Patent Publication Number: US-10315704-B2

Title: Side vehicle-body structure of vehicle

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to a side vehicle-body structure of a vehicle. 
     A side vehicle-body structure of a vehicle in which a rear pillar extending in a vertical direction at a rear edge portion of a door opening portion and a rear wheelhouse are interconnected by a reinforcing member is known. Japanese Patent Laid-Open publication No. 2006-103435 discloses a side vehicle-body structure of a vehicle which comprises a rear-side pillar extending in the vertical direction between a rear wheelhouse and a roof, a rear pillar extending in the vertical direction at a rear edge portion of a door, and a reinforcing member extending in a longitudinal direction between the rear-side pillar and the rear pillar. 
     The reinforcing member disclosed in the above-described patent document is configured to have a downward-opening cross section for the purpose of being easily deformable when receiving a collision load in a vehicle rear collision. The reinforcing member is deformed longitudinally compressively in the rear collision so as to absorb the collision load, so that the collision load transmitted to the rear pillar is decreased. 
     According to the structure of the above-described patent document, since the reinforcing member is deformed in the longitudinal direction by receiving the collision load in the rear collision, a riding (boarding) space positioned in back of the rear pillar is easily decreased in the longitudinal direction. 
     Meanwhile, it may be considered that decreasing of the riding space in the rear collision is suppressed by configuring the reinforcing member such that its deformation is suppressed by improving its rigidity. In this case, however, the collision load transmitted to the rear pillar is so increased that that the rear pillar may have the excessive deformation. 
     SUMMARY OF THE INVENTION 
     The present invention has been devised in view of the above-described problem, and an object of the present invention to provide a side vehicle-body structure of a vehicle which can properly decrease the collision load transmitted to the rear pillar, suppressing the above-described decreasing of the riding space positioned in back of the rear pillar. 
     The present invention is a side vehicle-body structure of a vehicle, comprising a rear frame extending in a longitudinal direction at a rear lower portion of a vehicle body, a roof side rail extending in the longitudinal direction at an upper side portion of the vehicle body, a rear wheelhouse positioned on an outward side, in a vehicle width direction, of the rear frame and covering over a rear wheel, a rear pillar extending downward from the roof side rail at a rear edge portion of an door opening portion which is positioned adjacently in front of the rear wheelhouse, and a suspension housing reinforcement interconnecting the rear pillar and the rear wheelhouse, wherein the rear suspension housing reinforcement has a cutout portion which is configured to extend obliquely rearward and upward at a rear lower end portion thereof, the cutout portion being not connected to the rear wheelhouse. 
     According to the present invention, since the rear lower end portion of the suspension housing reinforcement is not joined to the rear wheelhouse, it is avoided that deformation of the rear wheelhouse in the rear collision is blocked by the rear lower end portion of the suspension housing reinforcement. That is, a portion of the rear wheelhouse which is positioned in back of and below the cutout portion can be a crushable zone which is deformed in the vehicle rear collision, thereby absorbing the collision load properly. 
     Further, since the cutout portion extends obliquely rearward and upward, the cutout portion and the crushable zone of the rear wheelhouse are provided to overlap each other in the longitudinal direction. Consequently, improvement of the rigidity is attained by configuring the suspension housing reinforcement to be properly great both in the longitudinal direction and in the vertical direction, and also the crushable zone of the rear wheelhouse is configured to be properly great in the longitudinal direction by its overlapping with the suspension housing reinforcement. In other words, supporting of the rear wheelhouse at the suspension housing reinforcement and absorbing of collision energy by the rear wheelhouse can be attained compatibly at a high level. 
     Moreover, in a case where the rear lower end portion of the suspension housing reinforcement is connected to the rear wheelhouse, deformation of the rear wheelhouse is suppressed by the suspension housing reinforcement in the rear collision. Meanwhile, the collision load is excessively transmitted to the rear pillar, so that there is a concern that the rear pillar may have excessive deformation. In contrast, since the rear lower end portion of the suspension housing reinforcement is not connected to the rear wheelhouse according to the present invention, the collision load is properly transmitted to the rear pillar. 
     Accordingly, the collision load (energy) of the rear collision is properly absorbed and decreased by the rear wheelhouse, properly supported at the suspension housing reinforcement having the improved rigidity, and properly transmitted to the rear pillar. Thus, the collision load transmitted to the rear pillar can be properly decreased, suppressing the decreasing of the riding space positioned in back of the rear pillar. 
     In an embodiment of the present invention, in a vehicle-body side view, a main frame which extends in the longitudinal direction is connected to a front end portion of the rear frame, a curve portion which curves rearward and upward is provided between the rear frame and the main frame, and a first imaginary line which is defined as an imaginary line which is formed by extending the cutout portion of the suspension housing reinforcement is configured to pass through the curve portion. 
     According to this embodiment, since the curve portion which is configured to curve upward is provided between the rear frame and the main frame, the rear frame is easily deformed such that it rotates forward and upward with the curve portion as a base point in the rear collision. In this case, the rear wheelhouse is deformed such that it is compressed in an upward-oblique direction from its rear lower end portion toward a forward side. In contrast, since this embodiment is configured such that the first imaginary line which is defined as the imaginary line which is formed by extending the cutout portion of the suspension housing reinforcement passes through the curve portion, deformation of a portion of the rear wheelhouse which is positioned in back of and below the first imaginary line can be attained effectively, whereas deformation of a portion of the rear wheelhouse which is positioned in front of and above the first imaginary line can be suppressed. 
     Accordingly, the suspension housing reinforcement can be made to perform efficiently as a rigidity member such that the rear wheelhouse is divided into its crushable zone and its deformation-suppression portion which are positioned vertically (longitudinally) relatively to the first imaginary line. 
     In another embodiment of the present invention, in a vehicle-body side view, the cutout portion of the suspension housing reinforcement is configured to substantially perpendicular to a second imaginary line which is defined as an imaginary line which is formed by interconnecting a rear end portion of the suspension housing reinforcement and a rear lower-side portion of the rear wheelhouse. 
