing 10 spanned in the vehicle width direction and a dash panel 40 that partitions the rear of the engine room E and extends in the vehicle width direction. The suspension housing 10 is connected to the dash panel 40 in the front-rear direction by a connecting member 50.

  FIG. 2 is a cross-sectional view taken along line II-II in FIG. 1 and shows a cross section of the suspension housing 10 parallel to the vehicle width direction and the vertical direction. As shown in FIG. 2, the suspension housing 10 is configured such that the suspension 70 is accommodated on the inner surface side. In this embodiment, the suspension 70 is a double wishbone suspension, and includes a damper member 71 including a shock absorber and a coil spring, and an upper arm 72, which are attached to the inner surface side of the suspension housing 10. ing.

  As shown in FIG. 2, a front suspension cross member 80 is installed between a pair of left and right front frames 20 and 20 (only one side is shown in FIG. 2). The front suspension cross member 80 has a pair of left and right cross member mounting arms 81, 81 extending upward and outward in the vehicle width direction at both ends in the vehicle width direction, and a pair of left and right front frames via the cross member mounting arm 81. 20 and 20 are attached to the lower surface.

  Hereinafter, each member will be specifically described.

[Front frame 20]
As shown in FIG. 2, the front frame 20 includes a frame outer 21 positioned on the outer side in the vehicle width direction and a frame inner 22 positioned on the inner side in the vehicle width direction, and these are joined in the vehicle width direction. ing.

  The frame outer 21 is formed in a substantially U-shaped cross-section having an opening in the vehicle width direction by bending a steel plate, and extends in the vehicle front-rear direction. The frame inner 22 is formed in a substantially U-shaped cross-section with an opening in the vehicle width direction by bending a steel plate, and extends in the vehicle front-rear direction.

  The frame outer 21 includes a side plate 210 that extends in the vertical direction, an upper plate 211 and a lower plate 212 that extend inward in the vehicle width direction from an upper end portion and a lower end portion of the side plate 210, and an upper flange 213 that extends upward from the left end portion of the upper plate 211. And a lower flange 214 extending downward from the left end portion of the lower plate 212.

  The frame inner 22 includes a side plate 220 that extends in the vertical direction, an upper plate 221 and a lower plate 222 that extend outward from the upper end and lower end of the side plate 220 in the vehicle width direction, and an upper flange 223 that extends upward from the right end of the upper plate 221. And a lower flange 224 extending downward from the right end portion of the lower plate 222.

  The frame outer 21 and the frame inner 22 are joined by, for example, spot welding or the like, with the upper flanges 213 and 223 and the lower flanges 214 and 224 in contact with each other, whereby the front frame 20 has a substantially rectangular closed cross section. It is configured. Referring also to FIG. 1, the upper flanges 213 and 223 partially have wide portions 213A and 223A in which the vertical width is expanded.

  The joints between the frame outer 21 and the frame inner 22, that is, the upper flanges 213 and 223 and the lower flanges 214 and 224 are located on the inner side in the vehicle width direction of the front frame 20 in the vehicle width direction. More specifically, the upper flanges 213 and 223 and the lower flanges 214 and 224 are located closer to the side plate 220 of the frame inner 22. That is, the frame outer 21 is configured to be wider in the vehicle width direction than the frame inner 22, and the cross member mounting arm 81 of the front suspension cross member 80 is attached to the lower plate 212 of the frame outer 21 configured to be wide. ing.

  The front frame 20 has an outer surface 20A formed by the side plate 210 of the frame outer 21 and a flange portion 20B formed by the wide portions 213A and 223A, and the housing inner end portion 10B of the suspension housing 10 is outside in the vehicle width direction. It is joined from.

[Apron Rain 30]
As shown in FIG. 1, the apron rain 30 extends in a direction inclined inward in the vehicle width direction as it advances forward. As shown in FIG. 2, the apron rain 30 is formed in a substantially U-shaped cross-section having a lower portion opened by bending a steel plate, and includes an upper plate 31 extending in the vehicle width direction, and a vehicle of the upper plate 31. An outer plate 32 extending downward from the outer end in the width direction, an inner plate 33 extending downward from an inner end in the vehicle width direction of the upper plate 31, and an outer flange extending outward in the vehicle width direction from the lower end of the outer plate 32 34 and an inner flange 35 extending inward in the vehicle width direction from the lower end portion of the inner plate 33.

