JP2011131750A - Fixing structure of face plate to flange - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the durability of a chassis frame, and to attain an improvement in restraining a wight increase by reducing generated stress without adding a reinforcing member to a part of generated high stress. <P>SOLUTION: This fixing structure fixes a gusset 8 fixed to the chassis frame 1 and a flange 73 of a cross member 7 end, and is characterized in that a first rivet 91 arranged along a base 73 of the flange and nearest to the edge 75 in the vehicle width direction is arranged at the flange edge side from a base 74 of the flange from a second rivet 92 near in the second place to the edge 75 in the vehicle width direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  According to the present invention, a cross member extending in the vehicle width direction and the left and right chassis frames are fixed between a pair of left and right chassis frames that are spaced in the vehicle width direction of the vehicle and extend in the vehicle front-rear direction. Concerning structure.

  FIG. 1 shows a chassis frame 1 which is a basic chassis of a vehicle. The chassis frame 1 has a pair of right and left side rails 2 having a U-shaped cross section with an interval in the vehicle width direction, extending in the vehicle front-rear direction, and having an opening at the vehicle center side, and a left side rail 3. It is arranged. Between the pair of left and right right side rails 2 and the left side rail 3, a cross member extending in the vehicle width direction and having both ends fixed to the pair of right and left right side rails 2 and 3 is provided on the vehicle. They are arranged in a ladder shape with a gap in the front-rear direction.

  By the way, when a heavy load is loaded on the loading platform or the vehicle travels on a rough road, a large load (mainly a force that causes vertical bending and twisting) acts on the chassis frame 1. In order to ensure sufficient strength and rigidity to withstand these loads, the chassis frame 1 may be devised in the fixed structure of the coupling portion of each member, or may be reinforced by a reinforcing member at a portion where the load is applied. .

FIG. 3B is a plan view of a connecting portion between the left side rail 3 and the cross member 4. The left side rail 3 is U-shaped in cross section, and the opening is opened inward in the vehicle width direction. The left side rail 3 includes an upper surface flange portion 33, a lower surface flange portion 32, and a web portion 31 that connects the upper surface flange portion 33 and the lower surface flange portion 32 in the vertical direction. [See (B) of FIG. 2] A space surrounded by the upper surface flange portion 33, the lower surface flange portion 32, and the upper surface flange portion 33 is formed. A gusset 5 having a U-shaped cross section with an opening opened inward in the vehicle width direction is inserted into the space. The gusset 5 includes an upper surface flange portion 53, a lower surface flange (not shown), and a web portion 51 that connects the upper surface flange portion 53 and the lower surface flange portion in the vertical direction.
The gusset 5 has a trapezoidal shape with a short side in the vehicle width direction in plan view, and the web portion 51 is fastened to the web portion 31 of the left side rail 3 by rivets (not shown).

Further, a cross member 4 that is in contact with the inner surface of each of the upper surface flange portion 53 and the lower surface flange portion of the gusset 5 and is connected to the right side rail 2 on the right side is fitted.
The cross member 4 includes an upper surface flange portion 43, a lower surface flange portion (not shown), and a web portion 41 that connects the upper surface flange portion 43 and the lower surface flange portion in the vertical direction.
The upper surface flange portion 43 of the cross member 4 and the upper surface flange portion 53 of the gusset 5 are fixed by rivets 9.
As shown in FIG. 3B, the rivet 9 that is a fixed member is formed in a P shape in a strip shape along the bent portion of the web portion 41 that is the base portion of the flange portion of the cross member 4 and the upper surface flange portion 43. Arranged in the Q column.

The arrangement structure of the fixed member is such that the first fixed row (first rivet) 91 (from the end rim 75 side to the end edge 75 side) is closest to the first row P row closest to the bent portion from the end 44 side in the vehicle width direction. Close), the next second fixed member (second rivet) 92, the second row Q row, the third fixed member (third rivet) 93, fourth fixed member from the cross member 4 vehicle width direction edge 75 side An installation member (fourth rivet) 94 is disposed.
Further, also in the lower surface flange portion of the gusset 5, the fixing of the lower surface flange portion and the lower surface flange portion of the cross member 4 is arranged in the same pattern as the upper surface flange portion 53.

