JPWO2015037444A1 - Auto body structure - Google Patents

Abstract

In the body structure of an automobile, the rear end of the side sill (13) and the front end of the rear side frame (14) are connected by a kick-up portion (41) that curves from the front lower side to the rear upper side to support the suspension arm (43). An iron casting joint (42) having a suspension arm support portion (42a) for carrying out and a cross member support portion (42b) for supporting an end portion of the middle cross member (19) extending in the vehicle width direction. Connected to. As a result, the kick-up portion (42) is prevented from being bent and deformed so that the rear end of the rear side frame (14) is lifted by the collision load of the rear collision, and the rear side frame (14) is crushed in the direction of the axis (L). In addition to efficiently absorbing the collision load, the middle cross member (19) can be firmly connected to the kick-up portion (41) to increase the torsional rigidity of the vehicle body.

Description

  The present invention relates to a vehicle body structure for an automobile in which a rear end of a side sill arranged in the front-rear direction and a front end of a rear side frame arranged in the front-rear direction are connected by a kick-up portion that curves from the front lower side to the rear upper side.

  In any case, the following Patent Document 1 discloses that the rear end of an aluminum side sill, the front end of a rear side frame, and the outer end in the vehicle width direction of a middle cross member are connected by a joint member made of an aluminum casting.

  Patent Document 2 below discloses that a rectangular frame-shaped rear subframe that supports a suspension device is supported at an intersection of a vertical frame and a horizontal frame of a vehicle body via an iron casting joint member.

Japanese Patent No. 34705050 Japanese Unexamined Patent Publication No. 2010-173359

  Incidentally, an aluminum vehicle body to which a joint member made of an aluminum cast product described in Patent Document 1 is advantageous in terms of weight reduction, but has a problem that it is difficult to manufacture and the material cost is high.

  Further, the iron casting joint member described in Patent Document 2 is for supporting the rear sub-frame at the intersection of the vertical frame and the horizontal frame of the vehicle body, and consideration is given to absorbing the collision load of the rear collision. Absent.

  When a collision load of rear collision is input to the rear end of the rear side frame arranged in the front-rear direction, if the front end of the rear side frame is not firmly connected to the rear end of the side sill, the connecting portion is deformed and the rear side frame May tilt from the front-rear direction, and it may be difficult to crush in the axial direction due to a collision load, which may reduce the shock absorption performance.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to reinforce a kick-up portion connecting a side sill and a rear side frame to efficiently absorb a collision load of a rear collision.

  In order to achieve the above object, according to the present invention, the kick-up portion that curves the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction from the front lower side to the rear upper side. The iron cast joint having a suspension arm support portion for supporting a suspension arm and a cross member support portion for supporting an end portion of a middle cross member extending in the vehicle width direction is connected to the connecting member. A vehicle body structure having a first feature of being connected to the vehicle is proposed.

  According to the invention, in addition to the first feature, the iron casting joint includes a reinforcing rib that connects the suspension arm support portion and the cross member support portion. A body structure is proposed.

  According to the invention, in addition to the first or second feature, the kick-up portion is configured with a hollow closed cross section, and an L-shaped cross-section portion of the suspension arm support portion is a lower wall of the kick-up portion. In addition, a vehicle body structure for an automobile having a third feature of being connected to a side wall in the vehicle width direction is proposed.

  According to the invention, in addition to any one of the first to third features, the middle cross member having a hollow closed cross section is sandwiched between the cross member support portion and a bracket connected thereto. A vehicle body structure having the fourth feature is proposed.

  According to the invention, in addition to any one of the first to fourth features, the pair of left and right kick-up portions are connected to both ends in the vehicle width direction of the floor cross member behind the middle cross member. The middle cross member and the floor cross member are connected by a pair of left and right connecting members extending in the front-rear direction, and the floor cross member and the pair of left and right rear side frames are connected obliquely via a pair of left and right bracing members. A vehicle body structure having the fifth feature is proposed.

  According to the present invention, in addition to any one of the first to fifth features, a sixth feature is that the middle cross member includes a recess extending in the vehicle width direction on a front-upward surface. A car body structure is proposed.

  In order to achieve the above object, according to the present invention, in addition to the first feature, a lower end of a C pillar hanging from a roof side rail is connected to a rear portion of the kick-up portion, and the vertical direction of the C pillar is A horizontal member extending rearward from the intermediate portion is connected to an intermediate portion in the vertical direction of the D pillar located behind the C pillar, and the horizontal member and the rear side frame are connected by a rear wheel house that supports the upper end of the suspension damper. According to another aspect of the present invention, there is proposed a vehicle body structure for an automobile characterized in that a raised portion extending from the horizontal member to the rear portion of the kick-up portion is formed in the rear wheel house.

  According to the present invention, in addition to the seventh feature, the C pillar is bent in a "<" shape at the bent portion along the rear edge of the rear door opening, and the front end of the horizontal member is An automobile body structure characterized by being connected to the bent portion of the C-pillar is an eighth feature.

  According to the present invention, in addition to the eighth feature, there is proposed a vehicle body structure for an automobile characterized in that a bent portion of the C pillar and a front end of the rear side frame are connected by a branch frame. The

  According to the invention, in addition to any one of the seventh to ninth features, the rear wheel house includes a damper support wall that extends in the horizontal direction and supports the upper end of the suspension damper, and the rear wheel house. A vehicle body structure for an automobile according to a tenth feature is proposed in which the damper support wall continues from the outer end in the vehicle width direction to the horizontal member in a gently curved shape.

  According to the invention, in addition to the tenth feature, a rear fender panel that covers an outer side in the vehicle width direction of the rear wheel house is provided, and an annular ring formed on the rear fender panel so as to surround the fuel supply port. A vehicle body structure for an automobile according to an eleventh feature is proposed in which the protruding portion faces the upper end of the raised portion of the rear wheel house.

  Further, according to the present invention, in addition to any one of the seventh to eleventh features, the left and right other located on the opposite side in the vehicle width direction of the left and right rear wheel houses whose upper ends are directly connected to the horizontal member. A vehicle body structure for an automobile is proposed in which the upper end of the rear wheel house is connected to the horizontal member via a reinforcing frame.

  According to the invention, in addition to any one of the seventh to twelfth features, a roof that connects the upper ends of the pair of left and right C pillars and the upper ends of the pair of left and right D pillars in the vehicle width direction. A vehicle body structure of an automobile characterized by connecting the center part of the arch in the vehicle width direction with a pair of left and right bracing members in a V shape is proposed.

  The fourth cross member 19 of the embodiment corresponds to the middle cross member of the present invention, the fifth cross member 20 of the embodiment corresponds to the floor cross member of the present invention, and the third roof arch of the embodiment. Reference numeral 37 corresponds to the roof arch of the present invention.

  According to the first feature of the present invention, the rear end of the side sill arranged in the front-rear direction and the front end of the rear side frame arranged in the front-rear direction are connected by a kick-up portion that curves from the front lower side to the rear upper side. Therefore, when the collision load of the rear collision is input to the rear side frame, the kick-up part is bent and deformed so that the rear end of the rear side frame is lifted, and it is difficult to absorb the collision load by collapsing the rear side frame in the axial direction. Become. However, since the iron casting joint having the suspension arm supporting portion for supporting the suspension arm and the cross member supporting portion for supporting the end portion of the middle cross member extending in the vehicle width direction is connected to the kick-up portion, strong iron casting By reinforcing the kick-up part with a joint, the kick-up part is prevented from bending so that the rear end of the rear side frame is lifted, and the rear side frame is crushed in the axial direction to efficiently absorb the collision load. In addition, the torsional rigidity of the vehicle body can be increased by firmly connecting the dollar cross member to the kick-up portion.

  According to the second feature of the present invention, since the iron casting joint includes a reinforcing rib for connecting the suspension arm supporting portion and the cross member supporting portion, the connecting portion of the suspension arm supporting portion and the cross member supporting portion by the reinforcing rib. The support rigidity of the suspension arm can be enhanced.

  According to the third feature of the present invention, the kick-up portion is configured with a hollow closed cross section, and the L-shaped cross-section portion of the suspension arm support portion is connected to the lower wall of the kick-up portion and the side wall in the vehicle width direction. Therefore, the kick-up portion can be effectively reinforced while reducing the weight by reducing the thickness of the iron casting joint, and the collision load of the rear collision can be efficiently transmitted from the rear side frame to the side sill.

