Rear body structure of suspension housing

Abstract

The objective is to provide a rear suspension housing body structure that can suppress vertical displacement of the suspension housing without excessively increasing cost or mass. [Solution] The rear body structure of the suspension housing includes connecting members 5 that connect the suspension housing 2 to the apron rain 3 and the dash upper panel 4, respectively. The connecting member 5 has a suspension upper connecting surface portion 11 that connects to the upper surface 2a of the suspension housing 2, an apron connecting surface portion 13 that connects to the apron rain 3, and a dash connecting surface portion 12 that connects to the dash upper panel 4. These suspension upper connecting surface portion 11, apron connecting surface portion 13, and dash connecting surface portion 12 are integrally formed.

Description

Technical Field

[0001] The present invention relates to a rear vehicle body structure of a suspension housing for a vehicle.

Background Art

[0002] In vehicles such as passenger cars, a strut-type front suspension is widely used as a suspension device for front wheels, which are generally steered wheels. In order to support this strut-type front suspension, a pair of left and right suspension towers, that is, strut towers, are formed in a tower shape from steel plates in the engine compartment of the vehicle as a suspension housing that accommodates a suspension mechanism as part of the vehicle body member. The shock absorber of the strut-type front suspension is fixed and supported at the top of the strut tower. Due to the increase in vehicle weight caused by mounting electrified components, it is required to suppress vertical displacement of the top of the strut tower.

[0003] For example, in Patent Document 1, in order to suppress vertical displacement of the strut tower, as a plurality of constituent members or constituent parts, a cowl top lower reinforcing member that forms a closed cross-sectional structure by coupling with the bottom wall of the cowl top lower, a coupling part that couples a part of an end portion of the cowl top lower in the vehicle width direction so as to overlap and cover the upper surface of the strut tower, and a strut brace that extends vertically along the side wall of the strut tower and couples to the cowl top lower reinforcing member, are disclosed. This structure aims to suppress the increase in vehicle weight through the above-mentioned plurality of constituent members and the like, secure rigidity between the strut towers, and improve the steering stability of the vehicle body and NVH performance (that is, performance of reducing noise, vibration, and harshness).

Prior Art Literature

Patent Literature

[0004]

Patent Document 1

Summary of Invention

[0005] However, in the above structure, vertical displacement occurring in the strut tower (i.e., suspension housing) is suppressed by multiple components, namely the cowl top lower reinforcing member, the joint, and the strut brace. However, the large number of parts and the complex structure excessively increase manufacturing costs and mass.

[0006] This invention has been made in view of the above circumstances, and aims to provide a rear suspension housing body structure that can suppress vertical displacement of the suspension housing without excessively increasing cost or mass. [Means for solving the problem]

[0007] To solve the aforementioned problems, the suspension housing rear body structure of the present invention is a suspension housing rear body structure for a vehicle, comprising: a suspension housing that houses the suspension mechanism of the front wheels; an apron rain which is a member that is arranged on the outside in the vehicle width direction of the suspension housing and extends in the vehicle longitudinal direction; a dash upper panel which is arranged behind the suspension housing and extends in the vehicle width direction; and connecting members which connect the suspension housing to the apron rain and the dash upper panel, respectively, wherein the connecting member has a suspension upper connecting surface portion that connects to the upper surface of the suspension housing, an apron connecting surface portion that connects to the apron rain, and a dash connecting surface portion that connects to the dash upper panel, and these suspension upper connecting surface portion, apron connecting surface portion and dash connecting surface portion are integrally formed.

[0008] With this configuration, a single connecting member can receive the vertical vibration energy input from the front wheels to the suspension housing via the suspension mechanism during vehicle operation, both from the apron rain and the dash upper panel. As a result, it is possible to suppress the vertical displacement of the suspension housing without excessively increasing cost or mass.

[0009] In the suspension housing rear body structure described above, it is preferable that the connecting member further has a protrusion formed integrally with the suspension upper connecting surface and the dash connecting surface between the suspension upper connecting surface and the dash connecting surface.