     According to this embodiment, the cutout portion of the suspension housing reinforcement is configured to substantially perpendicular to the longest portion in the crushable zone of the rear wheelhouse (an area which interconnects the rear end portion of the suspension housing reinforcement and the rear lower-side portion of the rear wheelhouse). That is, the crushable zone can be made longer in a direction which extends obliquely forward and upward (a direction which rotates forward and upward with a front end portion of the rear frame as a base point in the rear collision), and also the suspension housing reinforcement can be made to be efficiently arranged adjacently to the crushable zone. 
     In another embodiment of the present invention, the rear wheelhouse comprises a suspension top portion to which an upper end portion of a suspension is attached, and at least a portion of the suspension housing reinforcement which overlaps the suspension top portion in a vehicle-body side view is connected to the rear wheelhouse. 
     According to this embodiment, the load inputted from the suspension can be supported properly. 
     Other features, aspects, and advantages of the present invention will become apparent from the following description which refers to the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of a vehicle-body rear portion of an automotive vehicle which is provided with a side vehicle-body structure of a vehicle according to an embodiment of the present invention, when viewed from an outside of a cabin. 
         FIG. 2  is a side view of the vehicle-body rear portion, when viewed from the outside of the cabin. 
         FIG. 3  is a side view of the vehicle-body rear portion, when viewed from an inside of the cabin. 
         FIG. 4  is a side view of a bottom face portion and its surrounding portion of the vehicle-body rear portion, when viewed from a vehicle-body downward side. 
         FIG. 5  is a sectional view of a C pillar and its surrounding portion, taken along line A-A of  FIG. 2 , when viewed from a vehicle-body forward side. 
         FIG. 6  is a perspective view of the C pillar and its surrounding portion, when viewed from the outside of the cabin. 
         FIG. 7  is a sectional view of the C pillar and its surrounding portion, taken along line B-B of  FIG. 2 , when viewed from a vehicle-body upward side. 
         FIGS. 8A, 8B  are perspective views of a knot member for reinforcing the C pillar. 
         FIG. 9  is a sectional view of an anchor bracket, the knot member, and its surrounding portion, taken along line C-C of  FIG. 2 , when viewed from the vehicle-body upward side. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Hereafter, a side vehicle-body structure of a vehicle according to an embodiment of the present invention will be described referring to the accompanying drawings. In each figure of the accompanying drawings, while one side (right side), in a vehicle-body width direction, of a vehicle-body structure is illustrated mainly, the other side (left side) of the vehicle-body structure is configured similarly. Further, in each figure of the accompanying drawings, directions of rearward/rearward, inward/outward (or leftward/rightward), and upward/downward sides show a vehicle-body longitudinal direction, a vehicle-body width direction, and a vehicle-body vertical direction, respectively. 
     [Whole Structure] 
     As shown in  FIGS. 1-3 , an automotive vehicle  1  which is provided with the side vehicle-body structure of the vehicle according to the present embodiment comprises a pair of right-and-left roof side rails  2  which extend in the vehicle-body longitudinal direction along outward end portions, in the vehicle-body width direction, of a roof panel (not illustrated) and plural pillar portions which extend in the vehicle-body vertical direction from the roof side rails  2  toward a vehicle-body downward side. 
     The plural pillar portions comprise an A pillar (front pillar) and a B pillar (center pillar), which are not illustrated, and a C pillar (quarter pillar)  4  and a D pillar (rear-side pillar)  6 , which are shown in  FIGS. 1-3 . The A pillar, the B pillar, the C pillar  4 , and the D pillar  6  are arranged, in the vehicle-body longitudinal direction, in order from a forward side at intervals. 
     The automotive vehicle  1  is a so-called three-row seat vehicle, in which seats are not illustrated. A front-door opening portion for a first-row seat (not illustrated) is provided between the A pillar and the B pillar, a rear-door opening portion for a second-row seat  10  is provided between the B pillar and the C pillar  4 , and a quarter window for a third-row seat  12  is provided between the C pillar  4  and the D pillar  6 . That is, the B pillar is positioned at a rear edge portion of the front-door opening portion, the C pillar  4  is positioned at a rear edge portion of the rear-door opening portion  10 , and the D pillar  6  is positioned at a rear end portion of a vehicle body. 
     The automotive vehicle  1  comprises a side panel  14  which forms a side portion of the vehicle body on a vehicle-body rearward side from the rear-door opening portion  10  and a rear wheelhouse  20  which covers over a rear wheel. The rear wheelhouse  20  is provided along a lower edge of the side panel  14 . Front lower end portions of the side panel  14  and the rear wheelhouse  20  are connected to a rear end portion of a side sill  8  which extends in the vehicle-body longitudinal direction. 
     The side panel  14  comprises an upper panel  16  and a lower panel  18  which are provided continuously in the vehicle-body vertical direction. A lower end portion of the upper panel  16  and an upper end portion of the lower panel  18  are joined together by welding, for example. 
     The rear wheelhouse  20  comprises a wheelhouse outer  22  (see  FIGS. 1 and 2 ) which protrudes outward, in the vehicle-body width direction, from the side panel  14  and a wheelhouse inner  26  (see  FIGS. 3 and 4 ) which protrudes inward, in the vehicle-body width direction, from the side panel  14 . Herein, illustrations of the wheelhouse outer  22  and the side panel  14  (see  FIGS. 1 and 2 ) are omitted in  FIG. 4 , and the wheelhouse inner  26  is shown such that its cabin-outside face is illustrated. 
     The wheelhouse outer  22  is formed integrally with the lower panel  18  of the side panel  14 , and the wheelhouse inner  26  is joined to a cabin-side face of the lower panel  18  by welding, for example. 
     As shown in  FIG. 4 , a cutout  26   a  is formed at an upper portion of the wheelhouse inner  26 , and a suspension housing  30  is joined to the wheelhouse inner  26  such that it covers over the cutout portion  26   a  from a vehicle-body upward side. A suspension top portion  31  where an upper end portion of a suspension member for a rear wheel (not illustrated) is provided at a rearward-side portion of the suspension housing  30 . The suspension top portion  31  is formed as a flat face portion which is configured to extend roughly horizontally and have an oval shape with a long length in the longitudinal direction in a plan view, and the upper end portion of the suspension member for the rear wheel is fixedly fastened to a lower face of the suspension top portion  31  at two longitudinal points. 
