WO2015037444A1 - Automobile body structure - Google Patents

Automobile body structure Download PDF

Info

Publication number
WO2015037444A1
WO2015037444A1 PCT/JP2014/072437 JP2014072437W WO2015037444A1 WO 2015037444 A1 WO2015037444 A1 WO 2015037444A1 JP 2014072437 W JP2014072437 W JP 2014072437W WO 2015037444 A1 WO2015037444 A1 WO 2015037444A1
Authority
WO
WIPO (PCT)
Prior art keywords
cross member
body structure
vehicle body
width direction
vehicle width
Prior art date
Application number
PCT/JP2014/072437
Other languages
French (fr)
Japanese (ja)
Inventor
庸一郎 鈴木
佳克 太田
豊也 金口
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2015536521A priority Critical patent/JP6074825B2/en
Publication of WO2015037444A1 publication Critical patent/WO2015037444A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/087—Luggage compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2027—Floors or bottom sub-units in connection with other superstructure subunits the subunits being rear structures

Definitions

  • the present invention relates to a vehicle body structure of an automobile in which a rear end of a side sill arranged in the front and rear direction and a front end of a rear side frame arranged in the front and rear direction are connected by a kickup portion curved from the lower front to the upper rear.
  • the rear end of the side sill made of aluminum, the front end of the rear side frame, and the outer end in the vehicle width direction of the middle cross member are connected by a joint member made of cast aluminum.
  • Japanese Patent Laid-Open Publication No. H10-324147 discloses that a rectangular frame-shaped rear sub-frame for supporting a suspension device is supported at an intersection of a longitudinal frame and a lateral frame of a vehicle body via an iron casting joint member.
  • the cast iron joint member described in Patent Document 2 is for supporting the rear sub-frame at the intersection of the longitudinal frame and the transverse frame of the vehicle body, and the absorption of the collision load of the rear collision is considered. Absent.
  • connection portion When a collision load of a rear collision is input to the rear end of the rear side frame disposed in the front-rear direction, the connection portion is deformed if the front end of the rear side frame is not firmly connected to the rear end of the side sill. Is inclined from the front and rear direction, so that it is difficult to crush in the axial direction due to a collision load, which may reduce the impact absorbing performance.
  • the present invention has been made in view of the above-described circumstances, and an object thereof is to reinforce a kickup portion connecting a side sill and a rear side frame to efficiently absorb a collision load of a rear collision.
  • a kickup portion which 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
  • the iron casting joint in addition to the first feature, in the automobile according to the second feature, includes a reinforcing rib connecting the suspension arm support and the cross member support.
  • a car body structure is proposed.
  • the kickup portion is formed into a hollow closed cross section, and an L-shaped cross section portion of the suspension arm support portion is a lower wall of the kickup portion.
  • a vehicle body structure of an automobile having a third feature of being connected to a side wall on the inner side in the vehicle width direction.
  • the middle cross member having a hollow closed cross section is held between the cross member support and a bracket connected thereto.
  • a vehicle body structure of an automobile is proposed.
  • the pair of left and right kick-up portions are connected to both ends of the floor cross member in the vehicle width direction 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 and 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 fifth aspect of the present invention a vehicle body structure of an automobile is proposed.
  • the sixth feature is that the middle cross member is provided with a recess extending in the vehicle width direction on the surface facing the upper front.
  • a car body structure is proposed.
  • the lower end of a C pillar suspended from a roof side rail is connected to the rear of the kickup portion
  • a horizontal member extending rearward from the middle portion is connected to the vertically middle portion 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 supporting the upper end of the suspension damper
  • the rear wheel house is provided with a ridge extending from the horizontal member to the rear of the kickup portion.
  • the C-pillar is bent in a "V" shape at a bending portion along the rear edge of the rear door opening, and the front end of the horizontal member is
  • a vehicle body structure of an automobile characterized in that the vehicle body is connected to a bend of the C-pillar.
  • a vehicle body structure of an automobile according to a ninth feature, wherein a bending portion of the C pillar and a front end of the rear side frame are connected by a branch frame. Ru.
  • the rear wheel house includes a damper support wall extending in the horizontal direction to support the upper end of the suspension damper, the rear wheel house
  • a damper support wall extending in the horizontal direction to support the upper end of the suspension damper, the rear wheel house
  • the damper support wall has a smooth curved surface shape continuous from the outer end in the vehicle width direction of the damper support wall to the horizontal member.
  • a rear fender panel is provided covering the outer side in the vehicle width direction of the rear wheel house, and an annular member formed in the rear fender panel so as to surround a fuel supply port.
  • a car body structure of an automobile characterized in that the projection is faced to the upper end of the raised portion of the rear wheel house.
  • the left and right ones of which the upper end is located on the opposite side in the vehicle width direction of one of the left and right rear wheel houses directly connected to the horizontal member According to a twelfth aspect of the present invention, there is proposed an automobile body structure according to a twelfth aspect of the present invention, wherein the upper end of the rear wheel house is connected to the horizontal member through a reinforcing frame.
  • a roof connecting between upper ends of the pair of left and right C pillars and upper ends of the pair of left and right pillars in the vehicle width direction A vehicle body structure of a motor vehicle is proposed, which is characterized in that a central portion in a vehicle width direction of an arch is connected in a V shape by a pair of right and left brace members.
  • 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
  • the third roof arch of the embodiment 37 corresponds to the roof arch of the present invention.
  • the rear end of the side sill arranged in the front and rear direction and the front end of the rear side frame arranged in the front and rear direction are connected by the kickup portion curved from the front lower side to the rear upper side Therefore, when the collision load of the rear surface 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 crush the rear side frame in the axial direction to absorb the collision load Become.
  • 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 of the middle cross member extending in the vehicle width direction is connected to the kickup portion, strong iron casting Reinforcement of the kick-up portion by the joint suppresses bending deformation of the kick-up portion so that the rear end of the rear side frame is lifted, and crushes the rear side frame in the axial direction to efficiently absorb the collision load.
  • the cast iron joint since the cast iron joint includes reinforcing ribs for connecting the suspension arm supporting portion and the cross member supporting portion, the connecting portion between the suspension arm supporting portion and the cross member supporting portion by the reinforcing rib to increase the support rigidity of the suspension arm.
  • the kickup portion is formed into a hollow closed cross section, and the L-shaped cross section of the suspension arm support portion is connected to the lower wall of the kickup portion and the inner side wall in the vehicle width direction. Therefore, it is possible to effectively reinforce the kick-up portion while reducing the weight by making the iron casting joint thin and effectively transmitting the collision load of the rear collision from the rear side frame to the side sill.
  • the middle cross member having a hollow closed cross section is sandwiched between the cross member support and the bracket connected thereto, the assemblability of the middle cross member to the iron casting joint is improved. Not only that, but the middle cross member can be firmly connected to the kickup portion to increase the torsional rigidity of the vehicle body.
  • the left and right kick-up portions are connected to both ends of the floor cross member in the vehicle width direction behind the middle cross member, and the middle cross member and the floor cross member extend in the front and rear direction
  • the floor cross member and the pair of left and right rear side frames are diagonally connected via the pair of left and right brace members, so that the kickup portion connecting the side sill and the rear side frame is effectively reinforced.
  • the torsional rigidity of the vehicle body can be enhanced.
  • the middle cross member is provided with a recess extending in the vehicle width direction on the surface facing the front upper side, so that not only the rigidity of the middle cross member is enhanced by the recess but When the rear seat is disposed in the room, the position of the rear seat can be moved downward or backward by facing the lower portion of the rear seat to the recess of the middle cross member, and the cabin space can be enlarged.
  • the lower end of the C-pillar hanging from the roof side rail is connected to the rear end of the kickup portion
  • the horizontal member extending rearward from the vertical middle portion of the C-pillar is the C-pillar Connected to the vertical middle part of the D-pillar located at the rear of the vehicle, connecting the horizontal member and the rear side frame with the rear wheel house supporting the upper end of the suspension damper, from the horizontal member to the rear of the kickup part Since the rear end of the rear side frame is lifted due to the collision load, the upward load is transmitted to the roof side rail through the C-pillar, and the rear wheel house ridge and By transmitting to the D-pillar via the horizontal member, lifting of the rear end of the rear side frame is suppressed, The Ya side frame is crushed in the axial direction can be absorbed collision load efficiently to.
  • the C-pillar is bent in a "V" shape at the bending portion along the rear edge of the rear door opening, and the front end of the horizontal member is the bending portion of the C-pillar.
  • the branch frame is stretched further reliably preventing the upward tilt of the rear side frame. be able to.
  • the rear wheel house is provided with a damper support wall extending in the horizontal direction to support the upper end of the suspension damper, and the rear wheel house is a horizontal member from the vehicle width direction outer end of the damper support wall. Since it is continuous in a gentle curved surface shape, the upward load inputted from the upper end of the suspension damper to the damper support wall is efficiently transmitted to the horizontal member via the smooth curved surface rear wheel house.
  • a rear fender panel which covers the outer side in the vehicle width direction of the rear wheel house, and an annular protrusion formed on the rear fender panel is provided to surround the fuel supply port. Since the upper end of the protuberance of the vehicle is faced, the upward load input from the suspension damper can be transmitted to the horizontal member through both members of the rear wheel house and the rear fender panel.
  • the upper end of one of the left and right rear wheel houses is directly connected to the horizontal member, so that the upward load from the rear side frame is transmitted to the horizontal member by the rear wheel house itself
  • the upward load can not be transmitted to the horizontal members.
  • the upper ends of the other left and right rear wheel houses are connected to the horizontal members via the reinforcing frame, the upward load can be transmitted to the horizontal members.
  • the upper end of the pair of left and right C pillars and the central portion in the vehicle width direction of the roof arch connecting between 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 portion of a vehicle body.
  • First Embodiment FIG. 2 is a view in the direction of arrows in FIG.
  • First Embodiment FIG. 3 is a view in the direction of arrows in FIG. (First Embodiment).
  • FIG. 4 is an enlarged sectional view taken along line 4-4 of FIG.
  • First Embodiment FIG. 5 is a view in the direction of arrow 5 in FIG.
  • First Embodiment 6 is a cross-sectional view taken along line 6A-6A and line 6B-6B of FIG.
  • First Embodiment FIG. 7 is an exploded perspective view of the periphery of the kickup portion.
  • the front-rear direction, the left-right direction (vehicle width direction), and the vertical direction are defined based on the occupant seated in the driver's seat.
  • the vehicle body frame at the rear of the vehicle is connected to the rear ends of a pair of left and right side sills 13, 13 arranged in the front and rear direction outside 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 and 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 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 upright 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 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 the A pillar upper (not shown), and the distance between the rear ends of the left and right roof side rails 33, 33 and the upper end of the left and right D pillars 27, 27 is in the vehicle width direction. It connects by the 3rd roof arch 37 which extends to.
  • Rear wheel houses 38L and 38R are erected from the left and right rear side frames 14 and 14, respectively, and the vehicle width direction outer sides of the rear wheel houses 38L and 38R are covered with rear fender panels 39L and 39R, respectively.
  • the rear side frame 14 is formed by bending a rectangular steel plate 14 'into a cross-sectional "8" shape or a cross-sectional "day” shape by roll forming. More specifically, the cross section of the steel plate 14 'is directed from the one end p1 to the other end p2 with a first side s1, a first corner a1, a second side s2, a second corner a2, and a third side s3.
  • the fourth corner a4 After bending the third corner a3 and the fourth side s4 three times in the same direction by approximately 90 ° in the same direction, the fourth corner a4, the fifth side s5, the fifth corner a5, the sixth side s6, the fourth corner In the order of the six corners a6 and the seventh side s7, it is bent three times in the opposite direction by about 90 ° three times, one end p1 is welded w1 to the fourth corner a4, and the other end p2 is welded w2 to the third corner a3 .
  • the first side s1 and the fifth side s5 linearly connected and the third side s3 and the seventh side s7 linearly connected are the same length and are parallel to each other, and the second side s2 and the fourth side
  • the 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-symmetrical (2-fold symmetry) with respect to the axis L.
  • the rear side frame 14 is disposed such that the second side s2, the fourth side s4, and the sixth side s6 face in the vertical direction.
  • the rear side frame 14 is in a state in which the one shown in FIG. 4 (A) is turned over by 90 °, that is, the second side s2, the fourth side s4, and the sixth side s6 are horizontal postures. It can be arranged as The fourth side s4 in FIGS. 4A and 4B serves as a partition that connects a pair of faces facing toward the inside of the rectangular cross section of the rear side frame 14.
  • the side sill 13 is formed into a closed cross section by joining the side sill inner 13 A and the side sill outer 13 B, and the rear end of the side sill 13 and the front end of the rear side frame 14 have a kickup portion 41. It is 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 kickup portion 41 is a first member 41A having a U-shaped cross section located inside in the vehicle width direction.
  • a second member 41B having a U-shaped cross section located at the front in the lateral direction of the vehicle and a third member 41C having a plate-like shape located at the rear in the lateral direction of the vehicle. .
  • the outer end of the fourth cross member 19 in the vehicle width direction is connected to the first member 41A of the kickup portion 41 via an iron casting joint 42 which is a cast member made of iron.
  • the iron casting joint 42 integrally includes a suspension arm support portion 42 a supporting the front end of the suspension arm 43 of the torsion beam type suspension and a cross member support portion 42 b supporting the outer end in the vehicle width direction of the fourth cross member 19.
  • the suspension arm support portion 42a includes a vertical wall a, a horizontal wall b, a vertical wall c and a horizontal wall d which are continuous in two steps.
  • the extension wall e extends rearward and downward from the rear end of the vertical wall c, and as a result, the rear end of the suspension arm support 42a is opened in a downward direction by the vertical wall a, the lateral wall b and the extension wall e.
  • the bolt hole f is formed in the vertical wall a, 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.
  • 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 c are connected by three reinforcing ribs i which extend 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 41A, and the closed cross section formed between the cross member support wall h and the bracket 45 is connected to the fourth cross member 19
  • the vehicle width direction outer end is fitted and welded.
  • the fourth cross member 19 includes a recess 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 by the recess 19a.
  • an L-shaped cross section including 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 kickup portion 41 and the inner side wall 41b.
  • the iron casting joint 42 is connected to the kickup portion 41.
  • a fifth cross member is disposed parallel to the rear of the fourth cross member 19 between the rear portions of the first members 41A and 41A of the left and right kickup portions 41 and 41. 20 are 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.
  • the rear surface is diagonally connected to the inner surface in the vehicle width direction of the left and right rear side frames 14, 14 by a pair of left and right brace members 47, 47.
  • the lower surfaces of the fourth cross member 19, the fifth cross member 20, the left and right kickup portions 41, 41, and the left and right rear side frames 14, 14 are connected by a rear floor panel 48 having a spare tire storage recess 48a. Therefore, the triangular frame 49 surrounded by the fifth cross member 20, the rear side frame 14 and the brace member 47 is closed by the rear floor panel 48 and reinforced.
  • the lower end of the C pillar 26 is connected to the upper surface of the kickup portion 41 in which the vehicle width direction outer ends of the fourth cross member 19 are connected.
  • the C-pillar 26 is disposed along the rear edge of the door opening of the rear door, and the vertically middle portion thereof is bent in a "V" shape by being biased rearward, and extends rearward from the bent portion
  • the rear end of the horizontal member 50 is connected to the vertically middle portion of the D-pillar 27.
  • 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 rear end upper surface of the kickup portion 41.
  • the lower ends of the left and right rear wheel houses 38L, 38R obtained by pressing a steel plate are connected to the outer surfaces of the left and right rear side frames 14, 14 in the vehicle width direction.
  • 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 for supporting the upper end of a damper (not shown) of the suspension device is formed substantially horizontally at the vertical middle portion of the left rear wheel house 38L, and the rear wheel house 38L is the damper support wall 38a. It extends upward and is connected to the horizontal member 50 while gently curving from the outer end in the vehicle width direction. Further, at a position adjacent to the front of the damper support wall 38a, a raised portion 38b extending in the vertical direction and projecting inward in the vehicle width direction is formed.
  • a rear fender panel 39L is connected to an outer surface of the rear wheel house 38L in the vehicle width direction by pressing a steel plate and curving outwardly in the vehicle width direction.
  • a circular projection 39a (see FIG. 2) surrounding the fuel tank inlet (not shown) is formed, and the projection 39a faces the projection 38b of the rear wheel house 38L.
  • the upper portion of the right rear wheel house 38R is cut off 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. Further, 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, 33 and the central portion in the vehicle width direction of the third roof arch 37 are connected by a pair of left and right bracing members 53, 53 expanding in a V shape toward the front. Be done.
  • the rear side frame 14 of the present embodiment has a partition connecting a pair of faces facing inward, and with respect to the axis L Since the cross-sectional shape is symmetrical with respect to the point, it is possible to prevent the rear side frame 14 from bending as much as possible due to the collision load, 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 w1 and w2 at one end p1 and the other end p2, so a rear side frame formed of a light alloy extruded material Compared with low cost, it has excellent shock absorption performance.
  • the front ends of the pair of left and right rear side frames 14, 14 are connected by the 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 the bridging members 47, 47 to form a triangular shape.
  • the rear floor panel 48 closes the frame portions 49 and 49.
  • the C pillar 26 since the lower end of the C pillar 26 hanging from the roof side rail 33 is connected to the rear of the kickup portion 41, the C pillar 26 is stretched to suppress upward bending of the rear side frame 14. By doing this, crushing of the rear side frame 14 in the direction of the axis L can be promoted.
  • a horizontal member 50 extending rearward from the vertical middle portion of the C pillar 26 is connected to the vertical middle portion of the D pillar 27, and a 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 rear wheel house 38L is provided with the ridge 38b (see FIGS. 1 and 2) extending from the horizontal member 50 to the rear of the kickup portion 41, the rear side frame is formed by the ridge 38b of the rear wheel house 38L and the horizontal member 50. The upward bending of 14 can be further reliably suppressed.
  • the vehicle body of the present embodiment is a space frame in which pipes are connected, in the rear wheel house portion where the pipes are difficult to arrange in space, a raised portion 38b is formed in the rear wheel house 38L of steel plate to achieve high strength. By doing this, the upward bending of the rear side frame 14 can be further reliably suppressed.
  • the C-pillar 26 is bent in a "V" shape at the bending portion along the rear edge of the rear door opening, and the front end of the horizontal member 50 is connected to the bending portion of the C-pillar 26,
  • the bending of the bent portion of the C-pillar 26 can be prevented, and the inclination of the rear side frame 14 upward due to the collision load of the rear collision can be prevented while minimizing the cross section of the C-pillar 26.
  • the branch frame 51 stretches upwards of the rear side frame 14 It is possible to suppress this more reliably.
  • a kickup portion 41 connecting the side sill 13 and the rear side frame 14 is a suspension arm support portion 42a for supporting the suspension arm 43 and a cross member support portion 42b for supporting an end of the fourth cross member 19 extending in the vehicle width direction.
  • the rear side frame 14 is restrained from bending deformation so that the rear end of the rear side frame 14 is lifted by the collision load of the rear surface collision, and the rear side frame 14 is directed in the direction of the axis L
  • the fourth cross member 19 can be firmly connected to the kickup portion 41 to enhance the torsional rigidity of the vehicle body.
  • the iron casting joint 42 includes the reinforcement ribs i (see FIGS. 5 to 7) connecting the suspension arm support portions 42a and the cross member support portions 42b, the suspension arm support portions 42a and the cross are reinforced by the reinforcement ribs i.
  • the connection portion of the member support portion 42b can be reinforced to increase the support rigidity of the suspension arm 43.
  • the L-shaped cross section (horizontal wall b and vertical wall c shown in FIG. 7) is formed on the lower wall 41a of the first member 41A of the kickup portion 41 and the side wall 41b on the inner side in the vehicle width direction.
  • the kick-up portion 41 is effectively reinforced while reducing the weight by making the iron casting joint 42 thin, and the collision load of the rear surface collision from the rear side frame 14 to the side sill 13 efficiently. It can be transmitted.
  • the fourth cross member 19 of the 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, the assemblability of the fourth cross member 19 with the iron casting joint 42 is In addition to the improvement, the fourth cross member 19 can be firmly connected to the kickup portion 41 to enhance the torsional rigidity of the vehicle body.
  • the left and right kickup portions 41, 41 are connected to both ends in the vehicle width direction of the fifth cross member 20 at the rear of the fourth cross member 19, and the fourth cross member 19 and the fifth cross member 20 extend in the front and rear direction
  • the fifth cross member 20 and the left and right rear side frames 14, 14 are diagonally connected via the left and right brace members 47, 47, so that the side sills 13, 13 and the rear side frame 14, It is possible to effectively reinforce the kick-up portions 41, 41 connecting the fourteen to increase the torsional rigidity of the vehicle body.
  • the fourth cross member 19 is provided with the recess 19a (see FIG. 7) extending in the vehicle width direction on the surface facing the upper front, the rigidity of the fourth cross member 19 is enhanced by the recess 19a.
  • the left rear wheel house 38L includes the damper support wall 38a extending in the horizontal direction to support the upper end of the suspension damper, an upward load from the suspension damper acts on the damper support wall 38a.
  • the rear wheel house 38L continues in a gentle curved shape from the outer end of the damper support wall 38a in the vehicle width direction to the horizontal member 50, the upward load input from the upper end of the suspension damper to the damper support wall 38a is gentle. Is efficiently transmitted to the horizontal member 50 through the rear wheel house 38L having a curved surface shape.
  • the rear fender panel 39L covering the outer side of the left rear wheel house 38L in the vehicle width direction is provided with an annular projecting portion 39a (see FIG. 2) surrounding the fuel supply port, and the projecting portion 39a is the rear wheel house 38L. Since the upper end of the raised portion 38b is faced, the upward load input from the suspension damper can be transmitted to the horizontal member 50 through both the rear wheel house 38L and the rear fender panel 39L.
  • the upper end of the right rear wheel house 38R has not reached 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.
  • the left and right brace members 53, 53 are connected to the center of the third roof arch 37, which connects the upper ends of the left and right C pillars 26, 26 and the upper ends of the left and right D pillars 27, 27 in the vehicle width direction. Since it is connected in a V shape (see FIG. 1), the upward load input from the suspension damper is efficiently transmitted and absorbed from the C pillars 26, 26 to the roof side rails 33, 33 and the third roof arch 37. be able to.
  • 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.