[0010] With this configuration, the connecting member has a protrusion integrally formed with the suspension upper connecting surface and the dash connecting surface. Therefore, the rigidity of the portion connecting the suspension housing and the dash upper panel by the connecting member is improved. This makes it possible to further suppress the vertical displacement of the suspension housing.

[0011] In the above-described rear suspension housing body structure, it is preferable that the protrusion protrudes upward from the upper surface of the suspension housing, thereby cooperating with the upper surface of the suspension housing to form a closed cross-section.

[0012] With this configuration, the above-mentioned protrusions project upward from the upper surface of the suspension housing, thereby cooperating with the upper surface of the suspension housing to form a closed cross-section. As a result, the rigidity of the portion connecting the suspension housing and the dash upper panel by the connecting member is further improved. This makes it possible to further suppress vertical displacement of the suspension housing.

[0013] In the above-described rear suspension housing body structure, it is preferable that a cowl grille extending in the vehicle width direction is further provided above the protrusion, and that the protrusion further has a fastening surface portion at its upper end to which the cowl grille is fastened.

[0014] With this configuration, the cowl grille, which extends in the vehicle width direction, is fastened to the fastening surface of the protrusion of the connecting member, further improving the support rigidity of the suspension housing by the connecting member. As a result, it becomes possible to further suppress the vertical displacement of the suspension housing.

[0015] In the suspension housing rear body structure described above, the protrusion preferably has a front portion extending downward from the front end of the fastening surface portion and facing the front of the vehicle, and a rear portion extending downward from the rear end of the fastening surface portion and facing the rear of the vehicle, and the closed cross section preferably has a cross-sectional shape formed by the fastening surface portion, the front portion, the rear portion, and the upper surface of the suspension housing.

[0016] With this configuration, the closed cross-section is formed by four surfaces: the fastening surface of the convex portion, the front surface, the rear surface, and the upper surface of the suspension housing, resulting in a substantially rectangular cross-sectional shape. This makes it possible for the connecting member to ensure the support rigidity of the suspension housing with a simple configuration.

[0017] In the above suspension housing rear body structure, it is preferable that the outer end of the protrusion in the vehicle width direction is fixed so as to overlap with the ridge of the apron rain.

[0018] With this configuration, the load can be distributed from the protruding portion to the apron rain, making it possible to further suppress the vertical displacement of the suspension housing.

[0019] In the above-described rear suspension housing body structure, the connecting member further has a rear suspension connecting surface portion formed integrally with the protrusion and the dash connecting surface portion between the protrusion and the dash connecting surface portion, and it is preferable that the rear suspension connecting surface portion extends downward from the lower end of the rear surface portion of the protrusion and is connected to the rear surface of the suspension housing.

[0020] With this configuration, in the connecting member having a protrusion, the upper suspension connecting surface on the front side of the protrusion is connected to the suspension housing, and the rear suspension connecting surface below the rear surface of the protrusion is connected to the rear surface of the suspension housing. Therefore, the connecting member is firmly connected to the suspension housing at two points on both the front and rear sides of the protrusion, further improving the support rigidity of the suspension housing by the connecting member. As a result, it becomes possible to further suppress the vertical displacement of the suspension housing. [Effects of the Invention]