     Further, as shown in  FIG. 3 , a suspension housing gusset  32  is joined to the upper portion of the wheelhouse inner  26  via the suspension housing  30 . More specifically, the suspension housing gusset  32  is located at a position which corresponds to the suspension top portion  31 , that is, the suspension housing gusset  32  is joined to a rearward-side portion of the suspension housing  30 . At a peripheral edge portion of the suspension housing gusset  32  are provided a pair of front-and-rear flange portions  32   a ,  32   b  which are joined to the wheelhouse inner  26  or the suspending housing gusset  32  and a flange portion  32   c  which is joined to the cabin-side face of the lower panel  18  of the side panel  14 . That is, the suspension housing gusset  32  is provided across the wheelhouse inner  26  (the rearward-side portion of the suspension housing  30 ) and the side panel  14 . 
     A side brace  56  is arranged adjacently in front of the side housing gusset  32 . The side brace  56  is a connecting member which connects a cross member  53 , which will be described, to the side of the C pillar  4 . 
     The side brace  56  is a long member which has a hat-shaped cross section opening downward or outward. The side brace  56  is arranged such that its outward-side portion is positioned upward, compared to its inward-side portion. The side brace  56  is joined to the cross member  53  at an inward end portion, in the vehicle-body width direction, thereof, and joined to a cabin-side face of the side panel  14  (lower panel  18 ) at an outward end portion, in the vehicle-width direction, thereof. The side brace  56  is also joined, by welding, for example, to the wheelhouse inner  26  and a forward-side portion of the suspension housing  30  at an intermediate-side portion, in the vehicle-body width direction, thereof which is located between the inward end portion and the outward end portion. 
     Additionally referring to  FIG. 7 , the suspension housing gusset  32  and the side brace  56  are joined to the upper portion of the suspension housing  30  over a vehicle-body longitudinal range. 
     As shown in  FIGS. 3 and 4 , a vehicle-body rear portion of the automotive vehicle  1  is provided width a floor panel  40  which constitutes a floor face of the cabin where the second-row seat and the third-row seat are arranged, a pair of right-and-left side frames  44  which extend in the vehicle-body longitudinal direction along both side portions of the floor panel  40 , and plural cross members  51 ,  52 ,  53 ,  54  which are provided along the floor panel  40  between the right-and-left side frames  44 . 
     The floor panel  40  has a step portion  41  for layout of the third-row seat which is arranged at a higher level position than the second-row seat. The side frame  44  comprises a main frame  45  which extends roughly horizontally in the vehicle-body longitudinal direction on the inward side, in the vehicle-body width direction, of the side sill  8  ( FIG. 2 ) and a rear frame  46  which extends in the vehicle-body longitudinal direction at a rear lower portion of the vehicle body continuously from a rear end portion of the main frame  45 . The rear frame  46  is arranged at a position which substantially corresponds to the third-row seat in the vehicle-body side view, and the wheelhouse inner  26  is joined, by welding, for example, to an outward side face of the rear frame  46  such that the wheelhouse inner  26  protrudes outward continuously from the outward side face of the rear frame  46 . Further, a tire pan  42  which protrudes downward is provided at a portion of the floor panel  40  which is positioned in back of the step portion  41 . 
     A kick-up portion  47  is provided at a front end portion of the rear frame  46  which corresponds to the step portion  41  of the floor panel  40 . The kick-up portion  47  is provided to extend obliquely rearward and upward. The side frame  44  has curve portions  48 ,  49  at a front end portion and a rear end portion of the kick-up portion  47 . The front-side curve portion  48  is arranged in front of the rear wheelhouse  30 , and the rear-side curve portion  49  is arranged in back of a front end of the rear wheelhouse  20 . The front-side curve portion  48  is positioned between the main frame  45  and the rear frame  46 . 
     The plural cross members  51 ,  52 ,  53 ,  54  are provided, in the vehicle-body longitudinal direction, at a position which is located in front of the front-side curve portion  48 , at a position which is located between the front-side and rear-side curve portions  48 ,  49 , at a position which overlaps the rear-side curve portion  49 , and a position which is located in back of the rear-side curve portion  49 , respectively. The cross members  51 ,  52 ,  53 ,  54  are provided to extend in the vehicle-body width direction. 
     As shown in  FIG. 3 , the automotive vehicle  1  is provided with a seatbelt device  80  for each seat. The seatbelt device  80  shown in  FIG. 3  is a three-point seatbelt device for the second-row seat. 
     The seatbelt device  80  comprises an anchor  81  which is fixed to the side frame  44 , for example, a through anchor  82  which is fixed to the C pillar  4 , a belt (webbing)  83  which is inserted into the through anchor  82  and fixed to the anchor  81  at its one end portion, a tongue plate  84  which is attached to the belt  83  so as to slide between the anchor  81  and the through anchor  82 , a buckle (not illustrated) which is provided on the seat so as to be engaged with the tongue plate  84 , and a retractor (seatbelt retractor)  85  which winds the belt  83  from its other-end side. 
     The retractor  85  is an emergency-lock type retractor (ELR) which is configured to lock the belt when detecting the vehicle collision based on an inclination of the vehicle body, deceleration of the vehicle, a belt&#39;s drawing-out speed, and the like, for example. The retractor  85  is equipped with a pre-tensioner  86 . The retractor  85  is arranged inside the C pillar  4  at a position which is located below the through anchor  82 . 
     [C Pillar] 
     As shown in  FIG. 5 , the C pillar  4  comprises a pillar inner  60  which forms a cabin-side face of the C pillar and a pillar outer  64  which is joined to a cabin-outward side of the pillar inner  60 . The C pillar  4  is configured to have a closed cross section which extends in the vehicle-body vertical direction, which is formed by the pillar inner  60  and the pillar outer  64 . 