Abstract

In an automobile body structure, a rear end of a side sill (13) and a front end of a rear side frame (14) are connected by a kick-up portion (41) curving from a front lower part to a rear upper part, and an iron cast joint (42) including a suspension arm support portion (42a) supporting a suspension arm (43) and a cross member support portion (42b) supporting an end portion of a middle cross member (19) extending in a vehicle width direction is connected to the kick-up portion (41). In this way, the kick-up portion (42) is suppressed from being bending-deformed such that a rear end of the rear side frame (14) is raised by collision load from a rear collision. Not only can the collision load be efficiently absorbed by crushing the rear side frame (14) in an axis (L) direction, but also the torsional rigidity of the vehicle body can be increased by strong connection of the middle cross member (19) to the kick-up portion (41).

Description

自動車の車体構造Body structure of car
　本発明は、前後方向に配置されたサイドシルの後端と、前後方向に配置されたリヤサイドフレームの前端とを、前下方から後上方に湾曲するキックアップ部で接続した自動車の車体構造に関する。 The present invention relates to a vehicle body structure of an automobile in which a rear end of a side sill arranged in the front and rear direction and a front end of a rear side frame arranged in the front and rear direction are connected by a kickup portion curved from the lower front to the upper rear.
　何れもアルミニウム製のサイドシルの後端、リヤサイドフレームの前端およびミドルクロスメンバの車幅方向外端を、アルミニウム鋳造品よりなるジョイント部材で接続するものが、下記特許文献１により公知である。 According to Patent Document 1 below, the rear end of the side sill made of aluminum, the front end of the rear side frame, and the outer end in the vehicle width direction of the middle cross member are connected by a joint member made of cast aluminum.
　またサスペンション装置を支持する矩形枠状のリヤサブフレームを、車体の縦フレームおよび横フレームの交差部に鉄鋳造ジョイント部材を介して支持するものが、下記特許文献２により公知である。 Further, Japanese Patent Laid-Open Publication No. H10-324147 discloses that a rectangular frame-shaped rear sub-frame for supporting a suspension device is supported at an intersection of a longitudinal frame and a lateral frame of a vehicle body via an iron casting joint member.
日本特許第３４７００５０号公報Japanese Patent No. 3470050 日本特開２０１０－１７３３５９号公報Japanese Unexamined Patent Publication No. 2010-173359
　ところで、上記特許文献１に記載されたアルミニウム鋳造品よりなるジョイント部材が適用されるアルミニウム製の車体は、軽量化の点では有利であるが、製造が困難で材料コストが高いという問題がある。 By the way, although the aluminum-made vehicle body to which the joint member which consists of an aluminum cast described in the above-mentioned patent documents 1 is applied is advantageous in weight reduction, there is a problem that manufacture is difficult and material cost is high.
　また上記特許文献２に記載された鉄鋳造ジョイント部材は、車体の縦フレームおよび横フレームの交差部にリヤサブフレームを支持するためのものであり、後面衝突の衝突荷重の吸収については考慮されていない。 The cast iron joint member described in Patent Document 2 is for supporting the rear sub-frame at the intersection of the longitudinal frame and the transverse frame of the vehicle body, and the absorption of the collision load of the rear collision is considered. Absent.
　前後方向に配置されたリヤサイドフレームの後端に後面衝突の衝突荷重が入力した場合、リヤサイドフレームの前端がサイドシルの後端に強固に接続されていないと、その接続部が変形することでリヤサイドフレームが前後方向から傾いてしまい、衝突荷重によって軸線方向に圧壊することが難しくなって衝撃吸収性能が低下する可能性がある。 When a collision load of a rear collision is input to the rear end of the rear side frame disposed in the front-rear direction, the connection portion is deformed if the front end of the rear side frame is not firmly connected to the rear end of the side sill. Is inclined from the front and rear direction, so that it is difficult to crush in the axial direction due to a collision load, which may reduce the impact absorbing performance.
　本発明は前述の事情に鑑みてなされたもので、サイドシルおよびリヤサイドフレームを接続するキックアップ部を補強して後面衝突の衝突荷重を効率的に吸収することを目的とする。 The present invention has been made in view of the above-described circumstances, and an object thereof is to reinforce a kickup portion connecting a side sill and a rear side frame to efficiently absorb a collision load of a rear collision.
　上記目的を達成するために、本発明によれば、前後方向に配置されたサイドシルの後端と、前後方向に配置されたリヤサイドフレームの前端とを、前下方から後上方に湾曲するキックアップ部で接続した自動車の車体構造であって、サスペンションアームを支持するサスペンションアーム支持部と、車幅方向に延びるミドルクロスメンバの端部を支持するクロスメンバ支持部とを有する鉄鋳造ジョイントを前記連結部材に接続したことを第１の特徴とする自動車の車体構造が提案される。 In order to achieve the above object, according to the present invention, a kickup portion which 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 The iron cast joint according to claim 1, wherein the iron cast joint includes a suspension arm supporting portion for supporting the suspension arm and a cross member supporting portion for supporting an end of the middle cross member extending in the vehicle width direction. The first feature of the vehicle body structure of the present invention is proposed.
　また本発明によれば、前記第１の特徴に加えて、前記鉄鋳造ジョイントは、前記サスペンションアーム支持部および前記クロスメンバ支持部を接続する補強リブを備えることを第２の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to the first feature, in the automobile according to the second feature, the iron casting joint includes a reinforcing rib connecting the suspension arm support and the cross member support. A car body structure is proposed.
　また本発明によれば、前記第１または第２の特徴に加えて、前記キックアップ部は中空閉断面に構成され、前記サスペンションアーム支持部のＬ字状断面部が前記キックアップ部の下壁および車幅方向内側の側壁に接続されることを第３の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to the first or second feature, the kickup portion is formed into a hollow closed cross section, and an L-shaped cross section portion of the suspension arm support portion is a lower wall of the kickup portion. And a vehicle body structure of an automobile having a third feature of being connected to a side wall on the inner side in the vehicle width direction.
　また本発明によれば、前記第１～第３の何れか１つの特徴に加えて、中空閉断面の前記ミドルクロスメンバは、前記クロスメンバ支持部とそれに接続されるブラケットとに挟持されることを第４の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to any one of the first to third features, the middle cross member having a hollow closed cross section is held between the cross member support and a bracket connected thereto. According to a fourth aspect of the present invention, a vehicle body structure of an automobile is proposed.
　また本発明によれば、前記第１～第４の何れか１つの特徴に加えて、左右一対の前記キックアップ部は前記ミドルクロスメンバの後方においてフロアクロスメンバの車幅方向両端部に接続され、前記ミドルクロスメンバおよび前記フロアクロスメンバは前後方向に延びる左右一対の連結部材により連結され、前記フロアクロスメンバおよび前記左右一対のリヤサイドフレームは左右一対の筋交い部材を介して斜めに接続されることを第５の特徴とする自動車の車体構造が提案される。 Further, according to the present 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 of the floor cross member in the vehicle width direction 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 and 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. According to a fifth aspect of the present invention, a vehicle body structure of an automobile is proposed.
　また本発明によれば、前記第１～第５の何れか１つの特徴に加えて、前記ミドルクロスメンバは前上方を向く面に車幅方向に延びる凹部を備えることを第６の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to any one of the first to fifth features, the sixth feature is that the middle cross member is provided with a recess extending in the vehicle width direction on the surface facing the upper front. A car body structure is proposed.
　上記目的を達成するために、本発明によれば、前記第１の特徴に加えて、前記キックアップ部の後部にルーフサイドレールから垂下するＣピラーの下端を接続し、前記Ｃピラーの上下方向中間部から後方に延びる水平メンバを該Ｃピラーの後方に位置するＤピラーの上下方向中間部に接続し、前記水平メンバおよび前記リヤサイドフレームをサスペンションダンパ－の上端を支持するリヤホイールハウスで接続し、前記リヤホイールハウスに前記水平メンバから前記キックアップ部の後部へと延びる隆起部を形成したことを第７の特徴とする自動車の車体構造が提案される。 In order to achieve the above object, according to the present invention, in addition to the first feature, the lower end of a C pillar suspended from a roof side rail is connected to the rear of the kickup portion, A horizontal member extending rearward from the middle portion is connected to the vertically middle portion 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 supporting the upper end of the suspension damper According to a seventh aspect of the present invention, there is provided a vehicle body structure of an automobile according to a seventh aspect of the present invention, characterized in that the rear wheel house is provided with a ridge extending from the horizontal member to the rear of the kickup portion.
　また本発明によれば、前記第７の特徴に加えて、前記Ｃピラーはリヤドア開口の後縁に沿うように屈曲部にて「く」字状に屈曲しており、前記水平メンバの前端は前記Ｃピラーの屈曲部に接続されることを第８の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to the seventh feature, the C-pillar is bent in a "V" shape at a bending portion along the rear edge of the rear door opening, and the front end of the horizontal member is According to an eighth aspect of the present invention, there is proposed a vehicle body structure of an automobile, characterized in that the vehicle body is connected to a bend of the C-pillar.
　また本発明によれば、前記第８の特徴に加えて、前記Ｃピラーの屈曲部と前記リヤサイドフレームの前端とを分岐フレームで接続したことを第９の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to the eighth feature, there is proposed a vehicle body structure of an automobile according to a ninth feature, wherein a bending portion of the C pillar and a front end of the rear side frame are connected by a branch frame. Ru.
　また本発明によれば、前記第７～第９の何れか１つの特徴に加えて、前記リヤホイールハウスは水平方向に延びてサスペンションダンパーの上端を支持するダンパー支持壁を備え、前記リヤホイールハウスは前記ダンパー支持壁の車幅方向外端から前記水平メンバへとなだらかな曲面形状で連続することを第１０の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to any one of the seventh to ninth features, the rear wheel house includes a damper support wall extending in the horizontal direction to support the upper end of the suspension damper, the rear wheel house According to a tenth aspect of the present invention, there is proposed a vehicle body structure of an automobile, characterized in that the damper support wall has a smooth curved surface shape continuous from the outer end in the vehicle width direction of the damper support wall to the horizontal member.
　また本発明によれば、前記第１０の特徴に加えて、前記リヤホイールハウスの車幅方向外側を覆うリヤフェンダーパネルを備え、燃料供給口を囲むように前記リヤフェンダーパネルに形成された環状の突出部を前記リヤホイールハウスの隆起部の上端に対峙させたことを第１１の特徴とする自動車の車体構造が提案される。 According to the present invention, in addition to the tenth feature, a rear fender panel is provided covering the outer side in the vehicle width direction of the rear wheel house, and an annular member formed in the rear fender panel so as to surround a fuel supply port. According to an eleventh aspect of the present invention, there is proposed a car body structure of an automobile, characterized in that the projection is faced to the upper end of the raised portion of the rear wheel house.
