JP2014054943A - Shock absorbing structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shock absorbing structure of a vehicle capable of widening the cabin space, and efficiently absorbing and dispersing the force from the outside to enough secure the survival space of an occupant.SOLUTION: An upper end of a back wall beam (12) having an offset part (12c) and a lower end of a roof beam (16), the exterior side of which is cut out, are connected at the respective interior side faces to each other by a connecting plate (18) with a clearance gap therebetween, whereby when the external force is applied from above a cab (1), the connecting plate (18) is buckled to turn a roof beam (16) to the exterior side, and the roof beam (16) is buckled to position the upper half part of a vertical part (16a) and the offset part (12c) on the same straight line.

Description

  The present invention relates to a shock absorbing structure for a vehicle, and more particularly to a structure that absorbs a shock to the vehicle and secures a living space for an occupant.

In trucks and passenger cars, in order to ensure the occupant's living space when a large external force is applied from the outside due to a collision, etc., the strength and rigidity of the vehicle body that constitutes the occupant space are made as high as possible to reduce the amount of deformation to the living space. There must be.
For example, as a cab structure of a cab overtrack, a monocoque structure in which an outer shell is formed by a panel member on a main sill skeleton structure is mainly used.

However, with such a configuration alone, it is difficult to ensure a sufficient occupant living space when a large force is applied to the cab from the outside.
Therefore, a configuration in which a reinforcing member is added to the skeleton forming the cab is disclosed (see Patent Document 1).

JP 2010-64611 A

However, in the technique disclosed in the above-mentioned Patent Document 1, since the reinforcement is only provided by providing a single reinforcing member to the skeleton of the cab, the efficiency and the improvement in the strength and rigidity of the cab are incomplete as the reinforcing means. It can be said that there is.
In addition, in order to make the indoor space as wide as possible, there is a cab structure in which the panel member that forms the outer shell is partially bulged outward, in which case it is necessary to partially bend the skeletal member as the panel member bulges There is. However, if a part of the skeleton member is bent, there is a problem that when an external force is applied, the force concentrates on the bent portion and is easily deformed. If the skeletal member is deformed indoors with the bent portion as a fulcrum, the occupant's living space may be significantly reduced.

In particular, when an external force is applied to the roof of the vehicle due to the vehicle falling over or colliding with falling objects, it is difficult to ensure a living space because there are few members on the roof side that normally absorb the impact.
The present invention has been made to solve such problems, and the object of the present invention is to widen the indoor space and efficiently absorb and disperse external forces to save the occupant's living space. An object of the present invention is to provide a shock absorbing structure for a vehicle that can be sufficiently secured.

  In order to achieve the above object, in the shock absorbing structure for a vehicle according to claim 1, the shock absorbing structure includes a skeleton member provided along an outer shell forming the indoor space of the vehicle. A first skeleton member having an offset portion offset from the base portion to the outdoor side so as to expand, and one end portion is located on the extension of the base portion of the first skeleton member, and the outdoor side of the one end portion is notched The gap between the second skeleton member, the one end portion of the first skeleton member, and the one end portion of the second skeleton member is extended across the room-side surface of each one end portion. And a plate-like connecting member coupled to the first skeleton member and the second skeleton member.

  The impact absorbing structure for a vehicle according to claim 2, wherein the second skeleton member and the connecting member are when the second skeleton member receives an external force toward the first skeleton member. Further, the connecting member is buckled to the indoor side, and the one end portion of the second skeleton member is in contact with the one end portion of the first skeleton member and is rotated to the outside of the room, and the other end side from the one end portion. By being buckled, the other end side of the buckled portion is configured to be positioned on the same straight line as the offset portion of the first skeleton member.

  The impact absorbing structure for a vehicle according to claim 3, wherein the first skeleton member, the second skeleton member, and the connecting member are on the other end side from the buckled portion of the second skeleton member. And the force received at the offset portion of the first skeleton member and the force received at the base portion of the first skeleton member are balanced.

According to a fourth aspect of the present invention, there is provided the impact absorbing structure for a vehicle according to any one of the first to third aspects, wherein the third skeleton member intersects the first skeleton member on the outdoor side of the one end portion of the first skeleton member. It is characterized by being provided.
6. The shock absorbing structure for a vehicle according to claim 5, wherein the vehicle is a truck according to any one of claims 1 to 4, and the first skeleton member and the second skeleton member are outer shells of the cab of the truck. The second skeletal member is arranged above the first skeleton member and extends in the vertical direction facing the back panel forming the rear surface.