[Dash panel 40]
As shown in FIG. 1, the dash panel 40 has a bulging portion 41 that bulges rearward in the vehicle front-rear direction at a substantially central portion in the vehicle width direction, and a tunnel of the floor panel at the lower portion of the bulging portion 41. It is continuous with a portion (not shown).

[Suspension housing 10]
As shown in FIG. 1, the suspension housing 10 includes a housing main body 11 that covers a right front wheel (not shown) from above in the vehicle width direction and a suspension tower portion 12 that bulges upward from the housing main body 11 in a tower shape. These are made of an aluminum alloy formed integrally by an aluminum die casting method.

  As shown in FIG. 2, the upper portion of the damper member 71 of the suspension 70 is accommodated on the inner surface side of the suspension tower portion 12. The damper member 71 extends so as to incline in the vehicle width direction as the central axis O1 advances upward. For this reason, the suspension tower portion 12 also inclines in the vehicle width direction. For this reason, when the suspension tower 12 receives a load from the damper member 71 in the axial direction, the suspension tower 12 easily receives a load inward in the vehicle width direction due to a component of the load directed inward in the vehicle width direction.

  The suspension tower portion 12 is joined to the apron rain 30 at the housing outer end portion 10A on the outer side in the vehicle width direction, and is joined to the front frame 20 at the housing inner end portion 10B on the inner side in the vehicle width direction. As described above, the suspension housing 10 is made of an aluminum alloy, and the front frame 20 and the apron rain 30 are steel plates. Therefore, an appropriate joining means such as SPR (self-piercing rivet) is employed for joining these dissimilar metals.

  FIG. 3 is a perspective view of the suspension housing 10 alone viewed from the rear. As shown in FIG. 3, the suspension tower portion 12 has an upper surface portion of a tower upper wall portion 120 to which a damper member 71 (see FIG. 2) is attached, and a suspension top wall portion at a central portion of the tower upper wall portion 120. And a tower top wall portion 127 that is offset upward through 122, and further, through a tower bending portion 128 that curves downward from the outer peripheral portion of the tower upper wall portion 120. A tower outer peripheral wall 126 extending downward is formed.

  A plurality of suspension fastening portions 121 to which the upper end portion of the damper member 71 is fastened and fixed are formed on the tower upper wall portion 120. FIG. 4 is a plan view showing the periphery of the tower upper wall 120 of the suspension tower 12, and also shows the fastening nut 3 that is fastened and fixed to the suspension fastening part 121. As shown in FIG. 4, the suspension fastening portions 121 are formed at substantially equal intervals at three locations on the circumference around the central axis of the damper member 71. In the present specification, the suspension fastening portion 121 means a fastening seat surface portion with which the fastening seat portion 3b of the fastening nut 3 fastened and fixed here abuts.

  The suspension fastening portion 121 has a planar shape with a minimum size so that the fastening nut 3 can be seated even when the fastening seat portion 3b of the fastening nut 3 substantially coincides with the fastening seat portion 3b in consideration of variation in the fastening position. Is formed.

  The tower top wall portion 127 is positioned facing the damper member 71 to be fastened and fixed from above, and is formed in a circular shape along a circular imaginary line R0 passing through the plurality of suspension fastening portions 121. Yes. Specifically, the tower top wall portion 127 has a circular basic form in a plan view, and an outer peripheral portion thereof is cut out by an arc centered on each suspension fastening portion 121. That is, the suspension top wall portion 122 that connects the tower upper wall portion 120 and the tower top wall portion 127 is a fastening portion connection wall portion 122A that is erected so as to connect the adjacent suspension fastening portions 121, and each And a fastening portion surrounding wall portion 122 </ b> B erected around the suspension fastening portion 121.

  The fastening portion connection wall portion 122A extends in a circular arc shape on the virtual line R0 and is formed so as to connect the adjacent suspension fastening portions 121 to each other.

  Fastening part surrounding wall part 122B is formed only in the diameter direction inner side of virtual line R0 in the circumference of each suspension fastening part 121, and is not formed in the diameter direction outside of virtual line R0. For this reason, each suspension fastening part 121 is open on the tower outer peripheral wall part 126 side, so that it is difficult for water to collect. Moreover, the fastening part surrounding wall part 122B is formed so that it may follow the suspension fastening part 121 at substantially equal intervals by planar view.

