JP6907997B2 - Vehicle body structure - Google Patents

Description

The present invention relates to a vehicle body structure such that, for example, a frame member extending in the vehicle front-rear direction along a floor tunnel is provided in the vehicle interior of the vehicle.

It is known that in a vehicle such as an automobile, when an occupant operates the steering wheel, a load that twists the entire vehicle body acts on the vehicle body via the suspension. Then, such a load not only gives the occupant a sense of discomfort that the entire vehicle body is twisted, but also causes the occupant to feel that the responsiveness of the vehicle behavior to the steering operation is low.

For this reason, in general, a vehicle such as an automobile improves the responsiveness to a steering operation and secures steering stability by improving the vehicle body rigidity against a load acting on the vehicle body via a suspension.
Further, since a vehicle such as a sports car is often required to have higher steering stability than a general vehicle, a technique for further improving the vehicle body rigidity has been proposed.

For example, in Patent Document 1, in the vehicle interior, a floor tunnel extending in the front-rear direction of the vehicle has a front portion of the tunnel formed of an aluminum plate and a rear portion of the tunnel which is a cast part made of a magnesium / aluminum material from the front of the vehicle. It is configured by connecting in order. Further, Patent Document 1 improves the rigidity of the floor tunnel by connecting a tunnel reinforcing member to the upper surface of the floor tunnel, thereby improving the rigidity of the vehicle body in the vehicle interior.

By the way, in Patent Document 1, a pair of left and right tunnel frames (longitudinal supports) extending in the front-rear direction of the vehicle along the upper surface of the floor tunnel at positions where the tunnel reinforcing members are spaced apart from each other in the vehicle width direction, and left and right. Since it is composed of a front end component, a rear end component, and three lateral bridges that connect the tunnel frame (longitudinal support), the number of components that reinforce the upper surface of the floor tunnel tends to increase.

Further, in Patent Document 1, the left and right tunnel frames (longitudinal supports) are gently curved in the vehicle width direction and the vehicle vertical direction along the upper surface of the floor tunnel, that is, three-dimensionally gently. It is formed in a curved shape. In the case of a tunnel frame (longitudinal support) having such a three-dimensionally curved shape, the moldability may be significantly reduced depending on the material and the molding method.

Japanese Unexamined Patent Publication No. 2013-193732

In view of the above problems, it is an object of the present invention to provide a vehicle body structure capable of suppressing an increase in the number of parts and increasing the rigidity of a floor tunnel without impairing moldability.

The present invention connects a pair of left and right suspension support members that support the front suspension of a vehicle, a floor tunnel that extends in the vehicle interior of the vehicle in the front-rear direction of the vehicle, the suspension support member, and the floor tunnel, and also connects the vehicle body. A die having a vehicle body structure including a pair of left and right vehicle body skeleton frames forming a skeleton, wherein the floor tunnel extends a substantially gate-shaped cross section protruding above the vehicle in the front-rear direction of the vehicle. A cast tunnel main body and a die-cast skeleton portion provided on the upper surface portion which is an upper surface portion of the tunnel main body and connected to the vehicle body skeleton frame to form a vehicle body skeleton are provided with the tunnel main body. It is characterized in that the skeleton portion is integrally formed.

According to the present invention, the number of parts can be suppressed, and the floor tunnel can be made highly rigid without impairing the moldability.
Specifically, by integrally forming the skeleton portion with the tunnel body, the vehicle body structure suppresses an increase in the number of parts and makes the tunnel body highly rigid as compared with the case where the skeleton portion is composed of a separate body. be able to.

Further, in the vehicle body structure, since the molding of the tunnel main body and the molding of the skeleton portion can be performed substantially at the same time, the skeleton portion can be integrally formed with the tunnel main body without impairing the moldability.

Therefore, the body structure of the vehicle can suppress an increase in the number of parts and can increase the rigidity of the floor tunnel without impairing the moldability.

As an aspect of the present invention, the skeleton portion is erected at predetermined intervals in the vehicle width direction in a plan view, and has three or more upper front-rear ribs extending in the vehicle front-rear direction and predetermined in the vehicle front-rear direction. It is erected at intervals and is provided with a plurality of upward front-rear ribs connecting the three or more upper front-rear ribs in the vehicle width direction, and is the most car among the three or more upper front-rear ribs. Two upper front-rear ribs located on the outer side in the width direction may be formed so as to be continuous with the vehicle body frame.

According to the present invention, the vehicle body structure can form a skeleton portion while achieving both high rigidity of the floor tunnel and improvement of load transmission efficiency.
Specifically, the vehicle body structure is formed in a plan view grid on the upper surface of the floor tunnel by three or more upward front-rear ribs extending in the vehicle front-rear direction and a plurality of upward-width ribs extending in the vehicle width direction. Can constitute the skeleton of. Therefore, in the vehicle body structure, the membrane vibration on the upper surface portion of the floor tunnel can be suppressed by the skeleton portion.

Further, since the two upper front-rear ribs located most outward in the vehicle width direction are formed so as to be continuous with the vehicle body skeleton frame, the vehicle body structure of the vehicle is between the vehicle body skeleton frame and the skeleton portion of the floor tunnel. It is possible to improve the load transmission efficiency of the load in.

In addition, in the vehicle body structure, when a load in the vehicle front-rear direction acts on the upper front-rear direction ribs, the deformation of the upper front-rear direction ribs in the vehicle width direction can be prevented by the plurality of upper width direction ribs.
Therefore, the vehicle body structure of the vehicle achieves both high rigidity of the floor tunnel and improvement of load transmission efficiency by the skeleton portion composed of three or more upper front-rear direction ribs and a plurality of upper width direction ribs. be able to.

Further, as an aspect of the present invention, the upper surface portion of the tunnel main body is erected below the vehicle at a predetermined interval in the vehicle width direction, and a downward front-rear direction rib extending in the front-rear direction of the vehicle and a predetermined portion in the front-rear direction of the vehicle. It is erected below the vehicle at intervals, and includes the lower front-rear direction rib and a plurality of lower front-rear direction ribs that connect the inner surface of the tunnel body in the vehicle width direction, and the lower front-rear direction rib is the said. The skeleton portion may be formed at a position in the vehicle width direction substantially the same as the upper front-rear direction rib, and the lower width direction rib may be formed at a position substantially the same as the vehicle front-rear direction rib of the skeleton portion. ..
According to the present invention, the vehicle body structure can further improve the rigidity of the floor tunnel and the rigidity of the skeleton portion.
Specifically, by providing the upper surface with a downward front-rear rib extending in the vehicle front-rear direction and a plurality of downward-width ribs extending in the vehicle width direction, the vehicle body structure makes the tunnel body more rigid. can do.

Further, the lower front-rear direction rib is formed at a position substantially the same as the upper front-rear direction rib of the skeleton portion in the vehicle width direction, and the lower width direction rib is formed at a position substantially the same as the upper front-rear direction rib of the skeleton portion. Therefore, in the vehicle body structure, the rigidity of the skeleton portion can be further improved by the downward front-rear direction rib and the downward width direction rib.
Therefore, in the vehicle body structure, the rigidity of the floor tunnel can be further improved and the rigidity of the skeleton portion can be improved by the downward front-rear direction rib and the downward width direction rib.

Further, as an aspect of the present invention, the tunnel main body extends from the upper surface portion, the inclined surface portion extending from both ends of the upper surface portion in the vehicle width direction to the outside in the vehicle width direction and downward of the vehicle, and the vehicle from the lower end of the inclined surface portion. It is composed of a side surface portion extending downward, and the skeleton portion projects upward in the vehicle at a position substantially the same as the upward width direction rib in the vehicle front-rear direction, and the upper front-rear direction rib and the inclined surface portion. A reinforcing rib having a substantially triangular shape in the front view may be provided to connect the two.
According to the present invention, the vehicle body structure can have a higher rigidity of the skeleton portion without impairing the moldability of the floor tunnel.

Further, since the tunnel body is formed in a shape having an inclined surface portion and the reinforcing ribs are formed in a substantially triangular shape in front view, the vehicle body structure of the vehicle is substantially rectangular in front view on the tunnel body having no inclined surface portion. Compared with the case where the reinforcing ribs are provided, it is possible to prevent the floor tunnel from squeezing the space inside the vehicle interior.

Thereby, the vehicle body structure can prevent the occupant's arm from coming into contact with the reinforcing rib. Therefore, the vehicle body structure of the vehicle can more reliably improve the rigidity of the floor tunnel without hindering the formability of the floor tunnel and the driving operation of the occupants.

Further, as an aspect of the present invention, the side surface portion of the tunnel body is provided with a plurality of recessed portions having a length in the vehicle vertical direction from the lower end to the upper end and recessed inward in the vehicle width direction. The recessed portion may be formed between the adjacent reinforcing ribs in a side view.
According to the present invention, the vehicle body structure can improve the rigidity of the side surface portion of the tunnel body by the plurality of recessed portions.

