JP5435037B2 - Rear body structure of the vehicle - Google Patents

Rear body structure of the vehicle Download PDF

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JP5435037B2
JP5435037B2 JP2011544135A JP2011544135A JP5435037B2 JP 5435037 B2 JP5435037 B2 JP 5435037B2 JP 2011544135 A JP2011544135 A JP 2011544135A JP 2011544135 A JP2011544135 A JP 2011544135A JP 5435037 B2 JP5435037 B2 JP 5435037B2
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vehicle
suspension member
body structure
cross member
collision
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JPWO2011067825A1 (en
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孝宏 須崎
淳一 宇都
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/087—Luggage compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Description

本発明は、車両のリヤボディー構造に関し、特に、リヤサスペンションメンバの車体締結部周辺の構造に関する。   The present invention relates to a vehicle rear body structure, and more particularly to a structure around a vehicle body fastening portion of a rear suspension member.

自動車の後方からの衝突対策として、衝突時のエネルギーを吸収するための各種のリヤボディー構造が知られている。特許文献１記載の技術は、そうした後部車体構造の一例であって、左右のリヤサイドフレームに接続されるリヤフロアパネルに、スペアタイヤを横倒し後上がり傾斜状態で収容するスペアタイヤパンを形成し、スペアタイヤパンの下底部の車体後方側を車幅方向に延在して両端を左右のリヤサイドフレームに接続するリヤエンドクロスビームを設けるとともに、スペアタイヤパンの前部に接続されてリヤサスペンションビームに対向するスペアパンビームを設けたものである。そして、この構成によれば、後方衝突（後突）時には、リヤエンドクロスメンバによってスペアタイヤパンが前方に押される際、傾斜状態で収容されているスペアタイヤが確実に立ち上がるので、衝突によって潰れる車体の距離が増大し、クラッシュストロークを確保することができる、と記載されている。   Various rear body structures for absorbing energy at the time of a collision are known as countermeasures against a collision from the rear of an automobile. The technology described in Patent Document 1 is an example of such a rear body structure, and a spare tire pan is formed on a rear floor panel connected to the left and right rear side frames to accommodate a spare tire in a tilted state after being laid sideways. A rear end cross beam that extends in the vehicle width direction at the bottom of the bottom of the pan in the vehicle width direction and connects both ends to the left and right rear side frames, and a spare that is connected to the front of the spare tire pan and faces the rear suspension beam A pan beam is provided. According to this configuration, when the spare tire pan is pushed forward by the rear end cross member in the case of a rear collision (rear collision), the spare tire accommodated in an inclined state is reliably raised, so that It is described that the distance increases and the crash stroke can be secured.

特開２００９−１７９１８１号公報JP 2009-179181 A

後突時の車両客室への入力荷重を低減するには、このようにクラッシュストロークを確保することが重要である。そこで、本発明は、クラッシュストロークのさらなる増加を可能とする車両のリヤボディー構造を提供することを課題とする。   In order to reduce the input load to the vehicle cabin at the time of rear-end collision, it is important to secure the crash stroke in this way. Therefore, an object of the present invention is to provide a vehicle rear body structure that can further increase the crash stroke.

上記課題を解決するため、本発明に係る車両のリヤボディー構造は、リヤサスペンションメンバを含む車両のリヤボディー構造であって、後方からの追突時にリヤサスペンションメンバを車両から脱落させる構成を有する。あるいは、後方からの追突時にリヤサスペンションメンバを正常時の車体との締結部より車両前方へと移動させる構成を有する。   In order to solve the above problems, a vehicle rear body structure according to the present invention is a vehicle rear body structure including a rear suspension member, and has a configuration in which the rear suspension member is dropped from the vehicle at the time of rearward collision. Or it has the structure which moves a rear suspension member from the fastening part with the vehicle body at the time of normal to the vehicle front at the time of the rear-end collision.