     The pillar inner  60  comprises a pillar inner upper  61  and a pillar inner lower  62  which is continuous to a vehicle-body lower side of the pillar inner upper  61 . 
     As shown in  FIG. 3 , the pillar inner upper  61  is provided integrally with the upper pane  16  of the side panel  14 . The pillar inner upper  61  is configured as a belt-shaped portion which extends in the vehicle-body vertical direction at a front end portion of the upper panel  16 , and it has a cutout  61   a  at its lower end portion. The pillar inner lower  62  is configured by a portion of the lower panel  18  of the side panel  14 , and it has a cutout  62   a  at its upper end portion. 
     A position of the cutout  61   a  of the pillar inner upper  61  and a position of the cutout  62   a  of the pillar inner lower  62  are matched in the vehicle-body longitudinal direction. Thereby, the pillar inner  60  has a roughly rectangular-shaped opening portion  63  which is formed by the cutouts  61   a ,  62   a.    
     As shown in  FIGS. 2 and 5 , the pillar outer  64  is a long member which extends in the vehicle-body vertical direction along a cabin-outside face of the pillar inner  60 . An upper end portion of the pillar outer  64  is joined to the roof side rail  2  by welding, for example, and a lower end of the pillar outer  64  is spaced upward apart from the rear wheelhouse  20 . 
     As shown in  FIG. 9 , the pillar outer  64  is configured to have a hat-shaped cross section opening inward in the vehicle-body width direction. The pillar outer  64  comprises a side face portion  64   a  which faces an outward side, in the vehicle-body width direction, of the pillar inner  60 , a front face portion  64   b  which extends inward from a forward-side edge portion of the side face portion  64   a , a rear face portion  64   c  which extends inward from a rearward-side edge portion of the side face portion  64   a , a front flange portion  64   d  which extends forward from an inward-side edge portion of the front face portion  64   b , and a rear flange portion  64   e  which extends rearward from an inward-side edge portion of the rear face portion  64   c.    
     The pillar outer  64  is joined to a cabin-outside face of the pillar inner  60  by welding, for example, at its front flange portion  64   d  and its rear flange portion  64   e . The front flange portion  64   d  and the rear flange portion  64   e  of the pillar outer  64  are joined to the pillar inner upper  61  mainly, and the pillar outer  64  is joined to the pillar inner lower  62  at its lower end portion. 
     That is, as shown in  FIG. 5 , the C pillar  4  is configured to have a closed cross section which extends in the vertical direction from the roof side rail  2  to a position which is spaced upward apart from the rear wheelhouse  20 . A soundproof member  99  and a knot member  90  are arranged in a space S 1  formed inside the C pillar  4  such that these members are spaced apart from each other in the vehicle-body vertical direction as a partitioning member which partitions the space S 1  in the vehicle-body vertical direction. The soundproof member  99  is arranged at a position which is located above the opening portion  63  (see  FIG. 3 ) of the pillar inner  60 , and the knot member  90  is arranged at a position which is located below the opening portion  63 . 
     The soundproof member  99  comprises a sound absorbing material  99   a  which absorbs noises or vibrations and a supporting material  99   b  which supports the sound absorbing material  99   a . The sound absorbing material  99   a  is foamed resin, for example. The supporting material  99   b  is attached such that it is provided between the pillar inner upper  61  and the pillar outer  64 . 
     The knot member  90  is a plate-shaped reinforcing member which is arranged inside the C pillar  4  for suppressing sectional deformation of the C pillar  4 . A specific structure of the knot member  90  will be described later. 
     As shown in  FIG. 6 , a suspension housing reinforcement  70  is arranged between the C pillar  4  and an upper face portion of the wheelhouse outer  22  such that the suspension housing reinforcement  70  connects these portions in the vertical direction. The suspension housing reinforcement  70  is formed in a fork shape such that a front suspension housing reinforcement  71  and a rear suspension housing reinforcement  72  which is positioned in back of the front suspension housing reinforcement  71  fork in the vehicle-body longitudinal direction. 
     The front suspension housing reinforcement  71  extends downward from a lower end portion of the pillar outer  64  to an upper face portion of the wheelhouse outer  22  along an extension direction of the lower end portion of the pillar outer  64 , and its upper end portion and its lower end portion are joined, by welding, for example, to a lower end portion of the pillar outer  64  and an upper face portion of the wheelhouse outer  22 , respectively. 
     As shown in  FIG. 9 , the front suspension housing reinforcement  71  has a hat-shaped cross section opening inward. The front suspension housing reinforcement  71  comprises a side face portion  71   a  which faces the outward side, in the vehicle-body width direction, of the pillar inner  60 , a front face portion  71   b  which extends inward from a forward-side edge portion of the side face portion  71   a , a rear face portion  71   c  which extends inward from a rearward-side edge portion of the side face portion  71   a , a front flange portion  71   d  which extends forward from an inward-side edge portion of the front face portion  71   b , and a rear flange portion  71   e  which extends rearward from an inward-side edge portion of the rear face portion  71   c.    
     The front suspension housing reinforcement  71  is joined to a cabin-outside face of the pillar inner lower  62  of the pillar inner  60  by welding, for example, at its front flange portion  71   d  and its rear flange portion  71   e . The front flange portion  71   d  and the rear flange portion  71   e  of the front suspension housing reinforcement  71  are directly joined to the pillar inner lower  62  mainly, and the front suspension housing reinforcement  71  is joined to the pillar inner lower  62  via the flange portions  64   d ,  64   e  of the pillar outer  64  at its upper end portion. 
     The side face portion  71   a , the front face portion  71   b , and the rear face portion  71   c  of the front suspension housing reinforcement  71  are joined, by welding, for example, to respective outsides of the side face portion  64   a , the front face portion  64   b , and the rear face portion  64   c  of the lower end portion of the pillar outer  64  at an upper end portion of the front suspension housing reinforcement  71 . 
