JP2000203452A - Chassis frame structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase impact energy absorption efficiency then an impact is exerted on a vehicle from the direction of a front and to further improve safety on a passenger. SOLUTION: A cross member 10 coupled to a side frame and the front end part of a subframe comprises a central part 10a in a linear shape; a slope part 10b formed such that the parts on the both sides of the central part 10a molded are gradually inclined downward toward the end part side; and end parts 10c molded in a linear state on both sides of the slope part 10b. In this case, a part coupled to the side frame and a part coupled to the subframe are formed in an eccentric shape in a vertical direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a chassis frame structure for a vehicle, and more particularly, to a coupling structure between a side frame having a subframe and a front cross member.

[0002]

FIG. 7 shows a chassis frame structure of a conventional vehicle.

[0003] In this conventional chassis frame structure, subframes 2 and 2 extending obliquely outward from the side frames 1 and 1 are respectively provided at front ends of side frames 1 and 1 extending in the front-rear direction on both sides of the vehicle. The side frames 1, 1 and the sub-frame 2,
One front cross member 3 extending in the width direction of the vehicle is connected to the front end of the vehicle.

The front cross member 3 has a linear shape as shown in FIG.
1 and the front ends of the subframes 2 and 2 are horizontally fixed by brackets 4 and 5.

This chassis frame structure is designed to absorb impact energy from the front to enhance the impact resistance of the vehicle. When the vehicle receives an impact from the front, the impact is applied to the front. After receiving the cross member 3, the side frames 1, 1 and the sub-frames 2, 2 sequentially crash, thereby absorbing impact energy.

As described above, in an automobile, conventionally, the above-described chassis frame structure is employed to reduce the impact force acting on the occupant of the automobile, for example, in the event of a head-on collision, so that the Measures have been taken to ensure safety.

The present invention has been made to further develop safety measures in the above-described conventional vehicle chassis frame structure.

That is, the present invention provides a novel chassis frame structure capable of further improving the safety for occupants by increasing the efficiency of absorbing impact energy when the vehicle receives an impact from the front. First to do
The purpose of.

Further, the present invention stabilizes the behavior of a mount bolt connecting a chassis frame and a cabin when a vehicle receives an impact from a front direction, prevents a steering system from being pushed up, and serves as an impact energy absorbing portion. It is a second object of the present invention to provide a novel chassis frame structure capable of stabilizing the crush mode of the crushable zone in which it operates and further improving the safety for the occupant.

[0010]

In order to achieve the first object, a chassis frame structure according to a first aspect of the present invention includes a pair of side frames extending in the front-rear direction on both sides of a vehicle body, and an outer side of the side frames. And a front cross member connected to front ends of the side frame and the sub frame so as to extend in the width direction of the vehicle body, respectively, wherein the front cross member has a side cross member. A portion connected to the frame and a portion connected to the sub-frame are formed in shapes that are eccentric in the vertical direction.

In the chassis frame structure according to the first aspect of the invention, when the vehicle receives a shock from the front, the side frame and the sub-frame sequentially crash after the front cross member receives the shock. Absorbs impact energy.

At this time, the front cross member which receives the impact from the front is eccentric in the vertical direction between the portion connected to the side frame and the portion connected to the subframe. As a result, the front cross member receives a shock in the line, and the absorbed shock energy increases.

Further, as described above, the front cross member receives the impact from the front on the surface, so that in the initial stage in which the impact from the front is applied, the so-called rolling of the front end of the side frame in the vertical direction is prevented, An ideal seating of the side frame is realized, which also increases the absorbed impact energy.

As described above, according to the first aspect of the invention, when a vehicle receives a shock from the front, the efficiency of absorbing the shock energy can be increased, thereby further improving the safety for the occupant. Can be done.

[0015] The chassis frame structure according to the second aspect of the present invention comprises:
In order to achieve the second object, in addition to the configuration of the first aspect, in the connecting portion between the front cross member and the side frame, the front cross member has an axis substantially the same as that of the side frame. It is characterized by being positioned so as to be at a height position.

In the chassis frame structure according to the second aspect of the present invention, the front cross member is positioned so that the axis of the front cross member is substantially at the same height as the axis of the side frame, and is connected to the side frame. The crush mode of the side frames 1 and 1 is stabilized in the initial stage in which an impact from the front is applied, and the efficiency of absorbing impact energy is improved.