  A shock absorbing structure for a vehicle according to claim 6, wherein the vehicle is a truck according to any one of claims 1 to 4, and the first skeleton member and the second skeleton member are outer shells of the cab of the truck. The second skeleton member is disposed in front of the first skeleton member and faces the floor panel forming the floor surface of the vehicle.

According to the shock absorbing structure for a vehicle of the first and second aspects of the present invention using the above-described means, the one end portion of the first skeleton member having the offset portion and the second skeleton member in which the outdoor side is notched are provided. The one end portion is coupled to each other by a connecting member on the interior side surface with a gap therebetween.
With such a configuration, when an external force is applied to the second skeleton member, the connecting member buckles indoors, and one end of the second skeleton member comes into contact with one end of the first skeleton member. And the one end part of the 2nd skeleton member is notched in the outdoor side, The peripheral part of the said one end part rotates to the outdoor side.

Further, buckling is caused on the other end side from the one end portion of the second skeleton member, and the other end side from the buckling portion is positioned on the same straight line as the offset portion of the first skeleton member.
In this way, by deforming only the second skeleton member side to absorb the impact, it is possible to secure a living space for the occupant on the first skeleton member side. On the other hand, since the first skeleton member has the offset portion, the indoor space can be expanded and a wider living space can be secured.

As a result, the indoor space can be widened, and the external force can be efficiently absorbed and dispersed to sufficiently secure the occupant's living space.
In particular, according to the shock absorbing structure for a vehicle of claim 3, the first skeleton member, the second skeleton member, and the connecting member receive the force received on the other end side from the buckling portion of the second skeleton member and the first skeleton member. The force received by the offset portion of the skeleton member is balanced with the force received by the base portion of the first skeleton member.

  Thereby, in the first skeleton member having the bent portion that is structurally fragile by forming the offset portion, it is possible to suppress an unnecessary load from being applied to the bent portion or an unnecessary moment being generated. it can. Thereby, the shape of the first skeleton member can be maintained, and the expansion of the indoor space and the securing of the occupant's living space can be achieved at the same time.

According to the shock absorbing structure for a vehicle of the fourth aspect, the third skeleton member intersecting with the first skeleton member is provided on the outdoor side of the one end portion of the first skeleton member.
As a result, the upper end portion of the first skeleton member can be strengthened, and deformation of the first skeleton member can be more reliably suppressed when an external force is applied to the second skeleton member.

  According to the shock absorbing structure for a vehicle of claim 5, the first skeleton member and the second skeleton member are extended in the vertical direction facing the back panel of the cab of the truck, and the first skeleton member is disposed above the first skeleton member. Two skeleton members are arranged. This makes it possible to secure an occupant's living space while expanding the indoor space without providing a new device or the like even with respect to the impact from above the cab of the truck where it is difficult to provide other members that absorb the impact. .

  According to the shock absorbing structure for a vehicle of claim 6, the first skeleton member and the second skeleton member are extended in the vehicle front-rear direction so as to face the floor panel of the truck cab, and in front of the first skeleton member. The second skeleton member is disposed. Accordingly, it is possible to secure the occupant's living space against the frontal collision of the truck while expanding the indoor space without providing a new device or the like.

It is a partial fracture perspective view of the cab of the truck provided with the shock absorption structure of vehicles in one embodiment of the present invention. It is sectional drawing of the frame | skeleton member which faced the back panel and roof panel in the impact-absorbing structure of the vehicle which concerns on one Embodiment of this invention. It is a schematic block diagram (a)-(d) which shows the change of the skeleton member when a cab receives the external force from upper direction. It is a schematic block diagram which shows the deformation | transformation state of a skeleton member when receiving the external force from the upper direction in a comparative example.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a partially broken perspective view of a cab of a truck provided with a vehicle shock absorbing structure according to an embodiment of the present invention, and FIG. 2 faces a back panel and a roof panel. Cross-sectional views of the skeletal member are shown, which will be described below with reference to these drawings.

