JP2005075236A - Coupling structure of vehicle body frame - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a coupling structure of a vehicle body frame that has high quality and productivity and has collision performance and driving stability improved by increasing the coupling strength between a front pillar and an upper frame side. <P>SOLUTION: The rear end of an upper frame side 3 disposed toward a mounting position P of a door hinge 2 of the front pillar 1 is extended to be overlapped on the mounting position P of the door hinge 2. The upper frame side 3 is fastened and fixed to the front pillar 1 together with the door hinge 2 and a reinforcing front pillar 8. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle body frame connection structure, and more particularly to a front pillar and upper frame side connection structure.

As shown in FIG. 5, the front pillar 1 is arranged in a standing state on both left and right sides of the vehicle body (however, only the front pillar 1 on the left side of the vehicle body is shown in FIG. 5), A frame member that holds the front door via an upper door hinge 2 and a lower door hinge (not shown) fixed by bolts B1.
Usually, the front pillar 1 is coupled and fixed to the front side of the front pillar 1 with the rear end of the upper frame side 3 disposed so as to face the attachment position P of the door hinge 2 being abutted.

However, in this conventional vehicle body frame coupling structure, as shown in FIG. 6, the front pillar 1 includes the front side of the front pillar outer 1A and the front pillar inner 1B disposed opposite to each other in the width direction of the vehicle body. The rear flange portions 4, 5, and 6, 7 have a closed cross section that is fixedly coupled by spot welding. For this reason, although the phosphorus hose front pillar 8 thickened to stiffen the front pillar 1 is coupled and fixed by spot welding on the closed cross section side of the front pillar outer 1A, the upper frame side 3 and the phosphorus hose front pillar 8 cannot be directly coupled and fixed. Therefore, since the front pillar outer 1A and the upper frame side 3 are coupled and fixed by CS welding (carbon dioxide shield welding), the coupling strength between the front pillar 1 and the upper frame side 3 is improved, that is, the vehicle body rigidity is increased. There is a problem that it is difficult to improve.
And if vehicle body rigidity does not improve, the problem that the controllability and stability of a vehicle will not improve will also generate | occur | produce.

  Further, since only the coupling between the front pillar 1 and the upper frame side 3 is by CS welding, when an impact load is applied from the front of the upper frame side 3, the collision load is transmitted to the phosphorus hose front pillar 8. There is a possibility that the front pillar outer 1 </ b> A will be bent first, and there is a problem that the impact load is not smoothly dispersed and absorbed, but also the quality and finish due to CS welding vary.

In order to solve such a problem, as shown by a two-dot chain line in FIG. 5, an oblique stay cowl side 9 that connects the front pillar 1 and the upper frame side 3 is disposed. It is also conceivable to improve the coupling strength between the front pillar 1 and the upper frame side 3.
However, when such a method is adopted, a steering support beam (not shown) for connecting the left and right front pillars 1 is assembled to the front pillar 1 in addition to the stay cowl side 9, so that the front pillar 1 and the upper frame side There is a problem that the number of members to be joined around the joint portion with 3 is increased and the productivity is lowered.
JP 2001-301654 A JP 2001-237142 A

  Accordingly, the present invention has been made to solve the problems of the conventional vehicle body frame coupling structure as described above, and increases the coupling strength between the front pillar and the upper frame side. It is an object of the present invention to provide a vehicle body frame coupling structure that is improved in collision performance and maneuverability, and has high quality and good productivity.

According to the first aspect of the present invention, a vehicle body frame is coupled to a front pillar in which a phosphorus hose front pillar is disposed at a door hinge mounting position and an upper frame side disposed toward the door hinge mounting position. In structure
The upper frame side extends so as to be overlapped with an attachment position of the door hinge, and is fixed to the front pillar together with the door hinge and the phosphorus hose front pillar.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the upper frame side has one end portion of a steering support beam horizontally mounted between the phosphorus hose front pillar and the front pillar. At the same time, it is fastened together with the front pillar.