At this time, since the recessed portion is formed between the adjacent ribs in the upward width direction in the side view, the vehicle body structure of the vehicle does not impair the size of the reinforcing ribs and the formability of the reinforcing ribs. The rigidity of the main body can be improved.
Therefore, in the vehicle body structure, the rigidity of the entire floor tunnel can be further improved at the skeleton portion and the recessed portion.

Further, as an aspect of the present invention, the tunnel main body having the skeleton portion is used as the rear portion of the tunnel, the floor tunnel is arranged in the front portion in the vehicle interior, and the front portion of the tunnel formed of a panel member is used. A pair of left and right tunnels composed of the rear part of the tunnel connected to the rear end of the front part of the tunnel, the front end connected to the rear end of the vehicle body skeleton frame, and the rear end connected to the skeleton part at the rear part of the tunnel. It may be provided with a frame.

According to the present invention, the vehicle body structure of the vehicle can improve the vehicle body rigidity without impairing the load transmission efficiency.
Specifically, for example, in the case of a configuration in which the vehicle body skeleton frame is connected to the skeleton portion formed up to the front end of the floor tunnel, the relative angle between the vehicle body skeleton frame and the skeleton portion of the floor tunnel tends to be large.

On the other hand, since the vehicle body skeleton frame is connected to the skeleton portion integrally formed at the rear part of the tunnel of the floor tunnel via the tunnel frame, the vehicle body structure is the vehicle body skeleton frame, the tunnel frame, and the floor. The relative angle with the skeleton of the tunnel can be reduced.

As a result, the vehicle body structure suppresses a decrease in load transmission efficiency in the load transmission path from the body frame to the floor tunnel skeleton, and the connecting portion between the tunnel frame and the floor tunnel skeleton becomes a stress concentration portion. It can be prevented from becoming.
Therefore, in the vehicle body structure, the vehicle body rigidity can be improved without impairing the load transmission efficiency by connecting the vehicle body skeleton frame and the skeleton portion of the floor tunnel via the tunnel frame.

Further, as an aspect of the present invention, the rear portion of the tunnel is integrally formed with the front end of the skeleton portion so as to connect the front end of the skeleton portion and the rear end of the tunnel frame, and the rear end of the tunnel frame is fitted. A matching fitting may be provided.
According to the present invention, the vehicle body structure can improve the connection strength between the skeleton portion of the floor tunnel and the tunnel frame.

Further, since the fitting portion is formed so as to connect the front end of the skeleton portion and the rear end of the tunnel frame, the vehicle body structure of the vehicle continuously transmits the load from the rear end of the tunnel frame to the skeleton portion of the floor tunnel. The route can be constructed.

Therefore, the vehicle body structure can suppress a decrease in load transmission efficiency between the tunnel frame and the skeleton portion of the floor tunnel.
Therefore, the vehicle body structure can suppress the decrease in load transmission efficiency and improve the joint strength between the skeleton portion of the floor tunnel and the tunnel frame.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a vehicle body structure capable of suppressing an increase in the number of parts and increasing the rigidity of a floor tunnel without impairing moldability.

A plan view showing the appearance of the vehicle in a plan view. A side view showing the appearance of the vehicle in a side view. An external perspective view showing the appearance of the floor tunnel as seen from above the front of the vehicle. A plan view showing the appearance of the floor tunnel in a plan view. Bottom view showing the appearance of the floor tunnel from the bottom. A cross-sectional view taken along the line AA in FIG. FIG. 4 is a cross-sectional view taken along the line BB in FIG. FIG. 3 is an external perspective view showing the appearance of the frame connecting portion when viewed from the front of the vehicle. The external perspective view which shows the appearance of the front rail mounting part and the rear rail mounting part in the vehicle upper view. FIG. 4 is a cross-sectional view taken along the line CC in FIG. The external perspective view which shows the appearance of the front rail attachment part in the vehicle downward view.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle body structure of the vehicle 1 of the present embodiment is a so-called space frame structure in which a plurality of extrusion-molded aluminum alloy frames are connected to form a vehicle body skeleton. Such a vehicle body structure of the vehicle 1 will be described with reference to FIGS. 1 to 11.

Note that FIG. 1 shows a plan view of the vehicle 1, FIG. 2 shows a side view of the vehicle 1, FIG. 3 shows an external perspective view of the floor tunnel 11 as seen from above the front of the vehicle, and FIG. 4 shows a perspective view of the floor tunnel 11. A plan view is shown, FIG. 5 shows a bottom view of the floor tunnel 11, and FIG. 6 shows a cross-sectional view taken along the line AA in FIG.

Further, FIG. 7 shows a cross-sectional view taken along the line BB in FIG. 4, FIG. 8 shows an external perspective view of the frame connecting portion 52 in the front view of the vehicle, and FIG. 9 shows a front rail mounting portion 55 in the front view of the vehicle. , And an external perspective view of the rear rail mounting portion 54, FIG. 10 shows a cross-sectional view taken along the line CC in FIG. 4, and FIG. 11 shows an external perspective view of the front rail mounting portion 55 in a downward view of the vehicle. ing.

Further, in order to clarify the illustration, the left and right front suspensions 3 are omitted in FIG. 1, and the floor panel forming the floor surface of the vehicle interior portion 2 is omitted in the drawing.
Further, in the figure, the arrows Fr and Rr indicate the front-back direction, the arrow Fr indicates the front, the arrow Rr indicates the rear, the arrows Rh and Lh indicate the width direction, and the arrow Rh indicates the right direction. The arrow Lh indicates to the left.

As shown in FIGS. 1 and 2, the vehicle body structure of the vehicle 1 in the present embodiment includes a vehicle interior portion 2 on which an occupant gets in and left and right front suspensions 3 arranged at desired positions in front of the vehicle interior portion 2. It is composed of a pair of left and right suspension support members 4 that support (see FIG. 2), a vehicle interior portion 2, and a plurality of frames 5 that connect the suspension support members 4.

As shown in FIGS. 1 and 2, the vehicle interior portion 2 is arranged on a pair of left and right side sills 6 extending in the front-rear direction of the vehicle at positions separated by predetermined intervals in the vehicle width direction, and on the upper surface of the front portion of the side sills 6. A pair of left and right hinge pillars 7 extending in the vertical direction of the vehicle, a dash panel 8 forming the front wall of the passenger compartment 2, a pair of left and right side pillars 9 extending in the vertical direction of the vehicle arranged on the upper rear surface of the side sill 6 and a vehicle. A pair of left and right front pillars (not shown) connecting the rear wall portion 10 forming the rear wall of the chamber portion 2, the hinge pillar 7 and the side pillar 9 through the upper part of the passenger compartment 2, and a pair of left and right roof side rails. (Not shown).

Further, as shown in FIGS. 1 and 2, the passenger compartment portion 2 includes a floor tunnel 11 extending substantially in the vehicle width direction of the passenger compartment portion 2 in the vehicle front-rear direction, and side sills 6 on the left and right sides of the floor tunnel 11. A pair of left and right first cross members (not shown) connecting the front parts, a pair of left and right second cross members 12 connecting the left and right side sills 6 with a floor tunnel in between, and a pair of left and right third cross members 13. A fourth cross member 14 that connects the left and right side pillars 9, a pair of left and right tunnel upper frames 15 whose rear ends are connected to the upper part of the floor tunnel 11, and a pair of left and right tunnel upper frames 15 whose rear ends are connected to the lower part of the floor tunnel. It is provided with a tunnel side frame 16.

Side sill 6, hinge pillar 7, side pillar 9, left and right pair of front pillars (not shown), left and right pair of roof side rails (not shown), first cross member (not shown), and first The 4 cross members 14 are all extruded aluminum alloy extruded members, and are formed in a substantially tubular body having a predetermined closed cross section extended in a predetermined direction.

The second cross member 12, the third cross member 13, the tunnel upper frame 15, the tunnel side frame 16, and the floor tunnel 11 described above will be described in detail later.
On the other hand, the dash panel 8 and the rear wall portion 10 are formed by bending a plate material made of an aluminum alloy into a predetermined shape.

Further, as shown in FIG. 2, the front suspension 3 has a double wishbone suspension structure, and has a knuckle 17 that rotatably supports the front wheels of the vehicle 1 and a lower arm 18 connected to the lower portion of the suspension support member 4. An upper arm 19 connected to the upper part of the suspension support member 4, and a telescopic front suspension damper 20 having an upper end connected to the upper part of the suspension support member 4 and a lower end connected to the lower arm 18.

Further, as shown in FIGS. 1 and 2, the suspension support member 4 is made of aluminum having a function as a vehicle body skeleton member constituting the front vehicle body of the vehicle 1 and a function of swingably supporting the front suspension 3. It is a die-cast member.

