Vehicle suspension tower structure

Abstract

To secure the rigidity of a suspension tower with a rational structure in order to support a component by means of the suspension tower.SOLUTION: A suspension tower structure includes: a suspension tower 6 supporting a damper 50; and a component mounting bracket 14 fixed to the suspension tower 6. The suspension tower 6 includes: a curved side-wall part 20 joined to a front side frame 8 of a vehicle body and extending upward; and a top part 22 supporting an upper end part of the damper 50. A pair of mounting parts 24, 26 respectively formed of bulging portions are formed on the side wall part 20. The mounting parts 24, 26 are formed on mutually different sides in a vehicle longitudinal direction while sandwiching an imaginary line L1 formed by the intersection of the side wall part 20 and a flat surface extending in parallel with a vehicle width direction and passing through a central axis of the damper 50. The bracket 14 is fixed to the mounting parts 24, 26 across the line L1.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a suspension tower structure for a vehicle that supports an input load from a damper (shock absorber) or the like. [Background technology]

[0002] 2. Description of the Related Art A suspension tower (damper housing) is provided on the side of a vehicle body of an automobile or the like to support an input load from a suspension device constituted by a damper, coil spring, etc.

[0003] As is well known, a suspension tower (hereinafter, abbreviated as a suspension tower) is provided adjacent to a wheel housing so as to protrude into an engine room (motor room). In the engine room, various wire harnesses are routed along the suspension tower, and the wire harnesses are often supported by the suspension tower. For example, Patent Document 1 discloses a wiring structure for wire harnesses in which a bracket is fixed to a side wall of the suspension tower, and the wire harness is supported by the suspension tower via the bracket. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2019-055686 A Summary of the Invention [Problem to be solved by the invention]

[0005] When the wire harness is supported by the suspension tower via a bracket, a mounting portion of the bracket is formed on the suspension tower, and the bracket is fastened to this mounting portion with bolts and nuts. The mounting portion is formed by curving (bulging) a part of the suspension tower, so that, due to the structure, stress is likely to concentrate on the mounting portion when a load is input from the damper. Although such a structure hardly has an immediate effect on the strength of the vehicle body, it is one of the factors that reduces the rigidity of the suspension tower, and it is possible that the suspension tower may be deformed if excessive load is repeatedly input from the suspension device. In particular, in a vehicle that has a wide area below the waistline and is equipped with wheels of a relatively large size (diameter), the suspension tower tends to be long both in the vertical direction and the front-rear direction, so it is important to ensure the rigidity of the suspension tower in order to prevent the above-mentioned deformation. The same applies when a member other than the wire harness is supported by the suspension tower via a bracket.

[0006] In order to eliminate such inconveniences, it is possible to reinforce the suspension tower with a reinforcing member (for example, JP 2009-35059 A), but this is not necessarily desirable because it would increase the weight and costs due to the increased number of parts.

[0007] The present invention has been made in consideration of the above-mentioned circumstances, and aims to provide technology that can ensure the rigidity of a suspension tower with a rational structure in a structure in which a suspension tower supports parts such as a wire harness via a bracket. [Means for solving the problem]

[0008] A vehicle suspension tower structure according to one aspect of the present invention comprises a suspension tower formed in a side portion within a front compartment of a vehicle body and supporting a damper, and a bracket for mounting components fixed to the suspension tower, wherein the suspension tower includes a curved side wall portion joined to a front side frame of the vehicle body and extending upward, and a top portion disposed at an upper end of the side wall portion and supporting an upper end of the damper, the side wall portion is formed with a pair of mounting portions for the bracket consisting of portions that bulge toward the inside in the vehicle width direction, the pair of mounting portions have mounting surfaces for the bracket, and at least each mounting surface is formed so as to be located on different sides in the fore-and-aft direction of the vehicle across a line formed by an intersection of a plane extending parallel to the vehicle width direction and including a central axis of the damper with the side wall portion, and the bracket is positioned so as to straddle the line and is fixed to the pair of mounting portions.