  According to the fourth aspect of the present invention, the middle cross member having a hollow closed cross section is sandwiched between the cross member support portion and the bracket connected thereto, so that the assembly of the middle cross member to the iron casting joint is improved. In addition, the middle cross member can be firmly connected to the kick-up portion to increase the torsional rigidity of the vehicle body.

  According to the fifth feature of the present invention, the pair of left and right kick-up portions are connected to both ends in the vehicle width direction of the floor cross member behind the middle cross member, and the middle cross member and the floor cross member extend in the front-rear direction. The floor cross member and the pair of left and right rear side frames are connected obliquely via the pair of left and right brace members, effectively reinforcing the kick-up part connecting the side sill and the rear side frame. Thus, the torsional rigidity of the vehicle body can be increased.

  According to the sixth aspect of the present invention, the middle cross member is provided with a recess extending in the vehicle width direction on the front-facing surface, so that not only the rigidity of the middle cross member is increased by the recess, but also the vehicle above When the rear seat is arranged in the room, the rear seat position is moved downward or rearward by making the lower portion of the rear seat face the concave portion of the middle cross member, so that the vehicle compartment space can be expanded.

  According to a seventh aspect of the present invention, the lower end of the C pillar hanging from the roof side rail is connected to the rear end of the kick-up portion, and the horizontal member extending rearward from the vertical middle portion of the C pillar is connected to the C pillar. The horizontal member and the rear side frame are connected to the rear wheel house that supports the upper end of the suspension damper, and the rear member is connected to the rear wheel house from the horizontal member to the rear of the kick-up part. Therefore, even if the rear end of the rear side frame is lifted due to a collision load, the upward load is transmitted to the roof side rail via the C pillar, and the rear wheel house By transmitting to the D-pillar via the horizontal member, the rear end of the rear side frame is prevented from lifting, The side frame is crushed in the axial direction can be absorbed collision load efficiently to.

  According to an eighth aspect of the present invention, the C pillar is bent in a “<” shape at the bent portion along the rear edge of the rear door opening, and the front end of the horizontal member is the bent portion of the C pillar. As a result, it is possible to prevent the bent portion of the C pillar from being bent, and to prevent the rear side frame from being tilted upward due to the collision load of the rear collision while minimizing the cross section of the C pillar.

  According to the ninth feature of the present invention, since the bent portion of the C pillar and the front end of the rear side frame are connected by the branch frame, the upward tilt of the rear side frame is further reliably prevented by stretching the branch frame. be able to.

  According to a tenth aspect of the present invention, the rear wheel house includes a damper support wall that extends in the horizontal direction and supports the upper end of the suspension damper, and the rear wheel house extends from the outer end in the vehicle width direction of the damper support wall to the horizontal member. Since the curved surface continues smoothly, the upward load input from the upper end of the suspension damper to the damper support wall is efficiently transmitted to the horizontal member through the gently curved rear wheel house.

  According to an eleventh aspect of the present invention, the rear fender panel is provided to cover the outer side in the vehicle width direction of the rear wheel house, and the annular protrusion formed on the rear fender panel so as to surround the fuel supply port is provided with the rear wheel house. Since it faces the upper end of the raised portion, the upward load input from the suspension damper can be transmitted to the horizontal member via both the rear wheel house and the rear fender panel members.

  According to the twelfth feature of the present invention, since the upper end of one of the left and right rear wheel houses is directly connected to the horizontal member, the upward load from the rear side frame is transmitted to the horizontal member by the rear wheel house itself. However, since the upper ends of the left and right rear wheel houses are not connected to the horizontal member, the upward load cannot be transmitted to the horizontal member. However, since the upper ends of the left and right rear wheel houses are connected to the horizontal member via the reinforcing frame, the upward load can be transmitted to the horizontal member.

  According to the thirteenth feature of the present invention, the upper end of the pair of left and right C pillars and the center portion in the vehicle width direction of the roof arch connecting the upper ends of the pair of left and right D pillars in the vehicle width direction Since the members are connected in a V shape, the upward load input from the suspension damper can be efficiently transmitted from the C pillar to the roof side rail and absorbed.

FIG. 1 is a partial perspective view of a rear part of a vehicle body of an automobile. (First embodiment) FIG. 2 is a view in the direction of the arrow 2 in FIG. (First embodiment) FIG. 3 is a view in the direction of arrows 3 in FIG. (First embodiment). 4 is an enlarged sectional view taken along line 4-4 of FIG. (First embodiment) FIG. 5 is a view taken in the direction of the arrow 5 in FIG. (First embodiment) 6 is a cross-sectional view taken along line 6A-6A and 6B-6B in FIG. (First embodiment) FIG. 7 is an exploded perspective view around the kick-up portion. (First embodiment)

13 Side sill 14 Rear side frame 19 Fourth cross member (middle cross member)
19a Recess 20 Fifth cross member (floor cross member)
26 C pillar 27 D pillar 33 Roof side rail 37 Third roof arch (roof arch)
38L Rear wheel house 38R Rear wheel house 38a Damper support wall 38b Raised part 39L Rear fender panel 39a Projection part 41 Kick-up part 41a Lower wall 41b Side wall 42 Iron casting joint 42a Suspension arm support part 42b Cross member support part 43 Suspension arm 45 Bracket 46 connecting member 47 bracing member 50 horizontal member 51 branch frame 52 reinforcing frame 53 bracing member i reinforcing rib

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined with reference to an occupant seated in the driver's seat.

First embodiment

  As shown in FIGS. 1 to 3, the vehicle body frame at the rear of the automobile is connected to a pair of left and right side sills 13, 13 disposed in the front-rear direction on the outer side in the vehicle width direction and the rear ends of the left and right side sills 13, 13. And a pair of left and right rear side frames 14, 14 extending rearward.

  The rear ends of the left and right side sills 13, 13 are connected by a fourth cross member 19 extending in the vehicle width direction, and the front ends of the left and right rear side frames 14, 14 are connected by a fifth cross member 20 extending in the vehicle width direction. The rear ends of the left and right rear side frames 14, 14 are connected by a sixth cross member 21 extending in the vehicle width direction.

  A pair of left and right C pillars (rear pillars) 26, 26 stand up from the rear ends of the left and right side sills 13, 13, and a pair of left and right D pillars 27, 27 stand up from the rear ends of the left and right rear side frames 14, 14. A roof side rail 33 extends rearward from the rear end of an A-pillar upper (not shown), and the distance between the rear ends of the left and right roof side rails 33 and 33 and the upper end of the left and right D pillars 27 and 27 are in the vehicle width direction. Are connected by a third roof arch 37 extending in the direction.

  Rear wheel houses 38L and 38R stand up from the left and right rear side frames 14 and 14, respectively, and the outer sides in the vehicle width direction of the rear wheel houses 38L and 38R are covered with rear fender panels 39L and 39R, respectively.

  As apparent from FIG. 4A, the rear side frame 14 is formed by bending one rectangular steel plate 14 'into a section "8" shape or a section "day" shape by roll forming. The cross-sectional shape will be described in detail. The first side s1, the first corner part a1, the second side s2, the second corner part a2, the third side s3 with the steel plate 14 'facing from the one end p1 side to the other end p2 side. The third corner a3 and the fourth side s4 are bent three times in the same direction in the order of 90 °, and then the fourth corner a4, the fifth side s5, the fifth corner a5, the sixth side s6, The hexagonal portion a6 and the seventh side s7 are bent three times in the reverse direction in the order of 90 °, and one end p1 is welded to the fourth corner portion a4 and the other end p2 is welded to the third corner portion a3. . The first side s1 and the fifth side s5 that are connected in a straight line and the third side s3 and the seventh side s7 that are connected in a straight line have the same length and are parallel to each other, and the second side s2 and the fourth side s4 and the sixth side s6 have the same length and are parallel to each other. Therefore, the cross-sectional shape of the rear side frame 14 is point symmetric (two-fold symmetric) with respect to the axis L. In the present embodiment, the rear side frame 14 is arranged such that the second side s2, the fourth side s4, and the sixth side s6 are directed in the vertical direction.

  As shown in FIG. 4 (B), the rear side frame 14 is in a state where the one shown in FIG. 4 (A) is laid down by 90 °, that is, the second side s2, the fourth side s4, and the sixth side s6 are in a horizontal posture. Can be arranged as follows. The fourth side s4 in FIGS. 4A and 4B is a partition wall that connects a pair of surfaces facing toward the inside of the rectangular cross section of the rear side frame 14.

