JP2015009633A - Vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body structure which can improve occupant protection performance in a head-on collision of a vehicle.SOLUTION: A tie rod bracket 23 includes connection parts 41, 42 which respectively extend downward from a left end part and a right end part of a rack shaft 32 and an installation part 43 installed between the connection parts 41, 42. An end part of a tie rod 24L, 24R is connected to the installation part 43. A bracket guide 26 includes a first guide member 61 and a second guide member 62. The first guide member 61 makes contact with the installation part 43 from the back, and the second guide member 62 makes contact with the installation part 43 from the front. Consequently, the movement of the tie rod bracket 23 in a front-back direction is regulated.

Description

  The present invention relates to a vehicle body structure, particularly a vehicle body structure suitable for a small vehicle.

  A vehicle such as an automobile is provided with a steering mechanism. For example, a rack and pinion type steering mechanism includes a rack shaft extending in the vehicle width direction and a pinion that meshes with a gear formed on the rack shaft. The pinion is held on the steering shaft. One end of a steering shaft is coupled to the steering shaft. The other end of the steering shaft is disposed in front of the driver's seat in the passenger compartment, and a steering wheel is attached to the other end.

JP 11-99953 A

  Therefore, there is a possibility that the driver sitting on the driver's seat may hit the steering wheel at the time of a frontal collision of the vehicle. Further, an impact at the time of a frontal collision is input to the steering shaft, the steering shaft is pushed up, and the steering wheel may approach the driver's seat. Therefore, in a vehicle in which a steering mechanism is provided in front of the passenger compartment, it is desirable to improve occupant protection during a frontal collision of the vehicle.

  In particular, for small vehicles used in urban areas such as traveling in the city and commuting from the suburbs, the passenger compartment is protected in the event of a frontal collision while ensuring as much space as possible in the interior and reducing the weight and cost. It is desired to improve the performance.

  The objective of this invention is providing the vehicle body structure which can improve the passenger | crew protection property at the time of the frontal collision of a vehicle.

  In order to achieve the above object, a vehicle body structure according to the present invention includes a vehicle body frame, a steering shaft, a linear motion member that moves in the vehicle width direction as the steering shaft rotates, and a lower side than the linear motion member. A tie rod bracket having a portion located, connected to the linear motion member and moving in the vehicle width direction integrally with the linear motion member, a tie rod having one end coupled to the tie rod bracket, and the tie rod bracket in the vehicle width direction. A bracket guide that allows movement and restricts movement of the tie rod bracket in the front-rear direction with respect to the vehicle body frame.

  According to this configuration, as the steering shaft rotates, the linear motion member moves in the vehicle width direction, and the tie rod bracket moves integrally with the linear motion member. Since one end of the tie rod is connected to the tie rod bracket, the tie rod rotates the knuckle as the tie rod bracket moves, and the wheels (steering wheels) are steered left and right.

  When a portion of the tie rod bracket located below the linear motion member is pushed rearward during a frontal collision of the vehicle, the input to the tie rod bracket rotates the tie rod bracket and the linear motion member with the linear motion member as a fulcrum. It becomes power. Thereby, it can suppress that a steering shaft moves back, ie, a driver's seat side. In addition, since the movement of the tie rod bracket in the front-rear direction is restricted between the bracket guide and the vehicle body frame, the steering shaft can be prevented from moving backward together with the linear motion member. Accordingly, it is possible to improve occupant protection during a frontal collision of the vehicle.

  In the configuration where the bracket guide is not provided, the tie rod bracket swinging (the rotation of the linear motion member and the tie rod bracket) with the linear motion member as a fulcrum is not restricted, so the position of the tie rod bracket is accurate in the vehicle assembly process. The position of one end of the tie rod (the portion connected to the tie rod bracket) is not uniform. Further, when the vehicle travels, the linear motion member and the tie rod bracket swing around the linear motion member as a fulcrum by the input from the road surface to the tie rod bracket, and the response of the wheel steering to the rotation of the steering shaft and the straight travel of the vehicle Stability may be reduced.

  Bracket guides are provided to restrict the movement of the tie rod bracket in the front-rear direction, so that these problems can be solved, and the steering response of the wheels to the turning of the steering shaft and the straight running stability of the vehicle Can be improved.

