Body frame structure

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

[Technical Field]

[0001] The present invention relates to a vehicle body frame structure, and more particularly to a vehicle body frame structure equipped with a suspension device. [Background technology]

[0002] Conventionally, technologies relating to vehicle body frame structures equipped with suspension devices have been known. For example, Patent Document 1 describes a vehicle body structure for a frame vehicle equipped with 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. In this vehicle body structure, the front suspension has a suspension tower connected to the front side rails and supporting the upper end of a shock absorber, and an upper arm swingably attached to the suspension tower and connected to a knuckle to which a wheel is attached. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-3940 Summary of the Invention [Problem to be solved by the invention]

[0004] In a suspension device such as that described in Patent Document 1, loads are input to the suspension tower in the vertical direction via the shock absorber, and loads are input to the suspension tower in the longitudinal direction and width direction of the vehicle via the upper arm. It is necessary to appropriately protect the suspension tower, which receives such loads.

[0005] The present invention has been made in view of the above problems, and its object is to provide a vehicle body frame structure that can adequately protect suspension towers. [Means for solving the problem]

[0006] In order to achieve the above object, the vehicle body frame structure of the present invention comprises 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 members and supporting tops of shock absorbers of a suspension device, and a pair of left and right upper arm brackets supporting upper arms of the suspension device, the suspension towers being disposed outward in the vehicle width direction of the side members and connected to outer surfaces of the side members facing outward in the vehicle width direction, and the cross member having both ends in the vehicle width direction: The upper arm bracket is connected to the side member at the same position in the fore-and-aft direction of the vehicle as the suspension tower when viewed from above the vehicle, and is configured to connect the suspension towers together, 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, the suspension tower, the upper arm bracket and the cross member are arranged side by side in the vehicle width direction, and the upper arm bracket extends from the outer surface and the upper surface of the side member to the inner surface facing inward in the vehicle width direction and is connected to the cross member.

[0007] With this configuration, by providing the upper arm bracket adjacent to the suspension tower on the inner side in the vehicle width direction, the upper arm bracket can support the suspension tower from the inner side in the vehicle width direction, thereby preventing the suspension tower from tipping over. Furthermore, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side member and cross member via the upper arm bracket. Furthermore, by arranging the suspension tower, upper arm bracket, and cross member side by side in the vehicle width direction, high-rigidity members are continuously arranged between the suspension towers, thereby reliably improving the rigidity around the suspension tower. This efficiently improves the rigidity around the suspension tower, thereby improving the durability of the suspension tower and the support rigidity of the suspension device. Furthermore, 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. Therefore, the body frame structure of the present invention can adequately protect the suspension tower.

[0008] Furthermore, in the 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, which makes it possible to increase the area (crash stroke) over which the side member will crush in the event of a frontal collision of the vehicle, which is advantageous in terms of impact absorption performance.

[0009] Preferably, the upper arm bracket extends to an inner surface of the side member facing inward in the vehicle width direction, and is connected to the cross member.

[0010] With this configuration, the load input from the suspension device to the suspension tower can be transmitted more efficiently to the cross member via the upper arm bracket.

[0011] Furthermore, it is preferable that the upper arm bracket has an outer bracket that is interposed between the side member and the upper part of the suspension tower, and is connected to the upper surface and outer surface of the side member and is also connected to the suspension tower, and an inner bracket that covers the outer bracket from the inside and above in the vehicle width direction and is connected to the upper surface of the side member, and that a support portion that rotatably supports the support shaft of the upper arm is attached between the outer bracket and the inner bracket.

[0012] With this configuration, the upper part of the suspension tower can be supported by the inner bracket of the upper arm bracket, which more reliably prevents the suspension tower from tipping over. Also, the load input from the suspension device to the suspension tower can be received by the relatively rigid support section of the upper arm bracket, which allows the load to be transmitted more efficiently to the side members and cross members.

[0013] It is also preferable that the upper arm bracket has a pair of legs spaced apart in the vehicle longitudinal direction, extending along the outer surface of the side member and sandwiching the suspension tower in the vehicle longitudinal direction.

[0014] With this configuration, the pair of legs sandwich the suspension tower from the fore-and-aft direction of the vehicle, thereby increasing the rigidity and strength of the suspension tower in the fore-and-aft direction of the vehicle and making it possible to more appropriately protect the suspension tower.