According to a third aspect of the present invention, a vehicle body frame is coupled to a front pillar having a phosphorus hose front pillar disposed at a door hinge mounting position and an upper frame side disposed toward the door hinge mounting position. In structure
The upper frame side extends so as to overlap the mounting position of the door hinge, and is shared with the front pillar together with the door hinge, the phosphorus hose front pillar, and one end of a steering support beam that is horizontally mounted on the front pillar. It is characterized by being fastened and fixed.

  According to a fourth aspect of the present invention, in addition to the configuration of the second aspect of the present invention, a metal bush is interposed between the upper frame side and one end of the steering support beam. It is characterized by that.

According to the first aspect of the present invention, the upper frame side is extended so as to overlap the attachment position of the door hinge. Then, the door hinge and the phosphorus hose front pillar are fastened together with the front pillar. As a result, the coupling strength increases as compared with the case where the front pillar and the upper frame side are coupled and fixed using CS welding. Therefore, a highly rigid vehicle body can be configured, and the vehicle operability is improved. Moreover, the impact load applied from the front of the upper frame side is smoothly transmitted to the phosphorus hose front pillar, and is dispersed and absorbed by the roof above the front pillar and the floor pan below. Thereby, the deformation | transformation of the cabin at the time of a collision can be suppressed, and the anti-collision performance of a vehicle improves.
In addition, the door hinge installation work and the upper frame side joining work are performed at the same time, so the work process is shortened and simplified compared to the conventional one, and productivity is improved and quality is easily stabilized. It can be made.

  According to the second aspect of the present invention, the upper frame side is fastened together with the front pillar together with the phosphorus hose front pillar and one end portion of the steering support beam mounted on the front pillar. Thereby, in addition to the function and effect of the invention of the first aspect, the coupling strength between the upper frame side and the front pillar is further increased. Therefore, a more rigid body body can be formed, and the vehicle handling performance is greatly improved. Moreover, the impact load applied to the upper frame side at the time of an offset collision and the impact load applied to the front door at the time of a side collision are smoothly transmitted to the phosphorus hose front pillar and dispersed and absorbed by the roof above the front pillar and the floor pan below. At the same time, it is transmitted to the front pillar on the opposite side of the vehicle body via the steering support beam and dispersedly absorbed. As a result, the dispersion absorption of the impact load is promoted, so that the deformation of the cabin at the time of the collision can be more strongly suppressed, and the anti-collision performance is greatly improved. Furthermore, the assembly work of the steering support beam can be facilitated.

According to the third aspect of the present invention, the upper frame side is extended so as to overlap the attachment position of the door hinge. Then, the door hinge, the phosphorus hose front pillar, and one end of the steering support beam are fixed together with the front pillar. As a result, the coupling strength is further increased as compared with the case where the front pillar and the upper frame side are coupled and fixed using CS welding. Therefore, a more rigid body body can be formed, and the vehicle handling performance is greatly improved. Moreover, the impact load applied from the front of the upper frame side, the impact load applied to the upper frame side at the time of an offset collision, or the impact load applied to the front door at the time of a side collision is smoothly transmitted to the phosphorus hose front pillar. In addition to being dispersed and absorbed by the upper roof and the lower floor pan, it is also transmitted to the front pillar on the opposite side of the vehicle body via the steering support beam to be dispersed and absorbed. As a result, the dispersion absorption of the impact load at the time of the collision is promoted, so that the deformation of the cabin can be suppressed more strongly and the anti-collision performance is greatly improved.
In addition, the door hinge installation work, upper frame side joining work, and steering support beam joining work are performed at the same time, so the work process is greatly shortened and simplified compared to the conventional one, further improving productivity. Not only can quality be stabilized easily.

  According to the fourth aspect of the present invention, the metal bush is interposed between the upper frame side and one end portion of the steering support beam. Thereby, in addition to the operational effect of the invention according to any one of claims 2 and 3, the lateral rigidity between the upper frame side and one end of the steering support beam, that is, the lateral rigidity can be increased. Therefore, the coupling strength between the upper frame side and the front pillar can be further increased.

  As a result, it is possible to increase the coupling strength between the front pillar and the upper frame side to improve the collision performance and the maneuverability, and to provide a body frame coupling structure with high quality and good productivity.