  Further, by connecting one end portion of the tie rod to the tie rod bracket inside the both ends of the linear motion member in the vehicle width direction, it is possible to ensure a sufficient length of the tie rod even in a vehicle having a small tread. . Therefore, in a vehicle having a small tread, the steering performance can be improved.

  The linear motion member may be a rack shaft provided in a rack and pinion type steering gear. In this case, in a vehicle with a small tread, even if an existing rack and pinion type steering gear is used, the tie rod bracket is provided to ensure the length of the tie rod necessary for good wheel steering. Can do. Therefore, in a vehicle having a small tread, it is possible to improve the steering performance while using the existing steering gear adopted in other vehicle types. By using an existing steering gear, it is possible to reduce vehicle development costs and manufacturing costs.

  According to the present invention, it is possible to improve occupant protection during a frontal collision of a vehicle. Further, it is possible to improve the responsiveness of the wheel turning with respect to the turning of the steering shaft and the straight running stability of the vehicle.

1 is a schematic plan view of a vehicle. 1 is a perspective view showing a vehicle body structure according to an embodiment of the present invention. FIG. 3 is a side view of the vehicle body structure shown in FIG. 2. It is a perspective view which shows the vehicle body structure which concerns on other embodiment of this invention.

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

  FIG. 1 is a schematic plan view of the vehicle 1.

  The vehicle 1 is a small electric vehicle, and is, for example, a city commuter used for traveling in an urban area such as moving in a city or commuting from a nearby area. The dimensions of the vehicle 1 are, for example, total length × full width × total height = about 2500 × about 1000 × about 1500 mm.

  The vehicle 1 includes a vehicle body 2. A vehicle compartment 3 is formed in the vehicle body 2. In the passenger compartment 3, a front seat (driver's seat) 4 and a rear seat 5 are provided side by side.

  Wheel houses (tire houses) 6LF, 6RF, 6LR, and 6RR are provided at the left front portion, the right front portion, the left rear portion, and the right rear portion of the vehicle body 2, respectively. Each wheel house 6LF, 6RF, 6LR, 6RR is recessed from the side surface of the vehicle body 2 in the vehicle width direction (left-right direction).

  Front wheels 7L and 7R are accommodated in the left front wheel house 6LF and the right front wheel house 6RF, respectively. The front wheels 7L and 7R are steering wheels that are steered to change the traveling direction of the vehicle 1. The front wheels 7L and 7R are held by knuckles 8L and 8R, respectively. The knuckles 8L and 8R are supported by a lower arm (not shown) and provided so as to be rotatable (swingable) about the king pins 9L and 9R, respectively. Knuckles 8L and 8R are respectively formed with knuckle arms 10L and 10R. The knuckle arms 10L and 10R extend forward from the king pins 9L and 9R, respectively.

  Rear wheels 11L and 11R are accommodated in the left rear wheel house 6LR and the right rear wheel house 6RR, respectively. The driving force of a motor (not shown) disposed at the rear end of the vehicle body 2 is input to the rear wheels 11L and 11R via a drive shaft (not shown) extending in the vehicle width direction. That is, the rear wheels 11 </ b> L and 11 </ b> R are driving wheels to which driving force for traveling the vehicle 1 is input.

  FIG. 2 is a perspective view showing a vehicle body structure 12 according to an embodiment of the present invention. FIG. 3 is a side view of the vehicle body structure 12.

  A vehicle body structure 12 is applied to the vehicle 1.

  The vehicle body structure 12 includes a steering gear 21, a steering shaft 22, a tie rod bracket 23, and a pair of left and right tie rods 24L and 24R.

  The steering gear 21 is a rack and pinion type steering mechanism. As shown in FIG. 2, the steering gear 21 includes a gear housing 31 and a rack shaft 32.

  The gear housing 31 is provided in front of the passenger compartment 3 (see FIG. 1). The gear housing 31 has a substantially cylindrical shape. The gear housing 31 is fixed to the vehicle body 2 via a holder (not shown) and extends in the vehicle width direction.