本発明に係る車両のリヤボディー構造は、リヤフロアと、車幅方向に伸びてリヤフロアと接合されているリヤクロスメンバと、リヤクロスメンバに締結されているリヤサスペンションメンバを備える車両のリヤボディー構造であって、リヤフロアとリヤクロスメンバとの締結部に脆弱部を設けたものでもよい。   A vehicle rear body structure according to the present invention includes a rear floor, a rear cross member extending in the vehicle width direction and joined to the rear floor, and a rear suspension member fastened to the rear cross member. In addition, a weak portion may be provided at the fastening portion between the rear floor and the rear cross member.

この場合、リヤクロスメンバは炭素繊維強化プラスティック製（ＣＦＲＰ：Carbon Fiber Reinforced Plastics）であって、当該リヤクロスメンバ内に充填された充填物により、リヤサスペンションメンバと締結されているとよい。   In this case, the rear cross member is made of carbon fiber reinforced plastic (CFRP), and is preferably fastened to the rear suspension member by a filling material filled in the rear cross member.

あるいは、本発明に係る車両のリヤボディー構造は、リヤサスペンションメンバを含む車両のリヤボディー構造であって、後方からの追突時にリヤサスペンションメンバの車体との結合部の破壊進行を制御してその離脱を調整する構成を有するものでもよい。   Alternatively, the rear body structure of a vehicle according to the present invention is a rear body structure of a vehicle including a rear suspension member, and controls the breakage of the joint portion of the rear suspension member with the vehicle body at the time of rearward collision from the rear to separate the rear body structure. It may have a configuration for adjusting

この結合部に破壊進行を抑制する破壊進行抑制部を備えるとよく、さらに、破壊進行抑制部は、炭素繊維強化プラスティックを積層して構成されているとよい。特に、破壊進行抑制部に接着剤を充填していると好ましい。   It is preferable to provide a fracture progress suppressing part that suppresses the progress of fracture in the joint part, and it is preferable that the fracture progress suppressing part is configured by laminating carbon fiber reinforced plastics. In particular, it is preferable that an adhesive is filled in the fracture progress suppressing portion.

本発明によれば、後突時にリヤサスペンションメンバを車両から脱落させたり、車体に対して車両前方へと移動させたりすることにより、衝突によって潰れる車体部分の長さを大きくすることができ、その結果、クラッシュストロークを増大させることができる。   According to the present invention, it is possible to increase the length of the vehicle body portion that is crushed by a collision by dropping the rear suspension member from the vehicle at the time of a rear collision or by moving the rear suspension member forward of the vehicle with respect to the vehicle body. As a result, the crash stroke can be increased.

リヤフロアとリヤクロスメンバとの締結部に脆弱部を設けることで、後突時には、当該脆弱部が破損し、リヤクロスメンバに締結されたリヤサスペンションメンバを車両から脱落、若しくは、車両前方へと移動させて、上述の効果を得ることが容易になる。   By providing a fragile part at the fastening part between the rear floor and the rear cross member, the fragile part is damaged at the time of rear-end collision, and the rear suspension member fastened to the rear cross member is dropped from the vehicle or moved to the front of the vehicle. It becomes easy to obtain the above-mentioned effect.

リヤクロスメンバをＣＦＲＰ製として、内部の充填物によりリヤサスペンションメンバと締結することで、後突時のリヤクロスメンバの破損によるリヤサスペンションメンバの脱落が容易になる。   Since the rear cross member is made of CFRP and fastened to the rear suspension member with an internal filling, the rear suspension member can be easily detached due to the breakage of the rear cross member at the time of rear collision.

リヤサスペンションメンバの車体との結合部に破壊進行抑制部を設けると、後突時の結合部の破損を調整して、クラッシュストロークを好適に確保することができる。この破壊進行抑制部を積層ＣＦＲＰ製とし、さらに、接着剤を充填した構造とすると、結合部の破損の調整を確実に行うことができる。   Providing the breakage progression restraining portion at the joint portion of the rear suspension member with the vehicle body adjusts the breakage of the joint portion at the time of rear collision, and can suitably ensure the crash stroke. When the fracture progress suppressing portion is made of laminated CFRP and further has a structure filled with an adhesive, the breakage of the joint portion can be reliably adjusted.