　また本発明によれば、前記第７～１１の何れか１つの特徴に加えて、上端が前記水平メンバに直接接続された左右一方の前記リヤホイールハウスの車幅方向反対側に位置する左右他方のリヤホイールハウスの上端は、補強フレームを介して前記水平メンバに接続されることを第１２の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to any one of the seventh to eleventh features, the left and right ones of which the upper end is located on the opposite side in the vehicle width direction of one of the left and right rear wheel houses directly connected to the horizontal member According to a twelfth aspect of the present invention, there is proposed an automobile body structure according to a twelfth aspect of the present invention, wherein the upper end of the rear wheel house is connected to the horizontal member through a reinforcing frame.
　また本発明によれば、前記第７～第１２の何れか１つの特徴に加えて、左右一対の前記Ｃピラーの上端と、左右一対の前記Ｄピラーの上端間を車幅方向に接続するルーフアーチの車幅方向中央部とを、左右一対の筋交い部材でＶ字状に接続したことを第１３の特徴とする自動車の車体構造が提案される。 Further, according to the present invention, in addition to any one of the seventh to twelfth features, a roof connecting between upper ends of the pair of left and right C pillars and upper ends of the pair of left and right pillars in the vehicle width direction A vehicle body structure of a motor vehicle is proposed, which is characterized in that a central portion in a vehicle width direction of an arch is connected in a V shape by a pair of right and left brace members.
　尚、実施の形態の第４クロスメンバ１９は本発明のミドルクロスメンバに対応し、実施の形態の第５クロスメンバ２０は本発明のフロアクロスメンバに対応し、実施の形態の第３ルーフアーチ３７は本発明のルーフアーチに対応する。 The fourth cross member 19 of the embodiment corresponds to the middle cross member of the present invention, and the fifth cross member 20 of the embodiment corresponds to the floor cross member of the present invention. The third roof arch of the embodiment 37 corresponds to the roof arch of the present invention.
　本発明の第１の特徴によれば、前後方向に配置されたサイドシルの後端と、前後方向に配置されたリヤサイドフレームの前端とを、前下方から後上方に湾曲するキックアップ部で接続したので、後面衝突の衝突荷重がリヤサイドフレームに入力すると、リヤサイドフレームの後端が持ち上がるようにキックアップ部が曲げ変形してしまい、リヤサイドフレームを軸線方向に圧壊させて衝突荷重を吸収することが難しくなる。しかしながら、サスペンションアームを支持するサスペンションアーム支持部と、車幅方向に延びるミドルクロスメンバの端部を支持するクロスメンバ支持部とを有する鉄鋳造ジョイントをキックアップ部に接続したので、強固な鉄鋳造ジョイントでキックアップ部を補強することで、リヤサイドフレームの後端が持ち上がるようにキックアップ部が曲げ変形するのを抑制し、リヤサイドフレームを軸線方向に圧壊させて衝突荷重を効率的に吸収することができるだけでなく、キックアップ部に対してドルクロスメンバを強固に接続して車体の捩じれ剛性を高めることができる。 According to the first aspect of the present invention, the rear end of the side sill arranged in the front and rear direction and the front end of the rear side frame arranged in the front and rear direction are connected by the kickup portion curved from the front lower side to the rear upper side Therefore, when the collision load of the rear surface 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 crush the rear side frame in the axial direction to absorb the collision load 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 of the middle cross member extending in the vehicle width direction is connected to the kickup portion, strong iron casting Reinforcement of the kick-up portion by the joint suppresses bending deformation of the kick-up portion so that the rear end of the rear side frame is lifted, and crushes the rear side frame in the axial direction to efficiently absorb the collision load. In addition, it is possible to increase the torsional rigidity of the vehicle body by firmly connecting the dollar cross member to the kickup portion.
　また本発明の第２の特徴によれば、鉄鋳造ジョイントは、サスペンションアーム支持部およびクロスメンバ支持部を接続する補強リブを備えるので、補強リブによりサスペンションアーム支持部およびクロスメンバ支持部の接続部を補強してサスペンションアームの支持剛性を高めることができる。 Further, according to the second feature of the present invention, since the cast iron joint includes reinforcing ribs for connecting the suspension arm supporting portion and the cross member supporting portion, the connecting portion between the suspension arm supporting portion and the cross member supporting portion by the reinforcing rib To increase the support rigidity of the suspension arm.
　また本発明の第３の特徴によれば、キックアップ部は中空閉断面に構成され、サスペンションアーム支持部のＬ字状断面部がキックアップ部の下壁および車幅方向内側の側壁に接続されるので、鉄鋳造ジョイントを薄肉にして軽量化を図りながらキックアップ部を効果的に補強し、後面衝突の衝突荷重をリヤサイドフレームからサイドシルに効率的に伝達することができる。 Further, according to a third feature of the present invention, the kickup portion is formed into a hollow closed cross section, and the L-shaped cross section of the suspension arm support portion is connected to the lower wall of the kickup portion and the inner side wall in the vehicle width direction. Therefore, it is possible to effectively reinforce the kick-up portion while reducing the weight by making the iron casting joint thin and effectively transmitting the collision load of the rear collision from the rear side frame to the side sill.
　また本発明の第４の特徴によれば、中空閉断面のミドルクロスメンバは、クロスメンバ支持部とそれに接続されるブラケットとに挟持されるので、鉄鋳造ジョイントに対するミドルクロスメンバの組み付け性が向上するだけでなく、キックアップ部にミドルクロスメンバを強固に接続して車体の捩じれ剛性を高めることができる。 Further, according to the fourth feature of the present invention, since the middle cross member having a hollow closed cross section is sandwiched between the cross member support and the bracket connected thereto, the assemblability of the middle cross member to the iron casting joint is improved. Not only that, but the middle cross member can be firmly connected to the kickup portion to increase the torsional rigidity of the vehicle body.
　また本発明の第５の特徴によれば、左右一対のキックアップ部はミドルクロスメンバの後方においてフロアクロスメンバの車幅方向両端部に接続され、ミドルクロスメンバおよびフロアクロスメンバは前後方向に延びる左右一対の連結部材により連結され、フロアクロスメンバおよび左右一対のリヤサイドフレームは左右一対の筋交い部材を介して斜めに接続されるので、サイドシルおよびリヤサイドフレームを接続するキックアップ部を効果的に補強して車体の捩じり剛性を高めることができる。 According to a fifth aspect of the present invention, the left and right kick-up portions are connected to both ends of the floor cross member in the vehicle width direction behind the middle cross member, and the middle cross member and the floor cross member extend in the front and rear direction The floor cross member and the pair of left and right rear side frames are diagonally connected via the pair of left and right brace members, so that the kickup portion connecting the side sill and the rear side frame is effectively reinforced. Thus, the torsional rigidity of the vehicle body can be enhanced.
　また本発明の第６の特徴によれば、ミドルクロスメンバは前上方を向く面に車幅方向に延びる凹部を備えるので、凹部によってミドルクロスメンバの剛性が高められるだけでなく、その上方の車室内にリヤシートを配置した場合に、リヤシートの下部をミドルクロスメンバの凹部に対向させることで該リヤシートの位置を下方あるいは後方に移動させ、車室空間を拡大することができる。 Further, according to the sixth feature of the present invention, the middle cross member is provided with a recess extending in the vehicle width direction on the surface facing the front upper side, so that not only the rigidity of the middle cross member is enhanced by the recess but When the rear seat is disposed in the room, the position of the rear seat can be moved downward or backward by facing the lower portion of the rear seat to the recess of the middle cross member, and the cabin space can be enlarged.
　また本発明の第７の特徴によれば、キックアップ部の後端にルーフサイドレールから垂下するＣピラーの下端を接続し、Ｃピラーの上下方向中間部から後方に延びる水平メンバを該Ｃピラーの後方に位置するＤピラーの上下方向中間部に接続し、水平メンバおよびリヤサイドフレームをサスペンションダンパ－の上端を支持するリヤホイールハウスで接続し、リヤホイールハウスに水平メンバからキックアップ部の後部へと延びる隆起部を形成したので、衝突荷重によりリヤサイドフレームの後端が持ち上がろうとしても、その上向きの荷重をＣピラーを介してルーフサイドレールに伝達するとともに、リヤホイールハウスの隆起部および水平メンバを介してＤピラーに伝達することで、リヤサイドフレームの後端の持ち上がりを抑制し、リヤサイドフレームを軸線方向に圧壊させて衝突荷重を効率的に吸収することができる。 Further, 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 kickup portion, and the horizontal member extending rearward from the vertical middle portion of the C-pillar is the C-pillar Connected to the vertical middle part of the D-pillar located at the rear of the vehicle, connecting the horizontal member and the rear side frame with the rear wheel house supporting the upper end of the suspension damper, from the horizontal member to the rear of the kickup part Since the rear end of the rear side frame is lifted due to the collision load, the upward load is transmitted to the roof side rail through the C-pillar, and the rear wheel house ridge and By transmitting to the D-pillar via the horizontal member, lifting of the rear end of the rear side frame is suppressed, The Ya side frame is crushed in the axial direction can be absorbed collision load efficiently to.
　また本発明の第８の特徴によれば、Ｃピラーは後ドア開口の後縁に沿うように屈曲部にて「く」字状に屈曲しており、水平メンバの前端がＣピラーの屈曲部に接続されることで、Ｃピラーの屈曲部の折れを防止することができ、Ｃピラーの断面を最小化しながら後面衝突の衝突荷重によるリヤサイドフレームの上方への傾きを阻止することができる。 Further, according to an eighth feature of the present invention, the C-pillar is bent in a "V" shape at the bending portion along the rear edge of the rear door opening, and the front end of the horizontal member is the bending portion of the C-pillar As a result, the bending portion of the C-pillar can be prevented from being broken, and the upward inclination of the rear side frame due to the collision load of the rear collision can be prevented while minimizing the cross section of the C-pillar.
　また本発明の第９の特徴によれば、Ｃピラーの屈曲部とリヤサイドフレームの前端とを分岐フレームで接続したので、分岐フレームが突っ張ることでリヤサイドフレームの上方への傾きを更に確実に阻止することができる。 Further, 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 branch frame is stretched further reliably preventing the upward tilt of the rear side frame. be able to.
　また本発明の第１０の特徴によれば、リヤホイールハウスは水平方向に延びてサスペンションダンパーの上端を支持するダンパー支持壁を備え、リヤホイールハウスはダンパー支持壁の車幅方向外端から水平メンバへとなだらかな曲面形状で連続するので、サスペンションダンパーの上端からダンパー支持壁に入力した上向きの荷重は、なだらかな曲面形状のリヤホイールハウスを介して水平メンバに効率的に伝達される。 Further, according to a tenth feature of the present invention, the rear wheel house is provided with a damper support wall extending in the horizontal direction to support the upper end of the suspension damper, and the rear wheel house is a horizontal member from the vehicle width direction outer end of the damper support wall. Since it is continuous in a gentle curved surface shape, the upward load inputted from the upper end of the suspension damper to the damper support wall is efficiently transmitted to the horizontal member via the smooth curved surface rear wheel house.
