JP2002264838A - Stopper structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a survival space of a cab with effectively using energy absorption from due to a frame deformation for deceleration of a deck in a front collision of a cab-over truck. SOLUTION: A side member 3 is extended in the longitudinal direction of a vehicle body and supports a main sill 17 constructing a lower part of the deck 7. A main stopper member 53 includes an upper part 59 and a lower part 57 fixed on the side member 3 and the main sill 17 respectively. A bolt insertion through hole 67 having a fixing bolt 65 inserted through is formed on the upper part 59. The bolt insertion through hole 67 is an elongate hole allowing movement of the bolt 65 to allow relative movement in at least the vehicle longitudinal direction between the side member 3 and the main sill 17. Sub-stopper members 71, 73 are fixed in the main stopper member 53 to restrict the movement of the bolt 65 to the bolt insertion through hole 67.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stopper structure for connecting and fixing a chassis frame extending in the front-rear direction of a vehicle body and a vertical joist of a carrier supported by the chassis frame.

[0002]

2. Description of the Related Art A cab (hereinafter, referred to as a cab) supported at a front portion of a chassis frame side member (hereinafter, referred to as a side member), and a loading platform supported at a rear portion of the side member, are provided. In a freight vehicle (hereinafter, referred to as a cab-over-track) in which the driver's seating position is substantially ahead of the engine, the kinetic energy at the time of a frontal collision with a rigid wall (hereinafter, referred to as a barrier) is mainly strong. The front end of the side member abuts against the barrier and is effectively deformed and absorbed, whereby a living space (hereinafter, referred to as a cab living space) is secured in the upper cab, and safety is maintained (for example, see Japanese Patent Application Laid-Open 2000-272546
Reference).

[0003]

A vertical joist extending along the side member is fixed to the bottom surface of the carrier disposed behind the cab. The vertical joist is mounted on the upper surface of the side member and is fixed by U bolts. Further, since there is a possibility that the fixing in the longitudinal direction of the vehicle body may be insufficient with only the U bolt, a cargo bed stopper that straddles the side member and the vertical joist is provided. The bed stopper is fastened and fixed to the side member and the vertical joist by a bolt, and complements the fixing by the U bolt in the longitudinal direction of the vehicle body.

[0004] One of the bolt insertion holes of the carrier stopper is generally formed as an elongated hole extending in the front-rear direction of the vehicle body more than a required bolt diameter in order to absorb an assembly error between the side member and the vertical joist.

Here, in order to secure a cab living space at the time of a frontal collision with the barrier, it is necessary to maintain the distance between the cab moving forward and the barrier surface as much as possible.

However, when the cab collides against the barrier surface and the side members decelerate, and the inertia force of the pallet acts on the pallet stopper in the connection and fixing by the pallet stopper,
The bolt may move to the front end of the elongated bolt insertion hole. When the bolt moves, the timing from deceleration of the side member to generation of a load on the carrier stopper is delayed. For this reason, in some cases, a load is generated in the platform stopper after the side members have completely decelerated, and the platform stopper must absorb almost all of the platform kinetic energy equivalent to the initial speed (collision speed). . That is, the energy of the frame deformation cannot be effectively used for decelerating the carrier, and as a result, the forward movement of the carrier may increase, and the cab living space may decrease.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and in the event of a frontal collision of a cab overtrack, energy absorption due to frame deformation can be effectively utilized for deceleration of a cargo bed, and a cab living space can be more reliably provided. It is an object of the present invention to provide a stopper structure which can be secured at a predetermined position.

[0008]

In order to achieve the above object,
The present invention relates to a stopper structure for connecting and fixing a chassis frame extending in the front-rear direction of a vehicle body and a vertical joist of a carrier supported by the chassis frame, and is fixed to each of the two frames. A main stopper member having first and second fixing portions and a sub-stopper member fixed to the main stopper member are provided. At least one of the two fixing portions of the main stopper member has a bolt insertion hole through which a bolt for fastening and fixing to the chassis frame or the vertical joist is inserted. The bolt insertion hole has a shape that allows the bolt to move so as to allow at least a relative movement in the front-rear direction between the two frames. The sub-stopper member regulates the movement of the bolt with respect to the bolt insertion hole.

According to the present invention, an assembling error between the chassis frame and the vertical joist is absorbed by the bolt insertion hole.