  The fastening portion peripheral wall portion 122B is erected from the suspension fastening portion 121 via the corner R portion 4 (see FIG. 6). Accordingly, the distance from the peripheral edge of the fastening seat 3b of the fastening nut 3 to the corner R 4 and the fastening part surrounding wall 122B is configured to be substantially uniform in the circumferential direction.

  A plurality of surface-side radial wall portions 124 projecting upward on the surface side (upper surface side) of the tower upper wall portion 120 and extending radially from the Sustop vertical wall portion 122 toward the tower outer peripheral wall portion 126. Is formed. The surface-side radial wall portion 124 includes a first surface-side radial wall portion 124A connected to a substantially central portion in the direction along the virtual line R0 of the fastening portion connecting wall portion 122A, and both end portions in the circumferential direction of the fastening portion surrounding wall portion 122B. 2nd surface side radial wall parts 124B and 124B connected to.

  The front-side radial wall portion 124 extends radially across the tower upper wall portion 120 and extends at least to the tower curved portion 128.

  Here, as shown in FIG. 7A, when the annular suspension vertical wall portion 800 is formed on the center side of the plurality of suspension fastening portions 121, the load input from the damper member 71 is the first surface side. It is not efficiently transmitted to the radial wall 124A. That is, the load input from the damper member 71 is transmitted from the suspension fastening portion 121 to the suspension top wall portion 800 located on the center side of the tower upper wall portion 120 as indicated by the arrow A1, and then indicated by the arrow A2. Is transmitted in the circumferential direction along the Sustop vertical wall portion 800, and then transmitted to the first surface side radial wall portion 124A as indicated by an arrow A3.

  That is, the load transmission path in this case is configured in a substantially U shape, and the load input from the damper member 71 is not efficiently transmitted to the first surface side radial wall portion 124A.

  On the other hand, in this embodiment, the adjacent suspension fastening part 121 is directly connected by the fastening part connection wall part 122A. In this case, as shown in FIG. 7B, the load input from the damper member 71 is transmitted along the imaginary line R0 through the fastening portion connecting wall 122A as shown by the arrow B1, and then the arrow B2 Is transmitted to the first surface side radial wall portion 124A.

  Therefore, it is not necessary to go through the load transmission path toward the center of the tower upper wall as shown by the arrow A1 in FIG. 7A, and the load is directly applied from the suspension fastening part 121 to the fastening part connecting wall 122A. Can be transmitted. Accordingly, a load transmission path from the damper member 71 to the first surface-side radial wall portion 124A can be efficiently configured, so that load input from the damper member 71 can be efficiently performed on the first surface-side radial wall portion 124A. Can be transmitted. As a result, the first surface-side radial wall portion 124A can be effectively functioned to resist the load, so that the vertical rigidity of the tower upper wall portion 120 can be efficiently improved.

  Moreover, in this embodiment, the adjacent suspension fastening part 121 is connected by the fastening part connection wall part 122A extended on the circular virtual line R0 which passes between several suspension fastening parts. In this case, the load transmitted from the suspension fastening portion 121 to the fastening portion connecting wall portion 122A has a component that goes toward the tower outer peripheral wall portion 126 along the first surface-side radial wall portion 124A. The surface-side radial wall portion 124A can function more efficiently.

  On the other hand, as shown in FIG. 7C, when the fastening portion connection wall portion 900 is formed so as to connect the adjacent suspension fastening portions 121 in a straight line, the interval between the adjacent suspension fastening portions 121 is reduced. Although the change can be suppressed, the first surface-side radial wall portion 124 </ b> A extends substantially orthogonal to the fastening portion connecting wall portion 900. As a result, the load direction (arrow C1) transmitted from the suspension fastening portion 121 to the fastening portion connection wall 900 is substantially orthogonal to the load transmission direction (arrow C2) in the first surface-side radial wall portion 124A. Therefore, the load is not efficiently transmitted from the fastening portion connecting wall portion 900 to the first surface-side radial wall portion 124A.

  Moreover, the rigidity around the suspension fastening part 121 can be improved by the fastening part surrounding wall part 122B, and a load can be efficiently transmitted from the suspension fastening part 121 to the fastening part connection wall part 122A. Further, the fastening portion peripheral wall portion 122B is arranged on the radially inner side of the fastening portion connecting wall portion 122A extending on the circular imaginary line R0, thereby allowing the fastening portion peripheral wall portion 122B to be connected to the fastening portion connecting wall portion 122A. Load can be transmitted efficiently.