     Further, as shown in  FIGS. 1 and 6 , the front flange portion  71   d  and the rear flange portion  71   e  of the front suspension housing reinforcement  71  curve outward and are joined, by welding, for example, to an upper face portion of the wheelhouse outer  22  at a lower end portion of the front suspension housing reinforcement  71 . 
     As shown in  FIG. 6 , the rear suspension housing reinforcement  72  extends obliquely downward and rearward at a position located in back of the front suspension housing reinforcement  71  such that a rear portion of the C pillar  4  (pillar outer  64 ) and a rear portion of the front suspension housing reinforcement  71  are connected to an upper face portion of the wheelhouse outer  22  in a bracing shape. The rear suspension housing reinforcement  72  comprises a side face portion  73  which faces the outward side, in the vehicle-body width direction, of the side panel  14  and a rear face portion  74  which extends inward from a rear edge portion of the side face portion  73 , which is configured to have an L-shaped cross section. 
     The side face portion  73  extends obliquely downward and rearward from an upper end portion thereof which is arranged substantially in the same-surface shape with a lower edge portion of the quarter window  12  to an upper face portion of the wheelhouse outer  22 . The side face portion  73  is joined, by spot welding, to the upper panel  16  and the wheelhouse outer  22  at its upper end portion and its lower end portion, respectively. 
     As shown in  FIG. 2 , a cutout portion  79  is formed at a rear lower end portion of the side face portion  73 . This cutout portion  79  is configured to extend obliquely upward and rearward. Accordingly, the side face portion  73  is joined to the wheelhouse outer  22  at its lower end portion, except the cutout portion  79 . The cutout portion  79  is not joined to the wheelhouse outer  22 . 
     More specifically, a first imaginary line L 1  which is formed by extending the cutout portion  79  extends obliquely forward and downward in the vehicle-body side view, and passes through the curve portion  48  which is positioned in front of the kick-up portion  47  of the side frame  44 . Further, the first imaginary line L 1  is substantially perpendicular to a second imaginary line L 2  which connects an imaginary point P 1  which is positioned at a rearmost end portion of the side face portion  73  (which is positioned on the side of the rearmost face portion  74  among points on the cutout portion  79 ) and an imaginary point P 2  which is positioned at a rear lower-side portion of the rear wheelhouse  20  (wheelhouse outer  22 ), preferably positioned at a rear end portion and a lower end portion of the rear wheelhouse  20 . Herein, the second imaginary line L 2  extends obliquely forward and upward, which is substantially parallel to an extension direction of the side face portion  73 . Further, the rear lower-side portion of the rear wheelhouse  20  means a portion of a rear side portion of the rear wheelhouse  20  which is positioned at a roughly lower half side of the rear wheelhouse  20  as shown by a broken line in  FIG. 2 . 
     Further, a portion of the lower end portion of the side face portion  73  which is joined to the wheelhouse outer  22  is positioned so as to overlap the suspension top  31  in the vehicle-body side view. In other words, the cutout portion  79  is formed at a position which is located in back of the suspension top portion  31  in the vehicle-body directional direction. 
     As shown in  FIG. 6 , plural opening portions  73   a  are formed at the side face portion  73 . The plural opening portions  73   a  are formed, considering the weight reduction of the rear suspension housing reinforcement  72  and the workability of assembling respective members (inserting a spot-welding gun, jig, or the like, for example). A bead portion  73   b  is formed around the opening portions  73   a  so as to reinforce an opening edge portion of the opening portions  73   a.    
     Moreover, bead portions  73   c  which protrude outward, in the vehicle-body width direction, of the vehicle are formed at the portion of the lower end portion of the side face portion  73  which is joined to the wheel house outer  22 , excluding the portion spot-welded. A lower edge portion of the side face portion  73  is reinforced by the bead portions  73   c . Further, since the lower edge portion of the side face portion  73  is partially joined to the wheel house outer  22  by the bead portion  73   c , the lower edge portion of the side face portion  73  can be easily set along the wheel house outer  22 . 
     The rear suspension housing reinforcement  72  further comprises a front flange portion  76  which is joined to a vehicle-body forward side of the side face portion  73  by spot welding such that the rear suspension housing reinforcement  72  is positioned over the pillar outer  64  and the side face portions  64   a ,  71   a  of the front suspension housing reinforcement  71 . 
     Herein, the pillar outer  64  and the front suspension housing reinforcement  71  are configured such that the side face portions  64   a ,  71   a  are positioned on the outward side, in the vehicle-body width direction, of the quarter window  12 . Accordingly, there is a positional difference in the vehicle-body width direction between the side face portion  73  of the rear suspension hosing reinforcement  72  and the side face portions  64   a ,  71   a  of the pillar outer  64  and the front suspension housing reinforcement  71 . Specifically, the side face portion  73  of the rear suspension housing reinforcement  72  is positioned on the inward side, in the vehicle-body width direction, of the pillar outer  64  and the side face portions  64   a ,  71   a  of the front suspension housing reinforcement  71 . 
     Therefore, the front flange portion  76  is positioned on the outward side, in the vehicle width direction, of the side face portion  73  via a step face portion  75  for settling the positional difference, in the vehicle-body width direction, between the side face portion  73  and the side face portions  64   a ,  71   a . Two high-rigidity portions  78  which extend in the vehicle-body longitudinal direction are formed at vertically-spaced points between the side face portion  73  and the step face portion  75 . 
     Referring to  FIG. 9  additionally, the high-rigidity portion  78  is configured as a so-called triangular rib which protrudes in a triangular shape in a corner portion between the side face portion  73  and the step face portion  75  in a plan view. The rigidity, in the vehicle-body width direction, of the front flange portion  76  is so increased by the high-rigidity portion  78  that the rigidity of a joint portion between the rear suspension housing reinforcement  72  and the pillar outer  64  and the front suspension housing reinforcement  71  can be increased. 
     The front flange portion  76  is configured such that its spot-welding portions are recessed inward in the vehicle-body width direction and positioned along the pillar outer  64  and the side face portions  64   a ,  71   a  of the front suspension housing reinforcement  71 . 