The cab 1 of the truck shown in the figure includes a roof panel 2 on the roof surface, a front panel 4 and a front window 6 on the front surface, side panels 8 on both sides and doors and side windows not shown, and a back panel 10 on the rear surface. A floor panel (not shown) is formed on the floor as an outer shell.
On the indoor side of the back panel 10, a pair of left and right back wall beams 12 (first skeleton members) extending in the vertical direction are erected facing the back panel 10. In the back panel 10, a bulging portion 10 a bulging outward is formed at the center of the range where the pair of back wall beams 12 are provided so as to expand the indoor space of the cab 1. . Accordingly, each back wall beam 12 is offset to the outdoor side along the bulging portion 10 a of the back panel 10 at the center in the vertical direction.

Specifically, as shown in FIG. 2, the back wall beam 12 is formed with an offset portion 12c that is offset to the indoor side from the upper portion 12a and the lower portion 12b as the base portion. In forming the offset portion 12c, bent portions 12d and 12e are formed at the upper and lower ends of the offset portion 12c.
A cross member 14 (third skeleton member) extending in the vehicle width direction is spanned across the upper end portions (one end portion) of the pair of back wall beams 12 so as to face the back panel 10. The upper end portion of the back wall beam 12 is notched on the outdoor side in accordance with the outer shape of the cross member 14, and the indoor side surface is in contact with the indoor side surface of the cross member 14.

  Further, on the same straight line of the back wall beam 12 and slightly above the upper end of the back wall beam 12, there is a roof beam 16 (second beam) extending from the back panel 10 to the roof panel 2. The skeleton member) extends. The roof beam 16 has an L shape in a side view including a vertical portion 16 a along the back panel 10 and a horizontal portion 16 b along the roof panel 2. As is clear from FIG. 2, an inclined surface 16c is formed at the lower end portion (one end portion) of the roof beam 16 so that the outdoor side surface approaches the indoor side surface toward the tip. The outdoor side is cut out.

The skeleton members of the back wall beam 12, the cross member 14, and the roof beam 16 are metal strength members having a cross-sectional hat shape each having an opening on the back panel 10 side.
The upper end portion of the back wall beam 12 and the lower end portion of the roof beam 16 are connected via a connecting plate 18 (connecting member) which is a rectangular metal plate. The lower half portion of the connection plate 18 is in contact with the indoor side surface of the upper end portion of the back wall beam 12, and is fastened by fasteners 20a made up of bolts and nuts at two places on the left and right. Note that the fastener 20 a fastens the cross member 14 together with the connecting plate 18 and the upper end portions of the back wall beam 12.

The upper half portion of the connecting plate 18 is in contact with the indoor side surface of the lower end portion of the roof beam 16 and is fastened by fasteners 20b made of bolts and nuts at two left and right positions.
The shock absorbing structure in the back panel 10 is configured by the skeleton members including the back wall beam 12, the cross member 14, and the roof beam 16 described above, and the connecting plate 18.

Next, a change in the shock absorbing structure when the cab 1 receives an external force F from above due to a vehicle falling or falling objects will be described.
Referring to FIG. 3, FIG. 3 shows changes (a) to (d) of the shock absorbing mechanism when the cab receives an external force from above, which will be described below with reference to FIG. In these drawings, for convenience of explanation, the members of FIG. 2 are simplified and the roof panel 2 and the back panel 10 are omitted.

FIG. 3A shows a state where the cab 1 starts to receive an external force F from above. As indicated by the white arrow in the figure, when the external force F is applied, the roof beam 16 that supports the roof panel 2 receives a downward force.
Next, FIG. 3B shows a state in which the connecting plate 18 starts to deform. The force received by the roof beam 16 is transmitted to the connecting plate 18 via the fastener 20b. Since the connection plate 18 has a flat plate shape, its strength is weaker than that of each skeleton member, and buckling occurs at the central portion in the vertical direction by receiving a downward force. The buckling in the connection plate 18 is buckled toward the indoor side where there is no obstructing member. With the buckling, the roof beam 16 moves downward so as to close the gap with the back wall beam 12, and the lower end portion of the roof beam 16 and the upper end portion of the back wall beam 12 come into contact with each other.

  Subsequently, FIG. 3C shows a state in which the roof beam 16 starts to be deformed. The lower end portion of the roof beam 16 has a shape in which the outdoor side is notched, and the connecting plate 18 is buckled to the indoor side, so that the lower end portion of the roof beam 16 and the upper end portion of the back wall beam 12 are A moment for rotating the roof beam 16 to the outdoor side is generated with the contact portion as a fulcrum. On the other hand, since the roof beam 16 is constrained by the back panel 10 and the roof panel 2, the entire roof beam 16 does not rotate to the outdoor side, and buckling occurs at a substantially central portion in the vertical direction of the vertical portion 16a. Only the lower half rotates to the indoor side.