As shown in FIG. 2, the suspension support member 4 includes a lower arm support portion 4a that supports the lower arm 18, an upper arm support portion 4b that supports the upper arm 19 above the lower arm support portion 4a of the vehicle, and a lower arm support portion 4a. A front connecting portion 4c that connects the front portion and the front portion of the upper arm support portion 4b in the vehicle vertical direction, a rear connecting portion 4c that connects the rear portion of the lower arm supporting portion 4a, and the rear portion of the upper arm supporting portion 4b in the vehicle vertical direction. And, it is integrally formed in a substantially square shape in the side view.

As shown in FIG. 1, the lower arm support portion 4a of the suspension support member 4 is connected in the vehicle width direction via a suspension cloth 21 made of die-cast aluminum.
Further, as shown in FIGS. 1 and 2, the plurality of frames 5 are extruded aluminum alloy extruded members, and are formed into a substantially tubular body having a substantially rectangular closed cross section extended in a predetermined direction. Has been done.

Among the plurality of frames 5, the frame that connects the upper surface of the upper arm support portion 4b and the upper portion of the hinge pillar 7 is the upper side frame 22, and the frame that connects the rear surface of the upper arm support portion 4b and the lower front surface of the hinge pillar 7 is the first frame. 1 The lower side frame 23 is used, and the frame connecting the lower arm support portion 4a and the side sill 6 is referred to as the second lower side frame 24.

Further, a frame having a front end connected to the rear surface of the upper arm support portion 4b is referred to as an upper center frame 25, and a frame having a front end connected to a suspension cloth 21 in the vicinity of the lower arm support portion 4a is referred to as a lower center frame 27.

As shown in FIG. 1, the upper center frame 25 is a virtual connection between the upper surface of the floor tunnel 11 at a position substantially the same as the second cross member 12 in the vehicle front-rear direction and the rear surface of the upper arm support portion 4b in a plan view. It is arranged so that the rear end is located inside in the vehicle width direction with respect to the front end so as to follow a straight line (not shown).

As shown in FIG. 2, the upper center frame 25 is arranged so that the rear end is located above the vehicle with respect to the front end in a side view, and together with the dash panel 8, the front wall of the vehicle interior portion 2 is formed. The suspension support member 4 and the dash panel 8 are connected by joining the rear end to the front connecting member 28 (see FIG. 3).

Further, as shown in FIG. 1, the lower center frame 27 is a virtual straight line connecting the side portion of the floor tunnel 11 at a position substantially the same as the second cross member 12 in the vehicle front-rear direction and the lower arm support portion 4a in a plan view. It is arranged so that the rear end is located inside in the vehicle width direction with respect to the front end so as to follow (not shown).

Although detailed illustration of the lower center frame 27 is omitted, the suspension support member is formed by joining the rear end to a connecting member (not shown) provided at the connecting portion between the first cross member and the floor tunnel 11. 4 and the floor tunnel 11 are connected.

Subsequently, the pair of left and right second cross members 12, the pair of left and right third cross members 13, the pair of left and right tunnel upper frames 15, the pair of left and right tunnel side frames 16 and the floor tunnel 11 in the passenger compartment 2 described above are further described. It will be described in detail.

The pair of left and right second cross members 12 are extruded aluminum alloy extruded members, and as shown in FIG. 3, a substantially trapezoidal closed cross section having a short upper side is extended in the vehicle width direction. It is formed in a substantially tubular body. As shown in FIG. 1, in the second cross member 12, the outer end in the vehicle width direction is joined to the side sill 6 at substantially the center of the vehicle interior 2 in the vehicle front-rear direction, and the inner end in the vehicle width direction is the floor. It is joined to the tunnel 11 (the front rail mounting portion 55 of the floor tunnel 11 described later).

The pair of left and right third cross members 13 are extruded aluminum alloy extruded members, and as shown in FIG. 3, a substantially trapezoidal closed cross section having a short upper side is extended in the vehicle width direction. It is formed in a substantially tubular body. As shown in FIG. 1, the third cross member 13 has an end portion on the outer side in the vehicle width direction joined to the rear portion on the side sill 6 and an end portion on the inner side in the vehicle width direction on the floor behind the vehicle in the passenger compartment 2. It is joined to the tunnel 11 (the rear rail mounting portion 54 of the floor tunnel 11 described later).

Further, the pair of left and right tunnel upper frames 15 are extruded aluminum alloy extruded members, and are formed in a substantially tubular body having a substantially rectangular closed cross section extended in a predetermined direction.
As shown in FIGS. 1 and 2, the tunnel upper frame 15 has a passenger compartment portion in a state where one end in a predetermined direction is a front end and the rear end is located inside the vehicle width direction and below the vehicle with respect to the front end. It is arranged in 2.

More specifically, as shown in FIG. 1, the tunnel upper frame 15 has a top surface of the floor tunnel 11 at a position substantially the same as the second cross member 12 in the vehicle front-rear direction and a rear surface of the upper arm support portion 4b in a plan view. It is arranged so that the rear end is located on a virtual straight line (not shown) to connect.

In other words, the tunnel upper frame 15 is arranged in a state where the rear end is located inside in the vehicle width direction with respect to the front end so as to be substantially linearly continuous from the rear end of the upper center frame 25 in a plan view. There is.
Then, as shown in FIGS. 1 to 3, the tunnel upper frame 15 has a front end joined to the front connecting member 28 and a rear end joined to the rear part of the floor tunnel 11 (the tunnel rear part 50 described later). The upper center frame 25 and the rear portion of the floor tunnel 11 are connected.

Further, the pair of left and right tunnel side frames 16 are extruded aluminum alloy extruded members, and are formed in a substantially tubular body having a predetermined closed cross section extended in a predetermined direction. As shown in FIG. 3, the tunnel side frame 16 has a main body portion 16a in which a substantially rectangular closed cross section is extended in a predetermined direction, and a substantially flat plate shape in which the bottom surface of the main body portion 16a is extended outward in the vehicle width direction. It is integrally formed with the flange portion 16b.

As shown in FIG. 1, the tunnel side frame 16 is arranged in the vehicle interior portion 2 with one end in a predetermined direction as the front end and the rear end located inside in the vehicle width direction with respect to the front end. ..
More specifically, the tunnel side frame 16 is on a virtual straight line (not shown) connecting the side portion of the floor tunnel 11 and the lower arm support portion 4a at a position substantially the same as the second cross member 12 in the vehicle front-rear direction in a plan view. It is arranged so that the rear end is located at.

In other words, the tunnel side frame 16 is arranged in a state where the rear end is located inside in the vehicle width direction with respect to the front end so as to be substantially linearly continuous from the rear end of the lower center frame 27 in a plan view. There is.
Then, as shown in FIGS. 1 to 3, the tunnel side frame 16 has a front end joined to a connecting member (not shown) provided at a connecting portion between the first cross member and the floor tunnel 11, and the rear end is a floor tunnel. The lower center frame 27 and the rear portion of the floor tunnel 11 are connected by being joined to the rear portion of the 11 (the tunnel rear portion 50 described later).

As shown by the alternate long and short dash line in FIG. 5, the tunnel side frame 16 is placed on the lower surface of the tunnel side frame 16 in the vehicle width direction with the front portion of the floor tunnel 11 (the tunnel front portion 40 described later) interposed therebetween. A substantially flat plate-shaped first tunnel member 29 connected to is fastened and fixed.

Further, as shown in FIG. 3, the floor tunnel 11 has a front view substantially hat shape protruding upward from the vehicle, and the front portion 40 of the tunnel, which is a panel member, and the rear portion 50 of the tunnel made of aluminum die-cast are used as a vehicle. It is integrally formed by joining in this order from the front.

In this floor tunnel 11, the front end of the tunnel front portion 40 is joined to the dash panel 8, and the rear end of the tunnel rear portion 50 is joined to the rear wall portion 10, so that the dash panel 8 and the rear wall portion 10 are joined to the front and rear of the vehicle. It is connected in the direction. Further, in the floor tunnel 11, the upper surface of the tunnel rear portion 50 is joined to the fourth cross member 14 via the rear connecting member 30.

As shown in FIG. 3, the tunnel front portion 40 of the floor tunnel 11 is formed by bending a plate-shaped material made of an aluminum alloy so as to have a substantially hat shape in the front view. As shown in FIG. 4, the tunnel front portion 40 is formed in a substantially trapezoidal shape in a plan view in which the rear end is a short side in a plan view.

Specifically, as shown in FIGS. 3 to 5, the tunnel front portion 40 extends downward from both ends of the front upper surface portion 41 forming the upper surface of the floor tunnel 11 and the front upper surface portion 41 in the vehicle width direction. A pair of left and right front side surface portions 42 and a pair of left and right front lower edge portions 43 extending outward in the vehicle width direction from the lower end of the front side surface portion 42 are integrally formed.

As shown in FIGS. 4 and 5, the front upper surface portion 41 is formed in a substantially trapezoidal shape in a plan view in which the rear end forms a short side in a plan view. The front upper surface portion 41 is formed so that the edges on both sides in the vehicle width direction, which are hypotenuses in the plan view substantially trapezoidal shape, are substantially parallel to the inner edges in the vehicle width direction of the tunnel side frame 16. There is.

