WO2023188105A1

WO2023188105A1 - Vehicle body frame structure

Info

Publication number: WO2023188105A1
Application number: PCT/JP2022/015981
Authority: WO
Inventors: 康雄秋本; 浩則中; 弘基片村
Original assignee: 三菱自動車工業株式会社
Priority date: 2022-03-30
Filing date: 2022-03-30
Publication date: 2023-10-05

Abstract

A vehicle body frame structure 1 comprises: a cross member 141 that spans between a pair of left and right side members 12; a pair of left and right suspension towers 30 that each support an apex portion 28a of a shock absorber 28; and a pair of left and right upper arm brackets 40 that each support an upper arm 26. The suspension towers 30 are arranged outside the side members 12 in the vehicle width direction. The cross member 141 is provided such that, when viewed from above the vehicle, both end sides thereof in the vehicle width direction are connected to the side members 12 at the same position as the suspension towers 30 in the vehicle longitudinal direction, the cross member 141 thus linking the suspension towers 30. The upper arm brackets 40 are provided upright on upper faces 12a of the side members 12 adjacent to the inner sides of the suspension towers 30 in the vehicle width direction, and are connected to the suspension towers 30. The suspension towers 30, the upper arm brackets 40, and the cross member 141 are arranged in line in the vehicle width direction.

Description

car body frame structure

The present invention relates to a vehicle body frame structure, and particularly to a vehicle body frame structure equipped with a suspension device.

Conventionally, techniques related to a vehicle body frame structure equipped with a suspension device are known. For example, Patent Document 1 discloses a frame including a pair of front side rails, a second front cross member spanning the pair of front side rails, and a front suspension provided near the second front cross member. The body structure of the car is described. In this vehicle body structure, the front suspension includes a suspension tower that is connected to the front side rail and supports the upper end of the shock absorber, and an upper arm that is swingably attached to the suspension tower and connected to the knuckle to which the wheel is attached. have

JP 2021-3940 Publication

In the suspension device described in Patent Document 1, a vertical load is input to the suspension tower via the shock absorber, and a load is applied to the suspension tower in the vehicle longitudinal direction and vehicle width direction via the upper arm. is input. It is required to appropriately protect the suspension tower to which loads are input in this way.

The present invention has been made in view of these problems, and its purpose is to provide a vehicle body frame structure that can appropriately protect the suspension tower.

In order to achieve the above object, the vehicle body frame structure of the present invention includes a pair of left and right side members extending in the longitudinal direction of the vehicle, and a cross member extending in the vehicle width direction and spanning between the pair of left and right side members. and a pair of left and right suspension towers that are provided on the side member and support the tops of shock absorbers of the suspension device, and a pair of left and right upper arm brackets that support the upper arms of the suspension device, the suspension towers: The cross member is disposed on the outer side in the vehicle width direction of the side member and is connected to an outer surface of the side member facing outward in the vehicle width direction, and the cross member has both end sides in the vehicle width direction facing the suspension tower and the vehicle when viewed from above the vehicle. The upper arm bracket is connected to the side member at the same position in the longitudinal direction and is provided to connect the suspension towers, and the upper arm bracket is adjacent to the inner side of the suspension tower in the vehicle width direction and stands on the upper surface of the side member. The suspension tower, the upper arm bracket, and the cross member are arranged side by side in the vehicle width direction.

With this configuration, by providing the upper arm bracket adjacent to the inside of the suspension tower in the vehicle width direction, the suspension tower can be supported from the inside in the vehicle width direction by the upper arm bracket, and the collapse of the suspension tower can be suppressed. can. Further, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side members and the cross member via the upper arm bracket. Moreover, by arranging the suspension towers, upper arm brackets, and cross members side by side in the vehicle width direction, highly rigid members are placed continuously between the suspension towers, which reliably improves the rigidity around the suspension towers. be able to. Thereby, the rigidity around the suspension tower can be efficiently improved, so that it is possible to improve the durability of the suspension tower and the support rigidity of the suspension device. Therefore, according to the vehicle body frame structure of the present invention, the suspension tower can be appropriately protected.

Furthermore, in the vehicle body frame structure of the present invention, the suspension tower, upper arm bracket, and cross member are aligned in a row in the vehicle width direction, thereby reducing the area where the side member is crushed when a frontal collision occurs (crash stroke). Since it can be made large, it is advantageous in terms of shock absorption performance.

Further, it is preferable that the upper arm bracket extends to an inner side surface of the side member facing inward in the vehicle width direction, and is connected to the cross member.

With this configuration, the load input from the suspension device to the suspension tower can be more efficiently transmitted to the cross member via the upper arm bracket.

Further, the upper arm bracket includes an outer bracket interposed between the side member and the upper part of the suspension tower, connected to the upper surface and the outer surface of the side member, and connected to the suspension tower; an inner bracket connected to the upper surface of the side member while covering the outer bracket from the inside and above in the vehicle width direction, and a support shaft of the upper arm is disposed between the outer bracket and the inner bracket. Preferably, a rotatably supporting support is attached.