When the cab supported in front of the chassis frame collides with the barrier surface, the chassis frame is decelerated, and the inertia of the carrier acts on the main stopper member. At this time, the movement of the bolt in the bolt insertion hole is regulated by the sub-stopper member. For this reason, the timing of the occurrence of deceleration of the chassis frame and the timing of the generation of the load of the main stopper member come close to each other, and the inertia of the carrier is sufficiently transmitted to the chassis frame before the deceleration of the chassis frame is completed, so that the deformation of the chassis frame Thereby, the kinetic energy of the carrier can be effectively absorbed. Therefore, the energy of the frame deformation can be effectively used for decelerating the carrier, the forward movement of the carrier relative to the chassis frame or the cab can be suppressed, and the cab living space can be more reliably secured.

The bolt insertion hole may be formed in a long hole shape, and the sub-stopper member has a pin inserted into the bolt insertion hole, and the position of the pin in the bolt insertion hole can be changed to the main stopper member. Alternatively, it may be fixed.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. 1 is a schematic side view of a cab overtrack provided with a stopper structure according to the present embodiment, FIG. 2 is an enlarged view of a portion II in FIG. 1, FIG. 3A is a sectional view taken along the line IIIa-IIIa in FIG. ) Is a sectional view taken along the line IIIb-IIIb in FIG.
(A) is a side view taken along the arrow IVa in FIG. 3 (b), FIG. 4 (b) is a sectional view taken along the line IVb-IVb in FIG. 3 (b), FIG. 5 is an exploded perspective view of a main stopper member and a sub stopper member, 6A is a sectional view taken along the line VIa-VIa of FIG. 4A, and FIG.
It is a VIb-VIb line sectional view of (a).

As shown in FIG. 1, a cab overtrack 1 has a chassis frame side member (hereinafter referred to as a side member) 3 extending in the front-rear direction on both sides in the vehicle width direction.
And a driver's cab (hereinafter referred to as a cab) 5 supported at the front of the side member 3 from below, and a carrier 7 supported at the rear of the side member 3 from below.

The loading platform 7 includes a front iron plate 9 disposed in the vehicle width direction with an appropriate gap behind the cab 5, and a front iron plate 9
Plate 1 extending rearward from both ends in the vehicle width direction
1, a rear gate 13 at the rear of the vehicle body for connecting the rear ends of the tilting plate 11 to be openable and closable, a front iron plate 9 and a tilting plate 11
A bottom plate 15 forming a bottom surface of a rectangular accommodating space partitioned by the rear gate 13 and a vertical joist 17 fixed to the lower surface of the bottom plate 15 and extending in the front-rear direction on both sides in the vehicle width direction. ing.

As shown in FIGS. 3A and 3B,
The vertical joist 17 includes a bottom wall 19, side walls 21 and 23 extending upward from opposite ends of the bottom wall 19, and side walls 21 and 23.
2 which is bent from the upper end of the frame in opposite directions
5 and 27 having an inverted hat-shaped cross section. The flanges 25 and 27 are fixed to the lower surface of the bottom plate 15 of the loading platform 7, thereby forming a closed cross section between the vertical joist 17 and the bottom plate 15.

The side member 3 has a bottom wall 29 and a bottom wall 29.
Side walls 31 and 33 extending oppositely upward from both ends of the
And an upper wall 35 connecting the upper ends of the side walls 31 and 33 to each other. The vertical joist 17 is placed on the side member 3 with its bottom wall 19 in contact with the upper wall 35 of the side member 3, and is connected and fixed on the side member 3 by the U bolt 37 and the main stopper member 53. .

As shown in FIGS. 2 and 3A, bolts 41 are formed at the upper ends of both side walls 21 and 23 of the vertical joist 17 respectively. The U bolt 37 is
, The bottom rod 43 inserted into the side walls 21 of the vertical joist 17,
Side rod portions 45 and 47 that bend downward from both ends of the bottom bar portion 43 protruding outside of the base member 23 and extend downward. The distal ends of the side rod portions 45 and 47 are inserted into the fixing plate 49 and screwed with the nut 51. By tightening the nut 51, the vertical joist 17 is tightened and fixed to the side member 3 between the fixing plate 49 and the bottom bar 43 of the U bolt 37.