本発明に係るリヤボディー構造の外観を示す図である。It is a figure which shows the external appearance of the rear body structure which concerns on this invention. 本発明に係るリヤボディー構造の第１の実施形態の断面構成図である。It is a section lineblock diagram of a 1st embodiment of the rear body structure concerning the present invention. 本発明に係るリヤボディー構造の第２の実施形態の断面構成図である。It is a section lineblock diagram of a 2nd embodiment of the rear body structure concerning the present invention. 図３の一部拡大図である。FIG. 4 is a partially enlarged view of FIG. 3. 図３の別の部分の一部拡大図である。FIG. 4 is a partially enlarged view of another part of FIG. 3. 本発明に係るリヤボディー構造と従来構造とを比較したクラッシュストローク−荷重線図である。FIG. 6 is a crash stroke-load diagram comparing a rear body structure according to the present invention and a conventional structure.

以下、添付図面を参照して本発明の好適な実施の形態について詳細に説明する。説明の理解を容易にするため、各図面において同一の構成要素に対しては可能な限り同一の参照番号を附し、重複する説明は省略する。   DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same reference numerals are given to the same components in the drawings as much as possible, and duplicate descriptions are omitted.

本発明に係るリヤボディー構造の外観図を図１に、第１の実施形態の断面構成図を図２にそれぞれ示す。図１は、当該リヤボディー構造を車体の下側（地面側）から見た斜視図であり、図２は、そのII−II線断面相当図である。   FIG. 1 is an external view of a rear body structure according to the present invention, and FIG. 2 is a sectional view of the first embodiment. FIG. 1 is a perspective view of the rear body structure as viewed from the lower side (ground side) of the vehicle body, and FIG. 2 is a cross-sectional view corresponding to a section taken along line II-II.

リヤフロア１には、断面矩形のリヤクロスメンバ２が取り付けられており、その下面にボルト４により、サスペンションメンバ３が締結されている。サスペンションメンバ３の端には、サスペンションアーム５が取り付けられ、その先に図示していない後輪が配置される。ここで、サスペンションメンバ３、サスペンションアーム５は、例えば、アルミ合金製であり、リヤフロア１、リヤクロスメンバ２は、ＣＦＲＰ製である。   A rear cross member 2 having a rectangular cross section is attached to the rear floor 1, and a suspension member 3 is fastened to the lower surface of the rear floor 1 by bolts 4. A suspension arm 5 is attached to the end of the suspension member 3, and a rear wheel (not shown) is disposed at the end of the suspension arm 5. Here, the suspension member 3 and the suspension arm 5 are made of, for example, an aluminum alloy, and the rear floor 1 and the rear cross member 2 are made of CFRP.

第１の実施形態におけるリヤクロスメンバ２は、図２に示されるように、２つの部材２５、２６を組み合わせた構成を有する。部材２５は、断面略Ｕ字形状の部材であり、その車両後方側外壁にＬ字を逆向きに組み合わせた形状の部材２６が接着層７１により取り付けられている。部材２５内部の空間には、充填材６が収容され、図示していない接着膜により固定されている。この充填材６としては、アルミ合金のほか、ＣＦＲＰ、ＧＦＲＰ（ガラス繊維強化プラスティック、Glass Fiber Reinforced Plastics）等の材料を用いることができる。   As shown in FIG. 2, the rear cross member 2 in the first embodiment has a configuration in which two members 25 and 26 are combined. The member 25 is a member having a substantially U-shaped cross section, and a member 26 having a shape in which L shapes are combined in the reverse direction is attached to the outer wall on the vehicle rear side by an adhesive layer 71. The filler 6 is accommodated in the space inside the member 25 and is fixed by an adhesive film (not shown). As the filler 6, materials such as CFRP and GFRP (Glass Fiber Reinforced Plastics) can be used in addition to an aluminum alloy.

こうして形成されたリヤクロスメンバ２は接着層７１、７２によりリヤフロア１の下面に接着層７２、７３により取り付けられている。リヤクロスメンバ２の下端の車両後方側では、部材２５、２６が一部重なり合って２層構造となっていると好ましい。   The rear cross member 2 thus formed is attached to the lower surface of the rear floor 1 by adhesive layers 72 and 73 by adhesive layers 71 and 72. On the vehicle rear side of the lower end of the rear cross member 2, it is preferable that the members 25 and 26 are partially overlapped to form a two-layer structure.