  The rack shaft 32 has a substantially cylindrical shape extending in the vehicle width direction, and is held by the gear housing 31 so as to be capable of reciprocating in the vehicle width direction. A rack gear (not shown) is formed on the peripheral surface of the middle portion of the rack shaft 32. A pinion (not shown) meshes with the rack gear. Both ends of the rack shaft 32 protrude outward from the gear housing 31 in the vehicle width direction.

  A lower end portion of the steering shaft 22 is connected to a pinion in the gear housing 31. An upper end portion of the steering shaft 22 protrudes into the passenger compartment 3 and is disposed in front of the front seat 4 in the passenger compartment 3. A steering wheel (not shown) is attached to the upper end portion of the steering shaft 22.

  The tie rod bracket 23 is made of, for example, a metal plate. As shown in FIG. 2, the tie rod bracket 23 is integrally provided with connection portions 41 and 42 and an erection portion 43. The connecting portions 41 and 42 are connected to the left end portion and the right end portion of the rack shaft 32, respectively, and extend downward from the rack shaft 32. The erection part 43 is erected between the lower end edges of the connection parts 41 and 42 and is disposed below the gear housing 31.

  As shown in FIG. 3, one end portions of the tie rods 24 </ b> L and 24 </ b> R are coupled to the center portion in the vehicle width direction of the erection portion 43 of the tie rod bracket 23 through the ball joints 51, respectively. The other end of the left tie rod 24L is connected to the tip of the knuckle arm 10L of the left knuckle 8L via a ball joint 52. The other end of the right tie rod 24R is connected to the tip of the knuckle arm 10R of the right knuckle 8R via a ball joint 52.

  The vehicle body structure 12 includes a vehicle body frame 25 and a bracket guide 26.

  The vehicle body frame 25 extends in the front-rear direction, for example, at the center of the vehicle body 2 in the vehicle width direction.

  The bracket guide 26 includes a first guide member 61 and a second guide member 62.

  The first guide member 61 is formed, for example, by bending a metal plate. The first guide member 61 is integrally provided with a rear restricting portion 63, an upper fixing portion 64 and a lower fixing portion 65. The rear restricting portion 63 extends in the vertical direction with a space in front of the front end surface of the body frame 25. The upper fixing portion 64 extends rearward from the upper end of the rear restricting portion 63 and is bent upward. The lower fixing portion 65 extends rearward from the lower end of the rear restricting portion 63 and bends and extends downward. The first guide member 61 is attached to the vehicle body frame 25 by fixing portions of the upper fixing portion 64 and the lower fixing portion 65 that extend in the vertical direction to the front end surface of the vehicle body frame 25.

  The second guide member 62 is formed, for example, by bending a metal plate. The second guide member 62 is integrally provided with a front restricting portion 66, an upper fixing portion 67 and a lower fixing portion 68. The front restricting portion 66 extends in the vertical direction in front of the erection portion 43 of the tie rod bracket 23 and faces the rear restricting portion 63 of the first guide member 61 in the front-rear direction. The upper fixing portion 67 extends rearward from the upper end of the front restricting portion 66 between the erection portion 43 of the tie rod bracket 23 and the gear housing 31, and is bent upward. The lower fixing portion 68 extends from the lower end of the front restricting portion 66 to the rear below the installation portion 43 of the tie rod bracket 23 and is bent downward. The portions extending in the vertical direction of the upper fixing portion 67 and the lower fixing portion 68 are fixed to the rear restricting portion 63 of the first guide member 61, whereby the second guide member 62 is attached to the first guide member 61. .

  The rear restricting portion 63 of the first guide member 61 and the front restricting portion 66 of the second guide member 62 are in contact with the installation portion 43 of the tie rod bracket 23 via the guide bushes 81 and 82, respectively. Thereby, the construction part 43 is restricted from moving in the front-rear direction while being allowed to move in the vehicle width direction while being sandwiched between the front restriction part 66 and the rear restriction part 63 from the front and rear.

  The guide bushes 81 and 82 are made of, for example, resin, and are attached to the rear restricting portion 63 and the front restricting portion 66, respectively, so that the sliding resistance received by the erection portion 43 when the tie rod bracket 23 moves in the vehicle width direction. Provided to reduce.

  The guide bushes 81 and 82 are attached to the rear end edge and the front end edge of the erection portion 43 of the tie rod bracket 23, respectively, and when the tie rod bracket 23 moves in the vehicle width direction, the rear restriction portion 63 and the front restriction portion. 66 may be provided to reduce the sliding resistance received by 66.