With this configuration, the upper part of the suspension tower can be supported by the inner bracket of the upper arm bracket, so it is possible to more reliably prevent the suspension tower from falling. Further, since the relatively rigid support portion of the upper arm bracket can receive the load input from the suspension device to the suspension tower, the load can be transmitted to the side members and the cross member more efficiently.

Further, it is preferable that the upper arm bracket has a pair of legs extending along the outer surface of the side member at a distance from each other in the longitudinal direction of the vehicle, and sandwiching the suspension tower in the longitudinal direction of the vehicle.

With this configuration, the suspension tower is sandwiched between the pair of legs from the longitudinal direction of the vehicle, so the rigidity and strength of the suspension tower in the longitudinal direction of the vehicle can be increased, making it possible to protect the suspension tower more appropriately.

Further, it is preferable that the cross member extends outward in the vehicle width direction along the lower surface of the side member and is connected to a lower end portion of the suspension tower.

With this configuration, the cross member and suspension tower can be easily connected, the load input to the suspension tower can be directly transmitted to the cross member, and the suspension tower can be more appropriately protected. Become.

Further, the cross member has suspension tower contact portions that are formed at intervals in the longitudinal direction of the vehicle and come into contact with a vertical wall surface of the suspension tower in the longitudinal direction of the vehicle, and the suspension tower contact portion It is preferable that the vertical wall surface be connected to the vertical wall surface.

With this configuration, the rigidity and strength of the suspension tower in the longitudinal direction of the vehicle can be increased. Thereby, it becomes possible to protect the suspension tower more appropriately.

Further, it is preferable that a connection portion between the suspension tower contact portion of the cross member and the vertical wall surface is formed so as to extend upward toward the outside in the vehicle width direction.

With this configuration, when a relatively large upward load is input from the shock absorber to the suspension tower, the connection between the cross member and the suspension tower extends in the direction of the load, allowing the connection to It is possible to reduce the concentration of the load on one end of the connection part. As a result, the cross member and suspension tower can be firmly fixed.

Further, it is preferable that the cross member has a side member contact portion that extends to wrap around the lower surface and the outer surface of the side member, and is connected to the side member at the side member contact portion.

With this configuration, the cross member and the side members can be firmly fixed. As a result, even if twisting occurs in the cross member or side member, deformation of only one of them is suppressed, which in turn suppresses deformation of the suspension tower connected to the cross member and side member. This makes it possible and improves durability.

The vehicle further includes a mount bracket that is provided on the side member and supports a power plant of the vehicle, and the mount bracket is located inside the upper arm bracket in the vehicle width direction and is connected to the suspension tower when viewed from above the vehicle. It is preferable that they be provided at positions lined up in the width direction and connected to straddle the upper arm bracket and the cross member.

With this configuration, the highly rigid mount bracket is provided across the upper arm bracket and the cross member, making it possible to further strengthen the connection from the suspension tower to the cross member. As a result, the load input to the suspension tower can be transmitted to the cross member more reliably, and the rigidity around the suspension tower can be further improved. Furthermore, by aligning the mount bracket, suspension tower, upper arm bracket, and cross member in a line in the vehicle width direction, it is possible to increase the area in which the side member is crushed (crash stroke) when a frontal collision occurs in the vehicle. Therefore, it is advantageous in terms of shock absorption performance.

Further, a lower arm of the suspension device is supported at both ends of the cross member in the vehicle width direction so as to be able to swing up and down, and the lower arm of the suspension tower is located at the outermost lower end in the vehicle width direction. It is preferable to have a bump stopper that can come into contact with the lower arm when it swings in the vertical direction.

With this configuration, when the shock absorber contracts significantly, the lower arm and the bump stopper of the suspension tower come into contact with each other, thereby preventing collisions between the members included in the suspension device and the side members. Even if a relatively large load that causes the shock absorber to contract greatly is input to the suspension tower, according to the vehicle body frame structure of the present invention, the upper arm bracket transmits the load to the side members and the cross member, and the suspension tower This prevents the tower from collapsing and reliably improves the rigidity around the suspension tower. Therefore, the suspension tower can be properly protected.

In the vehicle body frame structure of the present invention, the suspension tower can be supported from the inside in the vehicle width direction by the upper arm bracket, and the collapse of the suspension tower can be suppressed. Further, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side members and the cross member via the upper arm bracket. Moreover, by arranging the suspension towers, upper arm brackets, and cross members side by side in the vehicle width direction, highly rigid members are placed continuously between the suspension towers, which reliably improves the rigidity around the suspension towers. be able to. Therefore, according to the vehicle body frame structure of the present invention, the suspension tower can be appropriately protected.