[0009] According to this suspension tower structure, it is possible to ensure the rigidity of the suspension tower with a rational structure. That is, when the load from the damper is input, a force (load) in the vertical direction acts mainly on an area of ​​the suspension tower along a line (virtual line) formed by a plane extending parallel to the vehicle width direction and including the central axis of the damper and the side wall portion intersecting with the side wall portion. In the above suspension tower structure, the pair of mounting parts for the bracket are provided so that at least their mounting surfaces are located on different sides of the line in the vehicle front-rear direction. That is, each mounting part does not exist on the line, or even if it does exist, it is a part where the bulge amount is small (the change amount of the side wall portion is small). This suppresses or avoids the concentration of stress on the mounting parts, and suppresses the decrease in rigidity of the suspension tower caused by the mounting parts.

[0010] Furthermore, since the bracket is fixed to the side wall (mounting portion) of the suspension tower so as to straddle the line, the bracket itself functions as a reinforcing member for the suspension tower, suppressing relative displacement of the areas on both sides of the line on the side wall.

[0011] Therefore, in cases where a component such as a wire harness is supported by the suspension tower via the bracket, the rigidity of the suspension tower can be rationally ensured without the need for a dedicated reinforcing member.

[0012] In the above suspension tower structure, it is preferable that the pair of mounting portions are offset in the vertical direction.

[0013] This structure prevents the front and rear regions of the side wall from twisting relative to each other about the line, which is more effective in ensuring the rigidity of the suspension tower.

[0014] In the above suspension tower structure, it is preferable that at least a cross section along the line extending from the upper portion of the side wall portion to the top portion is formed in a curved shape.

[0015] According to this structure, since no ridge is formed in the portion extending from the upper part of the side wall to the apex, stress concentration is unlikely to occur in this portion, which is more effective in ensuring the rigidity of the suspension tower.

[0016] In the above suspension tower structure, it is preferable that the bracket has a ridge portion extending so as to intersect with a line segment connecting fixing positions where the bracket is fixed to the pair of mounting portions.

[0017] This structure suppresses twisting deformation of the front and rear side walls on both sides of the line, which is more effective in ensuring the rigidity of the suspension tower.

[0018] In this case, the bracket includes a reference surface portion that follows the side wall portion, a pair of fixing portions that are formed so as to each bulge from this reference surface portion toward the suspension tower, and a component assembly portion that extends from the reference surface portion toward the opposite suspension tower side, and the fixing portion includes a fixing surface portion that is part of its inner bottom surface and is fixed to the mounting portion, and a connecting surface portion that connects the reference surface portion and the fixing surface portion, and is provided with the ridge portion at each boundary portion between the reference surface portion and the fixing surface portion and the connecting surface portion.

[0019] According to this structure, the fixing surface portion of the bracket that is fixed to the suspension tower (mounting portion) is offset toward the suspension tower, so that the amount of bulging of the mounting portion can be suppressed accordingly. In other words, even if it is necessary to separate the part to be mounted on the bracket from the suspension tower by a certain distance, it is possible to suppress the amount of bulging on the mounting portion side. Therefore, compared to when the amount of bulging is large, it is possible to reduce stress concentration in the mounting portion, which is effective in ensuring the rigidity of the suspension tower. Moreover, since the bracket has a ridge portion at the boundary between the reference surface portion and the fixing surface portion and the connecting surface portion, it is also possible to enjoy the above-mentioned action and effect due to the ridge portion.

[0020] In this case, it is preferable that the part installation portion is located between the pair of fixing portions in the vehicle front-rear direction.

