JP2005255036A - Vehicle body structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body structure capable of efficiently shutting off transmission of impact from a base frame to a cabin at collision and further enhancing absorption ability of impact energy. <P>SOLUTION: The cabin 20 is relatively movably placed on the base frame 10 and is fixed to the base frame 10 through a cabin bonding means 30 so as to separate the cabin 20 by impact at the collision. Thereby, transmission of impact of the cabin bonding means 30 from the base frame 10 to the cabin 20 is shut off at the collision and impact force applied to an occupant in the cabin is efficiently relaxed. Further, behavior of the cabin 20 in response to the form of the collision can be appropriately controlled by a cabin behavior control means 50 by detecting the collision by a collision detection means 40 and detecting the form of the collision. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle body structure in which a cabin is moved relative to a chassis frame at the time of a collision.

In general, a method of absorbing impact energy by plastically deforming the collision part at the time of a vehicle collision and mitigating the impact applied to the occupant in the cabin is adopted. There has been known one that lifts (or the rear part) from a chassis frame (chassis) to help hold an occupant with a cushion portion of a seat (see, for example, Patent Document 1).
JP 2001-278111 A (page 3-4, FIG. 2)

  However, in such a conventional vehicle body structure, even when the front part (or rear part) of the cabin is lifted and tilted at the time of a collision, the cabin is still connected to the chassis frame, so that it is input from the chassis frame. The impact energy is input to the cabin.

  In recent years, there has been a demand for compatibility of higher impact energy absorption capability as well as achievement of a high-strength and lightweight vehicle body structure.

  Therefore, the present invention provides a vehicle body structure that can effectively block the propagation of an impact from a chassis frame to a cabin at the time of a collision, and can further increase the ability to absorb impact energy.

  The vehicle body structure of the present invention is configured such that the cabin is mounted on the chassis frame so as to be relatively movable, the cabin is fixed to the chassis frame so as to be separable by an impact at the time of collision through the cabin coupling means, and the collision is detected by the collision detection means. It is the most important to control the cabin behavior according to the collision mode after the cabin is separated from the chassis frame by providing the cabin behavior control means. Features.

  According to the present invention, when the vehicle collides, the propagation of the impact from the chassis frame to the cabin can be blocked by releasing the fixation of the chassis frame and the cabin by the impact at the time of collision by the cabin coupling means. Thereby, the impact force applied to the passenger | crew in a cabin can be relieve | moderated efficiently.

  Further, the collision detection means can detect the detected collision mode, and the cabin behavior control means can control the behavior of the cabin according to the collision mode, so that the impact force applied to the cabin and thus the occupant can be reduced. Further, the energy at the time of collision can be efficiently absorbed while suppressing.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 10 show a first embodiment of a vehicle body structure according to the present invention, FIG. 1 is a perspective view showing a disassembled state of a chassis frame and a cabin, and FIG. 2 is a plan view showing the relationship between the chassis frame and the cabin. FIG. 3 is a characteristic diagram of the strength of the chassis frame with respect to the longitudinal direction of the vehicle body, FIG. 4 is an enlarged sectional view of the cabin coupling means, FIG. 5 is an explanatory diagram of an algorithm for determining the collision mode, and FIG. 7 is a cross-sectional view showing a state in which a tension transmitting member is inserted into the direction changing means, FIG. 8 is a side view showing the behavior at the time of a frontal collision in order from (a) to (c), and FIG. FIG. 10 is a characteristic view of the longitudinal acceleration / deceleration generated in the cabin when the cabin is translated relative to the chassis frame. is there.

  In the vehicle body structure of the first embodiment, as shown in FIG. 1, a chassis frame 10 and a cabin 20 are configured independently from each other, and the chassis frame 10 extends in the vehicle longitudinal direction on both sides in the vehicle width direction. A pair of left and right side frames 11 that are connected to each other by a front cross frame 12, a rear cross frame 13, and a center cross frame 14, respectively. A substantially intermediate portion between the front cross frame 12 and the center cross frame 14 and a substantially intermediate portion between the rear cross frame 13 and the center cross frame 14 are connected by a front intermediate cross frame 15 and a rear intermediate cross frame 16.

  On the other hand, the cabin 20 includes a pair of left and right side sills 21 extending in the vehicle front-rear direction on both sides in the vehicle width direction, and the front cross member 22 includes a front end portion, a rear end portion, and a front-rear direction center portion of each side sill 21. The rear cross member 23 and the center cross member 24 are connected.

  Further, the upper ends of the front pillars 25F, the center pillars 25C, and the rear pillars 25R erected from the respective side sills 12 are connected by a pair of left and right side roof rails 26, and the waist portions of these front pillars 25F are connected by the waist cross members 27. In addition to the connection, the front end portion and the rear end portion of the side roof rail 26 are connected by a front roof rail 28F and a rear roof rail 28R.

As shown in FIG. 2, the longitudinal length of the cabin 20 is shorter than that of the chassis frame 10, and the cabin 20 is placed at a substantially central portion of the chassis frame 10. In a state where the cabin 20 is placed on the chassis frame 10, a predetermined length L1 is provided between the front ends 10a, 20a of the chassis frame 10 and the cabin 20, and the rear ends 10b of the chassis frame 10 and the cabin 20 are respectively A predetermined length L2 is provided between 20b. Further, the vehicle width W1 of the cabin 20 is formed wider than the vehicle width W2 of the chassis frame 10, and both ends of the cabin 20 in the vehicle width direction protrude from the chassis frame 10. ing.