  The purpose of improving the collision performance and maneuverability by increasing the coupling strength between the front pillar and the upper frame side has been realized with high quality and without sacrificing productivity.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to FIGS. FIG. 1 is a perspective view for explaining a coupling structure of body frames to which the present invention is applied, and FIG. 2 is a cross-sectional view taken along line AA in FIG. In addition, the same code | symbol is attached | subjected about the structural member substantially the same as a prior art example.

  The coupling structure of the vehicle body frame will be described. As shown in FIGS. 1 and 2, the vehicle body frame coupling structure is applied to the front pillar 1 and upper frame 3 coupling structure, and is arranged in a standing state on both the left and right sides of the vehicle body. A front pillar 1 that holds the front door via an upper door hinge 2 and a lower door hinge (not shown) attached to the outer surface of the vehicle body, and a mounting position P of the door hinge 2 from the front side of the vehicle body. The upper frame side 3 is provided (however, in FIGS. 1 and 2, the coupling structure of the front pillar 1 on the left side of the vehicle body and the upper frame side 3 is shown).

  The coupling structure of the vehicle body frame is equally applied to both the left and right sides of the vehicle body body. Therefore, the coupling structure between the front pillar 1 and the upper frame side 3 on the left side of the vehicle body will be described as a representative.

  As shown in FIGS. 1 and 2, the front pillar 1 includes a front pillar outer 1 </ b> A and a front pillar inner 1 </ b> B that are opposed to each other in the width direction of the vehicle body. A phosphorus hose front pillar 8 is integrally coupled and fixed to the inner surface of the vehicle body of the front pillar outer 1A (front pillar inner facing surface) by spot welding. The phosphorus hose front pillar 8 is made relatively thicker than the front pillar outer 1A and the front pillar inner 1B.

  At the front end portions of the front pillar outer 1 </ b> A and the front pillar inner 1 </ b> B, flange portions 4 and 5 facing the vehicle body inner side are formed by bending. The flange portion 4 and the flange portion 5 are an inward flange portion 11 formed at the rear end portion of the cowl side panel 10 extending from the front side of the vehicle body to the front pillar 1 side, and the front side from the vehicle body center side. They are coupled and fixed by spot welding in a state of being overlapped with the left end portion of the cowl upper plate 12 extending to the front side of the pillar 1.

  Further, flange portions 6 and 7 facing the rear of the vehicle body are bent at the rear end portions of the front pillar outer 1A and the front pillar inner 1B. The flange portion 6 and the flange portion 7 are coupled and fixed by spot welding while sandwiching the rear end portion of the phosphorus hose front pillar 8.

  Further, the front pillar outer 1 </ b> A and the phosphorus hose front pillar 8 are integrally formed with a protruding portion 13 projecting outward from the vehicle body so as to extend in the vertical direction of the vehicle body. It is planned.

The front pillar outer 1A and the phosphorus hose front pillar 8 in these convex portions 13 are each provided with two bolt holes 14 for inserting bolts B1 for fixing the upper door hinge 2 and the lower door hinge with bolts. It has been.
In FIG. 1, only the bolt hole 14 formed at the attachment position of the lower door hinge is illustrated, but the bolt hole 14 is also formed at the attachment position P of the upper door hinge 2. .

  Further, a welding nut 15 to which the bolt B1 inserted through each bolt hole 14 is screwed is fixed to the back side of the phosphorus hose front pillar 8 in which these bolt holes 14 are formed. Thus, the upper and lower door hinges 2 are bolted to the front pillar 1 by the bolts B1 that are inserted through the bolt holes 14 and screwed into the welding nuts 15.

  Then, the rear end portion of the upper frame side 3 is disposed on the front side of the front pillar 1 substantially equal to the attachment position P of the door hinge 2.

  The upper frame side 3 is a cross-sectional hat-shaped frame member that includes an upper surface portion 16 and a lower surface portion 17 that extend toward the cowl side panel 10 inside the vehicle body, and a side surface portion 18 that holds the upper and lower surface portions 16 and 17. . A flange portion 19 facing upward is formed on the upper surface portion 16 of the upper frame side 3 by bending. Similar to the flange portion 19, a flange portion 20 facing downward is formed on the lower surface portion 17 of the upper frame side 3 by bending. The flange portions 19 and 20 are coupled and fixed by spot welding while being joined to the cowl side panel 10.