[0021] In the above suspension tower structure, the bracket functions as a reinforcing member for the suspension tower (side portion). Therefore, according to the above structure in which the part mounting portion is disposed between the pair of fixing portions of the bracket, the positional stability of the parts to be mounted is improved. Effect of the Invention

[0022] According to the vehicle suspension tower structures relating to the above-described aspects, when the suspension tower supports components such as a wire harness, it is possible to ensure the rigidity of the suspension tower with a rational structure. [Brief description of the drawings]

[0023] [Figure 1] FIG. 2 is a perspective view of the inside (right side) of an engine compartment of a vehicle. [Diagram 2] FIG. 2 is a perspective view of the inside of the engine room with the wire harness removed. [Diagram 3] This is a view of the suspension tower in the engine compartment from the left side (with the bracket attached). [Figure 4] 1 is a view of the suspension tower in the engine compartment from the left side (with the bracket removed). FIG. [Diagram 5] 5 is a cross-sectional view of the suspension tower (cross-sectional view taken along line VV in FIG. 4). [Figure 6] FIG. 6 is a cross-sectional view of the suspension tower (cross-sectional view taken along line VI-VI in FIG. 4). [Figure 7] 1(a) to (c) are diagrams showing a bracket. [Figure 8] FIG. 3 is a view corresponding to FIG. 2 for explaining deformation of the suspension tower. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0025] 1 is a perspective view showing an engine room 1 of a vehicle (automobile), and mainly shows the right side of the engine room 1. The engine room 1 is an example of a front compartment provided in a vehicle (car body).

[0026] The body of the vehicle shown in the figure includes a dash panel 2 that separates an engine room 1 from a passenger compartment not shown, a pair of left and right suspension towers 6 (hereinafter abbreviated as suspension towers 6) that protrude into the engine room 1, and a cowl panel 4 that is disposed above the dash panel 2 and extends in the vehicle width direction (left and right direction). Fr, Re, Le, and Ri in the figure indicate the front, rear, left and right directions of the vehicle body.

[0027] The rear ends of a pair of left and right front side frames 8 are joined to the lower front end of the dash panel 2. A pair of left and right wheel apron reinforcements 10 (hereinafter abbreviated as apron reinforcements 10) extending in the front-rear direction are disposed at both left and right ends of the engine room 1, forming both left and right side walls of the engine room 1. Each of the pair of apron reinforcements 10 is connected via a connecting frame 12 to an intermediate portion of the front side frame 8 disposed below. The front side frame 8, the apron reinforcements 10, and the connecting frame 12 work together to support the suspension tower 6 relative to the vehicle body.

[0028] A wire harness 16 is arranged along the cowl panel 4, the suspension tower 6, and the connecting frame 12. If the vehicle is a hybrid vehicle, the wire harness 16 includes a harness that connects a battery and an inverter, etc. A bracket 14 is fixed to the suspension tower 6, and a portion (middle portion) of the wire harness 16 is supported by the suspension tower 6 via this bracket 14.

[0029] Fig. 2 is a perspective view of the engine room 1 with the wire harness 16 removed, and Fig. 3 and Fig. 4 are views of the suspension tower 6 viewed from the left side in the engine room 1. Note that Fig. 3 shows a state in which the bracket 14 is fixed, and Fig. 4 shows a state in which the bracket 14 has been removed.

[0030] The suspension tower 6 is formed so as to protrude from the apron rain 10 toward the inside in the vehicle width direction (inside the engine room 1). The suspension tower 6 includes a curved side wall portion 20 and a top portion 22. The side wall portion 20 and the top portion 22 are both formed from pressed parts made of steel plate, and the suspension tower 6 is formed by joining and integrating these together by welding.

[0031] The side wall 20 is integrally formed with a partially cylindrical curved portion 20a curved to have an axis that is slightly inclined rearward at the top with respect to the vertical direction, a front flange portion 20b that protrudes forward from the front end of the curved portion 20a and extends upward toward the right side, and a rear flange portion 20c that protrudes rearward from the rear end of the curved portion 20a. "Partially cylindrical" means a curved shape whose cross-sectional shape forms a part of a cylinder. Of the side wall 20, the front flange portion 20b is joined to the rear end portion of the connecting frame 12. The upper half of the rear flange portion 20c is joined to the side wall portion of the apron rain 10, and the lower half is joined to the upper part of the wheel house not shown in the figure.