  Further, as shown in FIG. 3, the front end portion and the rear end portion of the chassis frame 10 are provided with strength-decreasing portions where the strength against the input in the front-rear direction is reduced, and as shown in FIG. A part impact absorbing part 17F is set, and a rear impact absorbing part 17R is set at the rear end part.

  Here, in this embodiment, the cabin 20 is placed on the chassis frame 10 so as to be relatively movable, and the cabin 20 is fixed to the chassis frame 10 so as to be separable by the impact at the time of collision through the cabin coupling means 30 to detect collision. The collision is detected by the means 40, the aspect of the collision is detected, and the cabin behavior control means 50 is provided to separate the cabin 20 from the chassis frame 10, and then the behavior of the cabin 20 is determined according to the aspect of the collision. I try to control it.

  The cabin coupling means 30 are provided at two locations in the vehicle width direction both ends of the center cross member 24 of the cabin 20, and the center cross member 24 is fixed to the center in the front-rear direction of the side frame 11 of the chassis frame 10.

  As shown in FIG. 4, the cabin coupling means 30 penetrates the center cross member 24 and the side frame 11 in the vertical direction, and an upper collar 31 and a lower collar 32 as cylindrical members that are coaxially arranged. These are constituted by bolts 33 as fastening members that penetrate the lower collars 31 and 32 and are sheared and destroyed at the abutting portions of the collars 31 and 32 by impact input at the time of collision.

  The upper collar 31 and the lower collar 32 are integrally connected to the side frame 11 and the side frame 11 by welding, and the bolts 33 penetrating the collars 31 and 32 are tightened with nuts 33a, whereby the cabin 20 is fixed to the chassis frame 10. The

  At this time, the material and diameter of the bolt 33 are determined in advance so that the bolt 33 is sheared and destroyed by an impact input at the time of collision.

  The collision detection means 40 is configured to discriminate between a vehicle front-rear direction collision mode and a vehicle left-right direction collision mode, as shown in FIG. 1 and FIG. And accelerometer 41 for measuring acceleration / deceleration in the vehicle longitudinal direction and vehicle lateral direction, respectively, and acceleration / deceleration data obtained by the accelerometer 41 provided in the chassis frame 10 and the cabin 20 for calculation. And an arithmetic unit 42.

  That is, the accelerometer 41 is provided in each of the chassis frame 10 and the cabin 20. In the chassis frame 10, the accelerometer 41 is disposed at both ends in the vehicle width direction of the center cross frame 14 near the center of gravity in the vehicle longitudinal direction. No. 20 is arranged at both ends of the center cross member 24 in the vehicle width direction, and the acceleration / deceleration in the vehicle longitudinal direction and the vehicle lateral direction is measured by the respective accelerometers 41.

  The acceleration / deceleration data obtained by the accelerometer 41 is provided at the vehicle width direction central portion of the center cross frame 14 of the chassis frame 10 and at the vehicle width direction central portion of the center cross member 24 of the cabin 20, respectively. The calculator 42 calculates and calculates.

  In this case, the calculator 42 may be provided in either the chassis frame 10 or the cabin 20 so that the acceleration / deceleration measured by each accelerometer 41 by the calculator 42 is intensively calculated.

  Further, the collision mode in the vehicle front-rear direction determined by the collision detection means 40 determines a full-front collision, an offset collision and an oblique collision in front of or behind the vehicle, and a vehicle left-right collision determined by the collision detection means 40. The aspect determines a front side collision, a center side collision, and a rear side collision on the left and right sides of the vehicle.

  That is, as shown in FIG. 2, the collision detection means 40 uses the left and right accelerometers 41 provided on the chassis frame 10, and the frame longitudinal acceleration GfrmXL (left side) and GfrmXR (right side) and the frame lateral acceleration GfrmYL ( The left and right accelerometers 41 provided in the cabin 20 are used to measure the cabin longitudinal acceleration GcabXL (left side) and GcabXR (right side) and the lateral translation behavior GcabYL (left side). And GcabYR (right side).

  Any one of the frame longitudinal acceleration GfrmXL, GfrmXR, the frame lateral acceleration GfrmYL, GfrmYR, the cabin longitudinal acceleration GcabXL, GcabXR, and the lateral translation behavior GcabYL, GcabYR has a predetermined threshold value (Gcrash). At the time of exceeding, the collision mode is determined by the algorithm using the logical expression shown in FIG.

  That is, in the algorithm of FIG. 5, first, in step S1, the absolute value of the longitudinal translation behavior shown in (1) described later of the chassis frame 10 is greater than or equal to the absolute value of the lateral translation behavior shown in (2) described later. If this condition is not satisfied, it is a side collision. If the condition is satisfied, it is determined in step S2 whether the longitudinal translational behavior is positive. If this condition is positive, It is a frontal collision, and if it is negative, it is a rear collision.

At this time, in the behavior of the chassis frame 10,
The longitudinal translation behavior is (GfrmXR + GfrmXL) / 2 (1)
The lateral translation behavior is (GfrmYR + GfrmYL) / 2 (2)
The yaw rotation behavior can be expressed as GfrmXR-GfrmXL (3).

In addition, in the behavior of the cabin 20,
The longitudinal translation behavior is (GcabXR + GcabXL) / 2 (4)
Translational behavior in the left-right direction is (GcabYR + GcabYL) / 2 (5)
The yaw rotation behavior can be expressed as GcabXR-GcabXL (6).