[0015] It is also preferable that the cross member extend outward in the vehicle width direction along the lower surface of the side member and be connected to the lower end of the suspension tower.

[0016] This configuration makes it easy to connect the cross member and the suspension tower, allowing the load input to the suspension tower to be transmitted directly to the cross member, thereby more appropriately protecting the suspension tower.

[0017] It is also preferable that the cross members are formed at intervals from each other in the fore-and-aft direction of the vehicle, have suspension tower abutment portions that abut face-to-face with the vertical wall surface of the suspension tower in the fore-and-aft direction of the vehicle, and are connected to the vertical wall surface at the suspension tower abutment portions.

[0018] This configuration increases the rigidity and strength of the suspension tower in the fore-and-aft direction of the vehicle, thereby enabling more appropriate protection of the suspension tower.

[0019] It is also preferable that the connection portion between the suspension tower abutment portion of the cross member and the vertical wall surface is formed so as to extend upward as it moves outward in the vehicle width direction.

[0020] With this configuration, when a relatively large load is applied upward 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, reducing the concentration of the load on one end of the connection, thereby firmly securing the cross member to the suspension tower.

[0021] It is also preferable that the cross member has a side member abutment portion that extends so as 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 abutment portion.

[0022] This configuration allows the cross member and the side members to be firmly fixed together, preventing deformation of only one of them even if twisting occurs in either the cross member or the side member, thereby preventing deformation of the suspension towers connected to the cross member and the side member, and improving durability.

[0023] The side member may further include a mount bracket that supports the vehicle's power plant, and the mount bracket is preferably located on the vehicle width inward side of the upper arm bracket, aligned with the suspension tower in the vehicle width direction when viewed from above the vehicle, and connected across the upper arm bracket and the cross member.

[0024] This configuration allows the highly rigid mount bracket to be installed across the upper arm bracket and cross member, strengthening the connection from the suspension tower to the cross member. As a result, the load input to the suspension tower can be more reliably transmitted to the cross member, 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 single line across the vehicle, the area over which the side member will collapse (crash stroke) in the event of a frontal collision is increased, which is advantageous in terms of impact absorption performance.

[0025] In addition, the lower arms of the suspension device are supported at both ends of the cross member in the vehicle width direction so that they can swing up and down, and it is preferable that the suspension tower has a bump stopper at its lower end located at the outermost position in the vehicle width direction, which can abut against the lower arm when the lower arm swings up and down.

[0026] With this configuration, when the shock absorber significantly compresses, the lower arm abuts against the bump stopper of the suspension tower, preventing a collision between the components of the suspension device and the side member. Even if a relatively large load that would cause the shock absorber to significantly compress is input to the suspension tower, the vehicle frame structure of the present invention transmits the load to the side member and cross member via the upper arm bracket, preventing the suspension tower from colliding and reliably improving the rigidity around the suspension tower. Therefore, the suspension tower can be adequately protected. [Effects of the Invention]

[0027] In the vehicle body frame structure of the present invention, the upper arm bracket can support the suspension tower from the inside in the vehicle width direction, preventing the suspension tower from tipping over. Furthermore, the load input from the suspension device to the suspension tower can be efficiently transmitted to the side member and cross member via the upper arm bracket. Furthermore, by arranging the suspension tower, upper arm bracket, and cross member side by side in the vehicle width direction, highly rigid members are continuously arranged between the suspension towers, thereby reliably improving the rigidity around the suspension tower. Therefore, the vehicle body frame structure of the present invention can adequately protect the suspension tower. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a perspective view of a vehicle body frame structure according to an embodiment, viewed from above and from the outside in the vehicle width direction. [Figure 2] FIG. 1 is a top view showing a vehicle body frame structure according to an embodiment. [Figure 3] 1 is a perspective view of a portion where the suspension cross member is attached to the side member, as viewed from below and from the inside in the vehicle width direction. FIG. [Figure 4] FIG. 2 is a perspective view of the suspension device as seen from above and from the outside in the vehicle width direction. [Figure 5] FIG. 2 is a perspective view of the suspension device as seen from above and from the front side in the vehicle longitudinal direction. [Figure 6] FIG. 2 is a perspective view of the suspension device as seen from below and from the outside in the vehicle width direction. [Figure 7] FIG. 4 is a perspective view of a main portion of the upper arm bracket as viewed from above and from the inside in the vehicle width direction. DETAILED DESCRIPTION OF THE INVENTION