  When the steering wheel is turned to the left by the driver D (see FIG. 1) seated on the front seat 4, the rack shaft 32 moves to the left in conjunction with the rotation of the steering shaft 22. As the rack shaft 32 moves, the left tie rod 24L pushes the left knuckle arm 10L to the left, and the right tie rod 24R pulls the right knuckle arm 10R to the right. As a result, the left and right knuckles 8L and 8R rotate counterclockwise as viewed from above, and the left and right front wheels 7L and 7R are steered so as to turn to the left as the knuckles 8L and 8R rotate. .

  Conversely, when the steering wheel is turned to the right by the driver D, the rack shaft 32 moves to the right in conjunction with the rotation of the steering shaft 22. As the rack shaft 32 moves, the left tie rod 24L pulls the left knuckle arm 10L to the left, and the right tie rod 24R pushes the right knuckle arm 10R to the right. Thereby, the left and right knuckles 8L and 8R are rotated clockwise as viewed from above, and the left and right front wheels 7L and 7R are steered so as to turn right as the knuckles 8L and 8R rotate.

  At the time of a frontal collision of the vehicle 1, when the crushed portion of the front part of the vehicle body 2 presses the erection part 43 of the tie rod bracket 23 backward, the pressing force applied to the erection part 43 is tie rod bracket with the rack shaft 32 as a fulcrum. 23 and the rack shaft 32 are turned. Thereby, it can suppress that the steering shaft 22 moves back, ie, a driver's seat side.

  Further, since the bracket guide 26 is provided, it is possible to prevent the tie rod bracket 23 from moving rearward even when the erection portion 43 of the tie rod bracket 23 is pressed rearward in the case of a frontal collision of the vehicle 1. Specifically, when the erection portion 43 of the tie rod bracket 23 is pressed rearward, the erection portion 43 comes into contact with the rear restricting portion 63 of the first guide member 61 of the bracket guide 26, and the upper portion of the first guide member 61 is When the fixing portion 64 and the lower fixing portion 65 press the vehicle body frame 25, the pressing force applied to the installation portion 43 is received by the vehicle body frame 25. Therefore, it is possible to suppress the rack shaft 32 and the steering shaft 22 from moving backward together with the bracket guide 26.

  Therefore, occupant protection during a frontal collision of the vehicle 1 can be improved.

  In the configuration in which the bracket guide 26 is not provided, the swinging of the tie rod bracket 23 about the rack shaft 32 (integral rotation of the rack shaft 32 and the tie rod bracket 23) is not restricted. The position of the tie rod bracket 23 is not accurately determined, and the positions of one end portions (end portions on the inner side in the vehicle width direction) of the tie rods 24L and 24R are varied. Further, when the vehicle 1 travels, the tie rod bracket 23 swings around the rack shaft 32 as a fulcrum by an input from the road surface to the tie rod bracket 23, and the response of the steering of the front wheels 7L and 7R to the rotation of the steering shaft 22 and There is a risk that the straight running stability of the vehicle 1 may be reduced.

  By providing the bracket guide 26 and restricting the movement of the tie rod bracket 23 in the front-rear direction, these problems can be solved, and the response of the steering of the front wheels 7L and 7R to the rotation of the steering shaft 22 is achieved. In addition, the straight running stability of the vehicle 1 can be improved.

  In addition, since one end of the tie rods 24L and 24R is connected to the tie rod bracket 23 inside both ends of the rack shaft 32 in the vehicle width direction, the tie rods 24L and 24R are sufficiently provided even in the vehicle 1 having a small tread. Length can be secured. Therefore, in the vehicle 1 with a small tread, it is possible to improve the steering performance.

  Even if an existing rack and pinion type steering mechanism is used as the steering gear 21, the tie rod bracket 23 is provided so that the lengths of the tie rods 24L and 24R necessary for good steering of the front wheels 7L and 7R can be reduced. Can be secured. Therefore, in the vehicle 1 having a small tread, it is possible to improve the steering performance while using the existing steering mechanism that is adopted in other vehicle types. By using an existing steering mechanism, the development cost and manufacturing cost of the vehicle 1 can be reduced.