　また本発明の第１１の特徴によれば、リヤホイールハウスの車幅方向外側を覆うリヤフェンダーパネルを備え、燃料供給口を囲むようにリヤフェンダーパネルに形成された環状の突出部をリヤホイールハウスの隆起部の上端に対峙させたので、サスペンションダンパ－から入力する上向きの荷重をリヤホイールハウスおよびリヤフェンダーパネルの両方の部材を介して水平メンバに伝達することができる。 Further, according to an eleventh aspect of the present invention, a rear fender panel is provided which covers the outer side in the vehicle width direction of the rear wheel house, and an annular protrusion formed on the rear fender panel is provided to surround the fuel supply port. Since the upper end of the protuberance of the vehicle is faced, the upward load input from the suspension damper can be transmitted to the horizontal member through both members of the rear wheel house and the rear fender panel.
　また本発明の第１２の特徴によれば、左右一方のリヤホイールハウスは上端が水平メンバに直接接続されているため、リヤサイドフレームからの上向きの荷重をリヤホイールハウス自体で水平メンバに伝達することができるが、左右他方のリヤホイールハウスの上端は水平メンバに接続されていないため、前記上向きの荷重を水平メンバに伝達することができない。しかしながら、左右他方のリヤホイールハウスの上端を補強フレームを介して水平メンバに接続したので、前記上向きの荷重を水平メンバに伝達することが可能となる。 Further, according to a twelfth feature of the present invention, the upper end of one of the left and right rear wheel houses is directly connected to the horizontal member, so that 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 other left and right rear wheel houses are not connected to the horizontal members, the upward load can not be transmitted to the horizontal members. However, since the upper ends of the other left and right rear wheel houses are connected to the horizontal members via the reinforcing frame, the upward load can be transmitted to the horizontal members.
　また本発明の第１３特徴によれば、左右一対のＣピラーの上端と、左右一対のＤピラーの上端間を車幅方向に接続するルーフアーチの車幅方向中央部とを、左右一対の筋交い部材でＶ字状に接続したので、サスペンションダンパーから入力する上向きの荷重をＣピラーからルーフサイドレールに効率的に伝達して吸収することができる。 Further, according to a thirteenth feature of the present invention, the upper end of the pair of left and right C pillars and the central portion in the vehicle width direction of the roof arch connecting between 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.
図１は自動車の車体後部の部分斜視図である。（第１の実施の形態）FIG. 1 is a partial perspective view of a rear portion of a vehicle body. First Embodiment 図２は図１の２方向矢視図である。（第１の実施の形態）FIG. 2 is a view in the direction of arrows in FIG. First Embodiment 図３は図１の３方向矢視図である。（第１の実施の形態）。FIG. 3 is a view in the direction of arrows in FIG. (First Embodiment). 図４は図２の４－４線拡大断面図である。（第１の実施の形態）FIG. 4 is an enlarged sectional view taken along line 4-4 of FIG. First Embodiment 図５は図１の５方向矢視図である。（第１の実施の形態）FIG. 5 is a view in the direction of arrow 5 in FIG. First Embodiment 図６は図５の６Ａ－６Ａ線および６Ｂ－６Ｂ線断面図である。（第１の実施の形態）6 is a cross-sectional view taken along line 6A-6A and line 6B-6B of FIG. First Embodiment 図７はキックアップ部の周辺の分解斜視図である。（第１の実施の形態）FIG. 7 is an exploded perspective view of the periphery of the kickup portion. First Embodiment
１３　　　　サイドシル
１４　　　　リヤサイドフレーム
１９　　　　第４クロスメンバ（ミドルクロスメンバ）
１９ａ　　　凹部
２０　　　　第５クロスメンバ（フロアクロスメンバ）
２６　　　　Ｃピラー
２７　　　　Ｄピラー
３３　　　　ルーフサイドレール
３７　　　　第３ルーフアーチ（ルーフアーチ）
３８Ｌ　　　リヤホイールハウス
３８Ｒ　　　リヤホイールハウス
３８ａ　　　ダンパー支持壁
３８ｂ　　　隆起部
３９Ｌ　　　リヤフェンダーパネル
３９ａ　　　突出部
４１　　　　キックアップ部
４１ａ　　　下壁
４１ｂ　　　側壁
４２　　　　鉄鋳造ジョイント
４２ａ　　　サスペンションアーム支持部
４２ｂ　　　クロスメンバ支持部
４３　　　　サスペンションアーム
４５　　　　ブラケット
４６　　　　連結部材
４７　　　　筋交い部材
５０　　　　水平メンバ
５１　　　　分岐フレーム
５２　　　　補強フレーム
５３　　　　筋交い部材
ｉ　　　　　補強リブ 13 side sill 14 rear side frame 19 fourth cross member (middle cross member)
19a recessed portion 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 portion 39L rear fender panel 39a protruding portion 41 kick up portion 41a lower wall 41b side wall 42 iron cast joint 42a suspension arm support portion 42b cross member support portion 43 suspension arm 45 bracket 46 Connection member 47 Brace member 50 Horizontal member 51 Branching frame 52 Reinforcement frame 53 Brace member i Reinforcement rib
　以下、図１～図７に基づいて本発明の実施の形態を説明する。尚、本明細書において、前後方向、左右方向（車幅方向）、上下方向とは、運転席に着座した乗員を基準として定義される。 Hereinafter, an embodiment of the present invention will be described based on FIGS. 1 to 7. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the vertical direction are defined based on the occupant seated in the driver's seat.
第１の実施の形態First embodiment
　図１～図３に示すように、自動車の後部の車体フレームは、車幅方向外側において前後方向に配置された左右一対のサイドシル１３，１３と、左右のサイドシル１３，１３の後端に接続されて後方に延びる左右一対のリヤサイドフレーム１４，１４とを備える。 As shown in FIGS. 1 to 3, the vehicle body frame at the rear of the vehicle is connected to the rear ends of a pair of left and right side sills 13, 13 arranged in the front and rear direction outside 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 and 14 extending rearward.
　左右のサイドシル１３，１３の後端間は車幅方向に延びる第４クロスメンバ１９により接続され、左右のリヤサイドフレーム１４，１４の前端間は車幅方向に延びる第５クロスメンバ２０により接続され、左右のリヤサイドフレーム１４，１４の後端間は車幅方向に延びる第６クロスメンバ２１により接続される。 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 are connected by a sixth cross member 21 extending in the vehicle width direction.
　左右のサイドシル１３，１３の後端から左右一対のＣピラー（リヤピラー）２６，２６が起立し、左右のリヤサイドフレーム１４，１４の後端から左右一対のＤピラー２７，２７が起立する。Ａピラーアッパ（不図示）の後端からルーフサイドレール３３が後方に延びており、左右のルーフサイドレール３３，３３の後端間と、左右のＤピラー２７，２７の上端間とが車幅方向に延びる第３ルーフアーチ３７で接続される。 A pair of left and right C pillars (rear pillars) 26, 26 stand upright 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 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 the A pillar upper (not shown), and the distance between the rear ends of the left and right roof side rails 33, 33 and the upper end of the left and right D pillars 27, 27 is in the vehicle width direction. It connects by the 3rd roof arch 37 which extends to.
　左右のリヤサイドフレーム１４，１４からそれぞれリヤホイールハウス３８Ｌ，３８Ｒが起立しており、リヤホイールハウス３８Ｌ，３８Ｒの車幅方向外側がそれぞれリヤフェンダーパネル３９Ｌ，３９Ｒで覆われる。 Rear wheel houses 38L and 38R are erected from the left and right rear side frames 14 and 14, respectively, and the vehicle width direction outer sides of the rear wheel houses 38L and 38R are covered with rear fender panels 39L and 39R, respectively.
　図４（Ａ）から明らかなように、リヤサイドフレーム１４は１枚の矩形状の鋼板１４′をロールフォーミングにより断面「８」字状あるいは断面「日」字状に曲げ加工したものである。その断面形状を詳述すると、鋼板１４′をその一端ｐ１側から他端ｐ２側に向けて第１辺ｓ１、第１角部ａ１、第２辺ｓ２、第２角部ａ２、第３辺ｓ３、第３角部ａ３および第４辺ｓ４の順番で同方向におよそ９０°ずつ３回折り曲げた後に、第４角部ａ４、第５辺ｓ５、第５角部ａ５、第６辺ｓ６、第６角部ａ６および第７辺ｓ７の順番で逆方向におよそ９０°ずつ３回折り曲げ、一端ｐ１が第４角部ａ４に溶接ｗ１され、他端ｐ２が第３角部ａ３に溶接ｗ２される。直線状に連なる第１辺ｓ１および第５辺ｓ５と、直線状に連なる第３辺ｓ３および第７辺ｓ７とは同じ長さであって相互に平行であり、第２辺ｓ２、第４辺ｓ４および第６辺ｓ６は同じ長さであって相互に平行である。よってリヤサイドフレーム１４の断面形状は、軸線Ｌに対して点対称（２回対称）である。本実施の形態では、リヤサイドフレーム１４は、第２辺ｓ２、第４辺ｓ４および第６辺ｓ６が上下方向を向くように配置される。 As is apparent from FIG. 4A, the rear side frame 14 is formed by bending a rectangular steel plate 14 'into a cross-sectional "8" shape or a cross-sectional "day" shape by roll forming. More specifically, the cross section of the steel plate 14 'is directed from the one end p1 to the other end p2 with a first side s1, a first corner a1, a second side s2, a second corner a2, and a third side s3. After bending the third corner a3 and the fourth side s4 three times in the same direction by approximately 90 ° in the same direction, the fourth corner a4, the fifth side s5, the fifth corner a5, the sixth side s6, the fourth corner In the order of the six corners a6 and the seventh side s7, it is bent three times in the opposite direction by about 90 ° three times, one end p1 is welded w1 to the fourth corner a4, and the other end p2 is welded w2 to the third corner a3 . The first side s1 and the fifth side s5 linearly connected and the third side s3 and the seventh side s7 linearly connected are the same length and are parallel to each other, and the second side s2 and the fourth side The 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-symmetrical (2-fold symmetry) with respect to the axis L. In the present embodiment, the rear side frame 14 is disposed such that the second side s2, the fourth side s4, and the sixth side s6 face in the vertical direction.
　図４（Ｂ）に示すように、リヤサイドフレーム１４は、図４（Ａ）に示すものを９０゜横倒しにした状態で、つまり第２辺ｓ２、第４辺ｓ４および第６辺ｓ６が水平姿勢となるようにして配置することができる。図４（Ａ）および図４（Ｂ）の第４辺ｓ４は、リヤサイドフレーム１４の矩形断面の内部に向けて向かい合う一対の面を繋ぐ隔壁となる。 As shown in FIG. 4 (B), the rear side frame 14 is in a state in which the one shown in FIG. 4 (A) is turned over by 90 °, that is, the second side s2, the fourth side s4, and the sixth side s6 are horizontal postures. It can be arranged as The fourth side s4 in FIGS. 4A and 4B serves as a partition that connects a pair of faces facing toward the inside of the rectangular cross section of the rear side frame 14.
　図５～図７に示すように、サイドシル１３は、サイドシルインナ１３Ａおよびサイドシルアウタ１３Ｂを結合して閉断面に構成されており、サイドシル１３の後端とリヤサイドフレーム１４の前端とがキックアップ部４１で連結される。サイドシル１３の後端に対してリヤサイドフレーム１４の前端は上方かつ車幅方向内側に偏倚しており、キックアップ部４１は、車幅方向内側に位置する「コ」字状断面の第１部材４１Ａと、車幅方向外側前部に位置する「コ」字状断面の第２部材４１Ｂと、車幅方向外側後部に位置する板状の第３部材４１Ｃとを結合して閉断面に構成される。 As shown in FIGS. 5 to 7, the side sill 13 is formed into a closed cross section by joining the side sill inner 13 A and the side sill outer 13 B, and the rear end of the side sill 13 and the front end of the rear side frame 14 have a kickup portion 41. It is 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 kickup portion 41 is a first member 41A having a U-shaped cross section located inside in the vehicle width direction. And a second member 41B having a U-shaped cross section located at the front in the lateral direction of the vehicle and a third member 41C having a plate-like shape located at the rear in the lateral direction of the vehicle. .
　キックアップ部４１の第１部材４１Ａには、鉄製の鋳造部材である鉄鋳造ジョイント４２を介して第４クロスメンバ１９の車幅方向外端が接続される。鉄鋳造ジョイント４２は、トーションビーム式サスペンションのサスペンションアーム４３の前端を支持するサスペンションアーム支持部４２ａと、第４クロスメンバ１９の車幅方向外端を支持するクロスメンバ支持部４２ｂとを一体に備える。サスペンションアーム支持部４２ａは、２段の階段状に連続する縦壁ａ、横壁ｂ、縦壁ｃおよび横壁ｄを備える。 The outer end of the fourth cross member 19 in the vehicle width direction is connected to the first member 41A of the kickup portion 41 via an iron casting joint 42 which is a cast member made of iron. The iron casting joint 42 integrally includes a suspension arm support portion 42 a supporting the front end of the suspension arm 43 of the torsion beam type suspension and a cross member support portion 42 b supporting the outer end in the vehicle width direction of the fourth cross member 19. The suspension arm support portion 42a includes a vertical wall a, a horizontal wall b, a vertical wall c and a horizontal wall d which are continuous in two steps.