一方、サスペンションメンバ３をリヤクロスメンバ２へと締結するボルト４は、部材２５ではなく、充填材６に締結されている。ボルト４の締結時には、サスペンションメンバ３を車両後方側へと図示していない弾性手段により、車両前方方向へと付勢されているサスペンションメンバ３を車両後方側へと引き寄せて締結を行うとよい。   On the other hand, the bolt 4 that fastens the suspension member 3 to the rear cross member 2 is fastened to the filler 6 instead of the member 25. When the bolt 4 is fastened, the suspension member 3 may be fastened to the vehicle rear side by pulling the suspension member 3 biased in the vehicle front direction by elastic means (not shown) toward the vehicle rear side.

この構成のリヤボディー構造によれば、後突時には、サスペンションメンバ３の車両後方に配置された部材が衝突力によってサスペンションメンバ３を車両前方方向（図２中の矢印方向）に押す。この結果、サスペンションメンバ３からボルト４を通じてリヤクロスメンバ２へと荷重が伝達される。ここで、リヤクロスメンバ２の車両後方側の部材２６は、直接には、サスペンションメンバ３へは締結されておらず、部材２５に接着層７１により接着されているだけである。サスペンションメンバ３への入力荷重が大きくなると、まず、この接着層７１が耐えきれず、部材２５と部材２６は剥離する。つまり、この部分が本発明にいう脆弱部を形成していることになる。さらに、荷重が加わると、部材２５は、曲げ変形を起こし、やがて破断する。この結果、サスペンションメンバ３は、締結時よりも車両前方へと移動することが可能となり、その分だけ車両のクラッシュストロークを増大させることができる。   According to the rear body structure having this configuration, at the time of a rear collision, a member disposed on the rear side of the suspension member 3 pushes the suspension member 3 in the vehicle front direction (the arrow direction in FIG. 2) by the collision force. As a result, a load is transmitted from the suspension member 3 to the rear cross member 2 through the bolt 4. Here, the member 26 on the vehicle rear side of the rear cross member 2 is not directly fastened to the suspension member 3, but is merely bonded to the member 25 by the adhesive layer 71. When the input load to the suspension member 3 increases, first, the adhesive layer 71 cannot withstand, and the member 25 and the member 26 are separated. That is, this portion forms a fragile portion referred to in the present invention. Further, when a load is applied, the member 25 undergoes bending deformation and eventually breaks. As a result, the suspension member 3 can move to the front of the vehicle rather than at the time of fastening, and the crash stroke of the vehicle can be increased accordingly.

本実施形態によれば、通常時は、リヤクロスメンバ２の下側の少なくとも一部が２層構造を有しているので、サスペンションメンバ３から伝達される荷重を部材２５、２６を通じてリヤクロスメンバ２へと効率よく伝達することができる。一方、後突時には、部材２５と２６とを速やかに分離することができる。さらに、充填材６はその側方が部材２５と接着されているだけで、リヤフロア１には接続されていないため、部材２５と２６が分離した後は、サスペンションメンバ３のリヤフロア１からの脱落、ないし、その車両前方方向への移動を促すことができる。   According to the present embodiment, normally, at least a part of the lower side of the rear cross member 2 has a two-layer structure, and therefore the load transmitted from the suspension member 3 is transmitted through the members 25 and 26 to the rear cross member. 2 can be transmitted efficiently. On the other hand, at the time of a rear collision, the members 25 and 26 can be quickly separated. Further, since the side of the filler 6 is only bonded to the member 25 and is not connected to the rear floor 1, the separation of the suspension member 3 from the rear floor 1 after the members 25 and 26 are separated, Or the movement to the vehicle front direction can be urged.

次に、本発明に係るリヤボディー構造の第２の実施形態を図３〜図５を参照して説明する。図３は、第１の実施形態の図２に対応する断面図であり、図４、図５は、その一部拡大図である。   Next, a rear body structure according to a second embodiment of the present invention will be described with reference to FIGS. 3 is a cross-sectional view corresponding to FIG. 2 of the first embodiment, and FIGS. 4 and 5 are partially enlarged views thereof.