  However, when a large load (mainly a force that causes vertical bending and twisting) is applied to the chassis frame 1, as shown in FIG. 1B, the suspension mechanism (not shown) is used when the vehicle body is on a rough road or a curved road. The torsion acting force is input from the spring hanger 6 connected to) through the right side rail 2 and the left side rail 3. The twisting force is input to the cross member 4 via the gusset 5. Since the right side rail 2 and the left side rail 3 have a large plate thickness and a large upper surface and lower surface flange, and thus have high rigidity, the torsional deformation from the suspension mechanism is absorbed by the deformation of the gusset 5 and the cross member 4. The deformation of the gusset 5 and the cross member 4 is transmitted by the rivets 91, 92, 93 and 94 which are fixed members, but high stress is generated in the first rivet 91. The cause of the occurrence is the end portion 44 of the cross member 4 and close to the bent portion, so that the periphery of the first rivet 91 has the highest rigidity, so that there is a problem that high stress is generated and durability is lowered.

  Japanese Patent Publication No. 7-1000045 (Patent Document 1) has been proposed as a solution to the same problem.

Japanese Patent Publication No.7-100454

FIG. 2 of Patent Document 1 shows the connection between the flange portion 14v of the gusset 14 fixed to the end portion of the cross member 20 in the opening space portion of the chassis frame 12 formed in a U-shape and the web 12w of the chassis frame 12. A structure relating to the arrangement of rivets 18u in the section has been proposed.
However, the structure of Patent Document 1 relates to the connection between the web 12w of the chassis frame 2 and the flange portion 14v of the gusset 14 (corresponding to the gusset portion of the present embodiment). Is different and the place to be implemented is different.

  Accordingly, the present invention has been made to solve such a problem, and does not add a reinforcing member to a portion where high stress is generated, thereby reducing the generated stress and improving the durability of the chassis frame. At the same time, an object is to improve the weight increase.

  The present invention achieves such an object, and in a fixed structure in which a face plate fixed to a chassis frame is fixed to a flange portion of a member end portion, the face plate is arranged along a base portion of the flange portion and is arranged at an edge in the vehicle width direction. The closest first fixing member is arranged on the flange end edge side from the base portion of the flange portion than the second fixing member second closest to the vehicle width direction end edge.

  According to this invention, when a tensile force due to twisting or bending acts on the fixed portion, the highest acting force acts on the fixed member at the base portion of the highly rigid flange portion and near the edge side of the member. Therefore, by moving the first fixed member disposed at the position to the flange end edge side where the rigidity is slightly lowered, one of the bending deformations acting on the first fixed member (a burden amount for preventing deformation) is applied. By causing the portion to act on the second fixing member, the acting force acting on the first fixing member is shared by the second fixing member, and the generated stress in the first fixing member is reduced, and the fixing force is reduced. The durability of the entire installation can be improved.

  Preferably, in the invention of the present application, in the fixed structure of the flange portion, a plurality of strips are arranged along the base portion of the flange portion, and the first from the vehicle width direction end edge of the first strip from the base portion of the flange portion. The first fixed member, the second second fixed member, the first third fixed member and the second fourth fixed member from the edge in the vehicle width direction of the second strip, The two fixed members may be disposed with respect to the fourth fixed member from the edge in the vehicle width direction.

  With such a configuration, the second fixed member is disposed closer to the fourth fixed member than the edge in the vehicle width direction by moving toward the higher rigidity, so that the face plate and the flange of the second fixed member By increasing the amount of burden that prevents deformation and reducing the amount of deformation and securing of the first fixed member, the stress generated in the first fixed member is reduced and the durability of the fixed portion is reduced. Can be improved.

According to the present invention, in the structure of the fixed member fixed to the face plate fixed to the chassis frame and the flange portion of the member end portion, the fixed member is arranged along the base portion of the flange portion, and the vehicle width direction end The first fixed member closest to the edge is disposed on the flange end edge side from the base of the flange portion than the second fixed member second closest to the edge in the vehicle width direction. The amount of bending deformation acting on the second fixed member acts on the second fixed member, reducing the stress generated in the first fixed member, and the durability of the entire fixed portion Can be improved.
Further, since the structure does not include a reinforcing member, durability can be improved while suppressing an increase in cost and weight.