　縦壁ｃの後端から延長壁ｅが後下方に延びており、その結果、サスペンションアーム支持部４２ａの後部には、縦壁ａ、横壁ｂおよび延長壁ｅによって下方に開放する「コ」字状断面部が形成される、縦壁ａにはボルト孔ｆが形成されるとともに、延長壁ｅの車幅方向内面には前記ボルト孔ｆに対向するナットｇが溶接されており、前記「コ」字状断面部にサスペンションアーム４３の前端のゴムブッシュジョイント４３ａ（図６参照）を嵌合した状態で、縦壁ａのボルト孔ｆおよびゴムブッシュジョイント４３ａを貫通するボルト４４を延長壁ｅのナットｇに螺合することで、サスペンションアーム４３がサスペンションアーム支持部４２ａに上下揺動自在に支持される。 The extension wall e extends rearward and downward from the rear end of the vertical wall c, and as a result, the rear end of the suspension arm support 42a is opened in a downward direction by the vertical wall a, the lateral wall b and the extension wall e. The bolt hole f is formed in the vertical wall a, 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 in which the rubber bush joint 43a (refer to FIG. 6) of the front end of the suspension arm 43 is fitted to the V-shaped cross section, the bolt 44 passing through the bolt hole f of the vertical wall a and the rubber bush joint 43a is extended wall e By screwing on the nut g, the suspension arm 43 is supported by the suspension arm support portion 42a so as to be vertically swingable.
　クロスメンバ支持部４２ｂは、サスペンションアーム支持部４２ａの縦壁ｃおよび横壁ｄから車幅方向内側に板状に延びる板状のクロスメンバ支持壁ｈを備えており、クロスメンバ支持壁ｈと縦壁ｃとが車幅方向に延びる３枚の補強リブｉ…で接続される。クロスメンバ支持壁ｈの前面および第１部材４１Ａの車幅方向内面にはブラケット４５が接続されており、クロスメンバ支持壁ｈおよびブラケット４５間に形成された閉断面部に第４クロスメンバ１９の車幅方向外端が嵌合して溶接される。第４クロスメンバ１９は車幅方向に延びる凹部１９ａを備えており、この凹部１９ａにより第４クロスメンバ１９の車室に対向する面は後下方に向かって窪んでいる。 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 c are connected by three reinforcing ribs i which extend 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 41A, and the closed cross section formed between the cross member support wall h and the bracket 45 is connected to the fourth cross member 19 The vehicle width direction outer end is fitted and welded. The fourth cross member 19 includes a recess 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 by the recess 19a.
  そして鉄鋳造ジョイント４２のサスペンションアーム支持部４２ａの横壁ｂおよび縦壁ｃよりなるＬ字状断面部をキックアップ部４１の第１部材４１Ａの下壁４１ａおよび車幅方向内側の側壁４１ｂに溶接することで、鉄鋳造ジョイント４２がキックアップ部４１に接続される。 Then, an L-shaped cross section including 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 kickup portion 41 and the inner side wall 41b. Thus, the iron casting joint 42 is connected to the kickup portion 41.
　図１～図３および図５に示すように、左右のキックアップ部４１，４１の第１部材４１Ａ，４１Ａの後部間が、第４クロスメンバ１９の後部に平行に配置された第５クロスメンバ２０により接続される。第４クロスメンバ１９の後面および第５クロスメンバ２０の前面は前後方向に延びる左右一対の連結部材４６，４６で接続され、連結部材４６，４６の後端位置に対応する第５クロスメンバ２０の後面が、左右のリヤサイドフレーム１４，１４の車幅方向内面に左右一対の筋交い部材４７，４７で斜めに接続される。第４クロスメンバ１９、第５クロスメンバ２０、左右のキックアップ部４１，４１および左右のリヤサイドフレーム１４，１４の下面が、スペアタイヤ収納凹部４８ａを有するリヤフロアパネル４８で接続される。従って、第５クロスメンバ２０、リヤサイドフレーム１４および筋交い部材４７で囲まれた三角形の枠部４９はリヤフロアパネル４８により閉塞されて補強される。 As shown in FIGS. 1 to 3 and 5, a fifth cross member is disposed parallel to the rear of the fourth cross member 19 between the rear portions of the first members 41A and 41A of the left and right kickup portions 41 and 41. 20 are 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. The rear surface is diagonally connected to the inner surface in the vehicle width direction of the left and right rear side frames 14, 14 by a pair of left and right brace members 47, 47. The lower surfaces of the fourth cross member 19, the fifth cross member 20, the left and right kickup portions 41, 41, and the left and right rear side frames 14, 14 are connected by a rear floor panel 48 having a spare tire storage recess 48a. Therefore, the triangular frame 49 surrounded by the fifth cross member 20, the rear side frame 14 and the brace member 47 is closed by the rear floor panel 48 and reinforced.
　第４クロスメンバ１９の車幅方向外端が連なるキックアップ部４１の上面にＣピラー２６の下端が接続される。Ｃピラー２６はリヤドアのドア開口の後縁に沿って配置されるもので、その上下方向中間部が後方に偏倚することで「く」字状に屈曲しており、その屈曲部から後方に延びる水平メンバ５０の後端がＤピラー２７の上下方向中間部に接続される。またＣピラー２６の屈曲部、つまり水平メンバ５０との接続部から分岐フレーム５１が下方に延びており、分岐フレーム５１の下端はキックアップ部４１の後端上面に接続される。 The lower end of the C pillar 26 is connected to the upper surface of the kickup portion 41 in which the vehicle width direction outer ends of the fourth cross member 19 are connected. The C-pillar 26 is disposed along the rear edge of the door opening of the rear door, and the vertically middle portion thereof is bent in a "V" shape by being biased rearward, and extends rearward from the bent portion The rear end of the horizontal member 50 is connected to the vertically middle portion of the D-pillar 27. Further, 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 rear end upper surface of the kickup portion 41.
　鋼板をプレス加工した左右のリヤホイールハウス３８Ｌ，３８Ｒの下端が、左右のリヤサイドフレーム１４，１４の車幅方向外面に接続される。左側のリヤホイールハウス３８Ｌの形状は右側のリヤホイールハウス３８Ｒの形状と異なっている。即ち、左側のリヤホイールハウス３８Ｌの上下方向中間部に、サスペンション装置のダンパー（不図示）の上端を支持するダンパー支持壁３８ａが略水平に形成されており、リヤホイールハウス３８Ｌはダンパー支持壁３８ａの車幅方向外端から緩やかに湾曲しながら上方に延びて水平メンバ５０に接続される。またダンパー支持壁３８ａの前方に隣接する位置に、上下方向に延びて車幅方向内側に突出する隆起部３８ｂが形成される。 The lower ends of the left and right rear wheel houses 38L, 38R obtained by pressing a steel plate are connected to the outer surfaces of the left and right rear side frames 14, 14 in the vehicle width direction. 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 for supporting the upper end of a damper (not shown) of the suspension device is formed substantially horizontally at the vertical middle portion of the left rear wheel house 38L, and the rear wheel house 38L is the damper support wall 38a. It extends upward and is connected to the horizontal member 50 while gently curving from the outer end in the vehicle width direction. Further, at a position adjacent to the front of the damper support wall 38a, a raised portion 38b extending in the vertical direction and projecting inward in the vehicle width direction is formed.
　リヤホイールハウス３８Ｌの車幅方向外面には、鋼板をプレス加工して車幅方向外側に凸に湾曲するリヤフェンダ－パネル３９Ｌが接続される。リヤフェンダ－パネル３９Ｌの上部には燃料タンクの給油口（不図示）を囲む円形の突出部３９ａ（図２参照）が形成されており、突出部３９ａはリヤホイールハウス３８Ｌの隆起部３８ｂに対向する。 A rear fender panel 39L is connected to an outer surface of the rear wheel house 38L in the vehicle width direction by pressing a steel plate and curving outwardly in the vehicle width direction. On the upper portion of the rear fender panel 39L, a circular projection 39a (see FIG. 2) surrounding the fuel tank inlet (not shown) is formed, and the projection 39a faces the projection 38b of the rear wheel house 38L. .
　右側のリヤホイールハウス３８Ｒの上部はダンパー支持壁３８ａの近傍で途切れており、かつ右側のリヤホイールハウス３８Ｒは左側のリヤホイールハウス３８Ｌの隆起部３８ｂに対応する隆起部３８ｂを備えていない。また右側のリヤホイールハウス３８Ｒの上端から上方に延びる補強フレーム５２が水平メンバ５０の後端に接続される。また左右のルーフサイドレール３３，３３の後部と、第３ルーフアーチ３７の車幅方向中央部とが、前方に向かって「Ｖ」字状に拡開する左右一対の筋交い部材５３，５３で接続される。 The upper portion of the right rear wheel house 38R is cut off 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. Further, 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, 33 and the central portion in the vehicle width direction of the third roof arch 37 are connected by a pair of left and right bracing members 53, 53 expanding in a V shape toward the front. Be done.
　次に、上記構成を備えた本発明の実施の形態の作用を説明する。 Next, the operation of the embodiment of the present invention having the above configuration will be described.
　車両が後面衝突してリヤサイドフレーム１４の後端に前向きの衝突荷重が入力したとき、リヤサイドフレーム１４が後端側から前端側に向かって順次圧壊すれば、衝突荷重を効率的に吸収することができる。リヤサイドフレーム１４に軸線Ｌ（図４参照）方向の衝突荷重が入力したときに、本実施の形態のリヤサイドフレーム１４は、内部に向かって向かい合う一対の面を繋ぐ隔壁を備えるとともに、軸線Ｌに対して点対称の断面形状を有するため、衝突荷重によりリヤサイドフレーム１４が折れ曲がるのを極力防止し、リヤサイドフレーム１４を長いストロークにわたって圧壊して衝突荷重を効率的に吸収することができる。 When the vehicle collides in the rear surface and a forward collision load is input to the rear end of the rear side frame 14, if the rear side frame 14 is crushed sequentially from the rear end to the front end, the collision load can be efficiently absorbed. 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 of the present embodiment has a partition connecting a pair of faces facing inward, and with respect to the axis L Since the cross-sectional shape is symmetrical with respect to the point, it is possible to prevent the rear side frame 14 from bending as much as possible due to the collision load, and the rear side frame 14 can be crushed over a long stroke to efficiently absorb the collision load.
　本実施の形態のリヤサイドフレーム１４は、鋼板１４′をロールフォーミング加工により折り曲げ、一端ｐ１および他端ｐ２を溶接ｗ１，ｗ２することで製造されるので、軽合金の押し出し材で構成したリヤサイドフレームに比べて低コストで衝撃吸収性能に優れている。 The rear side frame 14 of the present embodiment is manufactured by bending a steel plate 14 'by roll forming and welding w1 and w2 at one end p1 and the other end p2, so a rear side frame formed of a light alloy extruded material Compared with low cost, it has excellent shock absorption performance.
　また左右一対のリヤサイドフレーム１４，１４の前端間を車幅方向に延びる第５クロスメンバ２０で接続し、リヤサイドフレーム１４，１４および第５クロスメンバ２０を筋交い部材４７，４７で接続して三角形状の枠部４９，４９（図５参照）を構成し、枠部４９，４９をリヤフロアパネル４８で塞いだので、後面衝突の衝突荷重がリヤサイドフレーム１４，１４に入力したとき、リヤサイドフレーム１４，１４が車幅方向に倒れ難くなって軸線Ｌ方向の圧壊が可能になり、衝撃吸収性能が更に向上する。 Further, the front ends of the pair of left and right rear side frames 14, 14 are connected by the 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 the bridging members 47, 47 to form a triangular shape. And the rear floor panel 48 closes the frame portions 49 and 49. When the collision load of the rear collision is input to the rear side frames 14 and 14, the rear side frames 14 and 14 are formed. However, it is difficult for the vehicle to fall in the vehicle width direction so that crushing in the direction of the axis L becomes possible, and the shock absorbing performance is further improved.
　ところで、サイドシル１３の後端に対してリヤサイドフレーム１４の前端は上方に変位しているため、リヤサイドフレーム１４に後面衝突の衝突荷重が入力すると、サイドシル１３の後端およびリヤサイドフレーム１４の前端を接続する屈曲したキックアップ部４１に曲げモーメントが作用し、リヤサイドフレーム１４の後端が上向きに持ち上がるように変形する可能性がある。このように、リヤサイドフレーム１４の後端が上向きに持ち上がると軸線Ｌ方向の圧壊が困難になり、衝撃吸収性能が大幅に低下する虞がある。 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 rear collision is input to the rear side frame 14. A bending moment acts on the bent kick-up portion 41, and the rear end of the rear side frame 14 may be deformed so as to be lifted upward. As described above, when the rear end of the rear side frame 14 is lifted upward, crushing in the direction of the axis L becomes difficult, and there is a possibility that the shock absorbing performance is significantly reduced.