本実施形態のリヤクロスメンバ２０は、第１の実施形態のリヤクロスメンバ２と異なり、外殻部分２０１はＣＦＲＰの３層構造であり、その内部にＬ字筒状の部材２０２、２０３を互いの屈曲部を突き合わせて収容されている。車両前方側へ配置される部材２０２の下方側の車両前後方向の幅が広い空間内に充填材６が収容されており、上部は空洞２０２ａとなっている。車両後方側へ配置される部材２０３の内部は全て空洞２０３ａである（図３、図４参照）。また、外殻２０１は、外層２０１ａは部材２０２、２０３を包む部分全体が一枚構成となっているが、内層２０１ｃ、２０１ｅと中間層２０１ｂ、２０１ｄは、部材２０２、２０３に挟まれた部分の真下で切れており、隙間２０１ｆが設けられている（図５参照）。この隙間２０１ｆは車幅方向全体に延在している必要はなく、その一部に形成されていてもよい。ここで、内層２０１ｃ、２０１ｅと中間層２０１ｂ、２０１ｄの繊維方向は、紙面に対して垂直方向に設定されており、外層２０１ａの繊維方向は、紙面に対して４５度傾くよう設定されている。つまり、外層２０１ａの繊維方向は、車幅方向、車両前後方向にそれぞれ４５度傾くよう設定されているが、それ以外の各層２０１ｂ〜２０１ｅの繊維方向は、車幅方向に設定される。   The rear cross member 20 of this embodiment is different from the rear cross member 2 of the first embodiment in that the outer shell portion 201 has a three-layer structure of CFRP, and L-shaped cylindrical members 202 and 203 are placed inside each other. The bends are butted together. The filler 6 is accommodated in a space having a wide width in the vehicle front-rear direction on the lower side of the member 202 disposed on the vehicle front side, and an upper portion is a cavity 202a. The inside of the member 203 arranged on the vehicle rear side is a hollow 203a (see FIGS. 3 and 4). Further, the outer shell 201 has a single outer layer 201a that wraps around the members 202 and 203, but the inner layers 201c and 201e and the intermediate layers 201b and 201d are the portions sandwiched between the members 202 and 203. It is cut right below and a gap 201f is provided (see FIG. 5). The gap 201f does not need to extend in the entire vehicle width direction, and may be formed in a part thereof. Here, the fiber directions of the inner layers 201c and 201e and the intermediate layers 201b and 201d are set to be perpendicular to the paper surface, and the fiber direction of the outer layer 201a is set to be inclined by 45 degrees with respect to the paper surface. That is, the fiber direction of the outer layer 201a is set to be inclined by 45 degrees in the vehicle width direction and the vehicle front-rear direction, but the fiber directions of the other layers 201b to 201e are set in the vehicle width direction.

部材２０２、２０３と外殻２０１、リヤフロア１とは、接着層７４により接着されている。上述の隙間２０１ｆ内には接着層７４の接着剤が充填されていると好ましい。   The members 202 and 203 are bonded to the outer shell 201 and the rear floor 1 by an adhesive layer 74. It is preferable that an adhesive for the adhesive layer 74 is filled in the gap 201f.

この構成のリヤボディー構造においても、後突時には、サスペンションメンバ３の車両後方に配置された部材が衝突力によってサスペンションメンバ３を車両前方方向（図３中の矢印方向）に押す。この結果、サスペンションメンバ３からボルト４を通じてリヤクロスメンバ２へと荷重が伝達される。ここで、リヤクロスメンバ２を構成する各部材、すなわち、外殻２０１と、外殻２０１内に収容されている部材２０２、部材２０３はこの衝突力によって生ずる変形が相違するため、それらの接着部に応力差が生じ、剥離することにより、各部材は完全に分離するか一部が分離した半分離状態に移行する。   Also in the rear body structure of this configuration, at the time of a rear collision, a member disposed on the rear side of the suspension member 3 pushes the suspension member 3 in the vehicle front direction (the arrow direction in FIG. 3) by a collision force. As a result, a load is transmitted from the suspension member 3 to the rear cross member 2 through the bolt 4. Here, each member constituting the rear cross member 2, that is, the outer shell 201 and the members 202 and 203 accommodated in the outer shell 201 are different in deformation caused by the collision force. When a stress difference occurs in the material, and the members are separated, the members are completely separated or shifted to a semi-separated state in which a part is separated.