As shown in FIGS. 4 and 5, the front side surface portion 42 is formed so that its lower end is substantially parallel to the inner edge of the tunnel side frame 16 in the vehicle width direction in a plan view.
As shown in FIG. 3, the front upper surface portion 41 and the left and right front side surface portions 42 are formed from the lower portion of one front side surface portion 42 to the lower portion of the other front side surface portion 42 via the front upper surface portion 41. A plurality of beads 40a recessed toward the internal space of the tunnel front portion 40 are formed in the entire range at predetermined intervals in the front-rear direction of the vehicle.

As shown in FIGS. 4 and 5, the front lower edge portion 43 is formed so that its lower end is substantially parallel to the inner edge of the tunnel side frame 16 in the vehicle width direction in a plan view. As shown in FIGS. 3 to 5, the front lower edge portion 43 is joined to the upper surface of the main body portion 16a of the tunnel side frame 16.

On the other hand, as shown in FIGS. 3 to 6, the tunnel rear portion 50 of the floor tunnel 11 is a frame in which a front-view substantially gate-shaped tunnel main body 51 having a predetermined thickness and the rear end of the tunnel upper frame 15 are connected. A pair of left and right rear rails to which the connecting portion 52, the skeleton portion 53 continuously extending to the rear of the vehicle to the frame connecting portion 52, and the rear portion of the seat rail SL (see FIG. 10) arranged inside in the vehicle width direction are attached. The mounting portion 54 and a pair of left and right front rail mounting portions 55 to which the front portion of the seat rail SL (see FIG. 10) is mounted are integrally formed.

In addition, on the lower surface of the tunnel rear portion 50, as shown by the alternate long and short dash line in FIG. 5, a substantially flat plate-shaped second tunnel member 31 that connects the front rail mounting portion 55 in the vehicle width direction with the tunnel main body 51 interposed therebetween. , A substantially flat plate-shaped third tunnel member 32 that connects the rear rail mounting portion 54 in the vehicle width direction with the tunnel main body 51 interposed therebetween is fastened and fixed.

As shown in FIG. 6, the tunnel main body 51 has a substantially gate-shaped cross section with a rear upper surface portion 511, a pair of left and right inclined surface portions 512, and a pair of left and right rear side surface portions 513 in a vertical cross section along the vehicle width direction. It is formed.

More specifically, as shown in FIGS. 4 and 6, the rear upper surface portion 511 has a substantially rectangular flat plate shape having a predetermined thickness in the vertical direction of the vehicle, and is formed with the front upper surface portion 41 of the tunnel front portion 40. It continuously constitutes the upper surface of the floor tunnel 11. As shown in FIG. 7, the rear upper surface portion 511 is formed so that the rear end is slightly below the vehicle with respect to the front end.

As shown in FIG. 6, the inclined surface portion 512 is formed in a vertical cross section along the vehicle width direction in an inclined surface shape extending downward from both ends of the rear upper surface portion 511 in the vehicle width direction and outward in the vehicle width direction. Has been done. As shown in FIG. 3, the inclined surface portion 512 is gradually formed to be narrower from the vicinity of the front end to the front end of the tunnel rear portion 50, and is gradually formed to be narrower from the vicinity of the rear end to the rear end.

As shown in FIGS. 4 and 6, the rear side surface portion 513 extends downward from the lower end of the inclined surface portion 512 to the lower side of the vehicle, and is continuous with the front side surface portion 42 of the tunnel front portion 40 to be a side surface of the floor tunnel 11. Consists of. As shown in FIGS. 3 and 4, recessed portions 513a recessed inward in the vehicle width direction are provided on the rear side surface portion 513 at predetermined intervals in the vehicle front-rear direction in the range from the upper end to the lower end. Multiple are formed.

As shown in FIGS. 3 and 4, the plurality of recessed portions 513a are recessed in a substantially trapezoidal shape in a plan view in which the inner edge in the vehicle width direction is a short side in the plan view, and in the side view, the plurality of recessed portions 513a are recessed. The lower end edge is formed in a substantially inverted trapezoidal shape in the side view, which is narrower than the upper end edge.

As shown in FIGS. 4 and 7, the recessed portion 513a is formed between the ribs 535 in the inner width direction of the skeleton portion 53 adjacent to the vehicle front-rear direction and the skeleton portion 53 located most rearward of the vehicle in a plan view. It is formed between the rear end width direction rib 534 and the inner width direction rib 535 of the skeleton portion 53. The rear end width direction rib 534 and the inner width direction rib 535 of the skeleton portion 53 will be described in detail later.

Further, as shown in FIGS. 3, 7, and 8, the frame connecting portion 52 is formed so as to bulge toward the upper side of the vehicle near the front end of the rear upper surface portion 511, and the left and right tunnel upper frames. The rear ends of the 15 are each formed into a shape that can be fitted.

Specifically, as shown in FIGS. 7 and 8, the frame connecting portion 52 is formed from the upper surface portion 521 formed by offsetting the rear upper surface portion 511 of the tunnel main body 51 upward to the vehicle, and from the front end of the upper surface portion 521. A pair of left and right front portions 522 extending downward from the vehicle, a pair of left and right side surface portions 523 extending downward from both ends in the vehicle width direction on the upper surface portion 521, and front of the vehicle from both ends in the vehicle width direction on the front portion 522. It is composed of a pair of left and right outer ribs 524 and a pair of left and right inner ribs 525 extending to the tunnel.

As shown in FIG. 4, the left and right front portions 522 are virtual straight lines connecting the upper surface of the floor tunnel 11 at a position substantially the same as the second cross member 12 in the vehicle front-rear direction and the rear surface of the upper arm support portion 4b in a plan view. It is formed in a substantially flat plate shape having a thickness along (not shown). That is, the front surface portion 522 is formed so as to face the rear surface of the upper arm support portion 4b in a plan view.

Further, as shown in FIG. 8, a protruding portion 522a is formed on the upper portion of the front portion 522, which protrudes in front of the vehicle and outward in the vehicle width direction. The protruding portion 522a is joined to the inner surface of the tunnel upper frame 15 to support the rear end of the tunnel upper frame 15.

As shown in FIGS. 3, 4, and 8, the left and right side surface portions 523 are a rear portion extending forward from the outer front-rear direction rib 531 of the skeleton portion 53, which will be described later, and an upper center in a plan view. The frame 25 is formed of a front portion extending from the rear portion to the front of the vehicle and outward in the vehicle width direction so as to be substantially parallel to the outer side surface in the vehicle width direction.

As shown in FIGS. 3 and 8, the left and right outer ribs 524 are predetermined from the front end of the side surface portion 523 to the front of the vehicle and to the outside in the vehicle width direction so as to be along the outer side surface of the upper center frame 25 in the vehicle width direction. It is formed by extending the length.
That is, the left and right side surface portions 523 and the left and right outer ribs 524 are formed so as to be continuous with the outer front-rear direction ribs 531 of the skeleton portion 53, which will be described later.

As shown in FIGS. 3 and 8, the left and right inner ribs 525 are located in front of the vehicle from the inner edge of the front portion 522 in the vehicle width direction along the inner side surface of the upper center frame 25 in the vehicle width direction. It is formed so as to extend outward by a predetermined length in the vehicle width direction.

The frame connecting portion 52 is formed by the rear upper surface portion 511 of the tunnel main body 51, the left and right front portions 522, the left and right outer ribs 524, and the left and right inner ribs 525, and the rear end of the tunnel upper frame 15. The tunnel frame fitting portion 526 to which the tunnel frame is fitted is formed, and the front end of the skeleton portion 53 and the rear end of the tunnel upper frame 15 are connected to each other.

Since the tunnel upper frame 15 is joined to the tunnel frame fitting portion 526 of the frame connecting portion 52 by MIG welding, the boundary portion between the tunnel upper frame 15 and the tunnel frame fitting portion 526 is shown in FIG. As shown, a line-welded portion W1 that is line-welded along the outer peripheral surface of the tunnel upper frame 15 is formed.

Further, the skeleton portion 53 is formed as a relatively rigid portion by the tunnel upper frame 15 and the frame connecting portion 52 of the tunnel rear portion 50 so as to form a vehicle body skeleton member constituting the vehicle body in the vehicle interior portion 2. There is.

As shown in FIGS. 3, 4, and 7, the skeleton portion 53 has a plurality of ribs having a predetermined thickness in the vehicle width direction and erected above the vehicle, and a predetermined thickness in the vehicle front-rear direction. The front part of the skeleton, which has a substantially grid-like shape in a plan view and is composed of a plurality of ribs erected above the vehicle, and the vicinity of the rear end of the rear upper surface portion 511 are projected so as to bulge above the vehicle. It is formed by the posterior part of the skeleton. A rear connecting member 30 that connects the tunnel rear portion 50 and the fourth cross member 14 is joined to the skeleton rear portion of the skeleton portion 53.