[0032] The apron 22 is provided so as to close the upper end of the curved portion 20a, which is formed in a partially cylindrical shape. The apron 22 includes a dome-shaped damper base 22a with a substantially flat upper end, and a flange 22b that projects rightward from the right end of the damper base 22a and extends in the front-rear direction. The apron 22 includes a peripheral portion (bottom portion) of the damper base 22a, which is disposed inside the side wall 20 and is integrally joined to the side wall 20. The flange 22b is joined to the apron rain 10.

[0033] 5 and 6 are cross-sectional views of the sustower 6, with FIG. 5 being a cross-sectional view taken along line VV in FIG. 4 and FIG. 6 being a cross-sectional view taken along line VI-VI in FIG.

[0034] As shown by phantom lines in Figures 4 to 6, a damper 50 (shock absorber) and a coil spring 52 are arranged inside the suspension tower 6. The damper 50 and the coil spring 52, together with a lower arm (not shown), constitute a front suspension device, and have the function of absorbing shocks caused by unevenness in the road surface while the vehicle is traveling, thereby reducing vibration of the vehicle body. The front suspension device mounted on the vehicle of this example is, for example, a strut-type suspension device in which the damper 50 and the coil spring 52 are integrated.

[0035] A spring seat 50a that supports a coil spring 52 is attached to the upper end portion of the damper 50. The spring seat 50a is abutted from below against the top portion 22 (damper base portion 22a) of the suspension tower 6 via a mounting rubber, and is fastened to the damper base portion 22a with bolts and nuts. In this way, the damper 50 is assembled to the suspension tower 6 (damper base portion 22a). In other words, the damper 50 is supported by the suspension tower 6.

[0036] The damper 50 supported by the suspension tower 6 is inclined so that the upper part is inclined slightly rearward with respect to the vertical direction. Line L1 shown by a dashed line in Figures 3 and 4 indicates an imaginary line formed by the intersection of a plane that extends parallel to the vehicle width direction and passes through the central axis of the damper 50 with the suspension tower 6. Therefore, this line L1 can be regarded as the central axis of the damper 50 in Figures 3 and 4.

[0037] As shown in FIGS. 2 to 4, a pair of front and rear mounting portions 24, 26 for mounting a bracket are formed on the curved portion 20a of the side wall portion 20 of the suspension tower 6, and the bracket 14 is fixed to these mounting portions 24, 26.

[0038] The mounting portions 24, 26 are each formed of a bulge formed on the curved portion 20a, and the front mounting portion 24 (properly referred to as the front mounting portion 24) and the rear mounting portion 26 (properly referred to as the rear mounting portion 26) are provided on different sides of the line L1. The rear mounting portion 26 is offset slightly downward relative to the front mounting portion 24. Such an arrangement of the mounting portions 24, 26 is effective in ensuring the rigidity of the suspension tower 6, as will be described later.

[0039] 4 and 6, the mounting parts 24, 26 are generally frustum-shaped with flat mounting surfaces 24a, 26a at their tops, and the mounting surfaces 24a, 26a are located on generally the same plane. A mounting bolt B (not shown in FIG. 4), which is a weld bolt, is provided on each mounting surface 24a, 26a so as to protrude perpendicularly to the mounting surface 24a, 26a.

[0040] Figure 7 shows the bracket 14, where (a) is an oblique view (enlarged view of the main part of Figure 2) of the bracket 14 fixed to the suspension tower 6, (b) is a front view, and (c) is a side view.

[0041] The bracket 14 is a press-molded part made of sheet metal. The bracket 14 includes a flat base surface portion 30 (corresponding to the “reference surface portion” of the present invention), fixing portions 34 and 36 provided at both front and rear ends of the base surface portion 30, a first component attachment portion 32 provided at the lower end of the base surface portion 30, and a second component attachment portion 38 provided at the upper end of the base surface portion 30.

[0042] The fixing parts 34, 36 are parts of the bracket 14 that are fixed to the sustower 6 (curved part 20a). The front fixing part 34 (suitably referred to as the front fixing part 34) is fixed to the front mounting part 24 of the sustower 6, and the rear fixing part 36 (suitably referred to as the rear fixing part 36) is fixed to the rear mounting part 26 of the sustower 6.