この状態に移行すると、リヤクロスメンバ２はサスペンションメンバ３からの荷重入力を主として外殻２０１によりリヤフロア１へと伝達することになる。上述したように外層２０１ａ以外の各層２０１ｂ〜２０１ｅの繊維方向は、車幅方向に設定されているため、これらの層の繊維方向と直交する車両前後方向の荷重に対する強度は、繊維方向と同じ車幅方向の荷重に対する強度よりも低くなる。外層２０１ａについては、車両前後方向、車幅方向いずれの荷重に対しても繊維方向と約４５度の角度になるため、ほぼ同様の強度を有することになる。その結果、先に内側の層が破断し、最終的に外層２０１ａも破断に至る。また、隙間２０１ｆを有することで、内側層間の破断を促進する効果も得られる。この結果、サスペンションメンバ３は、締結時よりも車両前方へと移動することが可能となり、その分だけ車両のクラッシュストロークを増大させることができる。   In this state, the rear cross member 2 transmits the load input from the suspension member 3 to the rear floor 1 mainly by the outer shell 201. As described above, since the fiber directions of the layers 201b to 201e other than the outer layer 201a are set in the vehicle width direction, the strength against the load in the vehicle front-rear direction perpendicular to the fiber direction of these layers is the same as that in the fiber direction. It becomes lower than the strength against the load in the width direction. The outer layer 201a has substantially the same strength because it has an angle of about 45 degrees with the fiber direction with respect to any load in the vehicle longitudinal direction and the vehicle width direction. As a result, the inner layer first breaks, and finally the outer layer 201a also breaks. Moreover, the effect which accelerates | stimulates the fracture | rupture between inner side layers is also acquired by having the clearance gap 201f. As a result, the suspension member 3 can move to the front of the vehicle rather than at the time of fastening, and the crash stroke of the vehicle can be increased accordingly.

本実施形態によれば、通常時は、リヤクロスメンバ２内に設けられた部材２０２、２０３により、サスペンションメンバ３から伝達される荷重をリヤクロスメンバ２へと効率よく伝達することができる。一方、後突時には、これらの部材の剥離によりサスペンションメンバ３のリヤフロア１からの脱落、ないし、その車両前方方向への移動を促すことができる。   According to the present embodiment, normally, the load transmitted from the suspension member 3 can be efficiently transmitted to the rear cross member 2 by the members 202 and 203 provided in the rear cross member 2. On the other hand, at the time of a rear collision, the separation of these members can facilitate the dropping of the suspension member 3 from the rear floor 1 or the movement of the suspension member 3 in the forward direction of the vehicle.

ここでは、隙間２０１ｆの設定と、外殻２０１内の繊維方向の設定の両方を設定する例を説明したが、いずれか一方を設定してもよい。隙間２０１ｆの大きさや外殻２０１内の各層の車両前後方向の強度を適宜設定することにより、外殻２０１部分の後突時の破壊進行を適宜コントロールすることが可能である。   Here, an example has been described in which both the setting of the gap 201f and the setting of the fiber direction in the outer shell 201 are set, but either one may be set. By appropriately setting the size of the gap 201f and the strength of each layer in the outer shell 201 in the vehicle front-rear direction, it is possible to appropriately control the progress of breakage at the time of the rear impact of the outer shell 201.

図６は、衝突荷重ＦとクラッシュストロークＳの関係を従来の構造と、本発明に係る構造とで比較して示したものである。従来の構造の線図ｆ1に比較して、本発明に係る構造によれば線図ｆ2に示されるようにクラッシュストロークを伸ばすことができ、領域Ａ分の向上効果が得られる。FIG. 6 shows the relationship between the collision load F and the crash stroke S in comparison with the conventional structure and the structure according to the present invention. Compared with the diagram f 1 of the conventional structure, according to the structure of the present invention, the crash stroke can be extended as shown in the diagram f 2, and the improvement effect for the region A can be obtained.