  In addition, as shown in FIG. 4, in this embodiment, the fastening portion peripheral wall portion 122 </ b> B is formed to be equidistant from the suspension fastening portion 121, so that the rigidity around the suspension fastening portion 121 is increased. It can be improved substantially uniformly. As a result, the stress generated in the suspension fastening portion 121 by the load input from the damper member 71 is substantially uniform, so that the stress does not concentrate locally. As a result, the vertical rigidity of the tower upper wall 120 can be further effectively improved.

  Furthermore, the load transmitted from the suspension fastening portion 121 to the fastening portion surrounding wall portion 122B by the second surface side radial wall portion 124B extending from the both circumferential ends of the fastening portion surrounding wall portion 122B to the tower outer peripheral wall portion 126 side. , It can be efficiently transmitted to the tower outer peripheral wall 126 side.

  In addition, the suspension fastening portion 121 is formed to have a minimum size that substantially matches the fastening seat portion 3b of the fastening nut 3 or that allows the fastening nut 3 to be seated even in consideration of variations in the fastening position. . That is, the suspension fastening portion 121 has a small non-fastened portion (planar portion) that is not fastened by the fastening nut 3, so that a reduction in surface rigidity of the suspension fastening portion 121 due to the non-fastened portion is suppressed.

  Moreover, since the upper part of the Sustop vertical wall part 122 is connected by the tower top wall part 127 in the internal diameter side of the virtual line R0, the rigidity of the Susstop vertical wall part 122 can be improved more. Thereby, the load input from the damper member 71 can be more efficiently transmitted to the first surface side radial wall portion 124A.

  FIG. 5 is a cross-sectional view taken along the line V-V in FIG. 3 and shows the inner surface side around the tower upper wall 120 of the suspension tower 12 alone. As shown in FIG. 8, on the inner surface side (lower surface side) of the tower upper wall portion 120, a plurality of inner surface side radial wall portions 125 projecting downward and extending radially toward the tower outer peripheral wall portion 126 are formed. ing. The inner surface side radial wall 125 is formed on the outer peripheral side so as not to interfere with the upper mounted portion 711 of the damper member 71 indicated by the phantom line in FIG. 5, and extends at least over the tower curved portion 128.

  That is, the tower upper wall 120 is large-sized upward by the surface side radial wall 124 formed on the surface side of the tower upper wall 120 and the inner surface side radial wall 125 formed on the inner surface side of the tower upper wall 120. The rigidity in the up-down direction can be efficiently improved while suppressing the reduction.

  In the present embodiment, the front surface side radial wall portion 124 and the inner surface side radial wall portion 125 are configured to at least partially overlap in a plan view. As a result, the surface-side radial wall portion 124 and the inner surface-side radial wall portion 125 are continuous in the vertical direction via the tower upper wall portion 120, so that the tower upper wall portion 120 faces the tower outer peripheral wall portion 126. Thus, the vertical width of the radially extending radial wall can be increased. Therefore, the vertical rigidity of the tower upper wall 120 can be more efficiently improved.

  Further, the surface-side radial wall portion 124 may be formed so as to extend in the vertical direction on the surface side of the tower outer peripheral wall portion 126, and the inner surface-side radial wall portion 125 is similarly formed on the inner surface of the tower outer peripheral wall portion 126. You may form so that the side may be extended in an up-down direction. Thereby, the front surface side radial wall portion 124 and the inner surface side radial wall portion 125 can be made to function so as to improve the vertical rigidity of the tower outer peripheral wall portion 126. Therefore, the rigidity in the vertical direction of the suspension tower portion 12 can be further improved.

  FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 4 and shows a vertical cross section of the suspension tower portion 12 passing through the suspension fastening portion 121. As shown in FIG. 6, each suspension fastening portion 121 is formed with an upper wall portion attachment hole 121 a that vertically penetrates the tower upper wall portion 120. Further, in the damper member 71, a suspension mounting hole 712 is formed in the upper mounted portion 711 so as to be positioned corresponding to the upper wall portion mounting hole 121a.