  Therefore, at the time of frontal collision and rearward collision, the longitudinal acceleration / deceleration to the cabin 20 is brought close to a predetermined value, and the behavior of the chassis frame 10 and the cabin 20 coincides with each other in terms of yaw rotation behavior and lateral translation behavior. Let The objective functions at this time are (4) = f (t), (5) = (2), (6) = (3).

  Further, at the time of a side collision, the translational behavior of the cabin 20 in the input direction at the time of a side collision is promoted, and the behaviors of the chassis frame 10 and the cabin 20 are made to coincide with each other with respect to the yaw rotation behavior and the longitudinal translation behavior. The objective functions at this time are | (5) |> | (2) |, (4) = (1), (6) = (3).

  The cabin behavior control means 50 is provided in the chassis frame 10 and has two pairs of motors, ie, first and second motors 51A, whose rotation directions and rotation speeds are controlled based on detection signals from the collision detection means 40. , 51B and the third and fourth motors 51C, 51D, and each of the motors 51A to 51D is wound around one end side, and the other end side is provided as each direction changing means provided near the vehicle width direction center of the chassis frame 10. The first to fourth wires 53 </ b> A, 53 </ b> B, 53 </ b> C, and 53 </ b> D, which are string-like bodies as tension transmission members that are guided by the eyebolts 52 and connected to both ends of the cabin 20 in the vehicle width direction. .

  Among the first to fourth motors 51 </ b> A to 51 </ b> D, the pair of first and second motors 51 </ b> A and 51 </ b> B are attached to the center of the front surface of the center cross frame 14 of the chassis frame 10 and another pair of motors 51 </ b> A to 51 </ b> D. The third and fourth motors 51 </ b> C and 51 </ b> D are attached near the center of the rear surface of the center cross frame 14.

  A first wire 53A corresponding to the first motor 51A is wound around the first motor 51A, and a second wire 53B corresponding to the first motor 53A is wound around the first motor 51A. The fourth wire 53D is wound around the third wire 53C and the fourth motor 51D.

  And each eyebolt 52 which guides the 1st, 2nd wire 53A, 53B is each provided near the vehicle width direction center part of the front intermediate cross frame 15 front surface of the chassis frame 10, and it is 3rd, 4th wire. The eyebolts 52 for guiding 53C and 53D are provided near the center in the vehicle width direction on the rear surface of the rear intermediate cross frame 16 of the chassis frame 10, respectively.

  As shown in FIG. 6, the eyebolt 52 includes an annular portion 52a and is formed by projecting a bolt portion 52b from the outer periphery of the circular tube portion 52a. The bolt portion 52b is formed on the front intermediate cross frame 15. Or screwed to the rear intermediate cross frame 16, and wires 53A, 53B, 53C, 53D are inserted inward of the annular portion 52a as shown in FIG. 7 and guided in the respective connecting directions.

  Further, the front end portions of the other ends of the first and second wires 53A and 53B guided by the eyebolt 52 are connected to both ends in the vehicle width direction of the front cross member 22 of the cabin 20 via fixing bolts 54. The other end portions of the other third and fourth wires 53C and 53D are connected to both ends in the vehicle width direction of the rear cross member 23 of the cabin 20 via fixing bolts 54.

  Therefore, when the longitudinal collision load F is input to the chassis frame 10 as shown in FIG. 8 and when the side impact load F is input to the cabin 20 as shown in FIG. The bolt 33 of the upper and lower collars 31, 32 is subjected to a large shearing load to cause shear failure, and the cabin 20 is allowed to move relative to the chassis frame 10 in the front-rear direction.

  In the case of a frontal collision as shown in FIG. 8, when a collision load F is input as shown in FIG. 8A, the cabin coupling means 30 breaks down and the cabin as shown in FIG. 20 moves forward of the vehicle by inertial force.

  At this time, a large tension acts on the first and second wires 53A and 53B and the third and fourth wires 53C and 53D, and the first and second motors 51A and 51B and the third and fourth motors 51C and 51D. However, by controlling the rotation of the motors 51A to 51D by the cabin behavior control means 50, the rewinding amount is controlled to control the movement of the cabin 20.

  Then, the objective functions (4) = f (t), (5) = (2) when the first to fourth motors 51A to 51D are subjected to the front and rear collisions using the expressions (1) to (6). ), (6) = (3), and control based on objective function | (5) |> | (2) |, (4) = (1), (6) = (3) Will do.

  In this way, by controlling the first to fourth motors 51A to 51D, the acceleration / deceleration generated in the cabin 20 during translation can be controlled to the predetermined values (Gtarget (1), Gtarget (2)) shown in FIG. It has become.

  When the frontal collision occurs, the cabin behavior control means 50 relatively displaces the cabin 20 to at least the vicinity of the front end position of the chassis frame 10 as shown in FIG.

  The maximum pull-out amount of the wires 53A to 53D from the motors 51A to 51D at the time of the frontal collision is the length L1 (see FIG. 2) from the front end of the cabin 20 to the front end of the chassis frame 10, and the chassis frame 10 that is crushed by the collision. The front impact absorbing portion 17F (see FIG. 1) is set to be equal to or shorter than the length obtained by subtracting the collapse amount.

  Further, the cabin behavior control means 50 relatively displaces the cabin 20 to at least the vicinity of the rear end position of the chassis frame 10 at the time of a rear collision.