　しかしながら、本実施の形態によれば、キックアップ部４１の後部にルーフサイドレール３３から垂下するＣピラー２６の下端を接続したので、Ｃピラー２６が突っ張ってリヤサイドフレーム１４の上方への折れ曲がりを抑制することで、リヤサイドフレーム１４の軸線Ｌ方向の圧壊を促進することができる。 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 of the kickup portion 41, the C pillar 26 is stretched to suppress upward bending of the rear side frame 14. By doing this, crushing of the rear side frame 14 in the direction of the axis L can be promoted.
　またＣピラー２６の上下方向中間部から後方に延びる水平メンバ５０をＤピラー２７の上下方向中間部に接続し、更に車幅方向左側の水平メンバ５０およびリヤサイドフレーム１４をリヤホイールハウス３８Ｌで接続し、リヤホイールハウス３８Ｌに水平メンバ５０からキックアップ部４１の後部へと延びる隆起部３８ｂ（図１および図２参照）を形成したので、リヤホイールハウス３８Ｌの隆起部３８ｂおよび水平メンバ５０によりリヤサイドフレーム１４の上方への折れ曲がりを更に確実に抑制することができる。 Also, a horizontal member 50 extending rearward from the vertical middle portion of the C pillar 26 is connected to the vertical middle portion of the D pillar 27, and a 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 rear wheel house 38L is provided with the ridge 38b (see FIGS. 1 and 2) extending from the horizontal member 50 to the rear of the kickup portion 41, the rear side frame is formed by the ridge 38b of the rear wheel house 38L and the horizontal member 50. The upward bending of 14 can be further reliably suppressed.
　特に、本実施の形態の車体はパイプを連結したスペースフレームであるので、パイプがスペース的に配置困難となるリヤホイールハウス部において、鋼板のリヤホイールハウス３８Ｌに隆起部３８ｂを形成して高強度とすることで、リヤサイドフレーム１４の上方への折れ曲がりを更に確実に抑制することができる。 In particular, since the vehicle body of the present embodiment is a space frame in which pipes are connected, in the rear wheel house portion where the pipes are difficult to arrange in space, a raised portion 38b is formed in the rear wheel house 38L of steel plate to achieve high strength. By doing this, the upward bending of the rear side frame 14 can be further reliably suppressed.
　このとき、Ｃピラー２６はリヤドア開口の後縁に沿うように屈曲部にて「く」字状に屈曲しており、水平メンバ５０の前端がＣピラー２６の屈曲部に接続されることで、Ｃピラー２６の屈曲部の折れ曲がりを防止でき、Ｃピラー２６の断面を最小化しながら、後面衝突の衝突荷重によるリヤサイドフレーム１４の上方への傾きを阻止することができる。 At this time, the C-pillar 26 is bent in a "V" shape at the bending portion along the rear edge of the rear door opening, and the front end of the horizontal member 50 is connected to the bending portion of the C-pillar 26, The bending of the bent portion of the C-pillar 26 can be prevented, and the inclination of the rear side frame 14 upward due to the collision load of the rear collision can be prevented while minimizing the cross section of the C-pillar 26.
　しかもＣピラー２６および水平メンバ５０の接続部と、キックアップ部４１およびリヤサイドフレーム１４の接続部とを分岐フレーム５１で接続したので、分岐フレーム５１が突っ張ることでリヤサイドフレーム１４の上方への折れ曲がりを更に確実に抑制することができる。 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 branch frame 51 stretches upwards of the rear side frame 14 It is possible to suppress this more reliably.
　またサイドシル１３およびリヤサイドフレーム１４を接続するキックアップ部４１を、サスペンションアーム４３を支持するサスペンションアーム支持部４２ａと、車幅方向に延びる第４クロスメンバ１９の端部を支持するクロスメンバ支持部４２ｂとを有する強固な鉄鋳造ジョイント４２で補強したので、後面衝突の衝突荷重でリヤサイドフレーム１４の後端が持ち上がるようにキックアップ部４１が曲げ変形するのを抑制し、リヤサイドフレーム１４を軸線Ｌ方向に圧壊させて衝突荷重を効率的に吸収することができるだけでなく、キックアップ部４１に対して第４クロスメンバ１９を強固に接続して車体の捩じれ剛性を高めることができる。 Further, a kickup portion 41 connecting the side sill 13 and the rear side frame 14 is a suspension arm support portion 42a for supporting the suspension arm 43 and a cross member support portion 42b for supporting an end of the fourth cross member 19 extending in the vehicle width direction. The rear side frame 14 is restrained from bending deformation so that the rear end of the rear side frame 14 is lifted by the collision load of the rear surface collision, and the rear side frame 14 is directed in the direction of the axis L As a result, the fourth cross member 19 can be firmly connected to the kickup portion 41 to enhance the torsional rigidity of the vehicle body.
　特に、鉄鋳造ジョイント４２は、サスペンションアーム支持部４２ａおよびクロスメンバ支持部４２ｂを接続する補強リブｉ…（図５～図７参照）を備えるので、補強リブｉ…によりサスペンションアーム支持部４２ａおよびクロスメンバ支持部４２ｂの接続部を補強してサスペンションアーム４３の支持剛性を高めることができる。 In particular, since the iron casting joint 42 includes the reinforcement ribs i (see FIGS. 5 to 7) connecting the suspension arm support portions 42a and the cross member support portions 42b, the suspension arm support portions 42a and the cross are reinforced by the reinforcement ribs i. The connection portion of the member support portion 42b can be reinforced to increase the support rigidity of the suspension arm 43.
　更に、サスペンションアーム支持部４２ａは、Ｌ字状断面部（図７に示す横壁ｂおよび縦壁ｃ）が、キックアップ部４１の第１部材４１Ａの下壁４１ａおよび車幅方向内側の側壁４１ｂに接続されるので（図７参照）、鉄鋳造ジョイント４２を薄肉にして軽量化を図りながらキックアップ部４１を効果的に補強し、後面衝突の衝突荷重をリヤサイドフレーム１４からサイドシル１３に効率的に伝達することができる。 Furthermore, in the suspension arm support portion 42a, the L-shaped cross section (horizontal wall b and vertical wall c shown in FIG. 7) is formed on the lower wall 41a of the first member 41A of the kickup portion 41 and the side wall 41b on the inner side in the vehicle width direction. As it is connected (see FIG. 7), the kick-up portion 41 is effectively reinforced while reducing the weight by making the iron casting joint 42 thin, and the collision load of the rear surface collision from the rear side frame 14 to the side sill 13 efficiently. It can be transmitted.
　また中空閉断面の第４クロスメンバ１９は、鉄鋳造ジョイント４２のクロスメンバ支持部４２ｂとそれに接続されるブラケット４５とに挟持されるので、鉄鋳造ジョイント４２に対する第４クロスメンバ１９の組み付け性が向上するだけでなく、キックアップ部４１に第４クロスメンバ１９を強固に接続して車体の捩じれ剛性を高めることができる。 Further, since the fourth cross member 19 of the 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, the assemblability of the fourth cross member 19 with the iron casting joint 42 is In addition to the improvement, the fourth cross member 19 can be firmly connected to the kickup portion 41 to enhance the torsional rigidity of the vehicle body.
　しかも左右のキックアップ部４１，４１は第４クロスメンバ１９の後方において第５クロスメンバ２０の車幅方向両端部に接続され、第４クロスメンバ１９および第５クロスメンバ２０は前後方向に延びる左右の連結部材４６，４６により接続され、第５クロスメンバ２０および左右のリヤサイドフレーム１４，１４は左右の筋交い部材４７，４７を介して斜めに接続されるので、サイドシル１３，１３およびリヤサイドフレーム１４，１４を接続するキックアップ部４１，４１を効果的に補強して車体の捩じり剛性を高めることができる。また第４クロスメンバ１９は前上方を向く面に車幅方向に延びる凹部１９ａ（図７参照）を備えるので、凹部１９ａによって第４クロスメンバ１９の剛性が高められる。 Moreover, the left and right kickup portions 41, 41 are connected to both ends in the vehicle width direction of the fifth cross member 20 at the rear of the fourth cross member 19, and the fourth cross member 19 and the fifth cross member 20 extend in the front and rear direction The fifth cross member 20 and the left and right rear side frames 14, 14 are diagonally connected via the left and right brace members 47, 47, so that the side sills 13, 13 and the rear side frame 14, It is possible to effectively reinforce the kick-up portions 41, 41 connecting the fourteen to increase the torsional rigidity of the vehicle body. Further, since the fourth cross member 19 is provided with the recess 19a (see FIG. 7) extending in the vehicle width direction on the surface facing the upper front, the rigidity of the fourth cross member 19 is enhanced by the recess 19a.
　また左側のリヤホイールハウス３８Ｌは水平方向に延びてサスペンションダンパーの上端を支持するダンパー支持壁３８ａを備えるため、ダンパー支持壁３８ａにはサスペンションダンパーから上向きの荷重が作用する。しかしながら、リヤホイールハウス３８Ｌはダンパー支持壁３８ａの車幅方向外端から水平メンバ５０へとなだらかな曲面形状で連続するので、サスペンションダンパーの上端からダンパー支持壁３８ａに入力した上向きの荷重は、なだらかな曲面形状のリヤホイールハウス３８Ｌを介して水平メンバ５０に効率的に伝達される。 Further, since the left rear wheel house 38L includes the damper support wall 38a extending in the horizontal direction to support the upper end of the suspension damper, an upward load from the suspension damper acts on the damper support wall 38a. However, since the rear wheel house 38L continues in a gentle curved shape from the outer end of the damper support wall 38a in the vehicle width direction to the horizontal member 50, the upward load input from the upper end of the suspension damper to the damper support wall 38a is gentle. Is efficiently transmitted to the horizontal member 50 through the rear wheel house 38L having a curved surface shape.
　しかも左側のリヤホイールハウス３８Ｌの車幅方向外側を覆うリヤフェンダ－パネル３９Ｌは、燃料供給口を囲む環状の突出部３９ａ（図２参照）を備えており、その突出部３９ａをリヤホイールハウス３８Ｌの隆起部３８ｂの上端に対峙させたので、サスペンションダンパーから入力する上向きの荷重をリヤホイールハウス３８Ｌおよびリヤフェンダ－パネル３９Ｌの両方の部材を介して水平メンバ５０に伝達することができる。 Moreover, the rear fender panel 39L covering the outer side of the left rear wheel house 38L in the vehicle width direction is provided with an annular projecting portion 39a (see FIG. 2) surrounding the fuel supply port, and the projecting portion 39a is the rear wheel house 38L. Since the upper end of the raised portion 38b is faced, the upward load input from the suspension damper can be transmitted to the horizontal member 50 through both the rear wheel house 38L and the rear fender panel 39L.
　また右側のリヤホイールハウス３８Ｒの上端は水平メンバ５０の位置に達していないが、そのリヤホイールハウス３８Ｒの上端と水平メンバ５０とを補強フレーム５２（図１および図３参照）で接続したので、リヤサイドフレーム１４から入力する上向きの荷重や、サスペンションダンパーからダンパー支持壁３８ａに入力する上向きの荷重を、補強フレーム５２を介して水平メンバ５０に伝達することができる。 The upper end of the right rear wheel house 38R has not reached 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.
　また左右のＣピラー２６，２６の上端と、左右のＤピラー２７，２７の上端間を車幅方向に接続する第３ルーフアーチ３７の車幅方向中央部とを、左右の筋交い部材５３，５３（図１参照）でＶ字状に接続したので、サスペンションダンパーから入力する上向きの荷重をＣピラー２６，２６からルーフサイドレール３３，３３および第３ルーフアーチ３７に効率的に伝達して吸収することができる。 The left and right brace members 53, 53 are connected to the center of the third roof arch 37, which connects the upper ends of the left and right C pillars 26, 26 and the upper ends of the left and right D pillars 27, 27 in the vehicle width direction. Since it is connected in a V shape (see FIG. 1), the upward load input from the suspension damper is efficiently transmitted and absorbed from the C pillars 26, 26 to the roof side rails 33, 33 and the third roof arch 37. be able to.
　以上、本発明の実施の形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。 As mentioned above, although embodiment of this invention was described, this invention can perform various design changes in the range which does not deviate from the summary.
　例えば、本発明のミドルクロスメンバは実施の形態の第４クロスメンバ１９に限定されず、また本発明のフロアクロスメンバは実施の形態の第５クロスメンバ２０に限定されるものではなく、更に本発明のルーフアーチは実施の形態の第３ルーフアーチ３７に限定されるものではない。 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)