     The rear suspension housing reinforcement  72  has a rear flange portion  77  which extends rearward from an inward-side edge portion, in the vehicle-body width direction, of the rear face portion  74 . The rear flange portion  77  extends in the vehicle-body vertical direction along an outer surface of the side panel  14 , and its lower end portion curves outward so as to be positioned along the upper face portion of the wheel house outer  22 . The rear flange portion  77  has plural expanded flange portions  77   a  which are configured to be partially expanded rearward. 
     The rear flange portion  77  is joined, by spot welding, for example, to the side panel  14  and the wheel house inner  26  at the plural expanded flange portions  77   a . Specifically, the plural expanded flange portions  77   a  are provided such that the two expanded flange portions  77   a  are formed at the joint portions to the upper panel  16 , the single expanded flange portion  77   a  is formed at the joint portion to the intermediate portion located between the upper panel  16  and the lower panel  18 , the single expanded flange portion  77   a  is formed at the joint portion to the lower panel  18 , and the single expanded flange portion  77   a  is formed at the joint portion to the wheel house outer  22 . 
     The expanded flange portion  77   a  which is positioned at the joint portion to the lower panel  18  is configured to be wider than the other expanded flange portions  77   a  such that it faces the rear flange portion  32   b  of the suspension housing gusset  32  which is positioned on the inward side of the lower panel  18  or the upper flange portion  32   c . This expanded flange portion  77   a  and the flange portions  32   b ,  32   c  of the suspension housing gusset  32  are joined to each other by spot welding at plural points in a three-layer state where the lower panel  18  is interposed between these portions. 
     Referring to  FIG. 7  additionally, the front suspension housing reinforcement  71  is provided to face the side brace  56  such that the lower panel  18  is interposed between the front suspension housing reinforcement  71  and the side brace  56 . That is, a forward-side portion of the rear wheel house  20  where the suspension housing  30  is provided is supported by the side brace  56  and the front suspension housing reinforcement  71  which are arranged on both sides, in the vehicle-body width direction, of the lower panel  18 , and a rearward-side portion of the rear wheel house  20  where the suspension housing  30  is provided is supported by the suspension housing gusset  32  and the rear suspension housing reinforcement  72  which are arranged on the both sides, in the vehicle-body width direction, of the long panel  18 . 
     Accordingly, the suspension housing  30  is firmly supported by the suspension gusset  32 , the side brace  56 , the front suspension housing reinforcement  71 , and the rear suspension housing reinforcement  72  over a range of the vehicle-body longitudinal direction. 
     A load inputted to the suspension housing  30  from the suspension member through the suspension top portion  31  is efficiently transmitted to the rear suspension housing reinforcement  72  from the expanded flange portions  77   a  by way of the suspension housing gusset  32 . Further, since the joint portion where the rear suspension housing reinforcement  72  and the wheelhouse outer  22  are joined overlaps the suspension top portion  31  in the vehicle-body side view as described above, the load input from the suspension member is more efficiently transmitted from the suspension top portion  31  by the rear suspension housing reinforcement  72 . 
     [Knot Member] 
     Referring to the perspective view of the knot member  90  shown in  FIGS. 8A and 8B  and the sectional view of the C pillar  4  shown in  FIG. 9 , the knot member  90  and its related structure will be described. 
     The knot member  90  comprises a partitioning wall portion  91  which partitions the space S 1  formed inside the C pillar  4  in the vehicle-body vertical direction and plural flange portions  93 ,  94 ,  95 ,  96  which are provided at a peripheral edge portion of the partitioning wall portion  91 . 
     The partitioning wall portion  91  is arranged along a face which crosses the vehicle-body vertical direction. More specifically, the partitioning wall portion  91  is arranged along the face which is roughly perpendicular to a length direction of the C pillar  4 . The partitioning wall portion  91  is configured to be of a roughly trapezoidal shape so as to match the shape of the closed cross section of the C pillar  4  (see  FIG. 9 ). An inward edge portion, in the vehicle-body width direction, of the partitioning wall portion  91  is configured to be parallel to and longer than an outward edge portion, in the vehicle-body width direction, of the partitioning wall portion  91 . 
     A single bead  92  is formed at the portioning wall portion  91 , for example. The bead  92  is configured to protrude downward in the vehicle-body vertical direction from the partition wall portion  91 , for example. The bead  92  is configured to be slender such that it extends in the vehicle-body direction. 
     The plural flange portions  93 ,  94 ,  95 ,  96  of the knot member  90  comprise the outward flange portion  93  which is provided at an outward-side edge portion, in the vehicle-body width direction, of the knot member  90 , the front flange portion  94  which is provided at an forward-side edge portion, in the vehicle-body direction, of the knot member  90 , the rear flange portion  95  which is provided at a rearward-side edge portion, in the vehicle-body longitudinal direction, of the knot member  90 , and the inward flange portion  96  which is provided at an inward-side edge portion, in the vehicle-body width direction, of the knot member  90 . 
     The outward flange portion  93 , the front flange portion  94 , and the rear flange portion  95  are provided to protrude upward from the partitioning wall portion  91 . The outward flange portion  93  is provided to be integrally continuous to the front flange portion  94  and the rear flange portion  95 . 
     The inward flange portion  96  is provided to protrude downward from the partitioning wall portion  91 . The inward flange portion  96  has a cutout  96   a  at its rear end portion. Further, the inward flange portion  96  includes an extension portion  96   b , a downward-protrusion quantity of which is increased. The extension portion  96   b  is arranged in front of and adjacently to the cutout  96   a  in the vehicle-body longitudinal direction. 
     A pair of high-rigidity portions  97 ,  98 , for example, are provided in a corner portion between the portioning wall portion  91  and the inward flange portion  96 . The pair of high-rigidity portions  97 ,  98  are provided to be spaced apart from each other in the vehicle-body longitudinal direction. Each of these high-rigidity portions  97 ,  98  is configured to be a bead which protrudes downward, for example. Providing the high-rigidity portions  97 ,  98  effectively suppress bending deformation of the knot member  90  in the corner portion between the portioning wall portion  91  and the inward flange portion  96 . 