FIG. 2 is a perspective view of the vehicle body frame structure according to the embodiment, viewed from above and from the outside in the vehicle width direction. FIG. 2 is a top view showing the vehicle body frame structure according to the embodiment. FIG. 3 is a perspective view of the attachment portion of the suspension cross member to the side member, viewed from below and from the inside in the vehicle width direction. FIG. 2 is a perspective view of the suspension device viewed from above and from the outside in the vehicle width direction. FIG. 2 is a perspective view of the suspension device viewed from above and from the front side in the longitudinal direction of the vehicle. FIG. 2 is a perspective view of the suspension device viewed from below and from the outside in the vehicle width direction. FIG. 2 is a perspective view of a main part of the upper arm bracket viewed from above and from inside in the vehicle width direction.

Hereinafter, one embodiment of the present invention will be described based on the drawings.

FIG. 1 is a perspective view of the vehicle body frame structure according to the embodiment viewed from above and from the outside in the vehicle width direction, and FIG. 2 is a top view showing the vehicle body frame structure according to the embodiment. The vehicle body frame structure 1 according to the embodiment is applied to a front wheel (not shown) side of a vehicle. As shown in FIG. 1, the vehicle body frame structure 1 includes a vehicle body frame 10, a mount bracket 15, and a suspension device 20. Note that in FIG. 2, only some components of the suspension device 20 are shown.

(body frame)
The vehicle body frame 10 includes a pair of side members 12, a plurality of cross members 14, and a bumper beam 16. The pair of side members 12 are vehicle body frames that extend in the longitudinal direction of the vehicle, and are provided in pairs on the left and right with an interval in the vehicle width direction. The side member 12 is a cylindrical frame with a rectangular cross section that connects an inner frame and an outer frame. The side member 12 includes an upper surface 12a facing upward in the vertical direction, a lower surface 12b facing downward in the vertical direction, an outer surface 12c facing outward in the vehicle width direction, and an inner surface 12d facing inward in the vehicle width direction. The plurality of cross members 14 are frames connected to both of the pair of side members 12 and extending in the vehicle width direction, and are arranged at intervals in the vehicle longitudinal direction. Cross member 14 includes a suspension cross member 141 disposed below suspension device 20. The bumper beam 16 is a frame connected to the front end of the side member 12 and extending in the vehicle width direction.

(suspension cross member)
The suspension cross member 141 will be explained with reference to FIG. 3. FIG. 3 is a perspective view of the attachment portion of the suspension cross member 141 to the side member 12, viewed from below and from inside in the vehicle width direction. The suspension cross member 141 (hereinafter simply referred to as “cross member 141”) includes a main body portion 141a extending in the vehicle width direction, and an attachment piece 141b for attaching the main body portion 141a to the side member 12. As shown in FIG. 3, the main body portion 141a is below the lower surface 12b of the side member 12 and extends outward in the vehicle width direction along the lower surface 12b. The attachment piece 141b is arranged to cover the main body part 141a from above, and is connected to the main body part 141a by welding. The attachment piece 141b is then fixed to the lower surface 12b and inner surface 12d of the side member 12 by welding. Further, in the present embodiment, the cross member 141 has a side member contact portion 142 that extends so as to wrap around the lower surface 12b and outer surface 12c of the side member 12 (see FIG. 6). A welding hole 142a is formed in the side member contact portion 142, and the cross member 141 is connected to the side member 12 by welding at the edge of the hole 142a of the side member contact portion 142. .

(Mount bracket)
The mount brackets 15 are members that support a power plant (not shown) of the vehicle, and are attached to each of the pair of side members 12 . The power plant (not shown) includes a power source (not shown) such as a vehicle engine or a motor, and a drive system (not shown) such as a transmission or a clutch (not shown). In this embodiment, as shown in FIG. 2, the mount bracket 15 is arranged at the same position as the cross member 141 in the longitudinal direction of the vehicle. In other words, the mount bracket 15 is arranged at a position aligned with the cross member 141 along the vehicle width direction when viewed from above the vehicle. Further, the mount bracket 15 is provided inside an upper arm bracket 40 (described later) in the vehicle width direction, at a position aligned with a suspension tower 30 (described later) along the vehicle width direction when viewed from above the vehicle. As shown in FIG. 3, the mount bracket 15 is connected across the inner surface 12d of the side member 12, the mounting piece 141b of the cross member 141, and the inner bracket 43 of the upper arm bracket 40 (see FIG. 4). be done.

(suspension device)
The suspension devices 20 are provided as a pair on the left and right in the vehicle width direction, corresponding to front wheels (not shown). The suspension device 20 includes a lower arm 22, a knuckle 24, an upper arm 26, a shock absorber 28, a suspension tower 30, and an upper arm bracket 40. That is, the above-mentioned components of the suspension device 20 are provided as a left and right pair.