  As shown in FIGS. 5 to 7, the side sill 13 is configured to have a closed cross-section by connecting the side sill inner 13 </ b> A and the side sill outer 13 </ b> B. Connected with The front end of the rear side frame 14 is biased upward and inward in the vehicle width direction with respect to the rear end of the side sill 13, and the kick-up portion 41 is a first member 41 </ b> A having a “U” -shaped cross section located inward in the vehicle width direction. And a second member 41B having a “U” -shaped cross section located at the front part in the vehicle width direction outer side and a plate-like third member 41C located at the rear rear part in the vehicle width direction are combined to form a closed cross section. .

  The outer end in the vehicle width direction of the fourth cross member 19 is connected to the first member 41A of the kick-up portion 41 via an iron casting joint 42 that is a cast member made of iron. The iron casting joint 42 is integrally provided with a suspension arm support portion 42a that supports the front end of the suspension arm 43 of the torsion beam suspension and a cross member support portion 42b that supports the outer end of the fourth cross member 19 in the vehicle width direction. The suspension arm support portion 42a includes a vertical wall a, a horizontal wall b, a vertical wall c, and a horizontal wall d that are continuous in two steps.

  The extension wall e extends rearward and downward from the rear end of the vertical wall c. As a result, the suspension arm support portion 42a has a “U” shape opened downward by the vertical wall a, the horizontal wall b, and the extension wall e. A bolt hole f is formed in the vertical wall a where the cross section is formed, and a nut g facing the bolt hole f is welded to the inner surface in the vehicle width direction of the extension wall e. In a state where the rubber bush joint 43a (see FIG. 6) at the front end of the suspension arm 43 is fitted to the letter-shaped cross section, the bolt hole f of the vertical wall a and the bolt 44 penetrating the rubber bush joint 43a are attached to the extension wall e. By screwing onto the nut g, the suspension arm 43 is supported by the suspension arm support portion 42a so as to be swingable up and down.

  The cross member support portion 42b includes a plate-like cross member support wall h extending in a plate shape inward in the vehicle width direction from the vertical wall c and the horizontal wall d of the suspension arm support portion 42a. The cross member support wall h and the vertical wall are connected by three reinforcing ribs i extending in the vehicle width direction. A bracket 45 is connected to the front surface of the cross member support wall h and the inner surface in the vehicle width direction of the first member 41 </ b> A, and the fourth cross member 19 has a closed cross section formed between the cross member support wall h and the bracket 45. The outer ends in the vehicle width direction are fitted and welded. The fourth cross member 19 includes a concave portion 19a extending in the vehicle width direction, and the surface of the fourth cross member 19 facing the vehicle compartment is recessed rearward and downward due to the concave portion 19a.

  Then, an L-shaped cross-sectional portion formed of the horizontal wall b and the vertical wall c of the suspension arm support portion 42a of the iron casting joint 42 is welded to the lower wall 41a of the first member 41A of the kick-up portion 41 and the side wall 41b on the inner side in the vehicle width direction. As a result, the iron casting joint 42 is connected to the kick-up portion 41.

  As shown in FIGS. 1 to 3 and FIG. 5, the fifth cross member in which the rear portion of the first members 41 </ b> A and 41 </ b> A of the left and right kick-up portions 41 and 41 is disposed in parallel to the rear portion of the fourth cross member 19. 20 is connected. The rear surface of the fourth cross member 19 and the front surface of the fifth cross member 20 are connected by a pair of left and right connecting members 46, 46 extending in the front-rear direction, and the fifth cross member 20 corresponding to the rear end position of the connecting members 46, 46 is connected. The rear surfaces are obliquely connected to the inner surfaces in the vehicle width direction of the left and right rear side frames 14 and 14 by a pair of left and right bracing members 47 and 47. The lower surfaces of the fourth cross member 19, the fifth cross member 20, the left and right kick-up portions 41 and 41, and the left and right rear side frames 14 and 14 are connected by a rear floor panel 48 having a spare tire storage recess 48a. Accordingly, the triangular frame portion 49 surrounded by the fifth cross member 20, the rear side frame 14 and the bracing member 47 is closed and reinforced by the rear floor panel 48.

  The lower end of the C pillar 26 is connected to the upper surface of the kick-up portion 41 where the outer end in the vehicle width direction of the fourth cross member 19 is continuous. The C pillar 26 is arranged along the rear edge of the door opening of the rear door, and its middle portion in the vertical direction is bent backward so as to be bent in a “<” shape and extends rearward from the bent portion. The rear end of the horizontal member 50 is connected to the middle portion of the D pillar 27 in the vertical direction. A branch frame 51 extends downward from a bent portion of the C pillar 26, that is, a connection portion with the horizontal member 50, and the lower end of the branch frame 51 is connected to the upper surface of the rear end of the kick-up portion 41.

  The lower ends of the left and right rear wheel houses 38L, 38R obtained by press-working the steel plates are connected to the outer surfaces in the vehicle width direction of the left and right rear side frames 14, 14. The shape of the left rear wheel house 38L is different from the shape of the right rear wheel house 38R. That is, a damper support wall 38a that supports the upper end of a damper (not shown) of the suspension device is formed substantially horizontally in the vertical middle portion of the left rear wheel house 38L, and the rear wheel house 38L is formed of a damper support wall 38a. It extends upward while being gently curved from the outer end in the vehicle width direction and is connected to the horizontal member 50. A raised portion 38b that extends in the vertical direction and protrudes inward in the vehicle width direction is formed at a position adjacent to the front of the damper support wall 38a.

  A rear fender panel 39L, which is curved outwardly in the vehicle width direction by pressing a steel plate, is connected to the outer surface in the vehicle width direction of the rear wheel house 38L. A circular projecting portion 39a (see FIG. 2) surrounding a fuel filler opening (not shown) of the fuel tank is formed on the upper portion of the rear fender panel 39L, and the projecting portion 39a faces the raised portion 38b of the rear wheel house 38L. .

  The upper part of the right rear wheel house 38R is interrupted in the vicinity of the damper support wall 38a, and the right rear wheel house 38R does not have a raised portion 38b corresponding to the raised portion 38b of the left rear wheel house 38L. A reinforcing frame 52 extending upward from the upper end of the right rear wheel house 38R is connected to the rear end of the horizontal member 50. Further, the rear portions of the left and right roof side rails 33 and 33 and the center portion in the vehicle width direction of the third roof arch 37 are connected by a pair of left and right bracing members 53 and 53 that expand in a “V” shape toward the front. Is done.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  When the vehicle collides rearward and a forward collision load is input to the rear end of the rear side frame 14, the collision load can be efficiently absorbed if the rear side frame 14 sequentially collapses from the rear end side toward the front end side. it can. When a collision load in the direction of the axis L (see FIG. 4) is input to the rear side frame 14, the rear side frame 14 according to the present embodiment includes a partition wall that connects a pair of surfaces facing toward the inside. Therefore, the rear side frame 14 can be prevented from being bent by a collision load as much as possible, and the rear side frame 14 can be crushed over a long stroke to efficiently absorb the collision load.

  The rear side frame 14 of the present embodiment is manufactured by bending a steel plate 14 'by roll forming and welding one end p1 and the other end p2 by welding w1 and w2. Therefore, the rear side frame 14 is formed of a light alloy extrusion material. Compared to low cost, it has excellent shock absorption performance.

  Further, the front ends of the pair of left and right rear side frames 14, 14 are connected by a fifth cross member 20 extending in the vehicle width direction, and the rear side frames 14, 14 and the fifth cross member 20 are connected by bracing members 47, 47 to form a triangular shape. Frame portions 49, 49 (see FIG. 5) and the frame portions 49, 49 are closed by the rear floor panel 48. Therefore, when the collision load of the rear collision is input to the rear side frames 14, 14, the rear side frames 14, 14 Becomes difficult to fall down in the vehicle width direction and can be crushed in the direction of the axis L, and the impact absorbing performance is further improved.

  By the way, since the front end of the rear side frame 14 is displaced upward with respect to the rear end of the side sill 13, the rear end of the side sill 13 and the front end of the rear side frame 14 are connected when a collision load of a rear collision is input to the rear side frame 14. There is a possibility that a bending moment acts on the bent kick-up portion 41 to be deformed so that the rear end of the rear side frame 14 is lifted upward. As described above, when the rear end of the rear side frame 14 is lifted upward, the crushing in the direction of the axis L becomes difficult, and there is a possibility that the shock absorbing performance is significantly lowered.