[0029] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0030] Fig. 1 is a perspective view of a body frame structure according to an embodiment as viewed from above and from the outside in the vehicle width direction, and Fig. 2 is a top view showing the body frame structure according to the embodiment. The body frame structure 1 according to the embodiment is applied to the front wheel (wheel) side (not shown) of a vehicle. As shown in Fig. 1, the body frame structure 1 includes a body frame 10, a mount bracket 15, and a suspension device 20. Note that Fig. 2 shows only some of the components of the suspension device 20.

[0031] (body frame) The vehicle body frame 10 includes a pair of side members 12, multiple cross members 14, and a bumper beam 16. The pair of side members 12 are body frames extending in the longitudinal direction of the vehicle and are provided in a pair on the left and right sides spaced apart in the vehicle width direction. The side members 12 are frames with a rectangular cross section that connect an inner frame and an outer frame. The side members 12 include 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 multiple cross members 14 are frames that extend in the vehicle width direction and are connected to both of the pair of side members 12. The cross members 14 include a suspension cross member 141 arranged below the suspension device 20. The bumper beam 16 is a frame that extends in the vehicle width direction and is connected to the front ends of the side members 12.

[0032] (Suspension cross member) The suspension cross member 141 will be described 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 the inside in the vehicle width direction. The suspension cross member 141 (hereinafter simply referred to as "cross member 141") has a main body portion 141a extending in the vehicle width direction and attachment pieces 141b that attach the main body portion 141a to the side member 12. As shown in FIG. 3, the main body portion 141a extends below the underside 12b of the side member 12 and along the underside 12b toward the outside in the vehicle width direction. The attachment pieces 141b are disposed so as to cover the main body portion 141a from above and are connected to the main body portion 141a by welding. The attachment pieces 141b are then fixed to the underside 12b and the inner surface 12d of the side member 12 by welding. In this embodiment, the cross member 141 has a side member abutting portion 142 that extends so as to wrap around the lower surface 12b and the outer surface 12c of the side member 12 (see FIG. 6). A welding hole 142a is formed in the side member abutting portion 142, and the cross member 141 is connected to the side member 12 at the edge of the hole 142a of the side member abutting portion 142 by welding.

[0033] (mounting bracket) The mount brackets 15 are members that support a vehicle power plant (not shown), 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 motor, and a drive system (not shown), such as a transmission and clutch. In this embodiment, as shown in FIG. 2, the mount bracket 15 is disposed at the same position in the vehicle longitudinal direction as the cross member 141. In other words, the mount bracket 15 is disposed in a position aligned with the cross member 141 along the vehicle width direction when viewed from above the vehicle. The mount bracket 15 is also provided in a position aligned with a suspension tower 30 (described later) along the vehicle width direction, inside the upper arm bracket 40 (described later) in 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 attachment piece 141b of the cross member 141, and the inner bracket 43 (see FIG. 4) of the upper arm bracket 40.

[0034] (Suspension device) A pair of suspension devices 20 are provided on the left and right sides in the vehicle width direction corresponding to the front wheels (not shown). The suspension device 20 has 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. In other words, the above components of the suspension device 20 are provided in a pair on the left and right sides.

[0035] The lower arms 22 are connected to both ends of the cross member 141 in the vehicle width direction so as to be rotatable about an axis extending in the vehicle front-rear direction. That is, the lower arms 22 are attached to the cross member 141 so as to be able to swing up and down relative to the cross member 141. As shown by the dashed line in FIG. 1 , the lower arms 22 are formed with protrusions 22a extending upward. The protrusions 22a are formed so as to come into contact with bump stoppers 321 (described below) when a relatively large upward load is input from the wheels (not shown) and the shock absorbers 28 are significantly compressed. A stabilizer (not shown) for suppressing vehicle body rolling is connected between the left and right lower arms 22, and a coil spring (not shown) is mounted on the upper surface of the lower arms 22.