[0043] The fixing parts 34, 36 are formed, for example, by drawing so as to bulge from the base surface part 30 toward the sustower 6 (side wall part 20). As a result, the front fixing part 34 has a flat fixing surface part 34a offset from the base surface part 30 toward the sustower 6, and a connecting surface part 34b connecting the fixing surface part 34a and the base surface part 30, and also has a ridge part 341 at the boundary between the connecting surface part 34b and the base surface part 30, and a ridge part 342 at the boundary between the connecting surface part 34b and the fixing surface part 34a. A fixing hole 35 corresponding to the mounting bolt B is formed in the fixing surface part 34a.

[0044] The rear fixing portion 36 is similar and has a flat fixing surface portion 36a offset from the base surface portion 30 toward the sustower 6, and a connecting surface portion 36b connecting the fixing surface portion 36a and the base surface portion 30, as well as a ridge portion 361 at the boundary between the connecting surface portion 36b and the base surface portion 30, and a ridge portion 362 at the boundary between the connecting surface portion 36b and the fixing surface portion 36a. A fixing hole 37 is formed in the fixing surface portion 36a.

[0045] Ridges 341, 342, 361, 362 formed on fixing portions 34, 36 are formed so as to intersect with the fixing positions of bracket 14 relative to mounting portions 24, 26, more specifically, with the line segment connecting the centers of fixing holes 35, 37 (straight line L2).

[0046] 2 and 3, the bracket 14 is fastened to the sustower 6 (side wall portion 20) by overlapping the fixing portions 34, 36 with the mounting portions 24, 26 with the mounting bolts B passing through the fixing holes 35, 37, and screwing the nuts N onto the mounting bolts B. In this way, the bracket 14 is fixed to the sustower 6 while straddling both the mounting portions 24, 26.

[0047] The first component attachment portion 32 is provided between the two fixing portions 34, 36 in the front-rear direction. The first component attachment portion 32 is formed in a rectangular shape extending from the base surface portion 30 toward the side opposite the suspension tower 6, and a mounting hole 32a for the wire harness 16 is formed near the tip of the first component attachment portion 32.

[0048] The second component mounting portion 38 has a mounting surface portion 38a offset from the base surface portion 30 toward the opposite side to the sustower 6, and a connecting surface portion 38b connecting the mounting surface portion 38a and the base surface portion 30. The mounting surface portion 38a extends while bending rearward and toward the right. Mounting holes 39 for the wire harness 16 are formed near the front end, near the center, and near the rear end (near the right end) of the mounting surface portion 38a.

[0049] 1, the wire harness 16 is fixed to the first component mounting section 32 by fixing the wiring fixing part 16a, which is assembled in the middle of the wire harness 16, to the first component mounting section 32 with bolts and nuts through mounting holes 32a. The wire harness 16 is also fixed to the second component mounting section 38 by having a part of the wire harness 16 held by a clip attached to a mounting hole 39 of the second component mounting section 38. In this way, the wire harness 16 is supported by the suspension tower 6 via the bracket 14.

[0050] [Effects] In the above vehicle, mounting sections 24, 26 consisting of bulging portions are formed on the side wall section 20 of the suspension tower 6, and the harness 16 is supported by the suspension tower 6 via a bracket 14 fixed to these mounting sections 24, 26. In this type of suspension tower structure, if no countermeasures are taken, when a load is input from the damper to the suspension tower, stress may be concentrated at the mounting sections, reducing the rigidity of the suspension tower.