  The inclined surface 16 c at the lower end of the roof beam 16 contacts the upper end of the back wall beam 12 and the cross member 14. The angle of the inclined surface 16c at the lower end portion of the roof beam 16 and the buckling position of the vertical portion 16a are determined by the buckling of the vertical portion 16a when the inclined surface 16c comes into contact with the upper end portion of the back wall beam 12 and the cross member 14. The upper half portion above the position and the offset portion 12c of the back wall beam 12 are set in advance so as to be located on substantially the same straight line.

  As a result, the vertical force received by the upper half of the vertical portion 16a of the roof beam 16, the force received by the offset portion 12c of the back wall beam 12, and the back wall beam 12 which is also located on substantially the same straight line in the vertical direction. The forces received by the upper part 12a and the lower part 12b of the sword are balanced. Accordingly, it is possible to suppress an excessive load on the structurally fragile portions such as the bent portions 12d and 12e of the back wall beam 12 and an unnecessary moment. As a result, the shape of the back wall beam 12 can be maintained, and both expansion of the indoor space and securing of the occupant's living space can be achieved.

  Finally, FIG. 3D shows a state where the roof beam 16 is completely deformed. As the roof beam 16 continues to receive the external force F, the lower half portion of the vertical portion 16a is further crushed downward. Even in this case, as long as the upper half of the vertical portion 16a of the roof beam 16 and the offset portion 12c of the back wall beam 12 are maintained on substantially the same straight line, the bent portions 12d and 12e of the back wall beam 12 are moved to. Thus, the load and moment are suppressed.

  As shown in FIGS. 3A to 3D, when the cab 1 receives an external force F from above, only the roof beam 16 is crushed, and the height L of the region on the side of the back wall beam 12 where the occupant is present. Is kept constant. In particular, since the cross member 14 is also provided at the upper end of the back wall beam 12, a region on the back wall beam 12 side is firmly secured. That is, the upper part of the passenger compartment in the range where the roof beam 16 is provided becomes a so-called crushable zone to absorb the impact, and the lower part from the central part of the passenger compartment where the back wall beam 12 is provided becomes a safety zone, and the occupant's survival Space is secured.

Referring now to FIG. 4, as a comparative example of the present embodiment, the cab is viewed from above in a configuration in which the lower end portion of the roof beam 16 ′ and the upper end portion of the back wall beam 12 ′ are abutted and connected as in FIG. The deformation state of the skeleton member when receiving the external force F is shown.
In the comparative example, for example, the roof beam 16 ′ is matched with the lower end portion of the roof beam 16 ′ and the upper end portion of the back wall beam 12 ′, and is fastened by welding or both of the indoor side and the outdoor side via a connecting plate or the like. 16 'and the back wall beam 12' are comprised integrally. Here, in order to simplify the description, the cross member is omitted.

  In such a configuration, when the cab receives an external force F from above, as shown in FIG. 4, the forces received at the vertical portion 16a ′ of the roof beam 16 ′ and the upper portion 12a ′ of the back wall beam 12 ′ are on the same straight line. As a result, the force applied to the offset portion 12c ′ of the back wall beam 12 ′ is not balanced. That is, the force received by the vertical portion 16a 'of the roof beam 16' and the upper portion 12a 'of the back wall beam 12' is increased.

  For this reason, the load concentrates on the bent portions 12d 'and 12e' above and below the offset portion 12c 'of the back wall beam 12', and a moment in the direction of rotating the roof beam 12 'to the indoor side is generated. As a result, the roof beam 16 'and the back wall beam 12' are inclined to the indoor side while buckling at the bent portions 12d 'and 12e', resulting in a significant reduction in the occupant's living space.

  As is clear from comparison with the comparative example, in this embodiment, only the roof beam 16 side is deformed to the outdoor side to absorb the impact, thereby reducing the occupant's living space on the back wall beam 12 side. There is nothing. On the other hand, since the back wall beam 12 has the offset portion 12c, the indoor space can be expanded and a wider living space can be secured.