[0021] As described above, according to the suspension housing rear vehicle body structure of the present invention, the vertical displacement of the suspension housing can be suppressed without excessively increasing cost or mass. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] [Figure 1] It is a perspective view showing the arrangement of a suspension housing, an apron rain, a dash upper panel, and a connecting member, which are main parts of a suspension housing rear vehicle body structure of a vehicle according to an embodiment of the present invention. [Figure 2] It is an enlarged perspective view showing a structure in which the connecting member of FIG. 1 is respectively connected to the upper surface of the suspension housing, the upper surface of the apron rain, and the front projecting surface portion of the dash upper panel. [Figure 3] It is a perspective view of the connecting member of FIG. 1. [Figure 4] It is an explanatory perspective view showing, as a comparative example of the present invention, the behavior caused by vertical vibration of a suspension housing in a connecting member configured by connecting two components. [Figure 5] It is a distribution diagram showing, as a comparative example of the present invention, the distribution of strain energy generated by vertical vibration of the suspension housing in the connecting member of FIG. 4. [Figure 6] It is an explanatory perspective view showing the behavior caused by vertical vibration of a suspension housing in an integrally formed connecting member according to an embodiment of the present invention. [Figure 7] It is a distribution diagram showing the distribution of strain energy generated by vertical vibration of the suspension housing in the connecting member of FIG. 6 according to an embodiment of the present invention. MODE FOR CARRYING OUT THE INVENTION

[0023] Hereinafter, a suspension housing rear vehicle body structure of a vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

[0024] FIG. 1 shows, as an example of an embodiment of a suspension housing rear vehicle body structure for a vehicle according to the present invention, a suspension housing 2 that accommodates a suspension mechanism for front wheels on the front side of a vehicle body 1 and the periphery thereof.

[0025] The vehicle body 1 shown in Figures 1-2 comprises a suspension housing 2, an apron rain 3 which is positioned on the outer side Y1 in the vehicle width direction Y of the suspension housing 2 and extends in the vehicle longitudinal direction X, a dash upper panel 4 (so-called cowl top lower) which is positioned X2 behind the suspension housing 2 and extends in the vehicle width direction Y, and a connecting member 5. In this embodiment, the vehicle body 1 also further comprises a cowl grille 7 which extends in the vehicle width direction Y above the protrusion 14 of the connecting member 5.

[0026] The suspension housing 2 is a hollow cylindrical body that houses the suspension mechanism, such as springs and dampers, and has a closed upper surface 2a. In this embodiment, the suspension housing 2 also has an apron connecting surface 2c that extends outward Y1 in the vehicle width direction from the upper surface 2a and connects to the upper surface 3a of the apron rain 3, but this is not required.

[0027] Apron Rain 3 is a member that reinforces the front apron, which is positioned inside the front fender that covers the upper side of the front wheel. Apron Rain 3 has an upper surface portion 3a that faces upward and an inner surface portion 3b that faces inward Y2 in the vehicle width direction. The inner end of the upper surface portion 3a and the upper end of the inner surface portion 3b are connected to form a ridge line 3c that extends in the front-rear direction X.

[0028] The apron rain 3 is connected to the dash upper panel 4 via the cowl upper 6 (see Figure 1), which extends in the longitudinal direction X of the vehicle.

[0029] The connecting member 5 has a configuration that connects the suspension housing 2 to both the apron rain 3 and the dash upper panel 4, respectively.

[0030] Specifically, as shown in Figures 2-3, the connecting member 5 comprises four connecting surfaces: an upper suspension connecting surface 11 (first connecting surface on the input side) that connects to the rear part 2a1 (see Figures 1-2) of the upper surface 2a of the suspension housing 2; an apron connecting surface 13 (second connecting surface on the output side) that connects to the apron rain 3; a dash connecting surface 12 (third connecting surface on the output side) that connects to the dash upper panel 4; and a rear suspension connecting surface 16 (fourth connecting surface on the input side). Furthermore, the connecting member 5 includes a protrusion 14 that projects upward above the upper surface 2a of the suspension housing 2 between the upper suspension connecting surface 11 and the rear suspension connecting surface 16.

[0031] In this embodiment, the apron connecting surface portion 13 is connected to the apron rain 3 via the apron connecting surface portion 2c (see Figure 2) of the suspension housing 2, but it may also be connected to the apron rain 3 without going through the apron connecting surface portion 2c.

[0032] The dash connecting surface portion 12 is connected to the front overhanging surface portion 4b that extends forward X1 from the main body portion 4a of the dash upper panel 4, which extends in the vehicle width direction Y.

[0033] The rear suspension connecting surface portion 16 extends below the protrusion 14 and is connected to the rear surface 2b of the suspension housing 2.