The lower arm 22 is rotatably connected to both ends of the cross member 141 in the vehicle width direction about an axis extending in the longitudinal direction of the vehicle. That is, the lower arm 22 is attached to the cross member 141 so as to be swingable in the vertical direction. Furthermore, as shown by the broken line in FIG. 1, the lower arm 22 is formed with a convex portion 22a that extends upward. The convex portion 22a is formed so as to come into contact with a bump stopper 321, which will be described later, when a relatively large upward load is input from a wheel (not shown) and the shock absorber 28 contracts significantly. Note that a stabilizer (not shown) is connected between the left and right lower arms 22 to suppress rolling of the vehicle body, and a coil spring (not shown) is mounted on the upper surface of the lower arm 22.

The knuckle 24 is rotatably connected to the outer tip of the lower arm 22 in the vehicle width direction about an axis extending in the vertical direction. A hub 6 that supports a front wheel (not shown) and is connected to a drive shaft (not shown) is rotatably attached to the knuckle 24 . Note that a steering rod 8 is connected between the left and right knuckles 24 via a steering gear box 7 that operates in conjunction with a steering wheel (not shown) operated by the driver. Note that the steering gear box 7 is fixed to the vehicle body frame 10 via a pipe that is provided so as to pass through the cross member 141 and has an axis extending in the longitudinal direction of the vehicle.

The upper arm 26 is rotatably connected to the knuckle 24 around an axis extending in the vertical direction. Further, the upper arm 26 is rotatably connected to an upper arm bracket 40 fixed to the side member 12 and described later, about an axis extending in the longitudinal direction of the vehicle. That is, the upper arm 26 is attached to the side member 12 so as to be swingable in the vertical direction.

The shock absorber 28 is a mechanism that absorbs vibrations in the vertical direction from the front wheels, and is connected at its lower end to the lower arm 22 so as to be rotatable around an axis extending in the longitudinal direction of the vehicle. Further, the top portion 28a of the shock absorber 28 is fixed to the suspension tower 30 by fitting.

Next, the configurations of the suspension tower 30 and the upper arm bracket 40 will be described with reference to FIGS. 3 to 7. FIG. 4 is a perspective view of the suspension device 20 viewed from above and outside in the vehicle width direction. FIG. 5 is a perspective view of the suspension device 20 viewed from above and from the front side in the longitudinal direction of the vehicle. FIG. 6 is a perspective view of the suspension device 20 viewed from below and outside in the vehicle width direction. FIG. 7 is a perspective view of a main part of the upper arm bracket 40 viewed from above and inside in the vehicle width direction.

(suspension tower)
The suspension tower 30 has a spring house 32 and an absorber support part 34. The spring house 32 is connected to the outer surface 12c of the side member 12 by welding. As shown in FIGS. 4 and 6, the spring house 32 is a generally curved member that opens downward, and accommodates a coil spring (not shown) wound around the shock absorber 28 in its internal space. Note that, as shown in FIG. 6, the inner side of the spring house 32 in the vehicle width direction is open. Further, the spring house 32 is provided with a through hole (not shown) in the ceiling thereof, into which the shock absorber 28 (see FIG. 1) is inserted. Further, a bump stopper 321 is formed at the lower end of the spring house 32 located at the outermost side in the vehicle width direction, and extends in a plate shape toward the outer side in the vehicle width direction. The bump stopper 321 is formed such that a portion projecting outward in the vehicle width direction overlaps the convex portion 22a formed on the lower arm 22 when viewed from above and below.

The absorber support part 34 has a pedestal part 341 and a mating part 342. The pedestal 341 is placed on the ceiling of the spring house 32 and connected to the ceiling by welding. The mating portion 342 is provided at the upper end of the base portion 341, and has a mating hole 342a into which the top portion 28a (see FIG. 1) of the shock absorber 28 is mated. The mating hole 342a is formed coaxially with a through hole (not shown) formed in the spring house 32. Note that the pedestal portion 341 and the mating portion 342 are also connected by welding to an outer bracket 41 of an upper arm bracket 40, which will be described later.

Here, in this embodiment, the suspension tower 30 is connected to the side member 12 at the same position in the vehicle longitudinal direction as the cross member 141, as shown in FIG. In other words, the suspension tower 30 is arranged at a position aligned with the cross member 141 in the vehicle width direction. In other words, the suspension tower 30 is arranged on an extension of the cross member 141 in the vehicle width direction.

The cross member 141 is connected to the lower end of the suspension tower 30. That is, the cross member 141 is connected to the side member 12 at both end sides in the vehicle width direction at the same position in the vehicle longitudinal direction as the suspension tower 30 when viewed from above the vehicle (at a position aligned along the vehicle width direction), and is connected to the side member 12 in a pair of left and right sides. The suspension towers 30 are connected to each other. More specifically, as shown in FIGS. 5 and 6, the cross member 141 abuts a pair of suspension towers that protrude further outward in the vehicle width direction than the outer surface 12c of the side member 12 on the lower side of the side member 12. It has a section 143. The pair of suspension tower contact portions 143 are formed at intervals in the vehicle longitudinal direction and extend along the vehicle width direction. As shown in FIG. 6, each suspension tower contact portion 143 extends inside the spring house 32 of the suspension tower 30, and comes into contact with the vertical wall surface 32a of the spring house 32 in the longitudinal direction of the vehicle. Each suspension tower contact portion 143 and each vertical wall surface 32a are connected to each other by welding at connection portions 60 shown by thick solid lines in FIGS. 3 to 6. The connecting portion 60 is formed to extend upwardly toward the outside in the vehicle width direction.