  However, according to the present embodiment, since the lower end of the C pillar 26 hanging from the roof side rail 33 is connected to the rear portion of the kick-up portion 41, the C pillar 26 is stretched to prevent the rear side frame 14 from being bent upward. By doing so, the crushing of the rear side frame 14 in the direction of the axis L can be promoted.

  Further, a horizontal member 50 extending rearward from the vertical intermediate portion of the C pillar 26 is connected to the vertical intermediate portion of the D pillar 27, and the horizontal member 50 on the left side in the vehicle width direction and the rear side frame 14 are connected by a rear wheel house 38L. Since the raised portion 38b (see FIGS. 1 and 2) extending from the horizontal member 50 to the rear portion of the kick-up portion 41 is formed in the rear wheel house 38L, the rear side frame is formed by the raised portion 38b and the horizontal member 50 of the rear wheel house 38L. The upward bending of 14 can be further reliably suppressed.

  In particular, since the vehicle body of the present embodiment is a space frame in which pipes are connected, in the rear wheel house part where it is difficult to arrange the pipes in space, a bulge part 38b is formed on the rear wheel house 38L of the steel plate to provide high strength. By doing so, the upward bending of the rear side frame 14 can be more reliably suppressed.

  At this time, the C pillar 26 is bent in a “<” shape at the bent portion along the rear edge of the rear door opening, and the front end of the horizontal member 50 is connected to the bent portion of the C pillar 26. The bending of the bent portion of the C pillar 26 can be prevented, and the upward tilt of the rear side frame 14 due to the collision load of the rear collision can be prevented while minimizing the cross section of the C pillar 26.

  Moreover, since the connecting portion of the C pillar 26 and the horizontal member 50 and the connecting portion of the kick-up portion 41 and the rear side frame 14 are connected by the branch frame 51, the rear side frame 14 is bent upward as the branch frame 51 is stretched. Furthermore, it can suppress reliably.

  The kick-up portion 41 connecting the side sill 13 and the rear side frame 14 includes a suspension arm support portion 42a that supports the suspension arm 43 and a cross member support portion 42b that supports the end of the fourth cross member 19 extending in the vehicle width direction. Therefore, the kick-up portion 41 is prevented from being bent and deformed so that the rear end of the rear side frame 14 is lifted by the collision load of the rear collision, and the rear side frame 14 is moved in the direction of the axis L. The fourth cross member 19 can be firmly connected to the kick-up portion 41 to increase the torsional rigidity of the vehicle body.

  In particular, the iron casting joint 42 includes reinforcing ribs i (see FIGS. 5 to 7) that connect the suspension arm support 42a and the cross member support 42b, so that the suspension arm support 42a and the cross are supported by the reinforcing rib i. The connection portion of the member support portion 42b can be reinforced to increase the support rigidity of the suspension arm 43.

  Further, the suspension arm support portion 42a has an L-shaped cross section (the horizontal wall b and the vertical wall c shown in FIG. 7) on the lower wall 41a of the first member 41A of the kick-up portion 41 and the side wall 41b on the inner side in the vehicle width direction. Since the connection is made (see FIG. 7), the kick-up portion 41 is effectively reinforced while reducing the weight by reducing the thickness of the iron casting joint 42, and the collision load of the rear collision is efficiently transferred from the rear side frame 14 to the side sill 13. Can communicate.

  Further, the fourth cross member 19 having a hollow closed cross section is sandwiched between the cross member support portion 42b of the iron casting joint 42 and the bracket 45 connected thereto, so that the assembly of the fourth cross member 19 to the iron casting joint 42 is improved. In addition to the improvement, the torsional rigidity of the vehicle body can be increased by firmly connecting the fourth cross member 19 to the kick-up portion 41.

  Moreover, the left and right kick-up portions 41, 41 are connected to both ends in the vehicle width direction of the fifth cross member 20 behind the fourth cross member 19, and the fourth cross member 19 and the fifth cross member 20 extend in the front-rear direction. Since the fifth cross member 20 and the left and right rear side frames 14, 14 are connected obliquely via the left and right bracing members 47, 47, the side sills 13, 13 and the rear side frame 14, 14 to effectively reinforce the torsional rigidity of the vehicle body. Further, since the fourth cross member 19 includes a concave portion 19a (see FIG. 7) extending in the vehicle width direction on the front-upward surface, the concave portion 19a increases the rigidity of the fourth cross member 19.

  Since the left rear wheel house 38L includes a damper support wall 38a that extends in the horizontal direction and supports the upper end of the suspension damper, an upward load is applied to the damper support wall 38a from the suspension damper. However, since the rear wheel house 38L continues in a gently curved shape from the outer end in the vehicle width direction of the damper support wall 38a to the horizontal member 50, the upward load input to the damper support wall 38a from the upper end of the suspension damper is gentle. It is efficiently transmitted to the horizontal member 50 through the rear wheel house 38L having a curved surface shape.

  Moreover, the rear fender panel 39L that covers the vehicle width direction outer side of the left rear wheel house 38L includes an annular protrusion 39a (see FIG. 2) surrounding the fuel supply port, and the protrusion 39a is formed on the rear wheel house 38L. Since it faces the upper end of the raised portion 38b, the upward load input from the suspension damper can be transmitted to the horizontal member 50 via both the rear wheel house 38L and the rear fender panel 39L.

  The upper end of the right rear wheel house 38R does not reach the position of the horizontal member 50, but the upper end of the rear wheel house 38R and the horizontal member 50 are connected by the reinforcing frame 52 (see FIGS. 1 and 3). An upward load input from the rear side frame 14 and an upward load input from the suspension damper to the damper support wall 38 a can be transmitted to the horizontal member 50 via the reinforcing frame 52.

  Also, the left and right bracing members 53, 53 are connected to the upper ends of the left and right C pillars 26, 26 and the center portion in the vehicle width direction of the third roof arch 37 that connects the upper ends of the left and right D pillars 27, 27 in the vehicle width direction. (See FIG. 1) Since the connection is V-shaped, the upward load input from the suspension damper is efficiently transmitted from the C pillars 26, 26 to the roof side rails 33, 33 and the third roof arch 37 to be absorbed. be able to.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the middle cross member of the present invention is not limited to the fourth cross member 19 of the embodiment, and the floor cross member of the present invention is not limited to the fifth cross member 20 of the embodiment. The roof arch of the invention is not limited to the third roof arch 37 of the embodiment.

  The present invention relates to a vehicle body structure for an automobile in which a rear end of a side sill arranged in the front-rear direction and a front end of a rear side frame arranged in the front-rear direction are connected by a kick-up portion that curves from the front lower side to the rear upper side.

  In any case, the following Patent Document 1 discloses that the rear end of an aluminum side sill, the front end of a rear side frame, and the outer end in the vehicle width direction of a middle cross member are connected by a joint member made of an aluminum casting.

  Patent Document 2 below discloses that a rectangular frame-shaped rear subframe that supports a suspension device is supported at an intersection of a vertical frame and a horizontal frame of a vehicle body via an iron casting joint member.

Japanese Patent No. 34705050 Japanese Unexamined Patent Publication No. 2010-173359

  Incidentally, an aluminum vehicle body to which a joint member made of an aluminum cast product described in Patent Document 1 is advantageous in terms of weight reduction, but has a problem that it is difficult to manufacture and the material cost is high.

  Further, the iron casting joint member described in Patent Document 2 is for supporting the rear sub-frame at the intersection of the vertical frame and the horizontal frame of the vehicle body, and consideration is given to absorbing the collision load of the rear collision. Absent.

  When a collision load of rear collision is input to the rear end of the rear side frame arranged in the front-rear direction, if the front end of the rear side frame is not firmly connected to the rear end of the side sill, the connecting portion is deformed and the rear side frame May tilt from the front-rear direction, and it may be difficult to crush in the axial direction due to a collision load, which may reduce the shock absorption performance.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to reinforce a kick-up portion connecting a side sill and a rear side frame to efficiently absorb a collision load of a rear collision.