[0036] The knuckle 24 is connected to the outer end of the lower arm 22 in the vehicle width direction so as to be rotatable about an axis extending in the vertical direction. A hub 6, which supports a front wheel (not shown) and to which a drive shaft (not shown) is connected, is rotatably attached to the knuckle 24. A steering rod 8 is connected between the left and right knuckles 24 via a steering gearbox 7 that operates in conjunction with a steering wheel (not shown) operated by the driver. The steering gearbox 7 is fixed to the body frame 10 via a pipe having an axis extending in the fore-and-aft direction of the vehicle that passes through the cross member 141.

[0037] The upper arm 26 is connected to the knuckle 24 so as to be rotatable about an axis extending in the vertical direction. The upper arm 26 is also connected to an upper arm bracket 40 (described later) fixed to the side member 12 so as to be rotatable about an axis extending in the front-rear direction of the vehicle. In other words, the upper arm 26 is attached to the side member 12 so as to be able to swing in the vertical direction.

[0038] Shock absorber 28 is a mechanism that absorbs vertical vibrations from the front wheels, and is connected at its lower end to lower arm 22 so as to be rotatable about an axis extending in the longitudinal direction of the vehicle. In addition, top portion 28a of shock absorber 28 is fixed to suspension tower 30 by engagement.

[0039] Next, the configurations of the suspension tower 30 and the upper arm bracket 40 will be described with reference to Figures 3 to 7. Figure 4 is a perspective view of the suspension device 20 viewed from above and from the outside in the vehicle width direction. Figure 5 is a perspective view of the suspension device 20 viewed from above and from the front side in the vehicle longitudinal direction. Figure 6 is a perspective view of the suspension device 20 viewed from below and from the outside in the vehicle width direction. Figure 7 is a perspective view of a main portion of the upper arm bracket 40 viewed from above and from the inside in the vehicle width direction.

[0040] (Suspension tower) The suspension tower 30 has a spring house 32 and an absorber support portion 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 bay-shaped member that opens downward, and accommodates a coil spring (not shown) wound around the shock absorber 28 in its internal space. As shown in FIG. 6, the inside of the spring house 32 in the vehicle width direction is open. The spring house 32 also has a through-hole (not shown) in its ceiling portion, through which the shock absorber 28 (see FIG. 1) is inserted. A plate-like bump stopper 321 that protrudes outward in the vehicle width direction is formed at the lower end of the spring house 32 that is located at the outermost position in the vehicle width direction. The bump stopper 321 is formed so that the portion that protrudes outward in the vehicle width direction overlaps with the protrusion 22a formed on the lower arm 22 when viewed from above.

[0041] The absorber support portion 34 has a base portion 341 and a mating portion 342. The base portion 341 is placed on the ceiling portion of the spring house 32 and connected to the ceiling portion 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 so as to be aligned coaxially with a through hole (not shown) formed in the spring house 32. The base portion 341 and the mating portion 342 are also connected by welding to an outer bracket 41 of an upper arm bracket 40 (described later).

[0042] 2, 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. In other words, the suspension tower 30 is disposed in a position aligned with the cross member 141 in the vehicle width direction. In other words, the suspension tower 30 is disposed on an extension line of the cross member 141 in the vehicle width direction.

[0043] The cross member 141 is connected to the lower end of the suspension tower 30. That is, the cross member 141 is connected at both ends in the vehicle width direction to the side members 12 at the same positions in the vehicle front-rear direction as the suspension towers 30 when viewed from above the vehicle (positions aligned along the vehicle width direction), thereby connecting the pair of left and right suspension towers 30. More specifically, as shown in FIGS. 5 and 6 , the cross member 141 has a pair of suspension tower abutment portions 143 below the side members 12 that protrude outward in the vehicle width direction beyond the outer surfaces 12c of the side members 12. The pair of suspension tower abutment portions 143 are formed at a distance from each other in the vehicle front-rear direction and extend along the vehicle width direction. As shown in FIG. 6 , each suspension tower abutment portion 143 extends inside the spring house 32 of the suspension tower 30 and abuts face-to-face against the vertical wall surfaces 32a of the spring house 32 in the vehicle front-rear direction. Each suspension tower abutment portion 143 and each vertical wall surface 32a are connected to each other by welding at a connection portion 60 shown by a thick solid line in Figures 3 to 6. The connection portion 60 is formed so as to extend upward toward the outside in the vehicle width direction.