(Upper arm bracket)
The upper arm bracket 40 is a member that rotatably supports the upper arm 26, and is erected on the upper surface 12a of the side member adjacent to the inner side of the suspension tower 30 in the vehicle width direction, and is connected to the suspension tower 30. . More specifically, the upper arm bracket 40 includes an outer bracket 41, a support bracket 42, and an inner bracket 43. Note that in FIG. 7, illustration of the inner bracket 43 is omitted for the sake of explanation.

(outer bracket)
The outer bracket 41 is interposed between the side member 12 and the absorber support part 34 which is the upper part of the suspension tower 30, and is connected to the upper surface 12a and outer surface 12c of the side member 12, as well as to the suspension tower 30. . The outer bracket 41 is a U-shaped member that has a convex shape outward in the vehicle width direction. More specifically, the outer bracket 41 includes a base plate portion 411 extending along the vehicle longitudinal direction, a pair of side wall portions 412 extending inward in the vehicle width direction from both ends of the base plate portion 411 in the vehicle longitudinal direction, and each side wall. A pair of leg portions 413 are formed at the portion 412.

The base plate portion 411 contacts the ceiling portion of the spring house 32 at its lower end, and its upper end extends above the upper surface 12a of the side member 12. Further, the base portion 341 and the mating portion 342 of the absorber support portion 34 are connected to the substrate portion 411 by welding. As shown in FIG. 7, the side wall portions 412 are formed at intervals in the vehicle longitudinal direction and extend above the upper surface 12a of the side member 12. An arcuate groove 412a (see FIG. 6) for supporting the support bracket 42 is formed at the upper end of each side wall 412. The pair of leg portions 413 extend from each side wall portion 412 toward the side opposite to the base plate portion 411 in the longitudinal direction of the vehicle and toward the lower side. As shown in FIGS. 4 to 6, each leg portion 413 abuts on the upper surface 12a and the outer surface 12c of the side member 12, and is connected to the upper surface 12a and the outer surface 12c by welding. Further, the pair of leg portions 413 extend so as to sandwich the spring house 32 from both sides in the longitudinal direction of the vehicle, and are also connected to the spring house 32 by welding.

(Support bracket)
As shown in FIG. 7, the support bracket 42 includes two arcuate portions 421 that are spaced apart from each other in the longitudinal direction of the vehicle, and an enlarged diameter portion 422 that extends between the two arcuate portions 421. The two arcuate portions 421 have an arcuate cross section, extend in the longitudinal direction of the vehicle, and are open at the top. Each arcuate portion 421 is fitted into the groove 412a (see FIG. 6) of the above-mentioned outer bracket 41, and connected to the edge of the groove 412a by welding. Moreover, a support pipe 50 (support part) through which a support bolt 26a (support shaft) of the upper arm 26 shown by a broken line in FIG. 7 is rotatably inserted is fitted inside each arcuate part 421. , connected by welding. The enlarged diameter portion 422 has a substantially arcuate cross section, extends in the vehicle longitudinal direction between the arcuate portions 421, and is open at the top like the arcuate portions 421. The enlarged diameter portion 422 is formed to have a larger diameter than each arcuate portion 421 . Further, one nut holder 52 is attached to the enlarged diameter portion 422 in proximity to the end 50a of each support pipe 50. A nut (not shown) into which the support bolt 26a of the upper arm 26 is screwed is fixed to each nut holder 52.

(inner bracket)
The inner bracket 43 is connected to the side member 12 while covering the outer bracket 41 from the inside and above in the vehicle width direction. More specifically, as shown in FIG. 5, the inner bracket 43 is connected to the upper end of the base plate 411 of the outer bracket 41 by welding, and extends inward in the vehicle width direction from the upper end along the upper surface of the support pipe 50. It further extends downward and is connected to the upper surface 12a of the side member 12 by welding. Further, as shown in FIGS. 4 and 5, the inner bracket 43 extends to the inner surface 12d of the side member 12, and is also connected to the inner surface 12d by welding. Further, as described above, the mount bracket 15 is connected to the inner bracket 43. As a result, the inner bracket 43 of the upper arm bracket 40 is connected to the cross member 141 via the mount bracket 15.

Thereby, the inner bracket 43 and the outer bracket 41 sandwich the support bracket 42 and the support pipe 50. In other words, the support bracket 42 and the support pipe 50 are attached between the outer bracket 41 and the inner bracket 43. Note that a welding hole 43a is formed in the inner bracket 43 at a portion that contacts the upper surface of the support pipe 50, and the support pipe 50, including the edge of the hole 43a, is formed in the inner bracket 43. Also connected by welding. Further, the inner bracket 43 has an opening 43b formed at a position corresponding to the enlarged diameter portion 422 of the support bracket 42. Thereby, the nut can be attached to the nut holder 52 through the opening 43b.