In order to achieve the above object, according to the present invention, the kick-up portion that curves the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction from the front lower side to the rear upper side. The iron cast joint having a suspension arm support portion for supporting a suspension arm and a cross member support portion for supporting an end portion of a middle cross member extending in the vehicle width direction is connected to the connecting member. The kick-up portion is configured to have a hollow closed cross section, and the L-shaped cross-section portion of the suspension arm support portion is connected to the lower wall of the kick-up portion and the inner side wall in the vehicle width direction . A featured vehicle body structure is proposed.

Further, according to the present invention, the vehicle body structure of an automobile in which the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction are connected by the kick-up portion that curves from the front lower side to the rear upper side. An iron casting joint having a suspension arm support portion for supporting the suspension arm and a cross member support portion for supporting an end portion of the middle cross member extending in the vehicle width direction is connected to the kick-up portion, and is closed hollow. the middle cross member of the cross section, the vehicle body structure for an automobile according to the second, characterized in that it is held between the bracket connected thereto and the cross member support section is proposed.

Further, according to the present invention, the vehicle body structure of an automobile in which the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction are connected by the kick-up portion that curves from the front lower side to the rear upper side. An iron casting joint having a suspension arm supporting portion for supporting the suspension arm and a cross member supporting portion for supporting an end portion of the middle cross member extending in the vehicle width direction is connected to the kick-up portion, The kick-up portion is connected to both ends in the vehicle width direction of the floor cross member behind the middle cross member, and the middle cross member and the floor cross member are connected by a pair of left and right connecting members extending in the front-rear direction, The floor cross member and the pair of left and right rear side frames are a pair of left and right bracing members. Vehicle body structure according to the third being connected to diagonally through is proposed.

Further, according to the present invention, the vehicle body structure of an automobile in which the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction are connected by the kick-up portion that curves from the front lower side to the rear upper side. An iron casting joint having a suspension arm supporting portion for supporting a suspension arm and a cross member supporting portion for supporting an end portion of a middle cross member extending in the vehicle width direction is connected to the kick-up portion, and the kick The lower part of the C pillar hanging from the roof side rail is connected to the rear part of the up part, and a horizontal member extending rearward from the vertical middle part of the C pillar is connected to the vertical middle part of the D pillar located behind the C pillar. connect, said horizontal members and said rear side frames for supporting the upper end of the suspension damper over rear wheel house Connected to said from said horizontal member to the rear wheel house to form a raised portion extending into the rear of the kick-up portion, the C-pillar is "V" at the bent portion along the rear edge of the rear door opening shaped is bent, car front end of the horizontal member is connected to the bent portion of the C pillar, to front and a fourth, characterized in that connected by branch frame of said rear side frame and the bent portion of the C-pillar A vehicle body structure is proposed.

Further, according to the present invention, the vehicle body structure of an automobile in which the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction are connected by the kick-up portion that curves from the front lower side to the rear upper side. An iron casting joint having a suspension arm supporting portion for supporting a suspension arm and a cross member supporting portion for supporting an end portion of a middle cross member extending in the vehicle width direction is connected to the kick-up portion, and the kick The lower part of the C pillar hanging from the roof side rail is connected to the rear part of the up part, and a horizontal member extending rearward from the vertical middle part of the C pillar is connected to the vertical middle part of the D pillar located behind the C pillar. A rear wheel house for connecting the horizontal member and the rear side frame to support an upper end of a suspension damper Connected, wherein the raised portion is formed extending from the horizontal member to the rear wheel house to the rear of the kick-up portion, said rear wheel house comprises a damper supporting wall for supporting the upper end of the suspension damper extends in a horizontal direction, A vehicle body structure for an automobile according to a fifth feature is proposed in which the rear wheel house continues in a gently curved shape from the outer end in the vehicle width direction of the damper support wall to the horizontal member.

According to the present invention, in addition to the fifth feature, a rear fender panel that covers an outer side in the vehicle width direction of the rear wheel house is provided, and an annular ring formed on the rear fender panel so as to surround the fuel supply port. body structure of a vehicle that that the protruding portion is opposed to the upper end of the raised portion of the rear wheel houses and the sixth aspect is proposed.

Further, according to the present invention, the vehicle body structure of an automobile in which the rear end of the side sill disposed in the front-rear direction and the front end of the rear side frame disposed in the front-rear direction are connected by the kick-up portion that curves from the front lower side to the rear upper side. An iron casting joint having a suspension arm supporting portion for supporting a suspension arm and a cross member supporting portion for supporting an end portion of a middle cross member extending in the vehicle width direction is connected to the kick-up portion, and the kick The lower part of the C pillar hanging from the roof side rail is connected to the rear part of the up part, and a horizontal member extending rearward from the vertical middle part of the C pillar is connected to the vertical middle part of the D pillar located behind the C pillar. A rear wheel house for connecting the horizontal member and the rear side frame to support an upper end of a suspension damper Connected, wherein from said horizontal member to the rear wheel house to form a raised portion extending into the rear of the kick-up portion, the vehicle width direction opposite to the upper end of one right that is directly connected to the horizontal member rear wheel house the other of the left and right of the upper end of the rear wheel house located on the vehicle body structure for an automobile that to be connected to the horizontal member via the reinforcing frame and the seventh feature is proposed.

Incidentally, in response to the fourth middle cross member of the cross member 19 according to the present invention of the embodiment corresponds to the floor cross member of the fifth cross member 20 according to the present invention of the embodiment, the third roof arch of the embodiment Reference numeral 37 corresponds to the roof arch of the present invention.

According to the first feature of the present invention, the rear end of the side sill arranged in the front-rear direction and the front end of the rear side frame arranged in the front-rear direction are connected by a kick-up portion that curves from the front lower side to the rear upper side. Therefore, when the collision load of the rear collision is input to the rear side frame, the kick-up part is bent and deformed so that the rear end of the rear side frame is lifted, and it is difficult to absorb the collision load by collapsing the rear side frame in the axial direction. Become. However, since the iron casting joint having the suspension arm supporting portion for supporting the suspension arm and the cross member supporting portion for supporting the end portion of the middle cross member extending in the vehicle width direction is connected to the kick-up portion, strong iron casting By reinforcing the kick-up part with a joint, the kick-up part is prevented from bending so that the rear end of the rear side frame is lifted, and the rear side frame is crushed in the axial direction to efficiently absorb the collision load. not only can, it is possible to increase the rigidity twisting of the body firmly connected to the middleware cross member to the kick-up portion.

Also, the kick-up portion is configured in a hollow closed section, since L-shaped cross section of the suspension arm support is connected to the bottom wall and the vehicle width direction inner side wall of the kick-up portion, the iron casting joint thin Thus, the kick-up portion can be effectively reinforced while reducing the weight, and the collision load of the rear collision can be efficiently transmitted from the rear side frame to the side sill.

Further, according to the second feature of the present invention, the middle cross member having a hollow closed cross section is sandwiched between the cross member support portion and the bracket connected thereto, so that the assembly of the middle cross member to the iron casting joint is improved. In addition, the middle cross member can be firmly connected to the kick-up portion to increase the torsional rigidity of the vehicle body.

According to the third aspect of the present invention, the pair of left and right kick-up portions are connected to both ends in the vehicle width direction of the floor cross member behind the middle cross member, and the middle cross member and the floor cross member extend in the front-rear direction. The floor cross member and the pair of left and right rear side frames are connected obliquely via the pair of left and right brace members, effectively reinforcing the kick-up part connecting the side sill and the rear side frame. Thus, the torsional rigidity of the vehicle body can be increased .

According to a fourth aspect of the or invention, said horizontal members connecting the lower end of the C-pillar depending from the roof side rail to the rear end of the kick-up portion, extending rearwardly from the vertically intermediate portion of the C-pillar C connected to vertically intermediate portion of the D pillar located behind the pillar, the horizontal member and the rear side frames connected by rear wheel houses for supporting the upper end of the suspension damper over the rear of the kick-up portion from the horizontal members to the rear wheel house Since the ridge extending to the rear is formed, even if the rear end of the rear side frame is lifted by a collision load, the upward load is transmitted to the roof side rail via the C pillar, and the ridge of the rear wheel house By transmitting to the D-pillar via the horizontal member, the rear end of the rear side frame is prevented from lifting, The side frame is crushed in the axial direction can be absorbed collision load efficiently to.

Also, C-pillar is bent in the "V" shape at the bending portion along the rear edge of the rear door opening, that the front end of the horizontal member is connected to the bent portion of the C-pillar, C-pillar It is possible to prevent the bent portion from being bent, and to prevent the rear side frame from being inclined upward due to the collision load of the rear collision while minimizing the cross section of the C pillar.