     As shown in  FIG. 9 , the knot member  90  is joined to the pillar outer  64  of the C pillar  4  at the outward flange portion  93 , the front flange portion  94 , and the rear flange portion  95 . More specifically, the outward flange portion  93 , the front flange portion  94 , and the rear flange portion  95  are joined to a joint portion where the lower end portion of the pillar outer  64  and the upper end of the front suspension housing reinforcement  71  are joined, for example. 
     The front suspension housing reinforcement  71  is provided to overlap an outside of the pillar outer  64  at the joint portion where the lower end portion of the pillar outer  64  and the upper end portion of the front suspension housing reinforcement  71  are joined, for example. 
     Further, the outward flange portion  93 , the front flange portion  94 , and the rear flange portion  95  are provided to overlap respective insides of the side face portion  64   a , the front face portion  64   b , and the rear face portion  64   c  of the lower end portion of the pillar outer  64 , respectively, so that the flange portions  93 ,  94 ,  95  of the knot member  90 , the pillar outer  64 , and the front suspension housing reinforcement  71  are configured to be in a three-layer overlapping state. 
     The knot member  90  is fixed by welding the pillar outer  64  and the front suspension housing reinforcement  71  in the three-layer overlapping state at the outward flange portion  93 , the front flange portion  94 , and the rear flange portion  95 . 
     As described above, the knot member  90  is firmly fixed to the C pillar  4  through joining to plural faces including a pair of faces of the C pillar  4  which face each other (the front face portions  64   b ,  71   b  and the rear face portions  64   c ,  71   c ). Accordingly, providing the knot member  90  as described above effectively suppresses crushing of the closed cross section of the C pillar  4 . 
     Herein, the knot member  90  may be joined to the pillar inner lower  62  by welding, for example, at the inward flange portion  96 . Specifically, a forward-side portion of the inward flange portion  96  may be joined to a peripheral edge portion of the cutout  62   a  of the pillar inner lower  62 , for example. 
     [Support Structure of Retractor] 
     As shown in  FIG. 5  schematically, the retractor  85  is attached to the pillar inner lower  62  by an anchor bracket  100  and arranged between the soundproof material  99  and the knot member  90  along the vehicle-body vertical direction in the inside space S 1  of the C pillar  4 . A part of the retractor  85  is arranged in the space S 1  of the C pillar  4 , and the rest part of the retractor  85  is provided to protrude toward the cabin inside through the opening portion  63  of the pillar inner  60 . 
     As described above, a space for storing the retractor  85  is properly decreased between the C pillar  4  and a pillar trim (not illustrated) covering the C pillar  4  from the cabin inside by arranging the retractor  85  by utilizing the space S 1  of the C pillar  4 , compared to a case where a whole part of the retractor  85  is arranged on the cabin-inside side of the C pillar  4 . Accordingly, the pillar trim can be arranged on the outward side, in the width direction, of the vehicle body, so that a living space for a passenger seated in the third-row seat can be made wider in the vehicle-body width direction. 
     According to the side vehicle-body structure configured as described above, the rear suspension housing reinforcement  72  has the cutout portion  79  which extends obliquely rearward and upward at the rear lower end portion. Consequently, since the rear lower end portion of the rear suspension housing reinforcement  72  is not joined to the wheelhouse outer  22 , it is avoided that deformation of the rear wheelhouse  70  in the rear collision is blocked by the rear lower end portion of the suspension housing reinforcement  72 . That is, a portion of the rear wheelhouse  20  which is positioned in back of and below the cutout portion  79  in the side view can be the crushable zone which is deformed in the vehicle rear collision, thereby absorbing the collision load. 
     Further, since the cutout portion  79  extends obliquely rearward and upward, a portion of the lower end portion of the rear suspension housing reinforcement  72  which is not joined to the wheelhouse outer  22  is provided to overlap the crushable zone of the wheelhouse outer  22  in the longitudinal direction. Consequently, improvement of the rigidity is attained by configuring the rear suspension housing reinforcement  72  to be properly great both in the longitudinal direction and in the vertical direction, and also the crushable zone of the rear wheelhouse  20  is configured to be great in the longitudinal direction by its overlapping with the rear suspension housing reinforcement  72 . In other words, supporting of the wheelhouse outer  22  at the rear suspension housing reinforcement  72  and absorbing of collision energy by the rear wheelhouse  20  can be attained compatibly at a high level. 
     Moreover, in a case where the rear lower end portion of the rear suspension housing reinforcement  72  is connected to the wheelhouse outer  22 , deformation of the rear wheelhouse  20  is suppressed by the rear suspension housing reinforcement  72  in the rear collision. Meanwhile, the collision load is excessively transmitted to the C pillar  4 , so that there is a concern that the C pillar  4  may have excessive deformation. In contrast, since the rear lower end portion of the rear suspension housing reinforcement  72  is not connected to the wheelhouse outer  22  in the above-described embodiment, the collision load is properly transmitted to the C pillar  4 . 
     Accordingly, the collision load (energy) of the rear collision is properly absorbed and decreased by the rear wheelhouse  20 , properly supported at the rear suspension housing reinforcement  72  having the improved rigidity, and properly transmitted to the C pillar  4 . Thus, the collision load transmitted to the C pillar  4  can be properly decreased, suppressing the decreasing of the riding space positioned in back of the C pillar  4 . 
     Further, since the curve portion  48  which is configured to curve upward is provided between the rear frame  46  and the main frame  45  of the side frame  44 , the rear frame  46  is easily deformed such that it rotates forward and upward with the curve portion  48  as a base point in the rear collision. In this case, the rear wheelhouse  20  is deformed such that it is compressed in the upward-oblique direction from its rear lower end portion toward the forward side. In contrast, since the present embedment is configured such that the first imaginary line L 1  which is defined as the imaginary line which is formed by extending the cutout portion  79  of the rear suspension housing reinforcement  72  passes through the curve portion  48 , deformation of the portion of the rear wheelhouse  20  which is positioned in back of and below the first imaginary line L 1  can be attained effectively, whereas deformation of the portion of the rear wheelhouse  20  which is positioned in front of and above the first imaginary line L 1  can be suppressed. 