1A is a schematic perspective view of an entire vehicle chassis frame, and FIG. 2B is a schematic cross-sectional deformation diagram of the chassis frame when a twist acts on the chassis frame. (A) shows the top view of the part which implemented this invention to the chassis frame, (B) shows the side view regarding embodiment of this invention. Regarding the present invention, (A) shows a fixed member arrangement structure diagram of the invention, and (B) shows a conventional fixed member arrangement structure diagram. Regarding the present invention, (A) shows a generated stress distribution diagram in an embodiment of the invention, and (B) shows a generated stress distribution diagram in a conventional structure.

Hereinafter, embodiments of the present invention will be described with reference to FIGS.
However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.
In the embodiment of the present invention, portions described in the related art are omitted.
The same parts as those in the prior art will be described using the same reference numerals.

(First embodiment)
FIG. 2A shows a plan view of a portion where the present invention is implemented in a chassis frame, and FIG. 2B shows a side view thereof. Reference numeral 3 denotes a left side rail of the chassis frame 1 that extends in the front-rear direction of the vehicle, has a space in the vehicle width direction, and has a U-shaped cross section with an opening opened inward in the vehicle width direction. A gusset 8 having a U-shaped cross section, which is a face plate, is disposed in the opening of the left side rail 3. The gusset 8 includes an upper surface flange portion 83, a lower surface flange 82, and a web portion 81 that connects the upper surface flange portion 83 and the lower surface flange portion 82 in the vertical direction. A web portion 81 of the gusset 8 is fixed to the web portion 31 of the left side rail 3 by rivets. In the gusset 8, the upper surface flange portion 83 and the lower surface flange portion 82 have a trapezoidal shape with a short side on the inner side in the vehicle width direction in plan view.
Therefore, the gusset 8 has high rigidity against twisting by the chassis frame 1.

A cross member 7 as a member is interposed between the upper surface flange portion 83 and the lower surface flange portion 82 of the trapezoidal portion of the gusset 8. The cross member 7 includes an upper surface flange portion 73, a lower surface flange 72, and a web portion 71 that connects the upper surface flange portion 73 and the lower surface flange portion 72 in the vertical direction.
The end of the upper surface flange portion 73 of the cross member 7 is in contact with the space side of the upper surface flange portion 83 of the gusset 8, and the end of the lower surface flange 72 of the cross member 7 is in contact with the space side of the lower surface flange portion 82 of the gusset 8. The parts are in contact.

Since the upper surface side and the lower surface side are the same as the fixed structure of the gusset 8 and the cross member 7, the upper surface flange portion 83 of the gusset 8 and the cross will be described as shown in FIG. The member 7 is fixed to the upper surface flange portion 73 by four rivets 9 which are fixing members. The rivet 9 is along the bent portion 74 between the web portion 71 of the cross member 7 which is the base portion of the flange portion and the upper surface flange portion 73, and from the bent portion 74 toward the edge of the upper surface flange portion 73. And there is a second row of Q rows, and each rivet 9 is arranged along the row.
A first rivet 91 that is the first fixed member closest to the vehicle width direction edge 75 of the cross member 7 in the P row is disposed. A second rivet 92 that is second closest to the vehicle width direction edge 75 of the cross member 7 is disposed adjacent to the first rivet 91 in the P row. In the second row Q row, the third rivet 93 and the fourth rivet 94 are arranged in the order from the vehicle width direction edge 75 of the cross member 7.

The first rivet 91 is moved by L (R line) from the P row to the end edge side of the upper surface flange portion 73 of the cross member 7. Further, the second rivet 92 is moved by the movement amount M from the fourth rivet 94 in the Q row toward the end 75 of the cross member 7 in the vehicle width direction.
This is because the first rivet 91 moves from the P row to the end edge side of the upper surface flange portion 73 of the cross member 7, thereby moving the first rivet 91 from a high rigidity to a low one. The second rivet 92 is moved from the low rigidity portion to the high rigidity portion by moving the fourth rivet 94 in the Q row toward the end 75 of the cross member 7 in the vehicle width direction.
When an external force is applied to the structure, the generated stress tends to concentrate where the rigidity is high.
The generated stress is reduced due to deformation in the part with less rigidity.
Therefore, the stress generated in the first rivet 91 generated to restrain the bending moment and the tensile force accompanying the bending due to the twisting of the chassis frame 1 decreases, and conversely, the stress generated in the second rivet 92 increases.
This is because the stress generated in the first rivet 91 is shared by the second rivet 92.
The durability of the first rivet 91 is improved, and the durability of the chassis frame 1 is improved.