Furthermore , since the bent portion of the C pillar and the front end of the rear side frame are connected by the branch frame, the upward tilt of the rear side frame can be more reliably prevented by stretching the branch frame.

According to a fifth aspect of the present invention, the rear wheel house includes a damper support wall that extends in the horizontal direction and supports the upper end of the suspension damper, and the rear wheel house extends from the outer end in the vehicle width direction of the damper support wall to the horizontal member. Since the curved surface continues smoothly, the upward load input from the upper end of the suspension damper to the damper support wall is efficiently transmitted to the horizontal member through the gently curved rear wheel house.

According to a sixth aspect of the present invention, the rear fender panel is provided to cover the outer side in the vehicle width direction of the rear wheel house, and the annular protrusion formed on the rear fender panel so as to surround the fuel supply port is provided as a rear wheel house. since was opposed to the upper end of the raised portion, it is possible to transmit the upward load input from the suspension damper over to horizontal member through both members of the rear wheel house and the rear fender panel.

According to the seventh feature of the present invention, since the upper end of one of the left and right rear wheel houses is directly connected to the horizontal member, the upward load from the rear side frame is transmitted to the horizontal member by the rear wheel house itself. However, since the upper ends of the left and right rear wheel houses are not connected to the horizontal member, the upward load cannot be transmitted to the horizontal member. However, since the upper ends of the left and right rear wheel houses are connected to the horizontal member via the reinforcing frame, the upward load can be transmitted to the horizontal member .

FIG. 1 is a partial perspective view of a rear part of a vehicle body of an automobile. (First embodiment) FIG. 2 is a view in the direction of the arrow 2 in FIG. (First embodiment) FIG. 3 is a view in the direction of arrows 3 in FIG. (First embodiment). 4 is an enlarged sectional view taken along line 4-4 of FIG. (First embodiment) FIG. 5 is a view taken in the direction of the arrow 5 in FIG. (First embodiment) 6 is a cross-sectional view taken along line 6A-6A and 6B-6B in FIG. (First embodiment) FIG. 7 is an exploded perspective view around the kick-up portion. (First embodiment)

13 Side sill 14 Rear side frame 19 Fourth cross member (middle cross member)
19a Recess 20 Fifth cross member (floor cross member)
26 C pillar 27 D pillar 33 Roof side rail 37 Third roof arch (roof arch)
38L Rear wheel house 38R Rear wheel house 38a Damper support wall 38b Raised part 39L Rear fender panel 39a Projection part 41 Kick-up part 41a Lower wall 41b Side wall 42 Iron casting joint 42a Suspension arm support part 42b Cross member support part 43 Suspension arm 45 Bracket 46 connecting member 47 bracing member 50 horizontal member 51 branch frame 52 reinforcing frame 53 bracing member i reinforcing rib

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined with reference to an occupant seated in the driver's seat.

First embodiment

  As shown in FIGS. 1 to 3, the vehicle body frame at the rear of the automobile is connected to a pair of left and right side sills 13, 13 disposed in the front-rear direction on the outer side in the vehicle width direction and the rear ends of the left and right side sills 13, 13. And a pair of left and right rear side frames 14, 14 extending rearward.

  The rear ends of the left and right side sills 13, 13 are connected by a fourth cross member 19 extending in the vehicle width direction, and the front ends of the left and right rear side frames 14, 14 are connected by a fifth cross member 20 extending in the vehicle width direction. The rear ends of the left and right rear side frames 14, 14 are connected by a sixth cross member 21 extending in the vehicle width direction.

  A pair of left and right C pillars (rear pillars) 26, 26 stand up from the rear ends of the left and right side sills 13, 13, and a pair of left and right D pillars 27, 27 stand up from the rear ends of the left and right rear side frames 14, 14. A roof side rail 33 extends rearward from the rear end of an A-pillar upper (not shown), and the distance between the rear ends of the left and right roof side rails 33 and 33 and the upper end of the left and right D pillars 27 and 27 are in the vehicle width direction. Are connected by a third roof arch 37 extending in the direction.

  Rear wheel houses 38L and 38R stand up from the left and right rear side frames 14 and 14, respectively, and the outer sides in the vehicle width direction of the rear wheel houses 38L and 38R are covered with rear fender panels 39L and 39R, respectively.

  As apparent from FIG. 4A, the rear side frame 14 is formed by bending one rectangular steel plate 14 'into a section "8" shape or a section "day" shape by roll forming. The cross-sectional shape will be described in detail. The first side s1, the first corner part a1, the second side s2, the second corner part a2, the third side s3 with the steel plate 14 'facing from the one end p1 side to the other end p2 side. The third corner a3 and the fourth side s4 are bent three times in the same direction in the order of 90 °, and then the fourth corner a4, the fifth side s5, the fifth corner a5, the sixth side s6, The hexagonal portion a6 and the seventh side s7 are bent three times in the reverse direction in the order of 90 °, and one end p1 is welded to the fourth corner portion a4 and the other end p2 is welded to the third corner portion a3. . The first side s1 and the fifth side s5 that are connected in a straight line and the third side s3 and the seventh side s7 that are connected in a straight line have the same length and are parallel to each other, and the second side s2 and the fourth side s4 and the sixth side s6 have the same length and are parallel to each other. Therefore, the cross-sectional shape of the rear side frame 14 is point symmetric (two-fold symmetric) with respect to the axis L. In the present embodiment, the rear side frame 14 is arranged such that the second side s2, the fourth side s4, and the sixth side s6 are directed in the vertical direction.

  As shown in FIG. 4 (B), the rear side frame 14 is in a state where the one shown in FIG. 4 (A) is laid down by 90 °, that is, the second side s2, the fourth side s4, and the sixth side s6 are in a horizontal posture. Can be arranged as follows. The fourth side s4 in FIGS. 4A and 4B is a partition wall that connects a pair of surfaces facing toward the inside of the rectangular cross section of the rear side frame 14.

  As shown in FIGS. 5 to 7, the side sill 13 is configured to have a closed cross-section by connecting the side sill inner 13 </ b> A and the side sill outer 13 </ b> B, and the rear end of the side sill 13 and the front end of the rear side frame 14 are kick-up portions 41. Connected with The front end of the rear side frame 14 is biased upward and inward in the vehicle width direction with respect to the rear end of the side sill 13, and the kick-up portion 41 is a first member 41 </ b> A having a “U” -shaped cross section located on the inner side in the vehicle width direction. And a second member 41B having a “U” -shaped cross section located at the front part in the vehicle width direction outer side and a plate-like third member 41C located at the rear rear part in the vehicle width direction are combined to form a closed cross section. .

  The outer end in the vehicle width direction of the fourth cross member 19 is connected to the first member 41A of the kick-up portion 41 via an iron casting joint 42 that is a cast member made of iron. The iron casting joint 42 is integrally provided with a suspension arm support portion 42a that supports the front end of the suspension arm 43 of the torsion beam suspension and a cross member support portion 42b that supports the outer end of the fourth cross member 19 in the vehicle width direction. The suspension arm support portion 42a includes a vertical wall a, a horizontal wall b, a vertical wall c, and a horizontal wall d that are continuous in two steps.

  The extension wall e extends rearward and downward from the rear end of the vertical wall c. As a result, the suspension arm support portion 42a has a “U” shape opened downward by the vertical wall a, the horizontal wall b, and the extension wall e. A bolt hole f is formed in the vertical wall a where the cross section is formed, and a nut g facing the bolt hole f is welded to the inner surface in the vehicle width direction of the extension wall e. In a state where the rubber bush joint 43a (see FIG. 6) at the front end of the suspension arm 43 is fitted to the letter-shaped cross section, the bolt hole f of the vertical wall a and the bolt 44 penetrating the rubber bush joint 43a are attached to the extension wall e. By screwing onto the nut g, the suspension arm 43 is supported by the suspension arm support portion 42a so as to be swingable up and down.