With the above configuration, the upper arm 26 is fixed by inserting the two support bolts 26a into each support pipe 50 along the vehicle longitudinal direction and screwing into each nut (not shown). Thereby, the upper arm 26 is attached to the upper arm bracket 40 so as to be rotatable around an axis extending in the longitudinal direction of the vehicle.

(Effects of embodiment)
As described above, the vehicle body frame structure 1 according to the embodiment includes a pair of left and right side members 12 extending in the longitudinal direction of the vehicle, and a pair of left and right side members 12 extending in the vehicle width direction. A cross member 141, a pair of left and right suspension towers that are provided on the side member 12 and support the top portion 28a of the shock absorber 28 of the suspension device 20, and a pair of left and right upper arm brackets 40 that support the upper arm 26 of the suspension device 20. The suspension tower 30 is disposed on the outside of the side member 12 in the vehicle width direction and is connected to the outer surface 12c of the side member 12 facing outside in the vehicle width direction, and the cross member 141 has both ends thereof in the vehicle width direction The upper arm bracket 40 is connected to the side member 12 at the same position in the longitudinal direction of the vehicle as the suspension tower 30 when viewed from above, and is provided to connect the suspension towers 30, and the upper arm bracket 40 is adjacent to the inner side of the suspension tower 30 in the vehicle width direction. The suspension tower 30, the upper arm bracket 40, and the cross member 141 are arranged side by side in the vehicle width direction.

With this configuration, by providing the upper arm bracket 40 adjacent to the inner side of the suspension tower 30 in the vehicle width direction, the suspension tower 30 can be supported from the inner side in the vehicle width direction by the upper arm bracket 40, thereby preventing the suspension tower 30 from falling. can be suppressed. Further, the load input from the suspension device 20 to the suspension tower 30 can be efficiently transmitted to the side member 12 and the cross member 141 via the upper arm bracket 40. Moreover, by arranging the suspension tower 30, upper arm bracket 40, and cross member 141 side by side in the vehicle width direction, highly rigid members are continuously arranged between the suspension towers 30, so that the rigidity around the suspension tower 30 is increased. can definitely be improved. Thereby, the rigidity around the suspension tower 30 can be efficiently improved, so that the durability of the suspension tower 30 and the support rigidity of the suspension device 20 can be improved. Therefore, according to the vehicle body frame structure 1 according to the embodiment, the suspension tower 30 can be appropriately protected.

Furthermore, in the vehicle body frame structure 1 of the present embodiment, the suspension tower 30, the upper arm bracket 40, and the cross member 141 are arranged in a line in the vehicle width direction, so that the side member 12 is crushed when a frontal collision occurs in the vehicle. Since the area (crash stroke) can be increased, this is advantageous in terms of shock absorption performance. As a result, collision energy can be absorbed well near the front end of the side member 12, and reinforcements placed to further improve the rigidity and strength of the vehicle body frame on the rear side of the vehicle can be reduced, reducing the number of parts. It becomes possible to achieve weight reduction.

Further, the upper arm bracket 40 extends to the inner side surface 12d of the side member 12 facing inward in the vehicle width direction, and is connected to the cross member 141 via the mount bracket 15.

With this configuration, the load input from the suspension device 20 to the suspension tower 30 can be more efficiently transmitted to the cross member via the upper arm bracket 40.

Further, the upper arm bracket 40 is interposed between the side member 12 and the upper part (absorber support part 34) of the suspension tower 30, and is connected to the upper surface 12a and the outer surface 12c of the side member 12 and to the suspension tower 30. and an inner bracket 43 that is connected to the upper surface 12a of the side member 12 while covering the outer bracket 41 from the inside and above in the vehicle width direction, and there is a space between the outer bracket 41 and the inner bracket 43. , a support pipe 50 (support portion) that rotatably supports the support bolt 26a (support shaft) of the upper arm 26 is attached.

With this configuration, the upper part of the suspension tower 30 can be supported by the inner bracket 43 of the upper arm bracket 40, so that the suspension tower 30 can be more reliably prevented from falling. In addition, the relatively rigid support pipe 50 of the upper arm bracket 40 can receive the load input from the suspension device 20 to the suspension tower 30, so the load is transmitted to the side members 12 and cross member 141 more efficiently. be able to.

In addition, by providing the support pipe 50 (support part) that rotatably supports the support bolt 26a of the upper arm 26 in two parts, the length of each support bolt 26a inserted into each support pipe 50 can be increased. The length can be shortened. As a result, the space required for inserting and removing the support bolt 26a can be reduced, and restrictions regarding the arrangement of other parts around the upper arm bracket 40 can be reduced.