  The maximum pull-out amount of the wires 53A to 53D from the motors 51A to 51D at the time of the rear collision is the chassis L that is crushed by the collision from the length L2 (see FIG. 2) from the rear end of the cabin 20 to the rear end of the chassis frame 10. The length of the rear impact absorbing portion 17R (see FIG. 1) of the frame 10 is set to be equal to or less than the length obtained by subtracting.

  Further, the cabin behavior control means 50 causes the cabin 20 to follow the yaw rotation behavior of the chassis frame 10 at the time of an offset collision and rotate it relative to the front end position or the rear end position of the chassis frame 10. .

  Further, the cabin behavior control means 50 causes the cabin 20 to follow the yaw rotation behavior and lateral displacement of the chassis frame 10 in a yaw rotation during an oblique collision, and relatively displace to the front end position or the rear end position of the chassis frame 10. It is like that.

  Further, even when a side impact load F is input to the cabin 20 as shown in FIG. 9, a large shear load acts on the abutting portions of the upper and lower collars 31, 32 of the bolt 33 of the cabin coupling means 30. As a result, the cabin 20 is allowed to be displaced relative to the chassis frame 10 in the vehicle width direction.

  Then, as shown in FIG. 9 (a), at the time of the center side collision, the cabin behavior control means 50 moves the cabin 20 in the direction of the side frame 11 on the non-collision side (downward in the figure) as shown in FIG. 9 (b). It is designed to be displaced.

  Further, the cabin behavior control means 50 is configured to rotate the cabin 20 at the time of a front side collision or a rear side collision.

  According to the vehicle body structure of the first embodiment having the above configuration, when the vehicle collides, the bolt 33 of the cabin coupling means 30 is sheared and broken, and the fixation between the chassis frame 10 and the cabin 20 is released. The propagation of the impact to the cabin 20 can be blocked, and thereby the impact force applied to the occupant in the cabin 20 can be efficiently reduced.

  Further, the collision detection means 40 can detect the detected collision mode, and the cabin behavior control means 50 can control the behavior of the cabin 20 in accordance with the collision mode. It is possible to efficiently absorb the energy at the time of collision while further suppressing the applied impact force.

  Further, in the present embodiment, in addition to the above-described effects, the collision detection means 40 discriminates the collision mode in the vehicle front-rear direction and the vehicle left-right collision mode. In response to the collision, the cabin 20 can behave appropriately according to the respective load input characteristics, and the deceleration or acceleration acting on the occupant can be efficiently reduced.

  Further, since the collision mode in the vehicle front-rear direction determined by the collision detection means 40 is determined as at least a full-scale collision, an offset collision, and an oblique collision in front of or behind the vehicle, the chassis frame 10 generated in each collision mode is determined. The translational behavior and rotational behavior in the left-right direction can be detected, and the displacement behavior of the cabin 20 corresponding to the collision phenomenon can be appropriately controlled based on the detected information.

  Further, since the collision mode in the vehicle left-right direction determined by the collision detection means 40 is determined as at least a front side collision, a center side collision and a rear side collision on both left and right sides of the vehicle, the cabin generated in each collision mode is determined. Accordingly, it is possible to detect the translational behavior and rotational behavior of the vehicle 20 in the left-right direction, and the displacement behavior of the cabin 20 corresponding to the collision phenomenon can be appropriately controlled based on the detected information.

  In addition, since the cabin behavior control means 50 relatively displaces the cabin 20 at least in the vicinity of the front end position of the chassis frame 10 at the time of a frontal collision, the cabin 20 can be prevented from directly interfering with the collision object, thereby being stable. The cabin 20 can be secured, and the distance from the collision point to the stop position of the cabin 20 can be increased by relatively moving forward to the vicinity of the front end position of the chassis frame 10. The deceleration acting on the vehicle can be reduced to reduce the impact acting on the occupant.

  Furthermore, since the cabin behavior control means 50 relatively displaces the cabin 20 to at least the vicinity of the rear end position of the chassis frame 10 at the time of a rear collision, the cabin 20 can be prevented from directly interfering with the collision object. Since it is possible to secure a stable occupant's living space and relatively move backward to the vicinity of the rear end position of the chassis frame 10, it is possible to earn a distance from the collision point to the stop position of the cabin 20, Deceleration acting on the cabin 20 can be reduced to reduce impact acting on the occupant.

  Furthermore, since the cabin behavior control means 50 causes the cabin 20 to yaw and follow the yaw rotation behavior of the chassis frame 10 at the time of an offset collision, it is relatively displaced to the front end position or the rear end position of the chassis frame 10. Further, it is possible to prevent the relative behavior between the chassis frame 10 and the cabin 20 from falling into an unstable state at the time of an offset collision.

  Further, the cabin behavior control means 50 causes the cabin 20 to follow the yaw rotation behavior and lateral displacement of the chassis frame 10 and yaw rotate during an oblique collision, and to relatively displace the cabin 20 to the front end position or the rear end position. As a result, it is possible to prevent the relative behavior of the chassis frame 10 and the cabin 20 from falling into an unstable state during an oblique collision.

  Further, since the cabin behavior control means 50 relatively displaces the cabin 20 in the direction of the side frame 11 on the non-collision side at the time of a central side collision, the cabin behavior control means 50 suppresses deformation of the cabin 20 caused by direct interference with the collision object. At the same time, the support of the collision object by the chassis frame 10 can be accelerated, and the occupant movement in the input direction of the collision load can be promoted through the seat on which the occupant is seated. Thereby, while suppressing a deformation | transformation of the cabin 20, a passenger | crew's protection effect can be heightened.