And the rear end part of the upper surface part 16 and the lower surface part 20 of the upper frame side 3 joined to the cowl side panel 10 is on the front side of the front pillar 1 (front pillar outer 1) substantially equal to the attachment position P of the door hinge 2. It is arranged in the butted form.
Further, the rear end portion of the side surface portion 18 of the upper frame side 3 extends further toward the rear of the vehicle body than the rear end portions of the upper and lower surface portions 16 and 17, and sufficiently overlaps the attachment position P of the door hinge 2. In the combined state, it is joined to the front pillar outer 1A. Further, a bolt hole (not shown) corresponding to the bolt hole 14 formed at the attachment position P of the door hinge 2 is formed at the rear end portion of the side surface portion 18 of the upper frame side 3.

  Then, the door hinge 2 is arranged at the attachment position P, and the bolt B1 is inserted into each bolt hole 14 of the door hinge 2, the upper frame side 3, the front pillar outer 1A, and the phosphorus hose front pillar 8, and the well is instructed by the tightening torque instructed in advance. Screw onto the ding nut 15. As a result, the upper frame side 3 has the door hinge 2 and the phosphorus hose front pillar 8 in the state in which the overlap amount of the front pillar outer 1A and the phosphorus hose front pillar 8 at the attachment position P of the door hinge 2, that is, the wrap amount is increased. At the same time, the front pillar 1 is firmly fastened together.

  The front pillar 1 on the right side of the vehicle body and the upper frame side 3 are coupled and fixed in the same manner as the coupling structure between the front pillar 1 on the left side of the vehicle body and the upper frame side 3.

As a result, the coupling strength is increased as compared with the case where the front pillar 1 and the upper frame side 3 are coupled and fixed using CS welding. Therefore, a highly rigid vehicle body can be configured, and the vehicle operability is improved. Moreover, the impact load applied from the front of the upper frame side 3 is smoothly transmitted to the phosphorus hose front pillar 8 and is dispersed and absorbed by the roof above the front pillar 1 and the floor pan below. Thereby, the deformation | transformation of the cabin at the time of a collision is suppressed and the anti-collision performance of a vehicle improves.
Further, since the door hinge 2 mounting operation and the upper frame side 3 coupling operation are performed simultaneously, the work process is shortened and simplified as compared with the conventional one, and the productivity is improved. By maintaining the tightening torque, the quality is easily stabilized.

  Next, a coupling structure with the front pillar, the upper frame side, and the steering support beam will be described with reference to FIGS. FIG. 3 is a cross-sectional view taken along the line BB in FIG.

  In the coupling structure of the front pillar 1 and the upper frame side 3 described above, the steering support beam is assembled between the left and right front pillars 1 and 1 as in the conventional coupling structure of the vehicle body frame. Accordingly, the front pillar 1 must be assembled with the left end portion of the steering support beam in addition to the upper frame side 3 being coupled and fixed, so that the workability is not necessarily good.

  Therefore, in the second embodiment, as shown in FIG. 3, metal bushes 21 and 22 are disposed in the front pillar 1, and the upper frame side 3 and the phosphorus hose front pillar are disposed through the metal bushes 21 and 22. 8 and one end of the steering support beam 23 are fastened together.

  That is, as shown in FIG. 1, bolt holes 24 through which the bolts B2 are inserted from the upper frame side 3 side toward the front pillar outer 1B side are respectively provided at the upper and lower positions of the attachment position P of the door hinge 2. . As shown in FIG. 3, tubular metal bushes 21 corresponding to the respective bolt holes 24 are arranged in the closed cross section of the front pillar 1. In FIG. 3, a metal bush 21 corresponding to the lower bolt hole 24 is shown.

  Further, on the rear side of the lower bolt hole 24, a bolt hole (not shown) for inserting the bolt B3 from the front pillar 1A side toward the front pillar outer 1B side is provided. A corresponding metal bush 22 is disposed in the closed cross section of the front pillar 1.