[0044] (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 has an outer bracket 41, a support bracket 42, and an inner bracket 43. Note that for the sake of explanation, the inner bracket 43 is omitted from Figure 7.

[0045] (outer bracket) The outer bracket 41 is interposed between the side member 12 and the absorber support portion 34, which is the upper portion 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 forms a convex shape facing outward in the vehicle width direction. More specifically, the outer bracket 41 has 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 a pair of legs 413 formed on each side wall portion 412.

[0046] The base plate portion 411 has a lower end that abuts against the ceiling of the spring house 32, and an upper end that extends above the upper surface 12a of the side member 12. The base plate portion 411 is connected to the base plate portion 411 by welding with the pedestal portion 341 and the mating portion 342 of the absorber support portion 34. As shown in FIG. 7, the side wall portions 412 are spaced apart from each other in the vehicle longitudinal direction and extend above the upper surface 12a of the side member 12. An arc-shaped groove 412a (see FIG. 6) for supporting the support bracket 42 is formed at the upper end of each side wall portion 412. A pair of legs 413 extend downward from each side wall portion 412 and toward the opposite side from the base plate portion 411 in the vehicle longitudinal direction. As shown in FIGS. 4 to 6, the legs 413 abut against the upper surface 12a and the outer surface 12c of the side member 12 and are connected to the upper surface 12a and the outer surface 12c by welding. The pair of legs 413 extend so as to sandwich the spring house 32 from both sides in the vehicle longitudinal direction, and are also connected to the spring house 32 by welding.

[0047] (support bracket) As shown in FIG. 7 , the support bracket 42 has two arc-shaped portions 421 spaced apart in the vehicle longitudinal direction, and an expanded diameter portion 422 extending between the two arc-shaped portions 421. The two arc-shaped portions 421 are formed in an arc-shaped cross section, extend in the vehicle longitudinal direction, and are open at the top. Each arc-shaped portion 421 is fitted into a groove 412a (see FIG. 6 ) of the outer bracket 41 described above and connected to the edge of the groove 412a by welding. A support pipe 50 (support portion), through which a support bolt 26a (support shaft) of the upper arm 26 shown by a dashed line in FIG. 7 is rotatably inserted, is fitted inside each arc-shaped portion 421 and connected by welding. The expanded diameter portion 422 is formed in a substantially arc-shaped cross section, extends between the arc-shaped portions 421 in the vehicle longitudinal direction, and is open at the top, similar to the arc-shaped portions 421. The expanded diameter portion 422 is formed to have a larger diameter than each of the arc-shaped portions 421. Furthermore, one nut holder 52 is attached to each of the expanded diameter portions 422 in proximity to the end portion 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.

[0048] (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 portion 411 of the outer bracket 41 by welding, extends from the upper end along the upper surface of the support pipe 50 toward the inside in the vehicle width direction, and further extends downward and is connected to the upper surface 12a of the side member 12 by welding. As shown in FIGS. 4 and 5 , the inner bracket 43 also extends to the inner surface 12d of the side member 12 and is also connected to the inner surface 12d by welding. 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.

[0049] As a result, the support bracket 42 and the support pipe 50 are sandwiched between the inner bracket 43 and the outer bracket 41. In other words, the support bracket 42 and the support pipe 50 are attached between the outer bracket 41 and the inner bracket 43. A welding hole 43a is formed in the inner bracket 43 at a portion that abuts against the upper surface of the support pipe 50, and the support pipe 50, including the edge of the hole 43a, is also connected to the inner bracket 43 by welding. An opening 43b is also formed in the inner bracket 43 at a position corresponding to the expanded diameter portion 422 of the support bracket 42. This makes it possible to attach nuts to the nut holder 52 through the opening 43b.

[0050] With the above configuration, the upper arm 26 is fixed by inserting the two support bolts 26a into the support pipes 50 along the vehicle front-rear direction and screwing them into nuts (not shown). This allows the upper arm 26 to be attached to the upper arm bracket 40 so as to be rotatable around an axis extending in the vehicle front-rear direction.