  Furthermore, since the cabin behavior control means 50 rotates the cabin 20 at the time of a front side collision or a rear side collision, the cabin 20 is controlled with respect to the chassis frame 10 by suppressing yaw movement of the cabin 20 at the time of the collision. It can be translated and displaced in the lateral direction relatively. Thereby, it can prevent that the relative behavior of the chassis frame 10 and the cabin 20 falls into the unstable state at the time of a collision.

  The cabin coupling means 30 is provided on the chassis frame 10 and the cabin 20 and is coaxially arranged. The cabin coupling means 30 penetrates the lower collars 31 and 32 and the upper and lower collars 31 and 32 and receives an impact input at the time of collision. Since the bolts 33 are sheared and broken at the abutting portions of the collars 31 and 32, the bolts 33 are sheared and broken by the input of impact force generated at the time of collision, and the chassis frame 10 and the cabin 20 are released from being fixed. Thus, the cabin 20 can be relatively displaced, and the shearing force can be concentrated at the abutting portion that becomes the boundary between the upper and lower collars 31 and 32, so that the bolt 33 can be reliably sheared and broken.

  Further, the collision detection means 40 aggregates the acceleration / deceleration data obtained by the accelerometer 41 provided in the chassis frame 10 and the cabin 20 and the accelerometer 41 provided in the chassis frame 10 and the cabin 20. Since the acceleration / deceleration in the front-rear direction and the left-right direction can be detected on the chassis frame 10 and the cabin 20 side, respectively, the arithmetic unit 42 performs arithmetic processing on these detection results, Directional collision and left-right collision can be discriminated.

  Further, since the yaw rotation behavior of the chassis frame 10 and the cabin 20 can be detected by taking the difference between the front and rear acceleration / deceleration in the left and right direction, an offset collision at the time of the front and rear direction collision or a frontal collision at the time of the left and right direction collision A rear collision can be determined.

  Further, since the lateral behavior can be detected together with the yaw rotational behavior, it is possible to determine an oblique collision in which the yaw rotational behavior and the translational behavior are mixed during a longitudinal collision.

  Note that the calculator 42 is provided in either the chassis frame 10 or the cabin 20, and the calculator 42 can intensively calculate acceleration / deceleration data measured on the chassis frame 10 and the cabin 20 side. In addition, by mounting the computing unit 42 on both the chassis frame 10 and the cabin 20 and performing the same computation, the reliability of the present system can be further improved.

  The cabin behavior control means 50 has two pairs of first and second motors 51A and 51B and third and fourth motors 51C and 51D provided on the chassis frame 10 and one end wound around each of the motors 51A to 51D. In addition, the other end side is guided by eyebolts 52 as direction changing means provided near the vehicle width direction center of the chassis frame 10 and is connected to both ends of the cabin 20 in the vehicle width direction. Since the eye bolts 52 for guiding the wires 53A to 54D are provided near the vehicle width direction center of the chassis frame 10, the wires 53A to 54D are connected to both ends of the cabin 20 in the vehicle width direction. By connecting to the portion, the relative displacement of the cabin 20 in the left-right direction of the vehicle is increased. It can be.

  Then, by controlling the first to fourth motors 51A to 51D based on the objective function at the time of rear collision and the objective function at the time of side collision by using the expressions (1) to (6), When the rear collision occurs, the cabin 20 is translated forward and backward relative to the chassis frame 10, and when the side collision occurs, the cabin 20 is translated relative to the chassis frame 10 toward the non-collision side. Can be made.

  Further, since the flexible wires 53A to 53D are used as the tension transmission member and the eye bolt 52 is used as the direction changing means, and the wires 53A to 53D are inserted into the annular portion 52a, the wires 53A to 53D are Because of excellent tension characteristics and shape freedom, load transmission efficiency from the motors 51A to 51D can be improved, and the wires 53A to 53D can be changed in direction and guided by the annular portion 52a of the eyebolt 52. 53A-53D can be moved smoothly.

  Furthermore, the maximum pull-out amount of the wires 53A to 53D from the motors 51A to 51D at the time of a frontal collision is determined from the length L1 from the front end of the cabin 20 to the front end of the chassis frame 10, and the front shock absorber 17F of the chassis frame 10. Therefore, the front end portion of the cabin 20 after the collision is stopped behind the front end portion of the chassis frame 10 to prevent the cabin 20 from directly interfering with the collision object. be able to.

  Similarly, the maximum pull-out amount of the wires 53A to 53D from the motors 51A to 51D at the time of rear collision is determined by absorbing the rear impact of the chassis frame 10 from the length L2 from the rear end of the cabin 20 to the rear end of the chassis frame 10. Since the length is set to be equal to or less than the length obtained by subtracting the crushing amount of the portion 17R, the rear end portion of the cabin 20 after the collision is stopped in front of the rear end portion of the chassis frame 10, and the cabin 20 directly interferes with the collision target. Can be prevented.

  By the way, the cabin behavior control means 50 of this 1st Embodiment provides the 1st-4th motor 51A-51D in the chassis frame 10 side, and sets the other end side front-end | tip part of 1st-4th wire 53A-53D to a cabin. Although the case where it connected with 20 was disclosed, conversely, a motor can be provided in the cabin 20 side and a wire can also be connected with the chassis frame 10 side.