[0051] In view of this, in the suspension tower structure of the embodiment, as described above, the mounting parts 24, 26 are provided on different sides, front and rear, of the line L1 (FIGS. 3 and 4). As described above, the line L1 is a line (imaginary line) formed by the intersection of a plane extending parallel to the vehicle width direction and passing through the central axis of the damper 50 with the suspension tower 6. The load input from the damper 50 to the suspension tower 6 acts mainly on the area of ​​the side wall 20 along the line L1. Therefore, according to the suspension tower structure of the embodiment in which the mounting parts 24, 26 are distributed to both the front and rear of the line L1, stress concentration on the mounting parts 24, 26 is avoided, and the reduction in rigidity of the suspension tower 6 due to the stress concentration is suppressed. Moreover, since the bracket 14 is fixed across both mounting parts 24, 26, the bracket 14 itself functions as a reinforcing member of the suspension tower 6, and the relative displacement of the areas on both sides of the line L1 in the side wall 20 is suppressed.

[0052] Therefore, according to the sus tower structure of the embodiment, in a structure in which the sus tower 6 supports the wire harness 16 via the bracket 14, the rigidity of the sus tower 6 can be rationally ensured without the need to separately provide a dedicated reinforcing member.

[0053] In addition, in the sus-tower structure of the embodiment, the mounting parts 24, 26 are offset in the vertical direction, so that the front and rear regions of the side wall 20 sandwiching the line L1 are prevented from deforming in a twisted manner. That is, for example, as shown by the arrows in Fig. 8, in the region in front of the line L1, the side wall 20 is prevented from being displaced so that the upper part moves leftward and the lower part moves rightward (solid arrow), while in the region behind the line L1, the side wall 20 is prevented from being displaced so that the upper part moves rightward and the lower part moves leftward (dashed arrow). Therefore, according to the sus-tower structure of the embodiment, the rigidity of the sus-tower 6 is ensured in this respect as well.

[0054] Although not mentioned in the above description, as shown in Fig. 5, the region of the sustower 6 extending from the upper part of the side wall 20 to the apex 22 (the region indicated by the symbol R) has at least a curved cross section along the line L1. With this structure, no ridge line is formed in the portion extending from the upper part of the side wall 20 to the apex 22, so stress concentration is unlikely to occur in this portion, and deformation of the sustower 6 due to this stress concentration is suppressed. Therefore, with the sustower structure of the above embodiment, the rigidity of the sustower 6 is ensured in this respect as well.

[0055] Furthermore, according to the bracket 14 of the above embodiment, the fixing surface parts 34a, 36a fixed to the sustower 6 are offset toward the sustower 6 with respect to the base surface part 30, so that the bulge amount h1 (see FIG. 5(c)) of the mounting parts 24, 26 on the sustower 6 (side wall part 20) side can be suppressed accordingly. In other words, when it is necessary to separate the wire harness 16 and the sustower 6 by a certain distance, it is possible to suppress the bulge amount h1 on the mounting parts 24, 26 side by the offset amount h2 of the fixing surface parts 34a, 36a. Therefore, compared to when the bulge amount h1 of the mounting part 24 is large, it is possible to suppress the deformation of the mounting parts 24, 26 due to stress concentration. Therefore, according to the sustower structure of the above embodiment, it can be said that the rigidity of the sustower 6 is also secured in this respect.

[0056] Moreover, the bracket 14 has ridges 341, 342, 361, 362 formed to intersect with a line L2 connecting the fixing positions (center positions of the fixing holes 35, 37) for the mounting portions 24, 26 (FIG. 5(b)). These ridges 341, 342, 361, 362 suppress torsional deformation of the side wall portion 20 (see the arrows in FIG. 2), that is, as described above, deformation such that the front and rear regions sandwiching the line L1 are twisted relative to each other. Therefore, according to the sustower structure of the embodiment, this also contributes to ensuring the rigidity of the sustower 6.

[0057] In addition, in the bracket 14, the first component assembly portion 32 is located between the fixing portions 34, 36 in the vehicle front-rear direction. In this manner, the bracket 14 has a structure in which the first component assembly portion 32 is provided between the fixing portions 34, 36 that are fixed to the suspension tower 6 (side wall portion 20), which has the advantage that the position of the first component assembly portion 32 is less likely to be displaced, thereby improving the positional stability of the wire harness 16 supported by the first component assembly portion 32.