  1. 　前後方向に配置されたサイドシル（１３）の後端と、前後方向に配置されたリヤサイドフレーム（１４）の前端とを、前下方から後上方に湾曲するキックアップ部（４１）で接続した自動車の車体構造であって、
    　サスペンションアーム（４３）を支持するサスペンションアーム支持部（４２ａ）と、車幅方向に延びるミドルクロスメンバ（１９）の端部を支持するクロスメンバ支持部（４２ｂ）とを有する鉄鋳造ジョイント（４２）を前記キックアップ部（４１）に接続したことを特徴とする自動車の車体構造。     The rear end of the side sill (13) disposed in the front and rear direction and the front end of the rear side frame (14) disposed in the front and rear direction are connected by a kickup portion (41) that curves from the lower front to the upper rear A car body structure,
    Iron cast joint (42) having a suspension arm support (42a) supporting the suspension arm (43) and a cross member support (42b) supporting the end of the middle cross member (19) extending in the vehicle width direction The vehicle body structure of a car, wherein the kick-up portion (41) is connected.
  2. 　前記鉄鋳造ジョイント（４２）は、前記サスペンションアーム支持部（４２ａ）および前記クロスメンバ支持部（４２ｂ）を接続する補強リブ（ｉ）を備えることを特徴とする、請求項１に記載の自動車の車体構造。 The vehicle according to claim 1, characterized in that the iron casting joint (42) comprises reinforcing ribs (i) connecting the suspension arm support (42a) and the cross member support (42b). Body structure.
  3. 　前記キックアップ部（４１）は中空閉断面に構成され、サスペンションアーム支持部（４２ａ）のＬ字状断面部が前記キックアップ部（４１）の下壁（４１ａ）および車幅方向内側の側壁（４１ｂ）に接続されることを特徴とする、請求項１または請求項２に記載の自動車の車体構造。 The kick-up portion (41) has a hollow closed cross section, and the L-shaped cross section of the suspension arm support portion (42a) is a lower wall (41a) of the kick-up portion (41) and an inner side wall A vehicle body structure according to claim 1 or 2, characterized in that it is connected to 41b).
  4. 　中空閉断面の前記ミドルクロスメンバ（１９）は、前記クロスメンバ支持部（４２ｂ）とそれに接続されるブラケット（４５）とに挟持されることを特徴とする、請求項１～請求項３の何れか１項に記載の自動車の車体構造。 The middle cross member (19) of hollow closed cross section is held by the cross member support (42b) and a bracket (45) connected thereto, any one of claims 1 to 3 The vehicle body structure of an automobile according to any one of the items 1 to 4.
  5. 　左右一対の前記キックアップ部（４１）は前記ミドルクロスメンバ（１９）の後方においてフロアクロスメンバ（２０）の車幅方向両端部に接続され、前記ミドルクロスメンバ（１９）および前記フロアクロスメンバ（２０）は前後方向に延びる左右一対の連結部材（４６）により連結され、前記フロアクロスメンバ（２０）および前記左右一対のリヤサイドフレーム（１４）は左右一対の筋交い部材（４７）を介して斜めに接続されることを特徴とする、請求項１～請求項４の何れか１項に記載の自動車の車体構造。 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) are connected by a pair of left and right connecting members (46) extending in the front and rear direction, and the floor cross member (20) and the pair of left and right rear side frames (14) are inclined through the pair of left and right bracing members (47) The vehicle body structure of an automobile according to any one of claims 1 to 4, characterized in that it is connected.
  6. 　前記ミドルクロスメンバ（１９）は前上方を向く面に車幅方向に延びる凹部（１９ａ）を備えることを特徴とする、請求項１～請求項５の何れか１項に記載の自動車の車体構造。 The vehicle body structure of an automobile according to any one of claims 1 to 5, wherein the middle cross member (19) is provided with a recess (19a) extending in the vehicle width direction on a surface facing the front upper side. .
  7. 　前記キックアップ部（４１）の後部にルーフサイドレール（３３）から垂下するＣピラー（２６）の下端を接続し、前記Ｃピラー（２６）の上下方向中間部から後方に延びる水平メンバ（５０）を該Ｃピラー（２６）の後方に位置するＤピラー（２７）の上下方向中間部に接続し、前記水平メンバ（５０）および前記リヤサイドフレーム（１４）をサスペンションダンパ－の上端を支持するリヤホイールハウス（３８Ｌ）で接続し、前記リヤホイールハウス（３８Ｌ）に前記水平メンバ（５０）から前記キックアップ部（４１）の後部へと延びる隆起部（３８ｂ）を形成したことを特徴とする、請求項１に記載の自動車の車体構造。 The lower end of the C pillar (26) hanging down from the roof side rail (33) is connected to the rear of the kickup portion (41), and the horizontal member (50) extends rearward from the vertical middle of the C pillar (26). And a rear wheel supporting the upper end of the suspension damper and the horizontal member (50) and the rear side frame (14) by connecting to the vertical middle portion of the D pillar (27) located behind the C pillar (26) The rear wheel house (38L) is connected by a house (38L) and has a raised portion (38b) extending from the horizontal member (50) to the rear of the kickup portion (41). Item 1. A vehicle body structure according to item 1.
  8. 　前記Ｃピラー（２６）はリヤドア開口の後縁に沿うように屈曲部にて「く」字状に屈曲しており、前記水平メンバ（５０）の前端は前記Ｃピラー（２６）の屈曲部に接続されることを特徴とする、請求項７に記載の自動車の車体構造。 The C-pillar (26) is bent in a "V" shape at a bending portion along the rear edge of the rear door opening, and the front end of the horizontal member (50) is at the bending portion of the C-pillar (26) A vehicle body structure according to claim 7, characterized in that it is connected.
  9. 　前記Ｃピラー（２６）の屈曲部と前記リヤサイドフレーム（１４）の前端とを分岐フレーム（５１）で接続したことを特徴とする、請求項８に記載の自動車の車体構造。 The vehicle body structure of an automobile according to claim 8, characterized in that a bent portion of said C-pillar (26) and a front end of said rear side frame (14) are connected by a branch frame (51).
  10. 　前記リヤホイールハウス（３８Ｌ）は水平方向に延びてサスペンションダンパーの上端を支持するダンパー支持壁（３８ａ）を備え、前記リヤホイールハウス（３８Ｌ）は前記ダンパー支持壁（３８ａ）の車幅方向外端から前記水平メンバ（５０）へとなだらかな曲面形状で連続することを特徴とする、請求項７～請求項９の何れか１項に記載の自動車の車体構造。 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 of the damper support wall (38a) in the vehicle width direction. The vehicle body structure of an automobile according to any one of claims 7 to 9, characterized by being continuous in a smooth curved surface shape from said to said horizontal member (50).
  11. 　前記リヤホイールハウス（３８Ｌ）の車幅方向外側を覆うリヤフェンダーパネル（３９Ｌ）を備え、燃料供給口を囲むように前記リヤフェンダーパネル（３９Ｌ）に形成された環状の突出部（３９ａ）を前記リヤホイールハウス（３８Ｌ）の前記隆起部（３８ｂ）の上端に対峙させたことを特徴とする、請求項１０に記載の自動車の車体構造。 A rear fender panel (39L) covering the outer side of the rear wheel house (38L) in the vehicle width direction is provided, and an annular protrusion (39a) formed on the rear fender panel (39L) is disposed to surround the fuel supply port. 11. The vehicle body structure according to claim 10, characterized in that the upper end of the raised portion (38b) of the rear wheel house (38L) is faced.
  12. 　上端が前記水平メンバ（５０）に直接接続された左右一方の前記リヤホイールハウス（３８Ｌ）の車幅方向反対側に位置する左右他方のリヤホイールハウス（３８Ｒ）の上端は、補強フレーム（５２）を介して前記水平メンバ（５０）に接続されることを特徴とする、請求項７～請求項１１の何れか１項に記載の自動車の車体構造。 The upper end of the other left and right rear wheel house (38R) located on the opposite side of the left and right rear wheel house (38L) whose upper end is directly connected to the horizontal member (50) is a reinforcing frame (52) Vehicle body structure according to any of the claims 7-11, characterized in that it is connected to the horizontal member (50) via
  13. 　左右一対の前記Ｃピラー（２６）上端と、左右一対の前記Ｄピラー（２７）の上端間を車幅方向に接続するルーフアーチ（３７）の車幅方向中央部とを、左右一対の筋交い部材（５３）でＶ字状に接続したことを特徴とする、請求項７～請求項１２の何れか１項に記載の自動車の車体構造。 A pair of left and right bracing members is provided at the center in the vehicle width direction of a roof arch (37) connecting the upper ends of the left and right C pillars (26) and the upper ends of the pair of left and right D pillars (27) in the vehicle width direction. The vehicle body structure of an automobile according to any one of claims 7 to 12, characterized by being connected in a V-shape at (53).
PCT/JP2014/072437 2013-09-13 2014-08-27 Automobile body structure WO2015037444A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015536521A JP6074825B2 (en) 2013-09-13 2014-08-27 Auto body structure