  That is, the cabin behavior control means in this case is provided in the cabin 20 and has two pairs of motors whose rotational directions and rotational speeds are controlled based on the detection signal of the collision detection means 40, and one end side of each motor. A tension transmission member (wire) that is wound and guided by each direction changing means (eyebolt) provided at the other end side near the center of the cabin in the vehicle width direction and connected to both ends in the vehicle width direction of the chassis frame ).

  Even in this case, the same effect as the first embodiment can be obtained, the adjustment range of the relative displacement of the cabin 20 in the left-right direction of the vehicle can be increased, and the cabin 20 can be moved to the chassis frame 10 at the time of front and rear collisions. The cabin 20 can be translated relative to the non-collision side relative to the chassis frame 10 at the time of a side collision.

  11 and 12 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 11 shows a chassis frame and a cabin. FIG. 12 is an enlarged cross-sectional view taken along the line AA in FIG. 11.

  The vehicle body structure of the second embodiment is basically the same as that of the first embodiment. In particular, in this second embodiment, the cabin behavior control means is different from that of the first embodiment. The direction changing means provided on the vehicle width direction are arranged at both ends in the vehicle width direction, and the other end of the tension transmitting member guided by the direction changing means is arranged closer to the center in the vehicle width direction of the cabin 20. Yes.

  That is, the cabin behavior control means 50a of this embodiment is provided in the chassis frame 10 as shown in FIG. 11, and two pairs of rotation directions and rotation speeds are controlled based on the detection signal of the collision detection means 40. The first and second motors 51A and 51B, the third and fourth motors 51C and 51D, and one end side of each of the motors 51A to 51D are wound, and the other end side is at both ends of the chassis frame 10 in the vehicle width direction. 1st-4th strip | belt-shaped body 56A-56D as a tension | tensile_strength transmission member guided by the low friction member 55 as each provided direction change means, and connected near the vehicle width direction center part of the cabin 20. It is.

  Among the first to fourth motors 51 </ b> A to 51 </ b> D, a pair of first and second motors 51 </ b> A and 51 </ b> B are attached to both ends in the vehicle width direction on the front surface of the center cross frame 14 of the chassis frame 10. The pair of third and fourth motors 51C and 51D are attached to both ends of the rear surface of the center cross frame 14 in the vehicle width direction.

  The first belt 51A is wound around the first motor 51A, the second belt 56B is wound around the second motor 51B, the third belt 56C is wound around the third motor 51C, and the fourth A fourth strip 56D is wound around the motor 51D.

  The low friction members 55 for guiding the first and second belt-like bodies 56A and 56B are provided at both ends in the vehicle width direction on the front surface of the front intermediate cross frame 15 of the chassis frame 10, respectively. The low friction members 55 for guiding the four belt-like bodies 56C and 56D are provided at both ends in the vehicle width direction on the rear surface of the rear intermediate cross frame 16 of the chassis frame 10, respectively.

  The first to fourth belt-like bodies 56A to 56D are formed of flexible members having poor stretchability like the wires 53A to 53D of the first embodiment, while the low friction member 55 is shown in FIG. Thus, it is formed of a low friction material such as a synthetic resin in which a groove portion 55a for inserting the strips 56A to 56D is formed.

  That is, as shown in FIG. 12, the low-friction member 55 is formed in a substantially ¼ arc-shaped cross section and provided in a pair, and the pair of low-friction members 55 is fixed to the chassis frame 10. 55b is formed by providing the insertion width w of the belt-like bodies 56A to 56D so as to be opposed to each other between the respective arcuate surfaces.

  In addition, the tip portions of the other end sides of the first and second belt-like bodies 56A and 56B guided by the low friction member 55 are connected to the center of the front cross member 22 of the cabin 20 in the vehicle width direction, and others. The tip portions of the other end sides of the third and fourth belt-like bodies 56C, 56D are connected to the center of the rear cross member 23 of the cabin 20 in the vehicle width direction.

  Therefore, according to the vehicle body structure of the second embodiment, the low friction members 55 provided on the chassis frame 10 are disposed at both ends in the vehicle width direction, and the belt-like bodies 56A to 56D guided by the low friction members 55 are provided. Since the front end of the other end is disposed closer to the center of the cabin 20 in the vehicle width direction, the relative displacement of the cabin 20 in the vehicle left-right direction can be increased, so that the adjustment range of the relative displacement can be increased. Functions similar to those of the first embodiment can be achieved.

  In the present embodiment, the tension transmitting member is formed by the flexible belt-like bodies 56A to 56D, and the direction changing means is formed by the low friction member 55 having the groove portion 55a through which the belt-like body is inserted. The load transmission efficiency from the motors 51 </ b> A to 51 </ b> D can be improved as in the embodiment, and the wires 56 </ b> A to 56 </ b> D are smoothly moved by changing the direction of the wires 56 </ b> A to 56 </ b> D with the low friction member 55. be able to.

  By the way, also in the cabin behavior control means 50a of this 2nd Embodiment, the 1st-4th motor 51A-51D is provided in the chassis frame 10 side, and the other end side of the 1st-4th strip | belt-shaped body 56A-56D. Although the case where the front-end | tip part was connected with the cabin 20 was disclosed, on the contrary, a motor can be provided in the cabin 20 side and a wire can also be connected with the chassis frame 10 side.