Specifically, as shown in FIGS. 3 and 4, the front part of the skeleton of the skeleton part 53 has two outer front-rear direction ribs 531 and 2 extending in the front-rear direction of the vehicle at positions separated by a predetermined interval in the vehicle width direction. A front end width direction rib 533 and a rear end connecting the center front-rear direction rib 532 extending in the vehicle front-rear direction between the two outer front-rear direction ribs 531 and the two outer front-rear direction ribs 531 and the center front-rear direction rib 532 in the vehicle width direction. The width direction rib 534 and the plurality of inner width direction ribs 535 are formed in a substantially grid pattern in a plan view.

As shown in FIGS. 3, 4, and 6, the two outer front-rear ribs 531 are continuous with the side surface portion 523 of the frame connecting portion 52 and are lateral to the rear upper surface portion 511 of the tunnel main body 51 in the vehicle width direction. It is erected along the edge.

In other words, the outer front-rear direction rib 531 is continuous with the outer side surface in the vehicle width direction of the tunnel upper frame 15 via the left and right outer ribs 524 at the frame connecting portion 52 and the left and right side surface portions 523 in a plan view. It is formed like this.

As shown in FIGS. 3, 4, and 6, the central front-rear direction rib 532 is erected at a position substantially central in the vehicle width direction between the two outer front-rear direction ribs 531.
As shown in FIGS. 3, 4, and 7, the front end width direction rib 533 connects the front ends of the two outer front-rear direction ribs 531 and the front end of the center front-rear direction rib 532 in the vehicle width direction. It is erected. The front end width direction rib 533 is formed so as to form a rear wall of the frame connecting portion 52.

As shown in FIGS. 3, 4, and 7, the rear end width direction rib 534 connects the rear end of the two outer front-rear direction ribs 531 and the rear end of the center front-rear direction rib 532 in the vehicle width direction. It is erected to do.
As shown in FIGS. 3, 4, and 7, the plurality of inner width direction ribs 535 are located at positions spaced apart from each other in the vehicle front-rear direction between the front end width direction rib 533 and the rear end width direction rib 534. The two outer front-rear ribs 531 and the center front-rear rib 532 are erected so as to be connected in the vehicle width direction.

As shown in FIGS. 3, 4, and 6, the inclined surface portion 512 of the tunnel body 51 having such a skeleton portion 53 has a substantially flat plate shape having substantially the same thickness as the inner width direction rib 535 in the vehicle front-rear direction. A plurality of reinforcing ribs 56 are erected toward the upper side of the vehicle.

Further, as shown in FIGS. 5 to 7, the rear upper surface portion 511 of the tunnel main body 51 has a thickness in the vehicle width direction substantially the same as that of the central front-rear direction rib 532 of the skeleton portion 53, and extends in the vehicle front-rear direction. A substantially flat plate-shaped first downward front-rear rib 58 extending in the vehicle width direction having substantially the same thickness in the vehicle front-rear direction as the substantially flat plate-shaped downward front-rear direction rib 57 and the inner width direction rib 535 of the skeleton portion 53. A plurality of second downward width direction ribs 59 are erected toward the lower side of the vehicle.

Specifically, as shown in FIGS. 4 and 6, the plurality of reinforcing ribs 56 are formed at substantially the same positions in the vehicle front-rear direction as the front end width direction ribs 533 and the inner width direction ribs 535 of the skeleton portion 53. There is. The reinforcing rib 56 connects the outer front-rear direction rib 531 of the skeleton portion 53 and the inclined surface portion 512 of the tunnel main body 51, and connects the upper end of the outer front-rear direction rib 531 and the outer edge of the inclined surface portion 512 in the vehicle width direction. It is formed in a substantially triangular shape when viewed from the front.

As shown in FIGS. 5 to 7, the lower front-rear direction rib 57 is located at a position substantially the same as the center front-rear direction rib 532 of the skeleton portion 53 in the vehicle width direction from the front end width direction rib 533 of the skeleton portion 53 to the rear end width direction. It is erected in the range in the front-rear direction of the vehicle up to the rib 534.

As shown in FIGS. 5 to 7, the first downward width direction rib 58 is located at a position substantially the same as the front end width direction rib 533 of the skeleton portion 53 in the vehicle front-rear direction, and the left and right inclined surface portions 512 and the left and right sides of the tunnel body 51. It is erected so as to connect the rear side surface portion 513 of the above and the lower front-rear direction rib 57.

As shown in FIGS. 5 to 7, the second downward width direction rib 59 is located at a position substantially the same as the inner width direction rib 535 of the skeleton portion 53 in the vehicle front-rear direction, and the left and right inclined surface portions 512 and the left and right sides of the tunnel body 51. It is erected so as to connect the rear side surface portion 513 of the above and the lower front-rear direction rib 57.

Further, as shown in FIGS. 4, 9, and 10, the pair of left and right rear rail mounting portions 54 are substantially flat plates extending outward in the vehicle width direction from the rear lower end of the rear side surface portion 513 of the tunnel main body 51. It is composed of a rear base portion 541 and a third cross member fitting portion 542 into which the third cross member 13 is fitted.

Specifically, as shown in FIG. 4, the rear base portion 541 is formed in a flat plate shape having a substantially rectangular shape in a plan view that is long in the front-rear direction of the vehicle. As shown in FIGS. 9 and 10, a rail rear fastening boss 543 projecting upward from the vehicle and to which the rear portion of the seat rail SL is fastened is provided on the front portion of the rear base portion 541 in the vehicle width direction. It is integrally formed in the center.

As shown in FIGS. 4, 5, and 9, the third cross member fitting portion 542 is integrally formed on the outer side in the vehicle width direction at the rear portion of the rear side base portion 541. The third cross member fitting portion 542 is formed in a shape surrounding the front surface, the upper surface, and the rear surface of the third cross member 13.

More specifically, as shown in FIGS. 4, 5, and 9, the third cross member fitting portion 542 has a side view in which the upper side is a short side so as to correspond to the outer peripheral shape of the third cross member 13. It is formed in a substantially trapezoidal shape in which an open cross section with an open lower side is extended in the vehicle width direction.

Since the third cross member 13 is joined to the third cross member fitting portion 542 by MIG welding, FIG. 9 shows a boundary portion between the third cross member 13 and the third cross member fitting portion 542. As shown in the above, a line-welded portion W2 that is line-welded along the outer peripheral surface of the third cross member 13 is formed.

Further, as shown in FIGS. 4, 9, and 10, the pair of left and right front rail mounting portions 55 is the front portion of the rear side surface portion 513 separated from the rear rail mounting portion 54 by a predetermined distance in front of the vehicle. It is formed at the lower end.
As shown in FIGS. 4, 9, and 10, the pair of left and right front rail mounting portions 55 is a substantially flat plate-shaped front base portion 551 extending outward from the lower end of the front portion of the rear side surface portion 513 in the vehicle width direction. A side frame fitting portion 552 to which the rear end of the tunnel side frame 16 fits, and a second cross member fitting portion 553 to which the second cross member 12 fits.

Specifically, as shown in FIG. 4, the front end edge of the front base portion 551 is located slightly outside the vehicle width direction with respect to the rear end edge in the plan view, and is substantially parallel to the vehicle front-rear direction. It is formed in the shape of a quadrilateral flat plate.

As shown in FIGS. 9 and 10, a rail front fastening boss 554 projecting upward from the vehicle and fastening the front portion of the seat rail SL to the front portion of the front base portion 551 is provided in the vehicle width direction. It is integrally formed in the center. As shown in FIGS. 10 and 11, the rail front fastening boss 554 projects downward from the vehicle with the front base 551 interposed therebetween.

Further, on the lower surface of the front base portion 551, as shown in FIGS. 5 and 11, the first member fastening boss 555 to which the second tunnel member 31 is fastened, the second member fastening boss 556, and the third member fastening boss 557, And the fourth member fastening boss 558 is projected toward the lower side of the vehicle.

More specifically, as shown in FIGS. 5 and 11, the first member fastening boss 555 and the second member fastening boss 556 are ridges that are corners between the lower surface and the front surface of the second cross member 12 in bottom view. It is located on a virtual straight line (not shown) extending inward in the vehicle width direction of 12a, and is formed at predetermined intervals in the vehicle width direction.
The first member fastening boss 555 is formed close to the second cross member fitting portion 553, and the second member fastening boss 556 is formed close to the lower end of the tunnel main body 51.

On the other hand, as shown in FIGS. 5 and 11, the third member fastening boss 557 and the fourth member fastening boss 558 have a ridge line 12b which is a corner portion between the lower surface and the rear surface of the second cross member 12 in the bottom view. It is located on a virtual straight line (not shown) extending inward in the vehicle width direction, and is formed at predetermined intervals in the vehicle width direction.
The third member fastening boss 557 is formed close to the second cross member fitting portion 553, and the fourth member fastening boss 558 is formed close to the lower end of the tunnel main body 51.