A steering support beam mounting bracket (hereinafter referred to as a mounting bracket) 25 in which the left end portion of the steering support beam 23 is coupled and fixed to the inner side surface of the front pillar inner 1B where the lower metal bushes 21 and 22 are disposed. Are joined. Bolt holes (not shown) corresponding to the metal bushes 21 and 22 are formed in the mounting bracket 25, and a welding nut 26 and bolts to which the bolt B2 is screwed are formed on the back surface side of the bolt holes. A welding nut 27 to which B3 is screwed is fixed.
A welding nut (not shown) is also fixed to the inner surface of the vehicle body of the front pillar inner 1B corresponding to the upper bolt hole 24 (that is, the metal bush 21).

  Then, the bolt B2 is inserted into the upper bolt hole 24 and screwed into the welding nut, the bolt B2 is inserted into the lower bolt hole 24 and screwed into the welding nut 26, and the bolt B3 is screwed into the bolt. In the state of being inserted into the hole and screwed into the welding nut 27, the bolts are tightened evenly according to the tightening torque and tightening order specified in advance.

  Thus, the upper frame side 3 is fastened and fixed to the front pillar 1 together with the phosphorus hose front pillar 8 and the left end portion of the steering support beam 23 mounted horizontally on the front pillar 1. Metal bushes 21 and 22 are interposed between the upper frame side 3 and the left end portion of the steering support beam 23. For this reason, since the lateral rigidity between the upper frame side 3 and the left end portion of the steering support beam 23, that is, the lateral rigidity can be increased, the coupling strength between the front pillar 1 and the upper frame side 3 is further enhanced. Is done. Therefore, a more rigid body body can be formed, and the vehicle handling performance is greatly improved. Moreover, the impact load applied to the upper frame side 3 at the time of an offset collision and the impact load applied to the front door at the time of a side collision are smoothly transmitted to the phosphorus hose front pillar 8 so that the roof above the front pillar 1 and the floor pan below the front pillar 1 And is transmitted to the front pillar 1 on the opposite side of the vehicle body via the steering support beam 23 to be dispersed and absorbed. Thereby, since the dispersion absorption of the impact load is promoted, the deformation of the cabin at the time of the collision is more strongly suppressed, and the anti-collision performance is greatly improved. Furthermore, the assembly work of the steering support beam 23 is facilitated.

  By the way, in the above-described coupling structure of the front pillar 1 and the upper frame side 3, the upper frame side 3 is fastened together with the front pillar 1 together with the door hinge 2 and the phosphorus hose front pillar 8, and the front pillar 1. It is fastened together with the front pillar 1 together with the phosphorus hose front pillar 8 and the left end of the steering support beam 23 through the inner metal bushes 21 and 22. For this reason, the problem that it takes time to join the front pillar 1 and the upper frame side 3 occurs.

  Therefore, in the third embodiment, as shown in FIG. 4, at the attachment position P of the door hinge 2, the upper frame side 3 is moved together with the door hinge 2, the phosphorus hose front pillar 8, and the left end portion of the steering support beam 23. It is fastened to the pillar 1 together. FIG. 4 is a cross-sectional plan view for explaining a vehicle body frame coupling structure according to the third embodiment.

  That is, as shown in FIG. 4, the bolt holes 14 through which the bolts B2 are inserted from the upper frame side 3 side toward the front pillar outer 1B side are provided in the mounting position P of the door hinge 2 in parallel with each other in the vertical direction. It has been. In the closed cross section of the front pillar 1, metal bushes 21 corresponding to the respective bolt holes 14 are respectively arranged. In FIG. 4, a metal bush 21 corresponding to the lower bolt hole 14 is shown.

  Further, on the rear side of the lower bolt hole 14, a bolt hole (not shown) for inserting the bolt B3 from the front pillar 1A side toward the front pillar outer 1B side is provided. A corresponding metal bush 22 is disposed in the closed cross section of the front pillar 1.