  The cross member support portion 42b includes a plate-like cross member support wall h extending in a plate shape inward in the vehicle width direction from the vertical wall c and the horizontal wall d of the suspension arm support portion 42a. The cross member support wall h and the vertical wall are connected by three reinforcing ribs i extending in the vehicle width direction. A bracket 45 is connected to the front surface of the cross member support wall h and the inner surface in the vehicle width direction of the first member 41 </ b> A, and the fourth cross member 19 has a closed cross section formed between the cross member support wall h and the bracket 45. The outer ends in the vehicle width direction are fitted and welded. The fourth cross member 19 includes a concave portion 19a extending in the vehicle width direction, and the surface of the fourth cross member 19 facing the vehicle compartment is recessed rearward and downward due to the concave portion 19a.

  Then, an L-shaped cross-sectional portion formed of the horizontal wall b and the vertical wall c of the suspension arm support portion 42a of the iron casting joint 42 is welded to the lower wall 41a of the first member 41A of the kick-up portion 41 and the side wall 41b on the vehicle width direction inner side. As a result, the iron casting joint 42 is connected to the kick-up portion 41.

  As shown in FIGS. 1 to 3 and FIG. 5, the fifth cross member in which the rear portion of the first members 41 </ b> A and 41 </ b> A of the left and right kick-up portions 41 and 41 is disposed in parallel to the rear portion of the fourth cross member 19. 20 is connected. The rear surface of the fourth cross member 19 and the front surface of the fifth cross member 20 are connected by a pair of left and right connecting members 46, 46 extending in the front-rear direction, and the fifth cross member 20 corresponding to the rear end position of the connecting members 46, 46 is connected. The rear surfaces are obliquely connected to the inner surfaces in the vehicle width direction of the left and right rear side frames 14 and 14 by a pair of left and right bracing members 47 and 47. The lower surfaces of the fourth cross member 19, the fifth cross member 20, the left and right kick-up portions 41 and 41, and the left and right rear side frames 14 and 14 are connected by a rear floor panel 48 having a spare tire storage recess 48a. Accordingly, the triangular frame portion 49 surrounded by the fifth cross member 20, the rear side frame 14 and the bracing member 47 is closed and reinforced by the rear floor panel 48.

  The lower end of the C pillar 26 is connected to the upper surface of the kick-up portion 41 where the outer end in the vehicle width direction of the fourth cross member 19 continues. The C pillar 26 is arranged along the rear edge of the door opening of the rear door, and its middle portion in the vertical direction is bent backward so as to be bent in a “<” shape and extends rearward from the bent portion. The rear end of the horizontal member 50 is connected to the middle portion of the D pillar 27 in the vertical direction. A branch frame 51 extends downward from a bent portion of the C pillar 26, that is, a connection portion with the horizontal member 50, and the lower end of the branch frame 51 is connected to the upper surface of the rear end of the kick-up portion 41.

  The lower ends of the left and right rear wheel houses 38L, 38R obtained by press-working the steel plates are connected to the outer surfaces in the vehicle width direction of the left and right rear side frames 14, 14. The shape of the left rear wheel house 38L is different from the shape of the right rear wheel house 38R. That is, a damper support wall 38a that supports the upper end of a damper (not shown) of the suspension device is formed substantially horizontally in the vertical middle portion of the left rear wheel house 38L, and the rear wheel house 38L is formed of a damper support wall 38a. It extends upward while being gently curved from the outer end in the vehicle width direction and is connected to the horizontal member 50. A raised portion 38b that extends in the vertical direction and protrudes inward in the vehicle width direction is formed at a position adjacent to the front of the damper support wall 38a.

  A rear fender panel 39L, which is curved outwardly in the vehicle width direction by pressing a steel plate, is connected to the outer surface in the vehicle width direction of the rear wheel house 38L. A circular projecting portion 39a (see FIG. 2) surrounding a fuel filler opening (not shown) of the fuel tank is formed on the upper portion of the rear fender panel 39L, and the projecting portion 39a faces the raised portion 38b of the rear wheel house 38L. .

  The upper portion of the right rear wheel house 38R is interrupted in the vicinity of the damper support wall 38a, and the right rear wheel house 38R does not include a raised portion 38b corresponding to the raised portion 38b of the left rear wheel house 38L. A reinforcing frame 52 extending upward from the upper end of the right rear wheel house 38R is connected to the rear end of the horizontal member 50. Further, the rear portions of the left and right roof side rails 33 and 33 and the center portion in the vehicle width direction of the third roof arch 37 are connected by a pair of left and right bracing members 53 and 53 that expand in a “V” shape toward the front. Is done.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  When the vehicle collides rearward and a forward collision load is input to the rear end of the rear side frame 14, the collision load can be efficiently absorbed if the rear side frame 14 sequentially collapses from the rear end side toward the front end side. it can. When a collision load in the direction of the axis L (see FIG. 4) is input to the rear side frame 14, the rear side frame 14 according to the present embodiment includes a partition wall that connects a pair of surfaces facing toward the inside. Therefore, the rear side frame 14 can be prevented from being bent by a collision load as much as possible, and the rear side frame 14 can be crushed over a long stroke to efficiently absorb the collision load.

  The rear side frame 14 of the present embodiment is manufactured by bending a steel plate 14 'by roll forming and welding one end p1 and the other end p2 by welding w1 and w2. Therefore, the rear side frame 14 is formed of a light alloy extrusion material. Compared to low cost, it has excellent shock absorption performance.

  Further, the front ends of the pair of left and right rear side frames 14, 14 are connected by a fifth cross member 20 extending in the vehicle width direction, and the rear side frames 14, 14 and the fifth cross member 20 are connected by bracing members 47, 47 to form a triangular shape. Frame portions 49, 49 (see FIG. 5) and the frame portions 49, 49 are closed by the rear floor panel 48. Therefore, when the collision load of the rear collision is input to the rear side frames 14, 14, the rear side frames 14, 14 Becomes difficult to fall down in the vehicle width direction and can be crushed in the direction of the axis L, and the impact absorbing performance is further improved.

  By the way, since the front end of the rear side frame 14 is displaced upward with respect to the rear end of the side sill 13, the rear end of the side sill 13 and the front end of the rear side frame 14 are connected when a collision load of a rear collision is input to the rear side frame 14. There is a possibility that a bending moment acts on the bent kick-up portion 41 to be deformed so that the rear end of the rear side frame 14 is lifted upward. As described above, when the rear end of the rear side frame 14 is lifted upward, the crushing in the direction of the axis L becomes difficult, and there is a possibility that the shock absorbing performance is significantly lowered.

  However, according to the present embodiment, since the lower end of the C pillar 26 hanging from the roof side rail 33 is connected to the rear portion of the kick-up portion 41, the C pillar 26 is stretched to prevent the rear side frame 14 from being bent upward. By doing so, the crushing of the rear side frame 14 in the direction of the axis L can be promoted.

  Further, a horizontal member 50 extending rearward from the vertical intermediate portion of the C pillar 26 is connected to the vertical intermediate portion of the D pillar 27, and the horizontal member 50 on the left side in the vehicle width direction and the rear side frame 14 are connected by a rear wheel house 38L. Since the raised portion 38b (see FIGS. 1 and 2) extending from the horizontal member 50 to the rear portion of the kick-up portion 41 is formed in the rear wheel house 38L, the rear side frame is formed by the raised portion 38b and the horizontal member 50 of the rear wheel house 38L. The upward bending of 14 can be further reliably suppressed.

  In particular, since the vehicle body of the present embodiment is a space frame in which pipes are connected, in the rear wheel house part where it is difficult to arrange the pipes in space, a bulge part 38b is formed on the rear wheel house 38L of the steel plate to provide high strength. By doing so, the upward bending of the rear side frame 14 can be more reliably suppressed.

  At this time, the C pillar 26 is bent in a “<” shape at the bent portion along the rear edge of the rear door opening, and the front end of the horizontal member 50 is connected to the bent portion of the C pillar 26. The bending of the bent portion of the C pillar 26 can be prevented, and the upward tilt of the rear side frame 14 due to the collision load of the rear collision can be prevented while minimizing the cross section of the C pillar 26.

  Moreover, since the connecting portion of the C pillar 26 and the horizontal member 50 and the connecting portion of the kick-up portion 41 and the rear side frame 14 are connected by the branch frame 51, the rear side frame 14 is bent upward as the branch frame 51 is stretched. Furthermore, it can suppress reliably.