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, instead of the tie rod bracket 23, a tie rod bracket 91 shown in FIG. 4 may be employed.

  The tie rod bracket 91 is integrally provided with connecting portions 92 and 93, a first erection portion 94, and a second erection portion 95.

  The connecting portions 92 and 93 are respectively connected to the left end portion and the right end portion of the rack shaft 32 and extend downward from the rack shaft 32.

  The first installation portion 94 is provided between the lower end edges of the connection portions 92 and 93 and is disposed below the gear housing 31. One end portions of the tie rods 24L and 24R are connected to the center portion of the first erection portion 94 in the vehicle width direction.

  The second erection part 95 is erected between the front end edges of the connection parts 92 and 93, and is disposed below the gear housing 31. A substantially rectangular opening 96 that is long in the left-right direction is formed in the second installation portion 95. The upper fixing portion 67 of the second guide member 62 extends rearward from the upper end of the front restricting portion 66 through the opening 96 and is bent upward. The rear restricting portion 63 (see FIG. 2) of the first guide member 61 and the front restricting portion 66 of the second guide member 62 are provided on the second tie rod bracket 91 via guide bushes 81 and 82 (see FIG. 2), respectively. The portion 95 is in contact with a portion below the opening 96. Accordingly, the second erection portion 95 is sandwiched between the front restriction portion 66 and the rear restriction portion 63 from the front and rear, while movement in the vehicle width direction is permitted within the length of the opening 96 in the vehicle width direction, Movement in the front-rear direction is restricted.

  In this configuration, the movement amount of the tie rod bracket 91 in the vehicle width direction can be adjusted by changing the length of the opening 96 in the vehicle width direction. Therefore, even if an existing steering mechanism is used as the steering gear 21, the turning angle (steering angle) of the front wheels 7L and 7R can be adjusted so as to be suitable for the vehicle 1 having a small tread. As a result, the number of parts for adjusting the cutting angle of the front wheels 7L and 7R can be reduced. Therefore, the manufacturing cost of the vehicle 1 can be further reduced.

  In addition, the guide bushes 81 and 82 are omitted, and the front surface of the rear restricting portion 63 of the first guide member 61 and the rear surface of the front restricting portion 66 of the second guide member 62 are coated to reduce the friction coefficient. May be. Further, the rear restricting portion 63 of the first guide member 61 and the front restricting portion 66 of the second guide member 62 may be formed of a material having a small friction coefficient. Furthermore, the friction coefficient is applied to the surface of the construction portion 43 of the tie rod bracket 23 and the surface of the tie rod bracket 91 (at least the portion that slides on the first guide member 61 on the front end surface and the portion that slides on the second guide member 62 on the rear end surface). A coating process may be applied to reduce the tie rod brackets, and the tie rod brackets 23 and 91 may be formed of a material having a small friction coefficient.

  Further, instead of the rack and pinion type steering gear 21, a ball screw type steering gear may be employed.

  A city commuter was taken up as the vehicle 1. However, the vehicle to which the vehicle body structure 12 is applied may be a small vehicle such as a mini vehicle or a vehicle other than the small vehicle. The vehicle body structure 12 is not limited to an electric vehicle, and can be applied to various vehicles such as an engine vehicle, a hybrid car, a range extended electric vehicle, and a fuel cell vehicle.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Vehicle 2 Car body 7L Front wheel (wheel)
7R Front wheel (wheel)
8L knuckle 8R knuckle 21 Body structure 22 Steering shaft 23 Tie rod bracket 24L Tie rod 24R Tie rod 25 Body frame 26 Bracket guide 31 Gear housing 32 Rack shaft (linear motion member)
91 Tie rod bracket

Claims (1)

Body frame,
A steering shaft,
A linear motion member that moves in the vehicle width direction as the steering shaft rotates;
A tie rod bracket having a portion located below the linear motion member, connected to the linear motion member, and moving in the vehicle width direction integrally with the linear motion member;
A tie rod having one end connected to the tie rod bracket;
A vehicle body structure including a bracket guide that allows movement of the tie rod bracket in the vehicle width direction and restricts movement of the tie rod bracket in the front-rear direction with respect to the vehicle body frame.

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