A mounting bracket 25 that joins and fixes the left end portion of the steering support beam 23 is joined to the vehicle body inner surface of the front pillar inner 1B where the lower metal bushes 21 and 22 are disposed. Bolt holes (not shown) corresponding to the metal bushes 21 and 22 are formed in the mounting bracket 25, and a welding nut 26 and bolts to which the bolt B2 is screwed are formed on the back surface side of the bolt holes. A welding nut 27 to which B3 is screwed is fixed.
A welding nut (not shown) is also fixed to the inner surface of the vehicle body of the front pillar inner 1B corresponding to the upper bolt hole 24.

  Then, the bolt B2 is inserted into the upper bolt hole 14 and screwed into the welding nut, the bolt B2 is inserted into the lower bolt hole 14 and screwed into the welding nut 26, and the bolt B3 is screwed into the bolt. In the state of being inserted into the hole and screwed into the welding nut 27, the bolts are tightened evenly according to the tightening torque and tightening order specified in advance.

As a result, the upper frame side 3 extended so as to overlap the mounting position P of the door hinge 2 is fastened together with the front pillar 1 together with the door hinge 2, the phosphorus hose front pillar 8 and the left end of the steering support beam 23. The Metal bushes 21 and 22 are interposed between the upper frame side 3 and the left end portion of the steering support beam 23. For this reason, the coupling strength further increases as compared with the case where the front pillar 1 and the upper frame side 3 are coupled and fixed using CS welding. Therefore, a more rigid body body can be formed, and the vehicle handling performance is greatly improved. Moreover, the impact load applied from the front of the upper frame side 3, the impact load applied to the upper frame side 3 at the time of offset collision, and the impact load applied to the front door at the side collision are smoothly transmitted to the phosphorus hose front pillar 8. In addition to being dispersed and absorbed by the roof at the top of the front pillar 1 and the floor pan at the bottom, it is also transmitted to the front pillar 1 on the opposite side of the vehicle body via the steering support beam 23 to be dispersed and absorbed. As a result, the dispersion absorption of the impact load at the time of the collision is promoted, so that the deformation of the cabin can be suppressed more strongly and the anti-collision performance is greatly improved.
In addition, the door hinge 2 mounting operation, the upper frame side 3 coupling operation, and the steering support beam 23 coupling operation are performed at the same time. Therefore, the work process is significantly shortened and simplified as compared with the conventional one, thereby improving productivity. As well as further improving, the quality becomes more stable.

It is a perspective view for demonstrating the coupling structure of this body frame. It is sectional drawing in the AA arrow line in FIG. It is sectional drawing in the BB arrow line in FIG. 1 for demonstrating the coupling structure of the vehicle body frame in Example 2. FIG. FIG. 10 is a plan sectional view for explaining a vehicle body frame coupling structure according to a third embodiment. It is a perspective view for demonstrating the connection structure of the conventional vehicle body frame. It is sectional drawing in the CC arrow line in FIG.

Explanation of symbols

1 Front pillar 2 Door hinge 3 Upper frame side 8 Phosphorus front pillars 21 and 22 Metal bush 23 Steering support beam P Installation position of door hinge

Claims (4)

In a vehicle body frame coupling structure for coupling and fixing a front pillar in which a phosphorus hose front pillar is disposed at a door hinge mounting position and an upper frame side disposed toward the door hinge mounting position,
The vehicle body frame coupling structure, wherein the upper frame side is extended so as to be overlapped with a mounting position of the door hinge, and is fixed to the front pillar together with the door hinge and the phosphorus hose front pillar.   2. The vehicle body frame according to claim 1, wherein the upper frame side is fastened together with the front pillar together with the phosphorus hose front pillar and one end portion of a steering support beam horizontally mounted on the front pillar. Bond structure. In a vehicle body frame coupling structure for coupling and fixing a front pillar in which a phosphorus hose front pillar is disposed at a door hinge mounting position and an upper frame side disposed toward the door hinge mounting position,
The upper frame side extends so as to overlap the mounting position of the door hinge, and is shared with the front pillar together with the door hinge, the phosphorus hose front pillar, and one end of a steering support beam that is horizontally mounted on the front pillar. A body frame connecting structure characterized by being fastened and fixed.   4. The vehicle body frame coupling structure according to claim 2, wherein a metal bush is interposed between the upper frame side and one end of the steering support beam.

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