As shown in FIGS. 9 to 11, the side frame fitting portion 552 moves the front base portion 551 in front of the rail front fastening boss 554 to the upper side of the vehicle so as to correspond to the outer peripheral shape of the tunnel side frame 16. It is formed in a bulging shape.

More specifically, as shown in FIGS. 9 to 11, the side frame fitting portion 552 abuts on the upper surface of the main body portion 16a in the tunnel side frame 16, the outer side surface in the vehicle width direction, and the upper surface of the flange portion 16b. The cross-sectional shape is formed so as to extend substantially in the front-rear direction of the vehicle.

Since the tunnel side frame 16 is joined to the side frame fitting portion 552 by MIG welding, a tunnel is formed at the boundary portion between the tunnel side frame 16 and the side frame fitting portion 552 as shown in FIG. A line-welded portion W3 that is line-welded along the outer peripheral surface of the side frame 16 is formed.

As shown in FIGS. 9 and 11, the second cross member fitting portion 553 is integrally formed on the outer side in the vehicle width direction of the front base portion 551 behind the vehicle with respect to the rail front fastening boss 554. The second cross member fitting portion 553 is formed in an open cross-sectional shape that abuts on the front surface, the upper surface, and the rear surface of the second cross member 12.

More specifically, as shown in FIGS. 9 and 11, the second cross member fitting portion 553 has a side view trapezoidal shape in which the upper side is a short side so as to correspond to the outer peripheral shape of the second cross member 12. The open cross section with the lower side open is formed in a shape extending in the vehicle width direction.

Since the second cross member 12 is joined to the second cross member fitting portion 553 by MIG welding, FIG. 9 shows a boundary portion between the second cross member 12 and the second cross member fitting portion 553. And as shown in FIG. 11, a line-welded portion W4 that is line-welded along the outer peripheral surface of the second cross member 12 is formed.

As shown in FIGS. 4 and 9, on the upper surface of the front rail mounting portion 55 having such a configuration, a frame ridge line rib 559 extending from the side frame fitting portion 552 to the rear of the vehicle and a second cross member fitting portion 553 The front member ridge line rib 560 and the rear side member ridge line rib 561 extending inward in the vehicle width direction from the rail, and the upper surface reinforcing rib 562 connecting the rail front fastening boss 554 and the front side member ridge line rib 560 are directed toward the upper side of the vehicle. It is erected.

Specifically, as shown in FIGS. 4 and 9, the frame ridge line rib 559 has a ridge line 16c at the rear of the vehicle, which is a corner portion between the upper surface of the main body portion 16a of the tunnel side frame 16 and the outer side surface in the vehicle width direction. It is erected in a range from the side frame fitting portion 552 to the vicinity of the rear end of the front side base portion 551 so as to follow a virtual straight line (not shown) extending to the side.
The frame ridge line rib 559 is connected to the inner end portion of the second cross member fitting portion 553 in the vehicle width direction.

As shown in FIGS. 4 and 9, the front member ridge line rib 560 is along a virtual straight line (not shown) in which the ridge line 12c, which is a corner between the upper surface and the front surface of the second cross member 12, is extended inward in the vehicle width direction. The second cross member fitting portion 553 and the rear side surface portion 513 of the tunnel main body 51 are erected so as to be connected in the vehicle width direction.

As shown in FIGS. 4 and 9, the rear member ridge line rib 561 is a virtual straight line (not shown) in which the ridge line 12d, which is a corner between the upper surface and the rear surface of the second cross member 12, is extended inward in the vehicle width direction. Along the line, the second cross member fitting portion 553 and the rear side surface portion 513 of the tunnel main body 51 are erected so as to be connected to each other.

As shown in FIGS. 4 and 9, the upper surface reinforcing rib 562 is formed so as to connect the side frame fitting portion 552, the rail front fastening boss 554, the front member ridge line rib 560, and the rear member ridge line rib 561. ing.
More specifically, as shown in FIGS. 4 and 9, the upper surface reinforcing rib 562 is substantially parallel to the frame ridge line rib 559 in a range from the side frame fitting portion 552 to the vicinity of the rear end of the front base portion 551 in a plan view. It is erected so as to be.

Further, on the lower surface of the front rail mounting portion 55, as shown in FIGS. 5 and 11, the front width direction rib 563, the rear side width direction rib 564, the first crossing direction rib 565, the second crossing direction rib 566, and the second The 1 lower surface reinforcing rib 567 and the 2nd lower surface reinforcing rib 568 are erected toward the lower side of the vehicle.

Specifically, as shown in FIGS. 5 and 11, the front width direction rib 563 connects the first member fastening boss 555 and the second member fastening boss 556 that are adjacent to each other in the vehicle width direction in the bottom view. The ridge line 12a of the cross member 12 is erected so as to be connected along a virtual straight line (not shown) extending inward in the vehicle width direction.

As shown in FIGS. 5 and 11, the rear width direction rib 564 connects the third member fastening boss 557 and the fourth member fastening boss 558 that are adjacent to each other in the vehicle width direction in the bottom view of the second cross member 12. The ridge line 12b is erected so as to be connected along a virtual straight line (not shown) extending inward in the vehicle width direction.

As shown in FIGS. 5 and 11, the first crossing direction rib 565 is a first member fastening boss 555 and a fourth member fastening boss that are adjacent to each other in the crossing direction intersecting in the vehicle front-rear direction and the vehicle width direction in the bottom view. It is erected so as to connect with 558.
As shown in FIGS. 5 and 11, the second crossing direction rib 566 is adjacent to the second member fastening boss 556 and the third member fastening boss in the crossing direction intersecting the vehicle front-rear direction and the vehicle width direction in the bottom view. It is erected so as to connect with 557.

As shown in FIGS. 5 and 11, the first lower surface reinforcing rib 567 is erected so as to connect the rail front fastening boss 554 and the first member fastening boss 555 protruding downward from the vehicle in the bottom view. There is.
As shown in FIGS. 5 and 11, the second lower surface reinforcing rib 568 is erected so as to connect the rail front fastening boss 554 and the second member fastening boss 556 protruding downward from the vehicle in the bottom view. There is.

Further, as shown in FIG. 3, a connecting member 60 for connecting the rear rail mounting portion 54 and the front rail mounting portion 55 is joined to the tunnel rear portion 50 having the above-described configuration.
The connecting member 60 is an extruded aluminum alloy extruded member, and is formed in a substantially tubular body having a predetermined closed cross section extended in a predetermined direction.

As shown in FIGS. 3 and 6, the connecting member 60 includes a main body portion 60a having a substantially rectangular closed cross section extended in a predetermined direction and a substantially flat plate having a bottom surface of the main body portion 60a extending outward in the vehicle width direction. It is integrally formed with the shaped flange portion 60b.

As shown in FIGS. 3 to 5, the connecting member 60 is joined to the rear end of the front rail mounting portion 55, and the rear end is joined to the front end of the rear rail mounting portion 54, whereby the front rail is joined. The mounting portion 55 and the rear rail mounting portion 54 are connected.

As shown in FIGS. 9 and 11, the connecting member 60 is joined to the front rail mounting portion 55 and the rear rail mounting portion 54 by MIG welding. Therefore, as shown in FIGS. 9 and 11, the boundary portion between the connecting member 60 and the front rail mounting portion 55 and the boundary portion between the connecting member 60 and the rear rail mounting portion 54 are the outer periphery of the connecting member 60. A line-welded portion W5 that is line-welded along the surface is formed.

The connecting member 60 forms a relatively high-rigidity portion in the lower portion of the tunnel rear portion 50 by connecting the rear rail mounting portion 54 and the front rail mounting portion 55. Therefore, in the vehicle 1, the tunnel side frame 16, the front rail mounting portion 55 of the tunnel rear portion 50, the connecting member 60, and the rear rail mounting portion 54 form a vehicle body skeleton member forming the vehicle body in the vehicle interior portion 2. It is configured.

As described above, the pair of left and right suspension support members 4 that support the front suspension 3 of the vehicle 1, the floor tunnel 11 that extends the vehicle interior of the vehicle 1 in the front-rear direction of the vehicle, the suspension support member 4, and the floor tunnel 11 are connected. In addition, in the vehicle body structure of the vehicle 1 provided with the pair of left and right upper center frames 25 forming the vehicle body frame of the vehicle 1, the floor tunnel 11 extends a substantially gate-shaped cross section protruding above the vehicle in the front-rear direction of the vehicle. The aluminum die-cast tunnel body 51 formed by the installation and the rear upper surface portion 511, which is the rear upper surface portion 511 minutes of the tunnel body 51, are provided, and the vehicle body frame of the vehicle 1 is connected to the upper center frame 25. The floor tunnel 11 is raised without impairing the formability as well as reducing the number of parts by providing the aluminum die-cast skeleton portion 53 and integrally forming the tunnel main body 51 and the skeleton portion 53. It can be made rigid.