  That is, the cabin behavior control means 50a in this case is provided in the cabin 20, and two pairs of motors 51A to 51D whose respective rotation directions and rotation speeds are controlled based on the detection signal of the collision detection means 40, respectively. One end side is wound around the motors 51 </ b> A to 51 </ b> D, and the other end side is guided by respective direction changing means (low friction members) provided at both ends in the vehicle width direction of the cabin 20, and the vehicle frame direction center of the chassis frame 10. It is constituted by a tension transmission member (band-like body) connected to the portion.

  Even in this case, the same effect as the second embodiment can be obtained, the adjustment range of the relative displacement of the cabin 20 in the left-right direction of the vehicle can be increased, and the cabin 20 can be attached to the chassis frame 10 at the front and rear collisions. The cabin 20 can be translated relative to the non-collision side relative to the chassis frame 10 at the time of a side collision.

  FIG. 13 shows a third embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 13 is an exploded state of the chassis frame and the cabin. FIG.

  The vehicle body structure of the third embodiment is basically the same as that of the first embodiment. Particularly, in the third embodiment, the cabin coupling means is different from that of the first embodiment.

  In other words, in the present embodiment, the cabin coupling means 30a is coupled to the center portion of the chassis frame 10 and the cabin 20 in a rotatable manner, and is fixed to separate the chassis frame 10 and the cabin 20 by shearing and breaking due to an impact at the time of collision. 34 and an electromagnetic lock means 35 provided between the chassis frame 10 and the cabin 20 and magnetically coupled to each other by an exciting force in a normal state and demagnetized at the time of collision to release the magnetic coupling. .

  The fixing means 34 can take substantially the same configuration as the cabin coupling means 30 shown in the first embodiment, and each of the center cross member 24 of the cabin 20 and the center cross frame 14 of the chassis frame 10 in the vehicle width direction. The upper and lower collars can be coaxially arranged in the center, and the bolts penetrating the upper and lower collars can be sheared and broken by impact input at the time of collision.

  The electromagnetic locking means 35 are provided at four positions on the upper surface of the left and right side frames 11 of the chassis frame 10 and are normally excited by energizing the electromagnetic locking means 35 and are detected by the collision detection means 40 at the time of collision. The current is cut off by a signal to demagnetize. The electromagnetic locking means 35 may be provided on the cabin 20 side.

  Therefore, according to the vehicle body structure of the third embodiment, the electromagnetic lock means 35 that is electrically released from the magnetic coupling at the time of the collision is preceded by the lock means 34 that mechanically shears and breaks the chassis frame 10 and the cabin 20. Can be separated.

  For this reason, since the coupling by the electromagnetic locking means 35 is released at the initial stage of the collision, the cabin 20 can be rotated in the yaw rotation direction with respect to the chassis frame 10 with the fixing means 34 as the center. 20 can be directly opposed to the input direction.

  For this reason, the input of the collision load from diagonally can be prevented and the robustness of the cabin 20 can be further improved.

  Thereafter, when the fixing means 34 is sheared and broken, the relative displacement of the cabin 20 becomes possible, and the same effect as the first embodiment can be obtained.

  By the way, although the vehicle body structure of the present invention has been described by taking the first to third embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments may be adopted without departing from the gist of the present invention. Can do.

It is a perspective view which shows the decomposition | disassembly state of the chassis frame and the cabin in 1st Embodiment of this invention. It is a schematic block diagram which shows the relationship between the chassis frame and a cabin in 1st Embodiment of this invention planarly. It is a characteristic view of the strength of the chassis frame in the longitudinal direction of the vehicle body in the first embodiment of the present invention. It is an expanded sectional view of the cabin joint means in a 1st embodiment of the present invention. It is explanatory drawing of the algorithm which determines the aspect of the collision in 1st Embodiment of this invention. It is a perspective view of the direction conversion means in 1st Embodiment of this invention. It is sectional drawing which shows the state which penetrated the tension transmission member in the direction change means in 1st Embodiment of this invention. It is a side view which shows the behavior at the time of the front collision in 1st Embodiment of this invention later on in order to (a)-(c). It is a top view which shows the behavior at the time of the side collision in 1st Embodiment of this invention later on to (a), (b). It is a characteristic view of the longitudinal acceleration / deceleration generated in the cabin when the cabin in the first embodiment of the present invention moves relative to the chassis frame. It is a perspective view which shows the decomposition | disassembly state of the chassis frame and the cabin in 2nd Embodiment of this invention. It is an expanded sectional view along the AA line in FIG. It is a perspective view which shows the decomposition | disassembly state of the chassis frame and the cabin in 3rd Embodiment of this invention.

Explanation of symbols

10 chassis frame 20 cabin 30, 30a cabin coupling means 31 upper collar (tubular member)
32 Lower collar (tubular member)
33 Bolt (fastening member)
34 Fixing means 35 Electromagnetic lock means 40 Collision detection means 41 Accelerometer 42 Calculator 50, 50a Cabin behavior control means 51A to 51D Motor 52 Eye bolt (Direction changing means)
52a Ring 53A-53D Wire (Tension transmission member)
55 Low friction member (direction changing means)
56A-56D Strip (Tension transmission member)

Claims (21)