[0034] Furthermore, the connection of the four connecting surfaces 11-13 and 16 of the connecting member 5 can be made by various methods other than spot welding, and the present invention does not particularly limit this.

[0035] The single connecting member 5, which has the suspension upper connecting surface portion 11, the apron connecting surface portion 13, the dash connecting surface portion 12, and the suspension rear connecting surface portion 16, and the protrusion portion 14, is integrally formed by pressing a metal sheet material or the like.

[0036] The protrusion 14 only needs to be formed integrally with the suspension upper connecting surface 11 and the dash connecting surface 12 between the suspension upper connecting surface 11 and the dash connecting surface 12. In this embodiment, since the suspension rear connecting surface 16 exists between the suspension upper connecting surface 11 and the dash connecting surface 12, the protrusion 14 is formed integrally with the suspension upper connecting surface 11, the dash connecting surface 12, and the suspension rear connecting surface 16 between the suspension upper connecting surface 11 and the suspension rear connecting surface 16.

[0037] The protrusion 14 protrudes upward from the upper surface 2a of the suspension housing 2, and in cooperation with the upper surface 2a of the suspension housing 2, forms a closed cross section 15 (see Figure 2).

[0038] As shown in Figure 3, the protrusion 14 specifically has a fastening surface portion 14a which is the upper end surface of the protrusion 14, a front portion 14b which extends downward from the front end of the fastening surface portion 14a and faces the front of the vehicle X1, and a rear portion 14c which extends downward from the rear end of the fastening surface portion 14a and faces the rear of the vehicle X2.

[0039] Therefore, in this embodiment, the closed section 15 has a substantially rectangular cross-sectional shape formed by the four surfaces: the fastening surface 14a, the front surface 14b, the rear surface 14c, and the upper surface 2a of the suspension housing 2.

[0040] The fastening surface portion 14a is a surface that extends substantially horizontally at the upper end of the protrusion portion 14. As shown in Figure 2, the cowl grille 7, which extends in the vehicle width direction Y, is fastened to the fastening surface portion 14a by bolts or the like.

[0041] Furthermore, as shown in Figure 2, the outer end Y1 of the protrusion 14 in the vehicle width direction is fixed so as to overlap with the ridge line 3c extending in the front-rear direction X of the apron rain 3. In this configuration, the fastening surface portion 14a of the protrusion 14 is continuous with the apron connecting surface portion 13 so as to be substantially in the same plane.

[0042] In this embodiment, the rear suspension connecting surface portion 16 is formed integrally with the protrusion 14 and the dash connecting surface portion 12 between the protrusion 14 and the dash connecting surface portion 12. The rear suspension connecting surface portion 16 extends downward from the lower end of the rear surface portion 14c of the protrusion 14 and is connected to the rear surface 2b of the suspension housing 2 as described above.

[0043] (Features of this embodiment) (1) As shown in Figures 1 and 2, the vehicle body 1 equipped with the rear suspension housing structure of this embodiment comprises a suspension housing 2, an apron rain 3, a dash upper panel 4, and connecting members 5 that connect the suspension housing 2 to the apron rain 3 and the dash upper panel 4, respectively.

[0044] The connecting member 5 has a suspension upper connecting surface portion 11 that connects to the upper surface 2a of the suspension housing 2, an apron connecting surface portion 13 that connects to the apron rain 3, and a dash connecting surface portion 12 that connects to the dash upper panel 4. These suspension upper connecting surface portion 11, apron connecting surface portion 13, and dash connecting surface portion 12 are integrally formed.

[0045] This allows a single connecting member 5 to receive the energy of the vertical vibration A (see Figure 6) input from the front wheels to the suspension housing 2 via the suspension mechanism during vehicle operation, both from the apron rain 3 and the dash upper panel 4. As a result, it is possible to suppress the vertical displacement of the suspension housing 2 without excessively increasing cost or mass.