ここで充填材６は、リヤクロスメンバ２の車幅方向全体に設ける必要はなく、サスペンションメンバ３との締結部に設ければ足りる。なお、その場合には、充填材６を設けていない部分では、部材２５、２６をリベット等により接合するとよい。   Here, the filler 6 does not need to be provided in the entire vehicle width direction of the rear cross member 2, but may be provided in a fastening portion with the suspension member 3. In this case, the members 25 and 26 may be joined by rivets or the like in a portion where the filler 6 is not provided.

以上の説明では、リヤフロア１、リヤクロスメンバ２をＣＦＲＰで構成した例を説明してきたが、ＧＦＲＰ等の他のＦＲＰを採用してもよく、また、それ以外の部材、アルミ合金、ステンレス等を用いることも可能である。また、接合は、必要な脆弱部を設ければ、接着以外にもボルト、リベット等による締結、金属製の場合は溶接等により行ってもよい。   In the above description, an example in which the rear floor 1 and the rear cross member 2 are made of CFRP has been described. However, other FRP such as GFRP may be adopted, and other members, aluminum alloys, stainless steel, etc. may be used. It is also possible to use it. Further, the joining may be performed by fastening with bolts, rivets or the like, or welding in the case of metal, as long as a necessary weak portion is provided.

１…リヤフロア、２…リヤクロスメンバ、３…サスペンションメンバ、４…ボルト、５…サスペンションアーム、６…充填材、２０…リヤクロスメンバ、２５、２６…部材、７１、７２、７４…接着層、２０１…外殻、２０１ａ…外層、２０１ｂ、２０１ｄ…中間層、２０１ｃ、２０１ｅ…内層、２０１ｆ…隙間、２０２…部材、２０３…部材、２０２ａ、２０３ａ…空洞。   DESCRIPTION OF SYMBOLS 1 ... Rear floor, 2 ... Rear cross member, 3 ... Suspension member, 4 ... Bolt, 5 ... Suspension arm, 6 ... Filler, 20 ... Rear cross member, 25, 26 ... Member, 71, 72, 74 ... Adhesive layer, 201 ... outer shell, 201a ... outer layer, 201b, 201d ... intermediate layer, 201c, 201e ... inner layer, 201f ... gap, 202 ... member, 203 ... member, 202a, 203a ... cavity.

Claims (3)

リヤサスペンションメンバを含む車両のリヤボディー構造であって、
後方からの追突時にリヤサスペンションメンバの車体との結合部の破壊進行を制御してその離脱を調整する構成を有しており、前記結合部に破壊進行を抑制する破壊進行抑制部として、炭素繊維強化プラスティックを積層して構成されている破壊進行抑制部を備えることを特徴とする車両のリヤボディー構造。 A vehicle rear body structure including a rear suspension member,
The rear suspension member has a structure for controlling the breakage of the joint portion of the rear suspension member with the vehicle body at the time of rear-end collision and adjusting the separation of the rear suspension member. A rear body structure for a vehicle, comprising: a destruction progress suppressing portion configured by stacking reinforced plastics. 前記破壊進行抑制部に接着剤を充填していることを特徴とする請求項１に記載の車両のリヤボディー構造。 The vehicle rear body structure according to claim 1 , wherein an adhesive is filled in the fracture progress suppressing portion. リヤサスペンションメンバを含む車両のリヤボディー構造であって、
後方からの追突時にリヤサスペンションメンバの車体との結合部の破壊進行を制御してその離脱を調整する構成を有しており、前記結合部に破壊進行を抑制する破壊進行抑制部として、接着剤を充填している破壊進行抑制部を備えることを特徴とする車両のリヤボディー構造。 A vehicle rear body structure including a rear suspension member,
The rear suspension member has a structure for controlling the breakage of the joint portion of the rear suspension member with the vehicle body at the time of rear-end collision, and adjusting the separation thereof. A vehicle rear body structure comprising: a fracture progression suppressing portion filled with
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