FIG. 2, FIG. 3 (b), FIG. 4 (a) and FIG.
As shown in (b), the plate-shaped main stopper member 53 is disposed on the side walls 21 and 31 outside the vertical joist 17 and the side members 3 so that the upper end thereof is inclined forward of the vehicle body. Vertical joist 17 and outer side wall 2 of side member 3
Holes 55 for bolt insertion (only holes of the vertical joists 17 are shown in FIG. 6A, holes of the side members 3 are not shown) are formed at predetermined positions of the side walls 21 and 31. A weld nut 57 corresponding to the hole 55 is welded. Lower part (first fixed part) 5 of main stopper member 53
7, a bolt insertion hole 63 having an inner diameter substantially equal to or slightly larger than the outer diameter of the screw portion 61a of the bolt 61 is formed. An upper portion (second fixing portion) 59 of the main stopper member 53 has a screw portion 65 of a bolt 65.
An elongated bolt insertion hole 67 having a width substantially equal to or slightly larger than the outer diameter of a and extending substantially in the same direction as the inclination direction of the main stopper member 53 is formed.
The upper joist 17 and the lower joist 17 of the main stopper member 53 are formed by bolts 65 and 61 which are inserted into the bolt insertion holes 67 and 63 and screwed to the weld nut 57 respectively.
And, it is fastened and fixed to the side walls 21 and 31 of the side member 3 respectively. Further, since the upper bolt insertion hole 67 is formed in a long hole shape, the relative position of the bolt insertion hole 55 and the weld nut 57 between the side walls 21 and 31 when the side member 3 and the vertical joist 17 are assembled. A so-called assembling error in which the position deviates from the designed position can be absorbed.

4 (a), 4 (b), 5 and 6
As shown in FIGS. 6A and 6B, two upper and lower sub-stopper members 7 for restricting the movement of the bolt 65 with respect to the bolt insertion hole 67 are provided on the upper portion 59 of the main stopper member 53.
1, 73 are fixed. Each sub-stopper member 71,
73 is a bolt fixing plate 79, 81 having bolt insertion holes 75, 77 at both ends and arranged in a direction substantially orthogonal to the bolt insertion hole 67, and a bolt fixing plate 7.
Pins 8 integrally projecting from substantially the center of the back surface of 9, 81
3,85. In the peripheral portion of the bolt insertion hole 67 on the upper part of the main stopper member 53, a plurality of sets (six sets, 12 places in the present embodiment) of the bolt holes 87, 89 are linearly opposed to each other along the bolt insertion hole 67. Are formed. By inserting the pins 83 and 85 into the bolt insertion holes 67 and inserting the bolts 91 into the holes 75 and 77 and screwing them into the bolt holes 87 and 89, the sub stopper members 71 and 73 are placed on the surface of the main stopper member 53. Is fixed. An embedded bolt may be provided instead of the bolt holes 87 and 89, and the sub-stopper members 71 and 73 may be fastened and fixed by a nut screwed into the embedded bolt.

In this embodiment, the bolt holes 87 and 89 into which the bolts 91 are screwed are provided with the bolt fixing plates 79 and 81.
Is close to or in contact with the head 65b of the bolt 65 and the pin 8
The one where the position 3 and 85 are close to the screw portion 65a of the bolt 65 is selected. Thus, even when a large load is applied to the bolt 65, the bolt insertion hole 67
The movement of the bolt 65 in the sub-stopper member 71, 73
Instantaneously and reliably.

Next, a vehicle frontal collision experiment and its results will be described.

FIG. 7A is a plan view of a platform stopper member 93 used for comparison with the stopper structure of the present embodiment. The carrier stopper member 93 is provided with the bolt hole 8
It has the same configuration as the main stopper member 53 shown in FIG. That is, the sub-stopper members 71 and 73 shown in FIG. 4A are not fixed to the carrier stopper member 93, and the bolt 65 receives a large load toward the front of the vehicle body so that the bolt is inserted as shown in FIG. It moves inside the hole 67 to the front of the vehicle body.

In the experiment, as shown in FIG. 8, the cab 5 was used for both the case where the carrier stopper member 93 was used and the case where the stopper structure of the present embodiment (the main stopper member 53 and the sub stopper members 71 and 73) were used. Is barrier surface 9
5, a frame speed (speed of the side members 3), a bed speed (speed of the vertical joist 17), and a stopper load (loads received by the bed stopper members 93 and the main stopper member 53) when the vehicle 5 collides from almost the front. Changes over time were measured. FIG. 9 shows the result when the carrier stopper member 93 is used, and FIG. 10 shows the result when the stopper structure of the present embodiment is used. 9 and 10, the frame speed is indicated by a two-dot chain line, the bed speed is indicated by a broken line, and the stopper load is indicated by a solid line. Further, the relative speed of the bed 7 to the frame (side member 3) (the bed speed-frame speed) ) Is calculated and indicated by a dashed line.