     Accordingly, the rear suspension housing reinforcement  72  can be made to perform efficiently as a rigidity member such that the rear wheelhouse  20  is divided into its crushable zone and its deformation-suppression portion which are positioned vertically (longitudinally) relatively to the first imaginary line L 1 . 
     Moreover, the cutout portion  79  of the rear suspension housing reinforcement  72  is configured to substantially perpendicular to the longest portion in the crushable zone of the rear wheelhouse  20  (an area which interconnects the rear end portion of the rear suspension housing reinforcement  72  and the rear lower-side portion of the rear wheelhouse  20 ). That is, the crushable zone can be made longer in the direction which extends obliquely forward and upward (the direction which rotates forward and upward with the front end portion of the rear frame as a base point in the rear collision), and also the rear suspension housing reinforcement  72  can be made to be efficiently arranged adjacently to the crushable zone. 
     The second imaginary line L 2  extends obliquely forward and upward, which is substantially parallel to the extension direction of the rear suspension housing reinforcement  72  (the side face portion  73 ). Thereby, the crushable zone of the rear wheelhouse  20  can be made longer in the extension direction of the second imaginary line L 2 , and also the rear suspension housing reinforcement  72  can be made to effectively perform against (resist) the deformation of the rear wheelhouse  20  which progresses along the second imaginary line L 2 . 
     Also, when the load directed forward through the rear frame  46  is inputted to the rear wheelhouse  20  in the rear collision, the suspension housing reinforcement  70  which is arranged between the wheelhouse outer  22  and the pillar outer  64  performs such that the suspension housing reinforcement  70  is stretched to the wheelhouse outer  22  and the pillar outer  64  in the vertical direction. Further, since the suspension housing reinforcement  70  is configured in the fork shape, comprising the front suspension housing reinforcement  71  and the rear suspension housing reinforcement  72 , the wheelhouse outer  22  is supported from above in a wider range in the longitudinal direction. Consequently, the upward deformation of the rear wheelhouse  20  can be properly suppressed by the suspension housing reinforcement  70  in the vehicle rear collision, so that the decreasing, in the vertical direction, of the cabin space can be prevented. 
     Further, since the load inputted to the rear wheelhouse  20  can be transmitted and dispersed to the roof side rail  2  from the fork-shaped suspension housing reinforcement  70  by way of the C pillar  4  at the wheelhouse outer  22 , the deformation of the rear wheelhouse  20  can be further suppressed. 
     Moreover, since the suspension housing reinforcement  70  is configured in the fork shape, comprising the front suspension housing reinforcement  71  and the rear suspension housing reinforcement  72 , the increasing in size of the suspension housing reinforcement  70  can be prevented more properly compared to a case where the rear wheelhouse  20  is connected, in different routes, to basic skeleton portions (the roof side rail  2  and the C pillar  4 , for example) which are arranged above the rear wheelhouse  20 . 
     Further, the rigidity, in the vehicle width direction, of the front flange portion  76  of the rear suspension housing reinforcement  72  is increased by the high-rigidity portion  78 . Thereby, since deformation of the joint portion of the rear suspension housing reinforcement  72  to the C pillar  4  and the front suspension housing reinforcement  71  is suppressed, the load can be efficiently transmitted from the rear suspension housing reinforcement  72  to the C pillar  4  and the front suspension housing reinforcement  71 . Accordingly, since the load transmitted to the rear suspension housing reinforcement  72  from the rear wheelhouse  20  can be dispersed to the C pillar  4  and the front suspension housing reinforcement  71  and toward the roof side rail  2 , the upward deformation of the rear wheelhouse  20  can be further suppressed. 
     While the embodiment of the present invention has been described, the present invention is not to be limited to the above-described embodiment. 
     While the above-described embodiment described an example where the high rigidity portion  78  which is provided between the side face portion  73  and the step face portion  75  of the rear suspension housing reinforcement  72  is configured to be the triangular rib, a bead portion may be formed by a convex portion, a concave portion or the like, the thickness may be increased partially, or an additional member may be joined in a brace shape. In short, any alternative may be applied as long as the bending rigidity between the side face portion  73  and the step face portion  75  is improved. Similarly, the high-rigidity portion may be provided between the step face portion  75  and the front flange portion  77 , and also the high-rigidity portion may be provided over the side face portion  73 , the step face portion  75 , and the front flange portion  77 . 
     Further, while the above-described embodiment described an example where the C pillar  4  is formed by the pillar inner  60  and the pillar outer  64  and the pillar inner  60  is divided into the pillar inner upper  61  and the pillar inner lower  62 , the pillar inner  60  may be formed by a single member. Moreover, the front suspension housing reinforcement  71  which is continuous to the lower side of the pillar outer  64  may be integrally formed with the pillar outer  64  as a single member, and also the suspension housing reinforcement  70  may be integrally formed with the pillar outer  64  as a single member. 
     Also, while the above-described embodiment described the example where the C pillar  4  is formed by the pillar inner  60  and the pillar outer  64 , these member, including the front suspension housing reinforcement  71  which extends downward continuously to these member, may be referred to as the C pillar. In this case, it can be considered that the front suspension housing reinforcement  71  is integrally formed with the C pillar. 
     Moreover, while the above-described embodiment described the example where the rear suspension housing reinforcement  72  is continuous to the rear portions of the pillar outer  64  and the front suspension housing reinforcement  71 , the rear suspension housing reinforcement  72  may be configured to be continuous to either one of the pillar outer  64  and the front suspension housing reinforcement  71 . 
     Additionally, while the above-described embodiment described the example of the vehicle provided with three row seats, the number of the row seats of the vehicle is not limited in particular, and the present invention is applicable to a vehicle provided with a single row seat or a vehicle provided with two row seats, for example. In this case, the present invention can be materialized properly for a surrounding portion of the pillar portion (rear pillar) which extends in the vertical direction at the rear edge portion of the door opening portion which is positioned adjacently in front of the rear wheelhouse  20 .