The upper arm bracket 40 also has a pair of legs 413 that extend along the outer surface 12c of the side member 12 at a distance from each other in the longitudinal direction of the vehicle, and sandwich the suspension tower 30 in the longitudinal direction of the vehicle.

With this configuration, the suspension tower 30 is sandwiched between the pair of legs 413 from the longitudinal direction of the vehicle, so that the rigidity and strength of the suspension tower 30 in the longitudinal direction of the vehicle can be increased, and the suspension tower 30 can be more appropriately protected. It becomes possible.

Further, the cross member 141 extends outward in the vehicle width direction along the lower surface 12b of the side member 12 and is connected to the lower end of the suspension tower 30.

With this configuration, the cross member 141 and the suspension tower 30 can be easily connected, the load input to the suspension tower 30 can be directly transmitted to the cross member 141, and the suspension tower 30 can be more appropriately protected. It becomes possible to achieve this goal.

Further, the cross member 141 has a suspension tower contact portion 143 that is formed at intervals in the vehicle longitudinal direction and that contacts the vertical wall surface 32a of the suspension tower 30 in the vehicle longitudinal direction in a face-to-face manner. The portion 143 is connected to the vertical wall surface 32a.

With this configuration, the rigidity and strength of the suspension tower 30 in the longitudinal direction of the vehicle can be increased, and the suspension tower 30 can be more appropriately protected.

Further, the connection portion 60 between the suspension tower contact portion 143 of the cross member 141 and the vertical wall surface 32a is formed to extend upward toward the outside in the vehicle width direction.

With this configuration, when a relatively large upward load is input from the shock absorber 28 to the suspension tower 30, the connecting portion 60 between the cross member 141 and the suspension tower 30 extends in the direction of the load. By doing so, it is possible to reduce the concentration of the load on the connecting portion 60 at one end of the connecting portion 60. As a result, the cross member 141 and the suspension tower 30 can be firmly fixed.

Further, the cross member 141 has a side member contact portion 142 that extends to wrap around the lower surface 12b and outer surface 12c of the side member 12, and is connected to the side member 12 at the side member contact portion 142.

With this configuration, the cross member 141 and the side members 12 can be firmly fixed. As a result, even if twisting occurs in the cross member 141 or the side members 12, deformation of only one of them is suppressed, and as a result, the suspension tower 30 connected to the cross member 141 and the side members 12 is prevented from deforming. It is possible to suppress this occurrence and improve durability.

The vehicle further includes a mount bracket 15 that is provided on the side member 12 and supports the power plant of the vehicle. They are provided at positions lined up in the vehicle width direction, and are connected across the upper arm bracket 40 and the cross member 141.

With this configuration, by providing the highly rigid mount bracket 15 across the upper arm bracket 40 and the cross member 141, the connection from the suspension tower 30 to the cross member 141 can be made stronger. As a result, the load input to the suspension tower 30 can be transmitted to the cross member 141 more reliably, and the rigidity around the suspension tower 30 can be further improved. Furthermore, by arranging the mount bracket 15, suspension tower 30, upper arm bracket 40, and cross member 141 in a line in the vehicle width direction, the area where the side member 12 is crushed when a frontal collision occurs in the vehicle (crash stroke) is reduced. Since it can be made large, it is advantageous in terms of shock absorption performance.

Further, the lower arm 22 of the suspension device 20 is supported at both ends of the cross member 141 in the vehicle width direction so as to be able to swing up and down, and the suspension tower 30 has the lower arm 22 supported at the lower end located on the outermost side in the vehicle width direction. It has a bump stopper 321 that can come into contact with the lower arm 22 when it swings in the vertical direction.

With this configuration, when the shock absorber 28 is greatly contracted, the lower arm 22 and the bump stopper 321 of the suspension tower 30 come into contact with each other, thereby preventing collision between members included in the suspension device 20 and the side member 12. I can do it. Even if a relatively large load that causes the shock absorber 28 to contract greatly is input to the suspension tower 30, the vehicle body frame structure 1 allows the upper arm bracket 40 to transfer the load to the side member 12 and cross member 141. This makes it possible to prevent the suspension tower 30 from collapsing and reliably improve the rigidity around the suspension tower 30. Therefore, the suspension tower 30 can be appropriately protected.

(Modified example)
This concludes the description of the embodiment, but aspects of the present invention are not limited to this embodiment. For example, in the present embodiment, the body frame structure 1 is applied to the front wheels (wheels) not shown of the vehicle, but the body frame structure 1 may also be applied to the rear wheels (wheels not shown) of the vehicle. good. That is, the suspension device provided corresponding to the rear wheel may have the same configuration as the suspension device 20 of the embodiment.