As shown in FIG. 8, the cab 5 is
When the vehicle collides head-on, the side member 3 starts to decelerate (the frame speed starts to decrease as indicated by a two-dot chain line in FIGS. 9 and 10). Then, the front end portion of the side member 3 is crushed, and the inertial force of the carrier 7 starts to act on the carrier stopper member 93 or the main stopper member 53 (as shown by the solid line in FIGS. 9 and 10, the stopper load increases). Begin to).

At this time, in the bed stopper member 93 in which the sub stopper members 71 and 73 are not provided, FIG.
As shown in (b), the bolt 65 moves forward in the bolt insertion hole 67 and the vertical joist 17 slides on the side member 3 toward the front of the vehicle body, so that the rate of increase of the stopper load temporarily decreases. . Such a state is represented as a gentle slope portion 97 which temporarily looses the slope after the solid line (stopper load) in FIG.
7, the time t until the stopper load reaches the peak value is delayed. As a result, the stopper load greatly increases when the deceleration of the side member 3 is almost completed, and the carrier stopper member 93 absorbs most of the carrier kinetic energy equivalent to the initial speed (collision speed). Become. That is, the energy of the frame deformation cannot be effectively used for decelerating the carrier, and the forward movement of the carrier 7 increases, and the possibility of reducing the cab living space 99 increases.

On the other hand, in the stopper structure of this embodiment, the movement of the bolt 65 is prevented by the sub-stopper members 71 and 73, so that the stopper load shown by the solid line in FIG. The beveled portion 97 does not occur,
As compared with FIG. 9, the time t until the stopper load reaches the peak value is shorter, and the stopper load increases significantly before the deceleration of the side member 3 is almost completed, and the carrier when the stopper load reaches the peak 7 has a lower relative speed v. That is, the timing of the occurrence of deceleration of the side member 3 and the timing of the generation of the load of the main stopper member 53 approach each other, and the inertial force of the bed 7 is sufficiently transmitted to the side member 3 before the deceleration of the side member 3 is completed. The kinetic energy of the carrier 7 can be effectively absorbed by the deformation of the side members 3 as if by the ride-down effect of restraining the occupant in ensuring the safety of collision.

Therefore, the energy of the frame deformation at the time of a frontal collision of the cab overtrack 1 can be effectively utilized for decelerating the bed 7, and the forward movement of the bed 7 with respect to the side members 3 or the cab 5 is suppressed, and the cab is prevented. 5 is prevented from being crushed from behind, and the cab living space 99 can be more reliably secured.

In this embodiment, the bolt fixing plates 79, 81 are fixed to the bolts 65, 81 so that the movement of the bolts 65 is instantly prevented by the sub-stoppers 71, 73.
The bolt holes 87 and 89 are selected so that the pins 83 and 85 are close to or in contact with the head 65b of the bolt 65 and the screw portions 65a of the bolts 65, respectively. Other bolt holes 87 and 89 can be selected according to the deceleration characteristics and the like. For example, in the case of the side member 3 having the characteristic that the frame speed rises relatively slowly, the bolt fixing plates 79, 81 and the pins 83, 85 of the sub-stoppers 71, 73 are moved from the head 65b of the bolt 65 and the screw portion 65a. The bolt holes 87 and 89 at positions that are separated by a predetermined distance are selected. As a result, the time until the stopper load reaches the peak value is delayed by a predetermined time so that the timing of occurrence of deceleration of the side member 3 and the timing of occurrence of load of the main stopper member 53 approach each other. Kinetic energy can be effectively absorbed. As described above, in the present embodiment, a plurality of sets of the bolt holes 87 and 89 are provided, and the sub-stopper members 71 and 73 for the bolt 65 are provided.
Can be changed, and the cab living space 99 can be properly and properly secured in accordance with the type of the bed 7 and the difference in the deceleration characteristics of the frame (side member 3).

In this embodiment, the sub-stoppers 71 and 73 are provided on both the front and rear sides of the bolt 65 in the vehicle body.
However, even when only the sub-stopper member 71 at the front of the vehicle body is disposed, the movement of the bolt 65 to the front of the vehicle body is prevented, so that the kinetic energy of the carrier 7 can be effectively reduced by the deformation of the side member 3. It becomes possible to absorb.