[0051] (Effects of the 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 vehicle longitudinal direction, a cross member 141 extending in the vehicle width direction and spanning between the pair of left and right side members 12, a pair of left and right suspension towers provided on the side members 12 and supporting the tops 28a of the shock absorbers 28 of the suspension device 20, and a pair of left and right upper arm brackets 40 supporting the upper arms 26 of the suspension device 20. The suspension towers 30 are disposed on the outer sides of the side members 12 in the vehicle width direction, and the cross member 141 is disposed between the pair of left and right side members 12 and supports the tops 28a of the shock absorbers 28 of the suspension device 20. The cross member 141 is connected to the outer surface 12c of the side member 12 facing outward in the vehicle width direction, and both ends of the cross member 141 in the vehicle width direction are connected to the side member 12 at the same position in the vehicle front-to-rear direction as the suspension tower 30 when viewed from above the vehicle, so as to connect the suspension towers 30 together, and the upper arm bracket 40 is erected on the top surface 12a of the side member 12 adjacent to the inner side of the suspension tower 30 in the vehicle width direction and is connected to the suspension tower 30, so that the suspension tower 30, upper arm bracket 40 and cross member 141 are arranged side by side in the vehicle width direction.

[0052] With this configuration, by providing the upper arm bracket 40 adjacent to the suspension tower 30 on the inner side in the vehicle width direction, the upper arm bracket 40 can support the suspension tower 30 from the inner side in the vehicle width direction, thereby preventing the suspension tower 30 from tipping over. Furthermore, the load input from the suspension unit 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. Furthermore, by arranging the suspension tower 30, the upper arm bracket 40, and the cross member 141 side by side in the vehicle width direction, highly rigid members are continuously arranged between the suspension towers 30, thereby reliably improving the rigidity around the suspension tower 30. This efficiently improves the rigidity around the suspension tower 30, thereby improving the durability of the suspension tower 30 and the support rigidity of the suspension unit 20. Therefore, the vehicle body frame structure 1 according to the embodiment can appropriately protect the suspension tower 30.

[0053] Furthermore, in the vehicle body frame structure 1 of this embodiment, the suspension towers 30, upper arm brackets 40, and cross members 141 are aligned in a line in the vehicle width direction, which increases the area (crash stroke) over which the side members 12 collapse in the event of a frontal collision of the vehicle, which is advantageous in terms of impact absorption performance. As a result, collision energy is effectively absorbed near the front ends of the side members 12, and reinforcements and the like that are arranged to improve the rigidity and strength of the body frame further rearward of the vehicle can be reduced, making it possible to reduce the number of parts and achieve weight reduction.

[0054] Additionally, the upper arm bracket 40 extends to an inner surface 12d of the side member 12 facing inward in the vehicle width direction, and is connected to the cross member 141 via a mount bracket 15.

[0055] With this configuration, the load input from the suspension device 20 to the suspension tower 30 can be transmitted more efficiently to the cross member via the upper arm bracket 40.

[0056] In addition, the upper arm bracket 40 is interposed between the side member 12 and the upper part of the suspension tower 30 (absorber support part 34), and has an outer bracket 41 that is connected to the upper surface 12a and outer surface 12c of the side member 12 and is also connected 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 a support pipe 50 (support part) that rotatably supports the support bolt 26a (support shaft) of the upper arm 26 is attached between the outer bracket 41 and the inner bracket 43.

[0057] 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, more reliably preventing the suspension tower 30 from tipping over. In addition, the load input from the suspension device 20 to the suspension tower 30 can be received by the support pipe 50 of the upper arm bracket 40, which has a relatively high rigidity, so the load can be transmitted to the side member 12 and the cross member 141 more efficiently.

[0058] Furthermore, by providing two separate support pipes 50 (support portions) that rotatably support the support bolts 26a of the upper arm 26, it is possible to shorten the length of each of the support bolts 26a inserted into each support pipe 50. As a result, it is possible to reduce the space required for inserting and removing the support bolts 26a, and it is possible to reduce restrictions on the placement of other parts around the upper arm bracket 40.

[0059] 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 vehicle longitudinal direction and sandwich the suspension tower 30 in the vehicle longitudinal direction.

[0060] With this configuration, the pair of legs 413 sandwich the suspension tower 30 from the fore-and-aft direction of the vehicle, thereby increasing the rigidity and strength of the suspension tower 30 in the fore-and-aft direction of the vehicle, and making it possible to more appropriately protect the suspension tower 30.