[0058] [Modifications, etc.] The vehicle suspension tower structure described above is an example of a preferred embodiment of the suspension tower structure of the present invention, and the more specific structure of the suspension tower 6 and the bracket 14 fixed thereto can be modified as appropriate without departing from the gist of the present invention.

[0059] For example, in the embodiment, the pair of mounting parts 24, 26 of the suspension tower 6 (side wall part 20) are located on different sides of the line L1 in the vehicle longitudinal direction. However, as long as at least the mounting surfaces 24a, 26a of the mounting parts 24, 26 are located on different sides of the line L1 in the vehicle longitudinal direction, it is not required that the entire mounting parts 24, 26 are located on different sides of the line L1 in the vehicle longitudinal direction. In other words, the mounting parts 24, 26 are not present on the line L1, or, even if they are present, they are only required to have a small bulge. With this configuration, it is possible to suppress or avoid stress concentration on the mounting parts 24, 26, and it is possible to suppress a decrease in the rigidity of the suspension tower 6 caused by the mounting parts 24, 26.

[0060] In addition, in the embodiment, the bracket 14 is fixed to a pair of mounting portions 24, 26 formed on the suspension tower 6 (side wall portion 20), but the bracket 14 may be structured to be fixed to three or more mounting portions. In this case, at least the mounting surfaces of the pair of mounting portions are located on different sides of the line L1 in the vehicle front-rear direction, and the remaining mounting portions are provided such that at least their mounting surfaces are not located on the line L1. [Explanation of symbols]

[0061] 1. Engine Room 6 Suspension Tower 14 Bracket 16 Wire Harness 20 Side wall 22 Top 24, 26 Mounting part 24a, 26a Mounting surface 32 First Parts Assembly Section 38 Second part mounting part 50 Damper L1, L2 lines

Claims

1. A suspension tower structure for a vehicle, comprising: a suspension tower formed in a side portion within a front compartment of a vehicle body and supporting a damper; and a bracket for mounting a component fixed to the suspension tower, the suspension tower includes a curved side wall portion joined to a front side frame of the vehicle body and extending upward, and a top portion disposed at an upper end of the side wall portion and supporting an upper end of the damper, A pair of mounting portions for the bracket are formed on the side wall portion, the mounting portions being made of portions that bulge outward inward in the vehicle width direction, the pair of mounting portions have mounting surfaces for the bracket, and at least each mounting surface is formed to be located on different sides in the vehicle front-rear direction across a line formed by an intersection of a plane extending parallel to the vehicle width direction and including a central axis of the damper with the side wall portion, A vehicle suspension tower structure, characterized in that the bracket is positioned across the line and fixed to the pair of mounting portions.

2. 2. The vehicle suspension tower structure according to claim 1, A vehicle suspension tower structure, characterized in that the pair of mounting portions are offset in the vertical direction.

3. The suspension tower structure for a vehicle according to claim 1 or 2, A vehicle suspension tower structure, characterized in that the cross section of the suspension tower along at least the line extending from the upper part of the side wall portion to the top portion is formed in a curved shape.

4. The suspension tower structure for a vehicle according to any one of claims 1 to 3, A vehicle suspension tower structure, characterized in that the bracket has a ridge portion extending so as to intersect with a line connecting fixing positions where the bracket is fixed to the pair of mounting portions.

5. The suspension tower structure for a vehicle according to claim 4, the bracket includes a reference surface portion along the side wall portion, a pair of fixing portions formed so as to bulge from the reference surface portion toward the suspension tower, and a component assembly portion extending from the reference surface portion toward the opposite suspension tower side, A vehicle suspension tower structure characterized in that the fixed portion includes a fixed surface portion which is a part of its inner bottom surface and is fixed to the mounting portion, and a connecting surface portion which connects the reference surface portion and the fixed surface portion, and the boundary portions between the reference surface portion and the fixed surface portion and the connecting surface portion are each provided with the ridge portion.

6. The suspension tower structure for a vehicle according to claim 5, A suspension tower structure for a vehicle, characterized in that the part assembly portion is located between the pair of fixed portions in the fore-and-aft direction of the vehicle.

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