Specifically, by integrally forming the skeleton portion 53 with the tunnel main body 51, the vehicle body structure of the vehicle 1 suppresses an increase in the number of parts as compared with the case where the skeleton portion 53 is formed separately, and the tunnel main body 51 is suppressed. Can be made highly rigid.

Further, in the vehicle body structure of the vehicle 1, since the molding of the tunnel main body 51 and the molding of the skeleton portion 53 can be performed substantially at the same time, the skeleton portion 53 can be integrally formed with the tunnel main body 51 without impairing the moldability. can.
Therefore, the vehicle body structure of the vehicle 1 can suppress an increase in the number of parts and can increase the rigidity of the floor tunnel 11 without impairing the moldability.

Further, the skeleton portion 53 is erected in the vehicle width direction at a predetermined interval in a plan view, and has two outer front-rear direction ribs 531 extending in the vehicle front-rear direction, a center front-rear direction rib 532, and a vehicle front-rear direction. The front end width direction rib 533, the rear end width direction rib 534, and the inner width direction that connect the two outer front-rear direction ribs 531 and the center front-rear direction rib 532 in the vehicle width direction are erected at predetermined intervals. With ribs 535 and two outer front-rear ribs 531 formed so as to be continuous with the upper center frame 25, the vehicle body structure of the vehicle 1 has higher rigidity of the floor tunnel 11 and load transmission efficiency. The skeleton portion 53 can be configured at the same time as the improvement.

Specifically, two outer front-rear direction ribs 531 extending in the vehicle front-rear direction, a center front-rear direction rib 532, a front end width direction rib 533 extending in the vehicle width direction, a rear end width direction rib 534, and an inner width direction rib 535. As a result, the vehicle body structure of the vehicle 1 can form a plan view grid-like skeleton portion 53 on the rear upper surface portion 511 of the floor tunnel 11. Therefore, in the vehicle body structure of the vehicle 1, the film vibration in the rear upper surface portion 511 of the floor tunnel 11 can be suppressed by the skeleton portion 53.

Further, since the two outer front-rear ribs 531 are formed so as to be continuous with the upper center frame 25, the vehicle body structure of the vehicle 1 has a load between the upper center frame 25 and the skeleton portion 53 of the floor tunnel 11. Load transmission efficiency can be improved.

In addition, the vehicle body structure of the vehicle 1 deforms the two outer front-rear ribs 531 in the vehicle width direction when a load in the vehicle front-rear direction acts on the two outer front-rear ribs 531. It can be blocked by the rear end width direction rib 534 and the inner width direction rib 535.
Therefore, the vehicle body structure of the vehicle 1 is a skeleton composed of two outer front-rear direction ribs 531 and a center front-rear direction rib 532, a front end width direction rib 533, a rear end width direction rib 534, and an inner width direction rib 535. The portion 53 makes it possible to achieve both high rigidity of the floor tunnel 11 and improvement of load transmission efficiency.

Further, the rear upper surface portion 511 of the tunnel main body 51 is erected below the vehicle at a predetermined interval in the vehicle width direction, and is separated from the downward front-rear direction rib 57 extending in the vehicle front-rear direction at a predetermined interval in the vehicle front-rear direction. In addition to being erected below the vehicle, it is provided with a lower front-rear direction rib 57, a plurality of first lower width direction ribs 58 connecting the inner surfaces of the tunnel main body 51 in the vehicle width direction, and a second lower width direction rib 59. The lower front-rear direction rib 57 is formed at a position substantially the same as the upper front-rear direction rib of the skeleton portion 53 in the vehicle width direction, and the first lower front-rear width direction rib 58 is substantially the same as the front end width direction rib 533 of the skeleton portion 53. The vehicle body structure of the vehicle 1 is a floor tunnel because the second downward width direction rib 59 is formed at a position in the front-rear direction and is formed at a position substantially the same as the inner width direction rib 535 of the skeleton portion 53 in the vehicle front-rear direction. The rigidity of the skeleton portion 53 can be improved as well as the rigidity of the skeleton portion 53.

Specifically, the rear upper surface portion 511 is provided with a downward front-rear direction rib 57 extending in the vehicle front-rear direction, a plurality of first downward width direction ribs 58 extending in the vehicle width direction, and a second downward width direction rib 59. As a result, the vehicle body structure of the vehicle 1 can make the tunnel body 51 more rigid.

Further, the lower front-rear direction rib 57 is formed at a position substantially the same as the upper front-rear direction rib of the skeleton portion 53 in the vehicle width direction, and the first lower front-rear width direction rib 58 is substantially the same as the front end width direction rib 533 of the skeleton portion 53 in the front-rear direction. Since the second downward width direction rib 59 is formed at a position in the front-rear direction substantially the same as the inner width direction rib 535 of the skeleton portion 53, the vehicle body structure of the vehicle 1 is formed in the lower front-rear direction rib 57, The rigidity of the skeleton portion 53 can be further improved by the first downward width direction rib 58 and the second downward width direction rib 59.

Therefore, in the vehicle body structure of the vehicle 1, the rigidity of the floor tunnel 11 can be further improved by the downward front-rear direction rib 57, the first downward width direction rib 58, and the second downward width direction rib 59, and the rigidity of the skeleton portion 53 can be increased. Can be improved.

Further, the tunnel main body 51 extends from both ends of the rear upper surface portion 511 in the vehicle width direction to the outside in the vehicle width direction and the inclined surface portion 512 extending downward from the vehicle, and from the lower end of the inclined surface portion 512 to the lower side of the vehicle. It is composed of an extended rear side surface portion 513, and the skeleton portion 53 projects upward and backward of the vehicle at a position substantially the same as the front end width direction rib 533 and the inner width direction rib 535 in the vehicle front-rear direction. By providing the reinforcing ribs 56 having a substantially triangular shape in front view connecting the directional ribs and the inclined surface portion 512, the vehicle body structure of the vehicle 1 makes the skeleton portion 53 more rigid without impairing the formability of the floor tunnel 11. Can be transformed into.

Further, since the tunnel main body 51 is formed in a shape having the inclined surface portion 512 and the reinforcing ribs 56 are formed in a substantially triangular shape in front view, the vehicle body structure of the vehicle 1 does not have the inclined surface portion 512. Therefore, the tunnel main body 51 does not have the inclined surface portion 512. It is possible to prevent the floor tunnel 11 from pressing the space in the vehicle interior as compared with the case where the reinforcing rib 56 having a substantially rectangular shape in the front view is provided.

Thereby, the vehicle body structure of the vehicle 1 can prevent the arm portion of the occupant from coming into contact with the reinforcing rib 56. Therefore, the vehicle body structure of the vehicle 1 can more reliably improve the rigidity of the floor tunnel 11 without hindering the formability of the floor tunnel 11 and the driving operation of the occupants.

Further, the rear side surface portion 513 of the tunnel main body 51 has a length in the vehicle vertical direction from the lower end to the upper end, and includes a plurality of recessed portions 513a recessed inward in the vehicle width direction, and the recessed portion 513a. However, since it is formed between the adjacent reinforcing ribs 56 in the side view, the vehicle body structure of the vehicle 1 can improve the rigidity of the rear side surface portion 513 of the tunnel main body 51 by the plurality of recessed portions 513a. can.

At this time, since the recessed portion 513a is formed between the adjacent ribs in the upward width direction in the side view, the vehicle body structure of the vehicle 1 impairs the size of the reinforcing ribs 56 and the formability of the reinforcing ribs 56. The rigidity of the tunnel main body 51 can be improved without any problem.
Therefore, in the vehicle body structure of the vehicle 1, the rigidity of the entire floor tunnel 11 can be further improved by the skeleton portion 53 and the recessed portion 513a.

Further, the floor tunnel 11 is arranged at the front portion in the vehicle interior, and is composed of a tunnel front portion 40 formed of panel members and a tunnel rear portion 50 connected to the rear end of the tunnel front portion 40. By providing a pair of left and right tunnel upper frames 15 in which the front end is connected to the rear end of the upper center frame 25 and the rear end is connected to the skeleton portion 53 of the tunnel rear portion 50, the vehicle body structure of the vehicle 1 has a load transmission efficiency. It is possible to improve the rigidity of the vehicle body without impairing the vehicle body rigidity.

Specifically, for example, in the case of a configuration in which the upper center frame 25 is connected to the skeleton portion formed up to the front end of the floor tunnel, the relative angle between the upper center frame 25 and the skeleton portion of the floor tunnel tends to increase.

On the other hand, since the upper center frame 25 is connected to the skeleton portion 53 integrally formed with the tunnel rear portion 50 of the floor tunnel 11 via the tunnel upper frame 15, the vehicle body structure of the vehicle 1 is the upper center frame. The relative angle between the 25 and the tunnel upper frame 15 and the skeleton portion 53 of the floor tunnel 11 can be reduced.