The main stopper member 53 and the sub-stopper members 71 and 73 are not limited to the above-mentioned shapes.
For example, as shown in FIG. 11, the sub-stopper member may be constituted only by the pin 101 fitted and held in the bolt insertion hole 67.

The main stopper member 53 is not limited to the above arrangement in which the upper end is inclined forward of the vehicle body, but is arranged along a vertical line, a horizontal line, or the upper end is inclined rearward of the vehicle body. Such an arrangement may be used.

In this embodiment, the main stopper member 53
The bolt insertion hole 67 in the upper portion 59 of the main stopper member 53 has a long hole shape, but the bolt insertion hole capable of absorbing an assembly error between the side member 3 and the vertical joist 17 is provided.
And at least one of the connection portion with the side member 3. For example, the bolt insertion hole 63 of the lower part 57 in the present embodiment may have a long hole shape, or both may have a long hole shape.

The shape of the bolt insertion hole for absorbing the assembly error between the side member 3 and the vertical joist 17 is not limited to the above-described elongated hole shape, and at least the front and rear portions of the vehicle body between the side member 3 and the vertical joist 17 are formed. Any shape may be used as long as it allows the movement of the bolt 65 so as to allow relative movement in the direction. For example, as shown in FIG. 12, a circular shape that is larger than the outer diameter of the screw portion 65a of the bolt 65 and slightly smaller than the head 65b. A hole-shaped bolt insertion hole 103 may be used. Similarly, the direction of the long holes is not limited to the above-mentioned direction, and may be arranged in a horizontal direction, for example.

[0034]

As described above, according to the present invention,
At the time of a frontal collision of the vehicle, the energy of the frame deformation can be effectively utilized for decelerating the carrier, the forward movement of the carrier relative to the chassis frame or the cab is suppressed, and the cab is prevented from being crushed from behind, The cab living space can be more reliably secured.

[Brief description of the drawings]

FIG. 1 is a schematic side view of a cab overtrack provided with a stopper structure according to an embodiment.

FIG. 2 is an enlarged view of a portion II in FIG.

FIG. 3 is a cross-sectional view of a main part of FIG. 2;
2 (b) shows a cross section taken along line IIIb-IIIb of FIG.

FIG. 4 is an overall view of a stopper structure according to the embodiment;
3A is a side view taken along the arrow IVa in FIG. 3B, and FIG.
(B) shows a cross section taken along line IVb-IVb.

FIG. 5 is an exploded plan view of a main stopper member and a sub stopper member.

6A and 6B are cross-sectional views of main parts of a main stopper member and a sub-stopper member, wherein FIG. 6A is a cross-sectional view taken along line VIa-VIa of FIG. 4A and FIG. 6B is a cross-sectional view taken along line VIb-VIb of FIG. Each section is shown.

FIGS. 7A and 7B are plan views of a carrier stopper member used for comparison with the stopper structure of the embodiment, wherein FIG. 7A shows a state before a collision and FIG. 7B shows a state at the time of a collision. I have.

FIG. 8 is a schematic side view of a cab overtrack at the time of a frontal collision.

FIG. 9 is a graph showing the results of a comparative experiment.

FIG. 10 is a graph showing a result of a frontal collision experiment using the stopper mechanism of the embodiment.

FIG. 11 is an overall view of a stopper structure showing another mode of the sub-stopper member.

FIG. 12 is a sectional view of a main part showing another mode of the bolt insertion hole.

[Explanation of symbols]

 Reference Signs List 1 cab over track 3 side member (chassis frame) 5 cab 7 carrier 17 vertical joist 53 main stopper member 57 lower part of main stopper member (first fixing part) 59 upper part of main stopper member (second fixing part) 65 bolt 67 Bolt insertion hole 71 Sub-stopper member 73 Sub-stopper member 101 Pin (stopper member) 103 Bolt insertion hole

Claims (1)

[Claims] 1. A stopper structure for connecting and fixing a chassis frame extending in the front-rear direction of a vehicle body and a vertical joist of a carrier supported by the chassis frame, wherein the stopper frame is provided for each of the two frames. It has first and second fixing portions to be fixed, and at least one of the two fixing portions has a bolt insertion hole through which a bolt for fastening and fixing to the frame is inserted. A main stopper member having a shape allowing the movement of the bolt so as to allow at least the relative movement in the front-rear direction between the two frames; and a movement of the bolt fixed to the main stopper member and moving the bolt with respect to the bolt insertion hole. A stopper structure, comprising: a sub-stopper member for regulating the pressure;