4A shows a stress distribution diagram in the embodiment, and FIG. 4B shows a conventional stress distribution diagram.
In the prior art (B), a high stress is generated in the first rivet 91, but the second rivet 92 indicates that the generated stress is low. The durability is lowered in a state where the first rivet 91 is working hard. In the embodiment of (A), the same stress is generated in the first rivet 91 and the second rivet 92 and is lower than the stress generated in the conventional first rivet 91.
It can be well understood that the second rivet 92 shares the stress generated in the first rivet 91. As a result, the durability of the chassis frame 1 is improved and a reinforcing member is not required, so that the durability can be improved while suppressing an increase in cost and weight.

(Second Embodiment)
Description of the same parts as those in the first embodiment is omitted, and only different parts will be described. Furthermore, the same code is used as the code.
Regarding the fixing structure of the gusset 8 and the cross member 7, the fixing of the upper surface flange portion 83 of the gusset 8 and the upper surface flange portion 73 of the cross member 7 is fastened by four rivets 9 which are fixing members. . The rivet 9 extends along the bent portion 74 between the web portion 71 of the cross member 7 which is the base portion 74 of the flange portion and the upper surface flange portion 73, and from the bent portion 74 toward the edge of the upper surface flange portion 73. There are a row and a second Q row, and each rivet 9 is arranged along the row.
A first rivet 91 that is the first fixed member closest to the vehicle width direction edge 75 of the cross member 7 in the P row is disposed. A second rivet 92 that is second closest to the vehicle width direction edge 75 of the cross member 7 is disposed adjacent to the first rivet 91 in the P row. In the second row Q row, the third rivet 93 and the fourth rivet 94 are arranged in the order from the vehicle width direction edge 75 of the cross member 7.

Further, the first rivet 91 is moved by L (R line) from the P row to the end edge side of the upper surface flange portion 73 of the cross member 7.
When only the first rivet 91 is moved by L (R line) toward the end edge of the upper surface flange portion 73 of the cross member 7, the first rivet 91 moves from a place having high rigidity to a place having low rigidity. However, the stress generated in the first rivet 91 generated to restrain the bending moment and the tensile force associated with the bending decreases, but does not decrease as much as the stress generated in the first rivet 91 of the first embodiment. This is because the second rivet 92 remains disposed at a low rigidity, so that the amount of the second rivet 92 is low and lower than the amount of the second rivet 92 of the first embodiment.

In this embodiment, a rivet is used as the fixed member, but the same effect can be obtained by so-called plug welding in which the periphery of a bolt or a hole on the circumference is fillet welded.
Further, the gusset 8 has a U-shaped cross section, but the web portion 81 is vertically divided into L-shaped cross sections and fixed to the left side rail and the right side rail in a state of being opposed at two upper and lower positions, The cross member 7 may be fixed.

  It is suitable for use in a vehicle chassis frame or the like in which a member that absorbs torsional rigidity is fixed to a highly rigid member via a face plate so that high stress is not generated in the fixed member.

DESCRIPTION OF SYMBOLS 1 Chassis frame 2 Right side rail 3 Left side rail 7 Cross member 8 Gusset 9 Rivet 71 Web part 72 Lower surface flange part 73 Upper surface flange part 74 Bending part (base part of flange part)
75 Vehicle width direction edge 76 Flange edge 91 First rivet (first fixed member)
92 Second rivet (second fixed member)
93 Third rivet (third fixed member)
94 Fourth rivet (fourth fixed member)

Claims (2)

  In the fixed structure in which the face plate fixed to the chassis frame is fixed to the flange portion of the member end portion, the first fixed member that is arranged along the base portion of the flange portion and is closest to the vehicle width direction end edge is A structure for fixing a face plate to a flange portion, characterized in that it is disposed from the base portion of the flange portion to the flange end edge side from a second fixing member that is second closest to the vehicle width direction end edge.   In the fixed structure of the flange portion, a plurality of first fixed members are disposed along the base portion of the flange portion, and the first fixed member is the first from the vehicle width direction end edge of the first line from the base portion of the flange portion. The second fixed member has a second fixed member, a first third fixed member, and a second fourth fixed member from the second end of the vehicle width direction, and the second fixed member is a fourth fixed member. 2. The structure for fixing a face plate to a flange portion according to claim 1, wherein the structure is disposed from an edge in the vehicle width direction with respect to an installation member.

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