As a result, the vehicle body structure of the vehicle 1 suppresses a decrease in load transmission efficiency in the load transmission path from the upper center frame 25 to the skeleton portion 53 of the floor tunnel 11, and also includes the tunnel upper frame 15 and the skeleton portion 53 of the floor tunnel 11. It is possible to prevent the connecting portion of the above from becoming a stress concentration site.
Therefore, the vehicle body structure of the vehicle 1 improves the vehicle body rigidity without impairing the load transmission efficiency by connecting the upper center frame 25 and the skeleton portion 53 of the floor tunnel 11 via the tunnel upper frame 15. Can be done.

Further, the tunnel rear portion 50 is integrally formed with the front end of the skeleton portion 53 so as to connect the front end of the skeleton portion 53 and the rear end of the tunnel upper frame 15, and the rear end of the tunnel upper frame 15 is fitted into the frame. By providing the connecting portion 52, the vehicle body structure of the vehicle 1 can improve the connecting strength between the skeleton portion 53 of the floor tunnel 11 and the tunnel upper frame 15.

Further, since the frame connecting portion 52 is formed so as to connect the front end of the skeleton portion 53 and the rear end of the tunnel upper frame 15, the vehicle body structure of the vehicle 1 is the floor tunnel 11 from the rear end of the tunnel upper frame 15. A continuous load transmission path can be constructed over the skeleton portion 53 of the above.

Therefore, the vehicle body structure of the vehicle 1 can suppress a decrease in load transmission efficiency between the tunnel upper frame 15 and the skeleton portion 53 of the floor tunnel 11.
Therefore, the vehicle body structure of the vehicle 1 can suppress a decrease in load transmission efficiency and improve the coupling strength between the skeleton portion 53 of the floor tunnel 11 and the tunnel upper frame 15.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The vehicle body skeleton frame of the present invention corresponds to the upper center frame 25 of the embodiment.
Similarly below
The upper surface corresponds to the rear upper surface 511 and
Three or more upper anterior-posterior ribs correspond to two outer anterior-posterior ribs 531 and a central anterior-posterior rib 532.
The plurality of upper width direction ribs correspond to the front end width direction rib 533, the rear end width direction rib 534, and the inner width direction rib 535.
The two upper front-rear ribs located most outward in the vehicle width direction correspond to the two outer front-rear ribs 531.
The plurality of downward width direction ribs correspond to the first downward width direction rib 58 and the second downward width direction rib 59.
The side surface corresponds to the rear side surface 513,
The reinforcing rib corresponds to the reinforcing rib 56,
The pair of left and right tunnel frames correspond to the tunnel upper frame 15.
The fitting portion corresponds to the frame connecting portion 52,
The present invention is not limited to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, in the above-described embodiment, the floor tunnel 11 is composed of a tunnel front portion 40 which is a panel member and a tunnel rear portion 50 made of aluminum die-cast, but the floor tunnel 11 is not limited to this, and is, for example, a tunnel front portion 40. It may be an aluminum die-cast floor tunnel integrally formed with the tunnel rear portion 50.

Further, the two outer front-rear direction ribs 531 in the skeleton portion 53 of the floor tunnel 11 are passed through the left and right outer ribs 524 in the frame connecting portion 52 and the left and right side surface portions 523, and the outside in the vehicle width direction in the tunnel upper frame 15. The tunnel upper frame 15 is formed so as to be continuous with the side surface of the tunnel upper frame 15, but the ridge line at the corner between the outer side surface and the upper surface in the vehicle width direction of the tunnel upper frame 15 and the two outer front-rear direction ribs 531 are continuous. As described above, the tunnel upper frame 15 and the skeleton portion 53 may be configured.

Further, the skeleton portion 53 of the floor tunnel 11 is configured to have two outer front-rear direction ribs 531 extending in the vehicle front-rear direction and a center front-rear direction rib 532, but the present invention is not limited to this, and the upper front-rear direction extends in the vehicle front-rear direction. If there are three or more directional ribs, the skeleton portion 53 may have, for example, two outer anteroposterior ribs 531 and two central anteroposterior ribs 532. At this time, the two central front-rear ribs 532 may be formed so as to be continuous with the ridge line which is the corner between the inner side surface and the upper surface in the vehicle width direction of the tunnel upper frame 15.

Further, the line welded portions W1, W2, W3, W4, and W5 are the portions welded by MIG welding, but the present invention is not limited to this, and if it is not spot welding such as spot welding, for example, it is welded by TIG welding. It may be a welded part.

1 ... Vehicle 2 ... Vehicle interior 3 ... Front suspension 4 ... Suspension support member 11 ... Floor tunnel 15 ... Tunnel upper frame 25 ... Upper center frame 40 ... Tunnel front 50 ... Tunnel rear 51 ... Tunnel body 52 ... Frame connecting part 53 ... Skeleton 56 ... Reinforcing rib 57 ... Lower front-rear direction rib 58 ... First lower width direction rib 59 ... Second lower width direction rib 511 ... Rear upper surface portion 512 ... Inclined surface portion 513 ... Rear side surface portion 513a ... Recessed portion 531 ... Outer front-rear direction rib 532 ... Center front-rear direction rib 533 ... Front end width direction rib 534 ... Rear end width direction rib 535 ... Inner end width direction rib

Claims (7)

A pair of left and right suspension support members that support the front suspension of the vehicle,
A floor tunnel that extends in the front-rear direction of the vehicle and
A vehicle body structure including a pair of left and right body frame frames that connect the suspension support member and the floor tunnel and form the body frame of the vehicle.
The floor tunnel
A die-cast tunnel body formed by extending a substantially gate-shaped cross section protruding above the vehicle in the front-rear direction of the vehicle, and
It is provided on the upper surface portion which is the upper surface portion of the tunnel main body, and is provided with a die-cast skeleton portion which is connected to the vehicle body skeleton frame to form the vehicle body skeleton.
The vehicle body structure in which the tunnel main body and the skeleton portion are integrally formed. The skeleton
In a plan view, three or more upper front-rear ribs extending in the front-rear direction of the vehicle and three or more ribs extending in the front-rear direction of the vehicle while being erected at predetermined intervals in the vehicle width direction.
It is erected at predetermined intervals in the front-rear direction of the vehicle, and is provided with a plurality of upper-width-direction ribs that connect the three or more upper-front-rear-direction ribs in the vehicle width direction.
Of the three or more upper front-rear ribs, the two upper front-rear ribs located on the outermost side in the vehicle width direction are
The vehicle body structure according to claim 1, which is formed so as to be continuous with the vehicle body skeleton frame. The upper surface of the tunnel body
It is erected below the vehicle at predetermined intervals in the vehicle width direction, and also has downward front-rear ribs that extend in the front-rear direction of the vehicle.
It is erected below the vehicle at predetermined intervals in the front-rear direction of the vehicle, and is provided with the downward front-rear direction rib and a plurality of downward width direction ribs connecting the inner surfaces of the tunnel body in the vehicle width direction.
The lower front-back direction rib
It is formed at a position in the vehicle width direction substantially the same as the upper front-rear direction rib of the skeleton portion.
The downward width direction rib
The vehicle body structure according to claim 2, wherein the skeleton portion is formed at a position substantially the same as the rib in the upward width direction in the vehicle front-rear direction. The tunnel body
With the upper surface
An inclined surface portion extending from both ends of the upper surface portion in the vehicle width direction to the outside in the vehicle width direction and downward of the vehicle,
It is composed of a side surface portion extending downward from the lower end of the inclined surface portion.
The skeleton
2. Claim 2 in which the upper front-rear direction rib is provided so as to project upward from the vehicle at a position substantially the same as the upper width direction rib in the vehicle front-rear direction, and a front view substantially triangular reinforcing rib connecting the upper front-rear direction rib and the inclined surface portion is provided. Alternatively, the vehicle body structure of the vehicle according to claim 3. The side surface of the tunnel body
It has a length in the vertical direction of the vehicle from the lower end to the upper end, and has a plurality of recessed portions recessed inward in the vehicle width direction.
The recessed part
The vehicle body structure according to claim 4, which is formed between the adjacent reinforcing ribs in a side view. The tunnel body having the skeleton portion is used as the rear portion of the tunnel.
The floor tunnel
The front part of the tunnel, which is arranged at the front part in the passenger compartment and is formed of panel members,
It is composed of the rear part of the tunnel connected to the rear end of the front part of the tunnel.
The invention according to any one of claims 1 to 5, wherein the front end is connected to the rear end of the vehicle body skeleton frame, and the rear end is provided with a pair of left and right tunnel frames connected to the skeleton portion at the rear of the tunnel. The body structure of the vehicle. The rear part of the tunnel
The sixth aspect of claim 6 includes a fitting portion that is integrally formed with the front end of the skeleton portion so as to connect the front end of the skeleton portion and the rear end of the tunnel frame, and the rear end of the tunnel frame is fitted. The body structure of the described vehicle.

Images