  The damper member 71 is fastened and fixed to the lower surface of the tower upper wall portion 120 by inserting the fastening bolts 2 through these mounting holes 121a and 712 in order from below and fastening the fastening nut 3 on the suspension fastening portion 121. It has come to be.

  As shown in FIG. 2, the tower outer peripheral wall 126 extends substantially downward in the vertical direction from the inner end in the vehicle width direction of the tower upper wall 120, and extends to the flange portion 20 </ b> B of the front frame 20 in the vehicle width direction. It is joined from the outside.

[Connection member 50]
Referring to FIG. 1, the connecting member 50 extends in the front-rear direction so as to connect the suspension housing 10 and the dash panel 40, and more specifically, the inner side in the vehicle width direction as it advances rearward in the vehicle front-rear direction. It extends so as to incline toward.

  In the above embodiment, the suspension housing 10 is formed by the aluminum die casting method. However, the suspension housing 10 may be formed of a cast or forged product made of a light alloy other than iron or aluminum, and press forming a steel plate. Or may be formed by joining a plurality of members, for example, by welding. Further, the suspension tower portion structure may be formed of CFRP (carbon fiber reinforced plastic).

  Moreover, in the said embodiment, although the suspension fastening part 121 was comprised by 3 points | pieces, it may comprise not only this but 2 points | pieces or 4 points | pieces or more. In any case, the fastening portion connecting wall portion 122A that connects the adjacent suspension fastening portions 121 is formed so as to extend on the circular virtual line R0 that passes through the plurality of suspension fastening portions 121, and the fastening portion What is necessary is just to form the 1st surface side radial wall part 124A extended radially toward the tower outer peripheral wall part 126 from the connection wall part 122A. Further, a fastening portion peripheral wall portion 122B is formed around the suspension fastening portion 121 in the radial direction of the virtual line R0, and the adjacent fastening portion connection wall portions 122A are connected by the fastening portion peripheral wall portion 122B. That's fine.

  Various modifications and changes may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

  As described above, according to the suspension tower structure for a vehicle according to the present invention, it is possible to effectively improve the rigidity in the vertical direction while suppressing an increase in size upward. It may be suitably used in the field.

DESCRIPTION OF SYMBOLS 1 Front body structure 10 Suspension housing 11 Housing main body 12 Suspension tower part 120 Tower upper wall part 121 Suspension fastening part 122 Sustop vertical wall part 124 Surface side radial wall part 125 Inner surface side radial wall part 126 Tower outer peripheral wall part 20 Front frame 20A outer surface 20B flange portion 21 frame outer 22 frame inner 30 apron rain 40 dash panel 70 suspension 71 damper member 72 upper arm

Claims (5)

A vehicle comprising: a tower upper wall portion to which a damper member of a suspension is attached; and a tower outer wall portion extending downward from an outer peripheral portion of the tower upper wall portion, wherein the damper member is accommodated on an inner surface side. Suspension tower structure of
The tower upper wall is
A plurality of suspension fastening portions to which the upper end portion of the damper member is fastened and fixed;
A surface-side radial wall portion that is erected on the surface side and extends radially to the tower outer peripheral wall portion side;
A suspension tower portion structure for a vehicle, comprising: an inner surface-side radial wall portion that is erected on an inner surface side and extends radially toward the tower outer peripheral wall portion side. In the plan view of the tower upper wall portion, the surface side radial wall portion and the inner surface side radial wall portion are located at least partially overlapping,
The suspension tower structure for a vehicle according to claim 1. The tower upper wall is
A plurality of fastening portion connection wall portions that are erected on the surface side, extend on a circular imaginary line passing through the plurality of suspension fastening portions in a top view, and connect between the adjacent suspension fastening portions;
Fastening portion peripheral wall portion that is erected on the surface side, is located around the suspension fastening portion and radially inside the circular imaginary line, and is connected to the fastening portion connection wall portion And further,
The surface-side radial wall portion is connected to the fastening portion connecting wall portion and / or the fastening portion surrounding wall portion,
The suspension tower portion structure for a vehicle according to claim 1 or 2. The surface-side radial wall portion extends in the vertical direction on the surface side of the tower outer peripheral wall portion,
The suspension tower part structure of the vehicle as described in any one of Claims 1-3. The inner surface side radial wall portion extends in the vertical direction on the inner surface side of the tower outer peripheral wall portion,
The suspension tower part structure of the vehicle as described in any one of Claims 1-4.

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