  The kick-up portion 41 connecting the side sill 13 and the rear side frame 14 includes a suspension arm support portion 42a that supports the suspension arm 43 and a cross member support portion 42b that supports the end of the fourth cross member 19 extending in the vehicle width direction. Therefore, the kick-up portion 41 is prevented from being bent and deformed so that the rear end of the rear side frame 14 is lifted by the collision load of the rear collision, and the rear side frame 14 is moved in the direction of the axis L. The fourth cross member 19 can be firmly connected to the kick-up portion 41 to increase the torsional rigidity of the vehicle body.

  In particular, the iron casting joint 42 includes reinforcing ribs i (see FIGS. 5 to 7) that connect the suspension arm support 42a and the cross member support 42b, so that the suspension arm support 42a and the cross are supported by the reinforcing rib i. The connection portion of the member support portion 42b can be reinforced to increase the support rigidity of the suspension arm 43.

  Further, the suspension arm support portion 42a has an L-shaped cross section (the horizontal wall b and the vertical wall c shown in FIG. 7) on the lower wall 41a of the first member 41A of the kick-up portion 41 and the side wall 41b on the inner side in the vehicle width direction. Since the connection is made (see FIG. 7), the kick-up portion 41 is effectively reinforced while reducing the weight by reducing the thickness of the iron casting joint 42, and the collision load of the rear collision is efficiently transferred from the rear side frame 14 to the side sill 13. Can communicate.

  Further, the fourth cross member 19 having a hollow closed cross section is sandwiched between the cross member support portion 42b of the iron casting joint 42 and the bracket 45 connected thereto, so that the assembly of the fourth cross member 19 to the iron casting joint 42 is improved. In addition to the improvement, the torsional rigidity of the vehicle body can be increased by firmly connecting the fourth cross member 19 to the kick-up portion 41.

  Moreover, the left and right kick-up portions 41, 41 are connected to both ends in the vehicle width direction of the fifth cross member 20 behind the fourth cross member 19, and the fourth cross member 19 and the fifth cross member 20 extend in the front-rear direction. Since the fifth cross member 20 and the left and right rear side frames 14, 14 are connected obliquely via the left and right bracing members 47, 47, the side sills 13, 13 and the rear side frame 14, 14 to effectively reinforce the torsional rigidity of the vehicle body. Further, since the fourth cross member 19 includes a concave portion 19a (see FIG. 7) extending in the vehicle width direction on the front-upward surface, the concave portion 19a increases the rigidity of the fourth cross member 19.

  Since the left rear wheel house 38L includes a damper support wall 38a that extends in the horizontal direction and supports the upper end of the suspension damper, an upward load is applied to the damper support wall 38a from the suspension damper. However, since the rear wheel house 38L continues in a gently curved shape from the outer end in the vehicle width direction of the damper support wall 38a to the horizontal member 50, the upward load input to the damper support wall 38a from the upper end of the suspension damper is gentle. It is efficiently transmitted to the horizontal member 50 through the rear wheel house 38L having a curved surface shape.

  Moreover, the rear fender panel 39L that covers the vehicle width direction outer side of the left rear wheel house 38L includes an annular protrusion 39a (see FIG. 2) surrounding the fuel supply port, and the protrusion 39a is formed on the rear wheel house 38L. Since it faces the upper end of the raised portion 38b, the upward load input from the suspension damper can be transmitted to the horizontal member 50 via both the rear wheel house 38L and the rear fender panel 39L.

  The upper end of the right rear wheel house 38R does not reach the position of the horizontal member 50, but the upper end of the rear wheel house 38R and the horizontal member 50 are connected by the reinforcing frame 52 (see FIGS. 1 and 3). An upward load input from the rear side frame 14 and an upward load input from the suspension damper to the damper support wall 38 a can be transmitted to the horizontal member 50 via the reinforcing frame 52.

  Also, the left and right bracing members 53, 53 are connected to the upper ends of the left and right C pillars 26, 26 and the center portion in the vehicle width direction of the third roof arch 37 that connects the upper ends of the left and right D pillars 27, 27 in the vehicle width direction. (See FIG. 1) Since the connection is V-shaped, the upward load input from the suspension damper is efficiently transmitted from the C pillars 26, 26 to the roof side rails 33, 33 and the third roof arch 37 to be absorbed. be able to.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

For example, the middle cross member of the present invention is not limited to the fourth cross member 19 of the embodiment, and the floor cross member of the present invention is not limited to the fifth cross member 20 of the embodiment. The roof arch of the invention is not limited to the third roof arch 37 of the embodiment.

Claims (13)

An automobile in which a rear end of a side sill (13) arranged in the front-rear direction and a front end of a rear side frame (14) arranged in the front-rear direction are connected by a kick-up portion (41) that curves from the front lower side to the rear upper side. A vehicle body structure,
An iron casting joint (42) having a suspension arm support portion (42a) for supporting the suspension arm (43) and a cross member support portion (42b) for supporting an end portion of the middle cross member (19) extending in the vehicle width direction. Is connected to the kick-up portion (41).   The said iron casting joint (42) is provided with the reinforcement rib (i) which connects the said suspension arm support part (42a) and the said cross member support part (42b), The motor vehicle of Claim 1 characterized by the above-mentioned. Body structure.   The kick-up portion (41) has a hollow closed cross-section, and the L-shaped cross-section portion of the suspension arm support portion (42a) includes a lower wall (41a) of the kick-up portion (41) and a side wall (in the vehicle width direction). 41. The vehicle body structure according to claim 1, wherein the vehicle body structure is connected to 41b).   The middle cross member (19) having a hollow closed cross section is clamped between the cross member support portion (42b) and a bracket (45) connected thereto. 2. A vehicle body structure according to claim 1.   The pair of left and right kick-up portions (41) are connected to both ends in the vehicle width direction of the floor cross member (20) behind the middle cross member (19), and the middle cross member (19) and the floor cross member ( 20) is connected by a pair of left and right connecting members (46) extending in the front-rear direction, and the floor cross member (20) and the pair of left and right rear side frames (14) are inclined through a pair of left and right bracing members (47). The vehicle body structure according to any one of claims 1 to 4, wherein the vehicle body structure is connected.   The vehicle body structure according to any one of claims 1 to 5, wherein the middle cross member (19) includes a concave portion (19a) extending in a vehicle width direction on a front-upward surface. .   A lower end of a C pillar (26) hanging from the roof side rail (33) is connected to a rear portion of the kick-up portion (41), and a horizontal member (50) extending rearward from an intermediate portion in the vertical direction of the C pillar (26). Is connected to the vertical middle part of the D pillar (27) located behind the C pillar (26), and the horizontal member (50) and the rear side frame (14) support the upper end of the suspension damper. Connected by a house (38L), the rear wheel house (38L) is formed with a raised portion (38b) extending from the horizontal member (50) to the rear of the kick-up portion (41). Item 4. A vehicle body structure according to Item 1.   The C pillar (26) is bent in a "<" shape at the bent portion along the rear edge of the rear door opening, and the front end of the horizontal member (50) is bent at the bent portion of the C pillar (26). The vehicle body structure according to claim 7, wherein the vehicle body structure is connected.   9. The vehicle body structure according to claim 8, wherein the bent portion of the C pillar (26) and the front end of the rear side frame (14) are connected by a branch frame (51).   The rear wheel house (38L) includes a damper support wall (38a) extending in the horizontal direction to support the upper end of the suspension damper, and the rear wheel house (38L) is an outer end in the vehicle width direction of the damper support wall (38a). The vehicle body structure according to any one of claims 7 to 9, characterized in that it continues in a gently curved shape from the horizontal member (50) to the horizontal member (50).   A rear fender panel (39L) covering the vehicle width direction outer side of the rear wheel house (38L) is provided, and an annular protrusion (39a) formed on the rear fender panel (39L) so as to surround a fuel supply port The vehicle body structure according to claim 10, wherein the vehicle body structure is opposed to an upper end of the raised portion (38b) of a rear wheel house (38L).   The upper ends of the left and right rear wheel houses (38R) located on the opposite sides of the left and right rear wheel houses (38L), whose upper ends are directly connected to the horizontal member (50), are connected to the reinforcing frame (52). The vehicle body structure according to any one of claims 7 to 11, wherein the vehicle body structure is connected to the horizontal member (50) via a pin.   A pair of left and right bracing members are connected to the upper ends of the pair of left and right C pillars (26) and the center in the vehicle width direction of the roof arch (37) connecting the upper ends of the pair of left and right D pillars (27) in the vehicle width direction. The vehicle body structure according to any one of claims 7 to 12, wherein the vehicle body structure is connected in a V shape at (53).

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