[0046] Here, the effects of the connecting member 5 of this embodiment will be explained in more detail, referring to Figures 4-7 and comparing them with the comparative examples in Figures 4-5.

[0047] First, as shown in Figure 6, the connecting member 5 of this embodiment is integrally formed by press-forming a metal plate or the like. Therefore, the upper suspension connecting surface portion 11, the dash connecting surface portion 12, the apron connecting surface portion 13, the protrusion portion 14, and the rear suspension connecting surface portion 16 that constitute the connecting member 5 are all integrally formed.

[0048] Since the connecting member 5 is integrally molded in this way, and the four connecting surfaces 11-13, 16 and the protrusion 14 are rigidly connected, the rigidity is improved. Therefore, when vibration A in the vertical direction Z input to the suspension housing 2 is transmitted to the connecting member 5, the degree of deformation in which the protrusion 14 opens in the front-rear direction X is reduced.

[0049] In other words, the path of vibration energy inside the connecting member 5 is such that vibration energy from vibration A in the vertical direction Z input to the suspension upper connecting surface portion 11 is transmitted to the protrusion 14 at the rear X2 of the vehicle, and is transmitted along the front portion 14b, fastening surface portion 14a, and rear portion 14c of the protrusion 14. At this time, the front portion 14b and rear portion 14c of the protrusion 14 tend to bend and deform in directions toward or toward each other, but since the protrusion 14 is integrally molded with the four connecting surfaces 11-13 and 16 and rigidly connected, the bending deformation of the front portion 14b and rear portion 14c, especially the bending deformation of the rear portion 14c, can be suppressed, and the opening deformation of the protrusion 14 can be suppressed.

[0050] Furthermore, due to the effect of suppressing the opening deformation of the protrusion 14, the degree of deformation (opening) of the protrusion 22b in the upper and lower 2-part connecting member 21 (connecting member 21 consisting of an upper suspension connecting part 22 and a dash connecting part 23) of the comparative example shown in Figure 4 is smaller than the degree of deformation (opening) of the protrusion 22b in Figure 6. In the upper and lower 2-part connecting member 21 of the comparative example shown in Figure 5, the upper suspension connecting part 22 and the dash connecting part 23 are only partially connected by spot welding or the like, so the rigidity of the connecting member 21 is low. Looking at the connecting member 21 in Figure 5 in more detail, the upper suspension connecting part 22 has the upper suspension connecting surface part 22a, the protrusion 22b, and the rear suspension connecting surface part 22c integrally formed. The dash connecting part 23 has the dash connecting surface part 23a and the vertical wall part 23b integrally formed. Since these two vertically divided connecting parts 22 and 23 are only locally connected by spot welding or the like at the rear suspension connecting surface portion 22c and the vertical wall portion 23b, it is clear that the overall rigidity of the connecting member 21 is low.

[0051] Furthermore, in the connecting member 5 of this embodiment shown in Figure 6, the ridge portion 17, which is the connecting portion between the horizontally extending dash connecting surface portion 12 and the vertically rising suspension rear connecting surface portion 16, has sufficient length. Therefore, even when vibration energy is input to the connecting member 5, the stress is distributed across the entire ridge portion 17, thus reducing localized stress concentration in the ridge portion 17.

[0052] For example, looking at the strain energy distribution diagram in Figure 7, that is, the distribution diagram showing the distribution of strain energy generated by the vertical vibration of the suspension housing 2 in the connecting member 5 of the present embodiment, it is clear that the area with the largest strain energy in the ridge portion 17 (the area with the darkest color) is smaller than the area with the largest strain energy in the vertical wall portion 23b of the two-part connecting member 21 in the comparative example in Figure 5. In the distribution diagram of the comparative example in Figure 5, the vertical wall portion 23b is locally joined to the rear suspension connecting surface portion 22c of the suspension upper connecting part 22, so stress concentration occurs at the joint of the vertical wall portion 23b, and the area with the largest strain energy is large. However, in the distribution diagram of this embodiment in Figure 7, the stress is distributed over the sufficiently long ridge portion 17, so the area with the largest strain energy is small.