[0061] Further, the cross member 141 extends outward in the vehicle width direction along the lower surface 12 b of the side member 12 and is connected to the lower end of the suspension tower 30 .

[0062] This configuration makes it easy to connect the cross member 141 and the suspension tower 30, and allows the load input to the suspension tower 30 to be transmitted directly to the cross member 141, thereby more appropriately protecting the suspension tower 30.

[0063] In addition, the cross members 141 are formed at intervals from each other in the fore-and-aft direction of the vehicle, and have suspension tower abutment portions 143 that abut face-to-face against the vertical wall surface 32a of the suspension tower 30 in the fore-and-aft direction of the vehicle, and are connected to the vertical wall surface 32a at the suspension tower abutment portions 143.

[0064] This configuration increases the rigidity and strength of the suspension tower 30 in the fore-and-aft direction of the vehicle, making it possible to more appropriately protect the suspension tower 30.

[0065] Furthermore, a connection portion 60 between the suspension tower abutment portion 143 of the cross member 141 and the vertical wall surface 32a is formed so as to extend upward toward the outside in the vehicle width direction.

[0066] With this configuration, when a relatively large load is input upward from shock absorber 28 to suspension tower 30, connection portion 60 between cross member 141 and suspension tower 30 extends in the direction of the load, thereby reducing the concentration of the load on one end of connection portion 60. As a result, cross member 141 and suspension tower 30 can be firmly fixed together.

[0067] The cross member 141 also has a side member abutment portion 142 that extends so as to wrap around the lower surface 12b and the outer surface 12c of the side member 12, and is connected to the side member 12 at the side member abutment portion 142.

[0068] This configuration allows the cross member 141 and the side member 12 to be firmly fixed together. As a result, even if twisting occurs in the cross member 141 or the side member 12, deformation of only one of them is suppressed, which in turn makes it possible to suppress deformation of the suspension tower 30 connected to the cross member 141 and the side member 12, improving durability.

[0069] The side member 12 further includes a mount bracket 15 that is provided to support the vehicle's power plant, and the mount bracket 15 is provided on the inner side of the upper arm bracket 40 in the vehicle width direction, in a position aligned with the suspension tower 30 in the vehicle width direction when viewed from above the vehicle, and is connected across the upper arm bracket 40 and the cross member 141.

[0070] With this configuration, the highly rigid mount bracket 15 is provided across the upper arm bracket 40 and the cross member 141, thereby strengthening the connection from the suspension tower 30 to the cross member 141. As a result, the load input to the suspension tower 30 can be more reliably transmitted to the cross member 141, and the rigidity around the suspension tower 30 can be further improved. Furthermore, by aligning 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 (crash stroke) over which the side member 12 will collapse in the event of a frontal collision of the vehicle can be made larger, which is advantageous in terms of impact absorption performance.

[0071] In addition, 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 that it can swing up and down, and the suspension tower 30 has a bump stopper 321 at its lower end, which is located at the outermost side in the vehicle width direction, that can abut against the lower arm 22 when the lower arm 22 swings up and down.

[0072] With this configuration, when shock absorber 28 compresses significantly, lower arm 22 comes into contact with bump stopper 321 of suspension tower 30, preventing collision between components included in suspension device 20 and side member 12. Even if a relatively large load that causes shock absorber 28 to compress significantly is input to suspension tower 30, vehicle body frame structure 1 allows upper arm bracket 40 to transmit the load to side member 12 and cross member 141, preventing suspension tower 30 from tipping over and reliably improving the rigidity around suspension tower 30. Therefore, suspension tower 30 can be appropriately protected.

[0073] (Variation) Although the description of the embodiment has been completed above, aspects of the present invention are not limited to this embodiment. For example, in this embodiment, the vehicle body frame structure 1 is applied to the front wheel (wheel) side (not shown) of the vehicle, but the vehicle body frame structure 1 may also be applied to the rear wheel (wheel) side (not shown) of the vehicle. In other words, a suspension device provided corresponding to the rear wheel may have a configuration similar to that of the suspension device 20 of the embodiment.