Chassis frame,
A cabin mounted on the chassis frame so as to be relatively movable;
A cabin coupling means for fixing the cabin to the chassis frame so as to be separable by an impact at the time of collision;
A collision detection means for detecting a collision and detecting a mode of the collision;
A vehicle body structure comprising: cabin behavior control means for controlling the behavior of the cabin in accordance with a collision mode after separating the cabin from the chassis frame.   The vehicle body structure according to claim 1, wherein the collision detection means discriminates between a collision mode in the vehicle front-rear direction and a collision mode in the vehicle left-right direction.   The vehicle body structure according to claim 2, wherein the collision mode in the vehicle front-rear direction determined by the collision detection means determines at least a full-scale collision, an offset collision, and an oblique collision in front of or behind the vehicle.   The vehicle body structure according to claim 2, wherein the collision mode in the vehicle left-right direction determined by the collision detection means determines at least a front side collision, a center side collision and a rear side collision on both left and right sides of the vehicle.   The vehicle body structure according to claim 2 or 3, wherein the cabin behavior control means relatively displaces the cabin to at least the vicinity of the front end position of the chassis frame at the time of a frontal collision.   The vehicle body structure according to claim 2 or 3, wherein the cabin behavior control means relatively displaces the cabin to at least the vicinity of the rear end position of the chassis frame at the time of a rear collision.   The cabin behavior control means causes the cabin to follow the yaw rotation behavior of the chassis frame in a yaw rotation at the time of an offset collision, and relatively displaces the cabin to the front end position or the rear end position. Body structure described.   The cabin behavior control means is configured to cause the cabin to follow the yaw rotation behavior and lateral displacement of the chassis frame and to yaw rotate during an oblique collision, and to relatively displace the cabin frame to a front end position or a rear end position. The vehicle body structure according to 2 or 3.   The vehicle body structure according to claim 2 or 4, wherein the cabin behavior control means relatively displaces the cabin in the side frame direction on the non-collision side at the time of a central side collision.   The vehicle body structure according to claim 2 or 4, wherein the cabin behavior control means rotates the cabin at the time of a front side collision or a rear side collision. The cabin coupling means is a cylindrical member that is provided on the chassis frame and the cabin and arranged coaxially,
The vehicle body according to any one of claims 1 to 10, further comprising: a fastening member that penetrates through these cylindrical members and shears and breaks at a butt portion of each cylindrical member by an impact input at the time of collision. Construction. The cabin coupling means rotatably couples the central part of the chassis frame and the cabin, and fixing means for separating the chassis frame and the cabin by shearing and breaking due to an impact at the time of collision,
2. An electromagnetic lock means provided between the chassis frame and the cabin, and normally magnetically coupled to each other by an exciting force, and demagnetized in the event of a collision to release the magnetic coupling. The vehicle body structure according to any one of 10 to 10. The collision detection means is provided in the chassis frame and the cabin, respectively, and an accelerometer that measures acceleration / deceleration in the vehicle longitudinal direction and vehicle lateral direction,
An arithmetic unit provided in either one or both of the chassis frame and the cabin and calculating the acceleration / deceleration data obtained by the accelerometer. The vehicle body structure according to any one of the above. The cabin behavior control means is provided on the chassis frame, and two pairs of motors whose rotation directions and rotation speeds are controlled based on detection signals of the collision detection means,
One end side is wound around each motor, and the other end side is guided by the respective direction changing means provided near the center in the vehicle width direction of the chassis frame, and is connected to both ends in the vehicle width direction of the cabin. The vehicle body structure according to claim 1, further comprising: a member. The cabin behavior control means is provided in the cabin, and two pairs of motors whose rotation directions and rotation speeds are controlled based on detection signals of the collision detection means,
One end side is wound around each motor, and the other end side is guided by respective direction changing means provided near the center in the vehicle width direction of the cabin, and is connected to both ends in the vehicle width direction of the chassis frame. The vehicle body structure according to claim 1, further comprising: a member. The cabin behavior control means is provided on the chassis frame, and two pairs of motors whose rotation directions and rotation speeds are controlled based on detection signals of the collision detection means,
One end side is wound around each motor, and the other end side is guided by respective direction changing means provided at both end portions in the vehicle width direction of the chassis frame, and is connected to the cabin near the center in the vehicle width direction. The vehicle body structure according to claim 1, further comprising: a member. The cabin behavior control means is provided in the cabin, and two pairs of motors whose rotation directions and rotation speeds are controlled based on detection signals of the collision detection means,
One end side is wound around each motor, and the other end side is guided by respective direction changing means provided at both end portions in the vehicle width direction of the cabin, and is connected to the vehicle frame in the vehicle width direction center portion. The vehicle body structure according to claim 1, further comprising: a member.   18. The tension transmission member according to claim 14, wherein the tension transmission member is a flexible string-like body, and the direction changing means includes an annular portion through which the string-like body is inserted. Body structure.   The tension transmitting member is a flexible belt-like body, and the direction changing means is a low friction member formed with a groove portion through which the belt-like body is inserted. Car body structure.   The maximum pull-out amount of the tension transmission member from the motor at the time of a frontal collision is set to a length less than the length from the front end of the cabin to the front end of the chassis frame minus the collapse amount of the front end part of the chassis frame that is crushed by the collision The vehicle body structure according to any one of claims 14 to 19, wherein The maximum pull-out amount of the tension transmission member from the motor at the time of a rear collision is the length obtained by subtracting the collapse amount of the rear end of the chassis frame that is crushed by the collision from the length from the rear end of the cabin to the rear end of the chassis frame. The vehicle body structure according to any one of claims 14 to 19, wherein the vehicle body structure is set as follows.

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