[0053] (2) In the rear body structure of the suspension housing of this embodiment, as shown in Figures 2 and 3, the connecting member 5 further has a protrusion 14 that is integrally formed with the suspension upper connecting surface 11 and the dash connecting surface 12 between the suspension upper connecting surface 11 and the dash connecting surface 12.

[0054] With this configuration, the connecting member 5 has a protrusion 14 integrally formed between the suspension upper connecting surface 11 and the dash connecting surface 12. As a result, the rigidity of the portion connecting the suspension housing 2 and the dash upper panel 4 by the connecting member 5 is improved. This makes it possible to further suppress the vertical displacement of the suspension housing 2.

[0055] (3) In the rear body structure of the suspension housing of this embodiment, as shown in Figures 2 and 3, the above-mentioned protrusion 14 protrudes upward from the upper surface 2a of the suspension housing 2, and works in cooperation with the upper surface 2a of the suspension housing 2 to form a closed cross section 15.

[0056] With this configuration, the protrusion 14 protrudes above the upper surface 2a of the suspension housing 2, and works in cooperation with the upper surface 2a of the suspension housing 2 to form a closed cross section 15. As a result, the rigidity of the portion connecting the suspension housing 2 and the dash upper panel 4 by the connecting member 5 is further improved. This makes it possible to further suppress the vertical displacement of the suspension housing 2.

[0057] (4) The vehicle body 1 equipped with the suspension housing rear body structure of this embodiment further includes a cowl grille 7 extending in the vehicle width direction Y above the protrusion 14. The protrusion 14 further has a fastening surface portion 14a at its upper end to which the cowl grille 7 is fastened.

[0058] With this configuration, the cowl grille 7, which extends in the vehicle width direction Y, is fastened to the fastening surface portion 14a of the protrusion 14 of the connecting member 5, thereby further improving the support rigidity of the suspension housing 2 by the connecting member 5. As a result, it becomes possible to further suppress the vertical displacement of the suspension housing 2.

[0059] Furthermore, since the fastening surface 14a is a flat surface that extends horizontally, it is easy to fasten the cowl grille 7 to the protrusion 14 of the connecting member 5 with bolts or the like, resulting in good assembly workability. Moreover, since the width in the front-rear direction X of the fastening surface 14a to which the cowl grille 7 is fastened is narrow, it contributes to improving the rigidity of the protrusion 14 and the entire connecting member 15. Furthermore, it also contributes to improving the support rigidity of the suspension housing 2.

[0060] (5) In the rear body structure of the suspension housing of this embodiment, the protrusion 14 has a front portion 14b that extends downward from the front end of the fastening surface portion 14a and faces the front of the vehicle X1, and a rear portion 14c that extends downward from the rear end of the fastening surface portion 14a and faces the rear of the vehicle X2.

[0061] The closed section 15 has a cross-sectional shape formed by the fastening surface portion 14a, the front portion 14b, the rear portion 14c, and the upper surface 2a of the suspension housing 2.

[0062] With this configuration, the closed cross section 15 is formed by four surfaces: the fastening surface 14a, front surface 14b, and rear surface 14c of the protrusion 14, and the upper surface 2a of the suspension housing 2, resulting in a substantially rectangular cross-sectional shape. This makes it possible for the connecting member 5 to ensure the support rigidity of the suspension housing 2 with a simple configuration.

[0063] (6) In the rear body structure of the suspension housing of this embodiment, the outer end Y1 of the protrusion 14 in the vehicle width direction Y is fixed so as to overlap with the ridge line 3c of the apron rain 3. With this configuration, the load can be distributed from the protrusion 14 to the apron rain 3, making it possible to further suppress the vertical displacement of the suspension housing 2.