And, by the stability of the crush mode,
This prevents the steering system from being pushed up due to the vertical displacement of the side frame, and stabilizes the mount bolt portion connecting the chassis frame and the cabin.

As described above, according to the second aspect of the present invention, when the vehicle receives an impact from the front, a stepwise stable impact energy is transferred from the front part of the vehicle body to the side frame and further to the subframe. Is absorbed and the impact energy applied to the cabin is dispersed, thereby ensuring the safety of the occupant.

A chassis frame structure according to a third aspect of the present invention comprises:
In order to achieve the second object, in addition to the configuration of the second aspect, a bracket member for connecting the front cross member and the side frame is formed in a vertically symmetric shape. .

In the chassis frame structure according to the third aspect of the present invention, the front cross member is positioned and connected to the side frame such that its axis and the axis of the side frame are substantially at the same height. Since the bracket member connecting the front cross member and the side frame has a vertically symmetric shape,
The impact energy from the front of the vehicle is evenly transmitted to the upper and lower portions of the side frame, so that the crush mode of the side frame is further stabilized in the initial stage where an impact is applied, and the efficiency of absorbing the impact energy is improved.

Then, by the stability of the crush mode,
This prevents the steering system from being pushed up due to the vertical displacement of the side frame, and stabilizes the mount bolt portion connecting the chassis frame and the cabin. As described above, according to the third aspect, when the vehicle receives an impact from the front, the safety of the occupant is further ensured.

The chassis frame structure according to the fourth invention is
In addition to the configuration of the first aspect, the vertical distance between the axis of the front cross member and the axis of the sub-frame at the connecting portion between the front cross member and the sub-frame is the vertical distance between the axis of the front cross member and the axis of the side frame. It is characterized by being positioned so as to be larger than the distance in the direction.

The chassis frame structure according to the fifth invention has
In addition to the configuration of the fourth aspect, the bracket member for connecting the front cross member and the subframe is formed in a vertically asymmetric shape.

The chassis frame structure according to the fourth and fifth aspects of the present invention can cause a delay in the transmission of impact energy relative to the subframe. Energy can be easily absorbed, and stable impact energy can be absorbed. As described above, according to the fourth and fifth aspects, when the vehicle receives an impact from the front, the safety of the occupant is further ensured.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The preferred embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a perspective view showing an example of an embodiment of a vehicle chassis frame structure according to the present invention.
In FIG. 1, the configurations of the side frames 1, 1 and the subframes 2, 2 are the same as those of the conventional configuration of FIG.

In the chassis frame structure in this example, the front cross member 10 connected to the front ends of the side frames 1 and 1 and the subframes 2 and 2 has a central portion 10a formed in a straight line as can be clearly seen from FIG. Is molded.

The portions located between the side frames 1, 1 and the sub-frames 2, 2 on both sides of the central portion 10a are formed so as to be inclined downward toward the end portions (hereinafter, referred to as the This portion is referred to as an inclined portion 10b), and both end portions 10c continuous with the inclined portion 10b are formed in a straight line parallel to the central portion 10a.

In the front cross member 10 thus formed, both ends of the central portion 10a are connected to the front ends of the side frames 1, 1 by brackets 11, 11, respectively. , 12 are connected to the front ends of the sub-frames 2, 2.

The brackets 11, 11 are connected to the center position of the connecting portion with the front cross member 10 and to the side frames 1, 1.
It is formed in a vertically symmetrical shape so that the center position of the connecting portion with the first member is at the same height position.

As a result, as shown in FIG. 3, at the connecting portion between the front cross member 10 and the side frames 1, 1, the axis x1 of the central portion 10a is at the same height as the axis y1 of the side frames 1, 1. So that the central part 1
0a is being positioned. Also, bracket 1
2 and 12 are formed in a vertically asymmetric shape so that the center position of the connecting portion with the front cross member 10 is offset downward from the center position of the connecting portion with the side frames 1 and 1.

As a result, as shown in FIG. 4, in the connecting portion between the front cross member 10 and the sub-frames 2 and 2, the axis x2 of the end portion 10c located below the central portion 10a by the inclined portion 10b. In order to offset below the axis y2 of the subframes 2 and 2,
Positioning of the end 10c is performed.