Further, the upper arm bracket 40 (inner bracket 43) does not need to extend to the inner surface 12d of the side member 12, and may be connected only to the upper surface 12a. Further, the upper arm bracket 40 may be such that the outer bracket 41 and the inner bracket 43 are formed of an integral member. Furthermore, the number of support pipes 50 is not limited to two provided in the longitudinal direction of the vehicle, but may be a single pipe-shaped member extending in the longitudinal direction of the vehicle. Furthermore, the upper arm bracket 40 does not need to have the pair of legs 413 as long as it can be stably connected to the side member 12 and the spring house 32.

Furthermore, the cross member 141 may be connected to a location other than the lower end of the suspension tower 30 or the vertical wall surface 32a. Further, the connection portion 60 between the cross member 141 and the vertical wall surface 32a may extend horizontally along the vehicle width direction, or may extend downward toward the outside in the vehicle width direction. . Further, the cross member 141 does not need to have the side member contact portion 142.

Further, the mount bracket 15 may be provided at a different position in the vehicle longitudinal direction from the cross member 141, or may be fixed to either the cross member 141 or the side member 12.

Further, the convex portion 22a and the bump stopper 321 may be omitted from the suspension device 20 as long as they can prevent collisions between members included in the suspension device 20 and the side members 12 when the shock absorber 28 is greatly contracted. Good too.

1 Vehicle frame structure 10 Vehicle frame 12 Side member 14 Cross member 141 Suspension cross member 15 Mount bracket 20 Suspension device 22 Lower arm 22a Convex portion 24 Knuckle 26 Upper arm 28 Shock absorber 30 Suspension tower 32a Vertical wall surface 40 Upper arm bracket 41 Outer bracket 43 Inner bracket 50 Support pipe (support part)
142 Side member contact portion 143 Suspension tower contact portion 321 Bump stopper 413 Pair of legs

Claims

a pair of left and right side members extending in the longitudinal direction of the vehicle;
a cross member extending in the vehicle width direction and spanning between the pair of left and right side members;
a pair of left and right suspension towers provided on the side member and supporting the top of a shock absorber of the suspension device;
a pair of left and right upper arm brackets that support the upper arm of the suspension device;
The suspension tower is disposed on the outer side of the side member in the vehicle width direction, and is connected to an outer surface of the side member facing outward in the vehicle width direction,
The cross member is provided such that both end sides in the vehicle width direction are connected to the side member at the same position in the longitudinal direction of the vehicle as the suspension tower when viewed from above the vehicle, so as to connect the suspension towers.
The upper arm bracket is erected on the upper surface of the side member adjacent to the inner side of the suspension tower in the vehicle width direction, and is connected to the suspension tower,
In a vehicle body frame structure, the suspension tower, the upper arm bracket, and the cross member are arranged side by side in the vehicle width direction.
The vehicle body frame structure according to claim 1, wherein the upper arm bracket extends to an inner side surface of the side member facing inward in the vehicle width direction, and is connected to the cross member.
The upper arm bracket includes an outer bracket interposed between the side member and the upper part of the suspension tower, and connected to the upper surface and the outer surface of the side member and connected to the suspension tower; an inner bracket connected to the upper surface of the side member while covering the bracket from the inside and above in the vehicle width direction;
3. The vehicle body frame structure according to claim 1, wherein a support portion rotatably supporting a support shaft of the upper arm is attached between the outer bracket and the inner bracket.
The upper arm bracket has a pair of legs that extend along the outer surface of the side member at a distance from each other in the longitudinal direction of the vehicle, and sandwich the suspension tower in the longitudinal direction of the vehicle. The vehicle body frame structure according to any one of the above.
The vehicle body according to any one of claims 1 to 4, wherein the cross member extends outward in the vehicle width direction along a lower surface of the side member and is connected to a lower end of the suspension tower. frame structure.
The cross member is formed at intervals in the longitudinal direction of the vehicle, and has a suspension tower abutting portion that abuts a vertical wall surface of the suspension tower in the longitudinal direction of the vehicle in a face-to-face manner. The vehicle body frame structure according to claim 5, which is connected to a vertical wall surface.
The vehicle body frame structure according to claim 6, wherein a connection portion between the suspension tower contact portion of the cross member and the vertical wall surface is formed to extend upwardly toward the outside in the vehicle width direction.
7. The cross member has a side member abutting portion that extends to wrap around the lower surface and the outer surface of the side member, and is connected to the side member at the side member abutting portion. The vehicle body frame structure according to any one of the above.
further comprising a mount bracket provided on the side member and supporting a power plant of the vehicle;
The mount bracket is provided on the inside of the upper arm bracket in the vehicle width direction, and is located in line with the suspension tower in the vehicle width direction when viewed from above the vehicle, and is connected to straddle the upper arm bracket and the cross member. The vehicle body frame structure according to any one of claims 1 to 8.
A lower arm of the suspension device is supported at both ends of the cross member in the vehicle width direction so as to be able to swing up and down,
The suspension tower has a bump stopper at a lower end located at the outermost side in the vehicle width direction, which can come into contact with the lower arm when the lower arm swings in the vertical direction. Body frame structure described in.