[0064] (7) In the rear suspension housing body structure of this embodiment, the connecting member 5 further has a rear suspension connecting surface portion 16 which is formed integrally with the protrusion 14 and the dash connecting surface portion 12 between the protrusion 14 and the dash connecting surface portion 12. The rear suspension connecting surface portion 16 extends downward from the lower end of the rear surface portion 14c of the protrusion 14 and is connected to the rear surface 2b of the suspension housing 2.

[0065] With this configuration, in the connecting member 5 having a protrusion 14, the upper suspension connecting surface 11 on the front X1 side of the protrusion 14 is connected to the suspension housing 2, and the rear suspension connecting surface 16 below the rear surface 14c of the protrusion 14 is connected to the rear surface 2b of the suspension housing 2. Therefore, the connecting member 5 is firmly connected to the suspension housing 2 at two points on both the front and rear sides of the protrusion 14, further improving the support rigidity of the suspension housing 2 by the connecting member 5. As a result, it becomes possible to further suppress the vertical displacement of the suspension housing 2. [Explanation of Symbols]

[0066] 1. Vehicle body 2 Suspension Housing 2a Top side 2b Rear 3 Apron Rain 3c ridgeline 4. Dash Upper Panel 5 Connecting members 7 Cowl Grille 11 Upper suspension connecting surface 12 Dash connecting surface 13 Apron connecting surface 14 Convex part 14a Fastening surface part 14b Front part 14c Rear part 15 Closed section 16 Rear suspension coupling surface

Claims

1. A rear body structure for a suspension housing in a vehicle, A suspension housing that houses the suspension mechanism of the front wheel, The apron rain is a member that is positioned on the outside in the vehicle width direction of the suspension housing and extends in the vehicle longitudinal direction, A dash upper panel positioned behind the suspension housing and extending in the vehicle width direction, Connecting members that connect the suspension housing to the apron rain and the dash upper panel, respectively, Equipped with, The connecting member has a suspension upper connecting surface portion that connects to the upper surface of the suspension housing, an apron connecting surface portion that connects to the apron rain, and a dash connecting surface portion that connects to the dash upper panel. A rear body structure for a suspension housing characterized in that the suspension upper connecting surface, apron connecting surface, and dash connecting surface are integrally formed.

2. In the rear body structure of the suspension housing according to claim 1, The connecting member further has a protrusion formed integrally with the suspension upper connecting surface and the dash connecting surface between the suspension upper connecting surface and the dash connecting surface. A rear body structure for the suspension housing characterized by the following features.

3. In the rear body structure of the suspension housing according to claim 2, The aforementioned protrusions project upward from the upper surface of the suspension housing, thereby cooperating with the upper surface of the suspension housing to form a closed cross-section. A rear body structure for the suspension housing characterized by the following features.

4. In the rear body structure of the suspension housing according to claim 2 or 3, The cowl grille further extends in the vehicle width direction above the aforementioned protrusion, The aforementioned protrusion further has a fastening surface portion at its upper end to which the cowl grille is fastened. A rear body structure for the suspension housing characterized by the following features.

5. In the rear body structure of the suspension housing according to claim 2 or 3, The protrusion has a front portion extending downward from the front end of the fastening surface portion and facing the front of the vehicle, and a rear portion extending downward from the rear end of the fastening surface portion and facing the rear of the vehicle. The closed cross section has a cross-sectional shape formed by the fastening surface, the front surface, the rear surface, and the upper surface of the suspension housing. A rear body structure for the suspension housing characterized by the following features.

6. In the rear body structure of the suspension housing according to claim 2 or 3, The outer end of the aforementioned protrusion in the vehicle width direction is fixed so as to overlap with the ridge of the apron rain. A rear body structure for the suspension housing characterized by the following features.

7. In the rear body structure of the suspension housing according to claim 2 or 3, The connecting member further has a suspension rear connecting surface portion formed integrally with the protrusion and the dash connecting surface portion between the protrusion and the dash connecting surface portion, The rear suspension connecting surface extends downward from the lower end of the rear surface of the protrusion and is connected to the rear surface of the suspension housing. A rear body structure for the suspension housing characterized by the following features.

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