As a result, the cabin space of the cab 1 can be widened, and the external force can be efficiently absorbed and dispersed to ensure a sufficient occupant living space.
In particular, by applying the shock absorbing structure of the present invention to the back wall beam 12 and the roof beam 16 facing the back panel 10 of the cab 1 of the truck as in this embodiment, it is difficult to provide other members that absorb the shock. Even in response to an impact from above the cab, it is possible to secure the occupant's living space while expanding the indoor space without providing a new device or the like.

Although the description of the embodiment of the shock absorbing structure for a vehicle according to the present invention has been completed above, the embodiment is not limited to the above embodiment.
For example, in the above-described embodiment, the vehicle impact absorbing structure according to the present invention is applied to the back panel 10 of the truck cab 1, but it can also be applied to other parts. For example, the present invention can be similarly applied to a cab side panel, and the same effects as those of the above-described embodiment can be obtained.

  The present invention can also be applied to a roof panel or a floor panel in which the skeleton member extends in the front-rear direction. When applied to a roof panel or a floor panel, in order to prepare for a collision from the front of the cab, the first skeleton member corresponding to the back wall beam 12 of the above embodiment is arranged in a range that becomes a living space for the occupant, A second skeleton member corresponding to the roof beam 16 of the above embodiment is disposed on the vehicle front side. Thereby, the occupant's living space can be secured against the frontal collision of the truck without providing a new device or the like.

Moreover, in the said embodiment, although the upper part 12a and the lower part 12b of the back wall beam 12 are made into the base part, the structure by which only the upper part is made into the base part and the offset part is extended to the floor surface as it is may be sufficient.
Moreover, in the said embodiment, although the connection plate 18 is fastened by the back wall beam 12 and the roof beam 16 via fastener 20a, 20b, the means to connect the said connection plate 18 is restricted to this. is not. For example, the back wall beam 12 and the roof beam 16 may be connected by spot welding.

DESCRIPTION OF SYMBOLS 1 Cab 2 Roof panel 10 Back panel 10a Bumping part 12 Back wall beam (1st frame member)
12a Upper part 12b Lower part 12c Offset part 12d, 12e Bending part 14 Cross member (3rd frame member)
16 Roof beam (second frame member)
16a Vertical part 16b Horizontal part 16c Inclined surface 18 Connection plate (connection member)
20a, 20b fastener

Claims (6)

An impact absorbing structure comprising a skeleton member provided along an outer shell that forms an interior space of a vehicle,
A first skeleton member having an offset portion offset from the base portion to the outdoor side so as to expand the indoor space;
A second skeleton member in which one end is located on an extension of the base of the first skeleton member, and the outdoor side of the one end is cut away;
The first skeleton member extends between the one end of the first skeleton member and the one end of the second skeleton member, and has a gap between the first skeleton member and the one end of the second skeleton member. A plate-like connecting member coupled to the second skeleton member;
A shock absorbing structure for a vehicle, comprising: The second skeleton member and the connecting member are
When the second skeleton member receives an external force toward the first skeleton member, the connecting member is buckled indoors, and one end of the second skeleton member is the first skeleton. The other end side of the buckling portion is collinear with the offset portion of the first skeleton member by buckling on the other end side from the one end portion while contacting the one end portion of the member and rotating outward. The shock absorbing structure for a vehicle according to claim 1, wherein the shock absorbing structure is configured to be positioned. The first skeleton member, the second skeleton member, and the connecting member are:
The force received at the other end side from the buckling portion of the second skeleton member and the force received at the offset portion of the first skeleton member are balanced with the force received at the base portion of the first skeleton member. The shock absorbing structure for a vehicle according to claim 2, wherein   The third skeleton member that intersects with the first skeleton member is provided on the outdoor side of the one end portion of the first skeleton member. Vehicle shock absorption structure. The vehicle is a truck;
The first skeleton member and the second skeleton member extend in a vertical direction facing a back panel that forms a rear surface of an outer shell of the cab of the truck, and the second skeleton member extends above the first skeleton member. 5. The vehicle impact absorbing structure according to claim 1, wherein the skeleton member is disposed. The vehicle is a truck;
The first skeleton member and the second skeleton member extend in the vehicle front-rear direction facing a floor panel that forms a floor surface of the outer shell of the cab of the truck, and the front of the first skeleton member is in front of the first skeleton member. The impact absorbing structure for a vehicle according to any one of claims 1 to 4, wherein a second skeleton member is disposed.

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