In the above-described chassis frame structure, when an impact from the front is received, the side frames 1, 1 and the sub-frames 2, 2 are successively applied after the front cross member 10 receives this impact, as in the prior art. The crash energy is absorbed by the crash.

At this time, inclined portions 10b are provided on both sides of the front cross member 10 which receives the impact from the front, so that the connecting portions for the sub-frames 2 and 2 and the connecting portions for the side frames 1 and 1 are vertically arranged. Due to the offset, the conventional linear front cross member has been impacted by the line, whereas the front cross member 10 has a surface f including the front cross member 10 as shown in FIG. Because of the impact, the absorbed impact energy is increased as compared with the conventional one.

Further, since the chassis frame structure receives the impact from the front side by the surface f as described above, the so-called rolling of the front end of the chassis frame in the vertical direction is prevented at the initial stage when the impact from the front side is applied. The ideal buckling of the side frames 1, 1 is realized,
Thereby, the absorption efficiency of the impact energy is improved.

Further, the brackets 11, 11 are formed in a vertically symmetrical shape, and the axis x1 of the central portion 10a of the front cross member 10 and the axis y of the side frames 1, 1 are formed.
1 is positioned at the same height position,
The crush mode of the side frames 1 and 1 is stabilized in the initial stage in which an impact from the front is applied, and the efficiency of absorbing impact energy is improved.

And, by the stability of the crush mode,
Pushing up of the steering system due to the vertical displacement of the side frames 1, 1 is prevented, and stabilization of the mount bolt portion connecting the chassis frame and the cabin is achieved.

As described above, when the vehicle receives an impact from the front, the front frame of the vehicle body
Furthermore, the subframes 2 and 2 absorb the impact energy stepwise and stably, and the impact energy applied to the cabin is dispersed, thereby ensuring the safety of the occupant.

In the above example, the inclined portion 10b
Are formed so as to be inclined downward toward the end side, but as shown in FIG. 6, a front cross member 10 'is formed on a linear central portion 10a' and on both sides thereof. It may be constituted by a pair of inclined portions 10b 'inclined upward toward the end side and a pair of horizontal end portions 10c' formed outside thereof.

According to the chassis frame structure of this example,
The front cross member 1
Since the impact is received by the surface f ′ including 0 ′, the absorbed impact energy is increased as compared with the conventional one.

[Brief description of the drawings]

FIG. 1 is a perspective view showing an example of an embodiment of the present invention.

FIG. 2 is a front view showing the front cross member of the same example.

FIG. 3 is a sectional view taken along line III-III in FIG.

FIG. 4 is a sectional view taken along line IV-IV in FIG.

FIG. 5 is a schematic view showing a pressure receiving surface of an impact by a front cross member in the same example.

FIG. 6 is a schematic view showing another example in the embodiment of the present invention.

FIG. 7 is a perspective view showing a conventional example.

FIG. 8 is a front view showing a front cross member in a conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Side frame 2 ... Sub-frame 6 ... Body mount 10, 10 '... Front cross member 10a, 10a' ... Central part 10b, 10b '... Inclined part 10c, 10c' ... Both ends 11, 11 '... Bracket (bracket member) ) 12,12 '... bracket f, f' ... plane x1, x2, y1, y2 ... axis

Claims (5)

[Claims] 1. A pair of side frames extending in the front-rear direction on both side portions of a vehicle body, subframes respectively attached to the outside of the side frames, and front end portions of the side frames and the subframes each extending in the width direction of the vehicle body. In the chassis frame structure having the front cross member connected as described above, the front cross member is formed such that a portion connected to the side frame and a portion connected to the subframe are eccentric in the vertical direction. A chassis frame structure characterized by: 2. In a connecting portion between the front cross member and a side frame, the front cross member is
The chassis frame structure according to claim 1, wherein the axis is positioned so that the axis thereof and the axis of the side frame are substantially at the same height. 3. The chassis frame structure according to claim 2, wherein a bracket member connecting the front cross member and the side frame is formed in a vertically symmetric shape. 4. A vertical distance between an axis of the front cross member and an axis of the sub frame at a connecting portion between the front cross member and the sub frame, the vertical distance between the axis of the front cross member and the axis of the side frame. 2. The palm frame structure according to claim 1, wherein the frame is positioned so as to be larger than the distance in the direction. 5. The chassis frame structure according to claim 4, wherein a bracket member connecting the front cross member and the subframe is formed in a vertically asymmetric shape.