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2013191031 2013-09-13
JP2013-191031 2013-09-13
JP2013-207908 2013-10-03
JP2013207908 2013-10-03

Publications (1)

Publication Number Publication Date
WO2015037444A1 true WO2015037444A1 (en) 2015-03-19

Family

ID=52665557

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/072437 WO2015037444A1 (en) 2013-09-13 2014-08-27 Automobile body structure

Country Status (2)

Country Link
JP (1) JP6074825B2 (en)
WO (1) WO2015037444A1 (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018075894A (en) * 2016-11-08 2018-05-17 日産自動車株式会社 Vehicle body rear part structure
KR20180074285A (en) * 2016-12-23 2018-07-03 주식회사 포스코 Cross member for vehicle
FR3078049A1 (en) * 2018-02-22 2019-08-23 Psa Automobiles Sa METHOD OF ASSEMBLING BODY COMPONENTS THEREOF COMPRISING A REAR SIDE WING DOUBLE OF A MOTOR VEHICLE.
EP3566931A1 (en) * 2018-05-10 2019-11-13 Mazda Motor Corporation Vehicle body structure, and vehicle
EP3587222A1 (en) * 2018-06-26 2020-01-01 Mazda Motor Corporation Lower vehicle-body structure of vehicle
EP3702250A1 (en) * 2019-02-27 2020-09-02 Mazda Motor Corporation Vehicle-body structure and vehicle
US10822033B2 (en) 2018-01-26 2020-11-03 Iida Industry Co., Ltd. Vehicle structure
WO2024067763A1 (en) * 2022-09-29 2024-04-04 长城汽车股份有限公司 Vehicle body side reinforcing structure and vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019198753A1 (en) * 2018-04-11 2019-10-17 本田技研工業株式会社 Body structure for automobiles

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02129970U (en) * 1989-03-31 1990-10-26
JPH0411580A (en) * 1990-04-27 1992-01-16 Nissan Motor Co Ltd Automotive car body front part structure
JPH05305878A (en) * 1992-04-30 1993-11-19 Nissan Motor Co Ltd Coupling structure of body strength member
JPH09254815A (en) * 1996-03-26 1997-09-30 Toyota Auto Body Co Ltd Upper body structure of high-roof vehicle
JP2002307920A (en) * 2001-04-17 2002-10-23 Hitachi Metals Ltd Suspension bracket for automobile
JP2010042770A (en) * 2008-08-15 2010-02-25 Mazda Motor Corp Vehicular side body structure
JP2010208538A (en) * 2009-03-11 2010-09-24 Toyota Motor Corp Vehicular substructure and vehicle
JP2010247795A (en) * 2009-04-20 2010-11-04 Mazda Motor Corp Lower vehicle-body structure of vehicle

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02129970U (en) * 1989-03-31 1990-10-26
JPH0411580A (en) * 1990-04-27 1992-01-16 Nissan Motor Co Ltd Automotive car body front part structure
JPH05305878A (en) * 1992-04-30 1993-11-19 Nissan Motor Co Ltd Coupling structure of body strength member
JPH09254815A (en) * 1996-03-26 1997-09-30 Toyota Auto Body Co Ltd Upper body structure of high-roof vehicle
JP2002307920A (en) * 2001-04-17 2002-10-23 Hitachi Metals Ltd Suspension bracket for automobile
JP2010042770A (en) * 2008-08-15 2010-02-25 Mazda Motor Corp Vehicular side body structure
JP2010208538A (en) * 2009-03-11 2010-09-24 Toyota Motor Corp Vehicular substructure and vehicle
JP2010247795A (en) * 2009-04-20 2010-11-04 Mazda Motor Corp Lower vehicle-body structure of vehicle

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018075894A (en) * 2016-11-08 2018-05-17 日産自動車株式会社 Vehicle body rear part structure
KR20180074285A (en) * 2016-12-23 2018-07-03 주식회사 포스코 Cross member for vehicle
KR101889199B1 (en) * 2016-12-23 2018-08-16 주식회사 포스코 Cross member for vehicle
US10822033B2 (en) 2018-01-26 2020-11-03 Iida Industry Co., Ltd. Vehicle structure
FR3078049A1 (en) * 2018-02-22 2019-08-23 Psa Automobiles Sa METHOD OF ASSEMBLING BODY COMPONENTS THEREOF COMPRISING A REAR SIDE WING DOUBLE OF A MOTOR VEHICLE.
WO2019162584A1 (en) * 2018-02-22 2019-08-29 Psa Automobiles Sa Method for assembling together bodywork elements making up a motor vehicle rear side wing lining
EP3566931A1 (en) * 2018-05-10 2019-11-13 Mazda Motor Corporation Vehicle body structure, and vehicle
EP3587222A1 (en) * 2018-06-26 2020-01-01 Mazda Motor Corporation Lower vehicle-body structure of vehicle
CN110641550A (en) * 2018-06-26 2020-01-03 马自达汽车株式会社 Lower body structure of vehicle
US11142261B2 (en) 2018-06-26 2021-10-12 Mazda Motor Corporation Lower vehicle-body structure of vehicle
CN110641550B (en) * 2018-06-26 2022-04-12 马自达汽车株式会社 Lower body structure of vehicle
EP3702250A1 (en) * 2019-02-27 2020-09-02 Mazda Motor Corporation Vehicle-body structure and vehicle
CN111619676A (en) * 2019-02-27 2020-09-04 马自达汽车株式会社 Rear body structure of vehicle
WO2024067763A1 (en) * 2022-09-29 2024-04-04 长城汽车股份有限公司 Vehicle body side reinforcing structure and vehicle

Also Published As

Publication number Publication date
JPWO2015037444A1 (en) 2017-03-02
JP6074825B2 (en) 2017-02-08

Similar Documents

Publication Publication Date Title
WO2015037444A1 (en) Automobile body structure
US9969432B2 (en) Vehicle body front structure
JP5683707B2 (en) Body side structure
US9764765B2 (en) Vehicle-body front structure
JP5029135B2 (en) Car side body structure
JP5927695B2 (en) Lower body structure
WO2017126318A1 (en) Vehicle front body structure
JP2008230460A (en) Lower body structure of vehicle
US10017209B2 (en) Vehicle-body front structure
JP6181099B2 (en) Rear structure of the car body
JP4335841B2 (en) Rear body structure of hatchback type vehicle
JP5493971B2 (en) Rear body structure of the vehicle
JP5639936B2 (en) Body side structure
JP5857412B2 (en) Reinforcement structure at the front of the vehicle
JP2013006519A (en) Vehicle body upper structure
JP2015020673A (en) Vehicle body structure of automobile
JP2010023661A (en) Vehicle body front structure
JP4587827B2 (en) Auto body structure
JP6176227B2 (en) Front body structure of the vehicle
JP6149881B2 (en) Car side body structure
JP6269758B1 (en) Front body structure of the vehicle
JP3551914B2 (en) Car body front structure
JP5212892B2 (en) Lower body structure of the vehicle
WO2019198751A1 (en) Body structure for automobiles
JP7347242B2 (en) Vehicle rear body structure

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14843709

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2015536521

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14843709

Country of ref document: EP

Kind code of ref document: A1