[0074] Furthermore, the upper arm bracket 40 (inner bracket 43) does not have to extend to the inner surface 12d of the side member 12, and may be connected only to the top surface 12a. Furthermore, the upper arm bracket 40 may be formed of an integral member in which the outer bracket 41 and the inner bracket 43 are integrated. Furthermore, the support pipe 50 is not limited to being provided in pairs in the vehicle longitudinal direction, but may be a single pipe-shaped member extending in the vehicle longitudinal direction. Furthermore, the upper arm bracket 40 does not have to have a pair of legs 413, as long as it can be stably connected to the side member 12 and the spring house 32.

[0075] 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. Furthermore, 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. Furthermore, the cross member 141 does not need to have the side member abutment portion 142.

[0076] Furthermore, the mount bracket 15 may be provided at a position different from the cross member 141 in the longitudinal direction of the vehicle, and may be fixed to either the cross member 141 or the side member 12.

[0077] Furthermore, the protrusion 22a and the bump stopper 321 may be omitted from the suspension device 20 as long as they can prevent the components included in the suspension device 20 from colliding with the side member 12 when the shock absorber 28 is significantly compressed. [Explanation of symbols]

[0078] 1 Body frame structure 10 Body frame 12 Side member 14 Cross member 141 Suspension cross member 15 Mounting bracket 20 Suspension device 22 Lower arm 22a Convex part 24 Knuckles 26 Upper arm 28 Shock absorber 30 Suspension Tower 32a Vertical wall 40 Upper arm bracket 41 Outer bracket 43 Inner bracket 50 Support pipe (support part) 142 Side member contact part 143 Suspension tower contact part 321 Bump Stopper 413 Pair of legs

Claims

1. a pair of left and right side members extending in the front-rear 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 members and supporting tops of shock absorbers of a suspension device; a pair of left and right upper arm brackets supporting upper arms 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 between the suspension towers, and both ends of the cross member in the vehicle width direction are connected to the side members at the same positions in the vehicle front-rear direction as the suspension towers when viewed from above the vehicle, the upper arm bracket is provided on an upper surface of the side member adjacent to an inner side of the suspension tower in a vehicle width direction and is connected to the suspension tower, the suspension tower, the upper arm bracket, and the cross member are arranged side by side in the vehicle width direction, The upper arm bracket has a pair of legs that extend from the outer side surface and the top surface of the side member to an inner side surface of the side member facing inward in the vehicle width direction, extend along the outer side surface of the side member at a distance from each other in the vehicle front-rear direction, and sandwich the suspension tower in the vehicle front-rear direction. Body frame structure.

2. the upper arm bracket is interposed between the side member and an upper portion of the suspension tower, and includes an outer bracket connected to the upper surface and the outer surface of the side member and also connected to the suspension tower, and an inner bracket connected to the upper surface of the side member while covering the outer bracket from the inside and from above in the vehicle width direction, 2. The vehicle body frame structure according to claim 1, wherein a support portion is attached between the outer bracket and the inner bracket to rotatably support a support shaft of the upper arm.

3. 3. The vehicle body frame structure according to claim 1, wherein 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 of the suspension tower.

4. The cross members are formed at intervals from each other in the fore-and-aft direction of the vehicle, have suspension tower abutment portions that abut flush against vertical wall surfaces of the suspension towers that are formed at intervals from each other in the fore-and-aft direction of the vehicle, and are connected to the vertical wall surfaces at the suspension tower abutment portions.

5. 5. The vehicle body frame structure according to claim 4, wherein a connection portion between the suspension tower abutment 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.

6. 6. A vehicle body frame structure according to claim 1, wherein the cross member has a side member abutment portion that extends so as to wrap around the underside and outer side surfaces of the side members, and is connected to the side members at the side member abutment portion.

7. The vehicle further includes a mount bracket provided on the side member for supporting a power plant of the vehicle, The mount bracket is provided on the inner side of the upper arm bracket in the vehicle width direction, at a position aligned with the suspension tower in the vehicle width direction when viewed from above the vehicle, and is connected to the upper arm bracket and the cross member so as to straddle the upper arm bracket. The vehicle body frame structure according to any one of claims 1 to 6.

8. The lower arms of the suspension device are supported at both ends of the cross member in the vehicle width direction so as to be swingable up and down, The suspension tower has a bump stopper at a lower end located at the outermost position in the vehicle width direction, the bump stopper being able to come into contact with the lower arm when the lower arm swings up and down. The vehicle body frame structure according to any one of claims 1 to 7.

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