JP2016159765A - Vehicular frame - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular frame capable of simultaneously achieving light weight and vibration damping performance while securing rigidity.SOLUTION: A vehicular frame 1 includes a compression side wall part 2a on which a compression load is applied, and a tensile side wall part 3a on which a tensile load is applied, a section orthogonal to a back-and-forth direction constituting a closed section C by joining the ends of the compression side wall part 2a and the tensile side wall part 3a via an extension wall part 2b. A synthetic resin reinforcing member 4 disposed in the closed section C includes a first compression side connection part 11 fixed to the compression side wall part 2a via an adhesive elastic material 5, a first tensile side connection part 12 fixed to the tensile side wall part 3a via the adhesive elastic material 5, and a first connection partition part 13 for connecting the first compression side connection part 11 and the first tensile side connection part 12 to partition the closed section C. An angle between the first connection partition part 13 and the compression side wall part 2a and an angle between the first connection partition part 13 and the tensile side wall part 3a are set sharp.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle frame in which a cross section orthogonal to a longitudinal direction forms a closed cross section, and more particularly to a vehicle frame having a connecting partition portion that partitions the closed cross section.

In general, a vehicle frame such as a floor frame, a side sill, a pillar, a roof side rail, and a floor cross member has a closed cross section constituted by one or more members.
Since a vehicle is required to have collision safety, steering stability, and quietness, a structure in which a reinforcing member for improving vehicle body rigidity is provided in a closed cross section of a vehicle frame is known.

  The vehicle body structure of Patent Document 1 includes a hard resin first reinforcing member provided inside the center pillar, a hard resin second reinforcing member provided inside the roof side portion, a first reinforcing member, and a second reinforcing member. There is disclosed a configuration in which a coupling portion that connects the reinforcing members is provided, and the coupling portion is formed by a protruding portion protruding from the first reinforcing member and a positioning hole formed in the second reinforcing member. The first and second reinforcing members are configured as an integral resin molded body in which a plurality of longitudinal ribs and lateral ribs are assembled in a lattice shape. Thereby, the improvement of vehicle body rigidity and weight reduction are aimed at.

When a bending load is applied to the frame, the vehicle frame includes a compressed side wall portion on which a compressive load acts and a tensile side wall portion on which a tensile load acts opposite to the compressed side wall portion.
On the other hand, when vibration is generated in the frame, a valley-shaped curved wall portion and a mountain-shaped curved wall portion are generated facing the valley-shaped curved wall portion in the vehicle frame. A compression load acts on the valley-shaped curved wall portion in the longitudinal orthogonal direction, and a tensile load acts on the mountain-shaped curved wall portion in the longitudinal orthogonal direction.
That is, since the vehicle frame in a vibration state can be simulated as a vehicle frame in a state where a bending load is applied, the vibration and vibration generated in the vehicle frame are increased by increasing the strength and rigidity of the vehicle frame. It is possible to suppress the generation of noise associated with.
In view of this, the present applicant has proposed a technique for attenuating vibration in a bending mode generated in a frame in addition to vibration damping in a rhombus mode in which the cross section is deformed in a rhombus shape by the torsion mode and the torsion mode.

  The vehicle body structure of Patent Document 2 includes a first panel, a second panel having a U-shaped cross section that forms a closed cross section in cooperation with the first panel, and a first panel coupled to the inner wall of the closed cross section. , A second reinforcing member, and a joint between the closed cross-sectional portion and the first and second reinforcing members is a spot-welded rigid joint portion in contact with the second panel, the first panel and the second reinforcing member. 1, a flexible coupling portion coupled via a viscoelastic member disposed between the second reinforcing member, the flexible coupling portion, the first flexible coupling portion parallel to the closed cross-sectional direction, A second flexible coupling portion orthogonal to the closed cross-sectional direction.

JP 2001-191947 A JP, 2014-144706, A

In general, vibration energy E generated in a vehicle frame as disclosed in Patent Document 2 can be expressed by the following equation.
E = T + UD
U = 1/2 ka ²
T is kinetic energy, U is strain energy, D is dissipated energy, k is a spring constant, and a is amplitude.
That is, in vibration damping using a viscoelastic member, the strain energy U generated in the viscoelastic member is accumulated, and the accumulated strain energy U is converted into thermal energy (dissipated energy D) to dissipate to the outside. Vibration is damped.

In the vehicle body structure of Patent Document 2, since the first and second reinforcing members are arranged so as to be orthogonal to the first panel, a compressive load (including compressive stress due to vibration deformation) is applied to the first panel. When acting, most of the load acts on the viscoelastic member in the compression direction.
In vibration damping using a viscoelastic member, since the shearing force acting on the viscoelastic member is converted into strain energy, the vibration damping ability is exhibited, so that the load is orthogonal to the viscoelastic member. In the configuration of Patent Document 2 that acts in the compression direction, the vibration damping ability of the viscoelastic member may not be sufficiently exhibited.

  An object of the present invention is to provide a vehicle frame or the like that can achieve both weight reduction and vibration damping capability while ensuring rigidity.

  According to a first aspect of the present invention, when a bending load is applied to the frame, the vehicle frame includes a compression side wall portion on which the compression load acts, and a tension side wall portion that is disposed opposite to the compression side wall portion and on which the tensile load acts. A frame for a vehicle in which ends of the compression side wall portion and the tensile side wall portion are joined via an extension wall portion extending from at least one of them and a cross section perpendicular to the longitudinal direction of the frame forms a closed cross section. A synthetic resin reinforcing member disposed inside the first compression side connecting portion fixed to the compression side wall portion via a viscoelastic member and a first compression side connecting portion fixed to the tension side wall portion via a viscoelastic member 1 tension side connection part and the 1st connection partition part which connects the 1st compression side connection part and the 1st tension side connection part so that the closed section may be divided, and the 1st connection partition part and the compression The angle formed by the side wall and the first connection partition The tension side wall portion and the angle is characterized by being set at an acute angle with.

In this vehicle frame, the synthetic resin reinforcing member disposed in the closed cross section includes a first compression side connecting portion fixed to the compression side wall portion via the viscoelastic member, and a viscoelastic member on the tension side wall portion. A first connecting partition portion having a first tension side connecting portion fixed via a first compression partitioning portion and a first connecting partition portion connecting the first tension side connecting portion so as to partition the closed section. However, the collapse of the cross section of the closed cross section can be suppressed, and the weight can be reduced while ensuring the rigidity.
In addition, since the angle formed by the first connecting partition portion and the compression side wall portion and the angle formed by the first connecting partition portion and the tensile side wall portion are set to acute angles, the first of the compression loads acting on the compression side wall portion is The compressive load that is not accumulated as strain energy by the viscoelastic member on the first compression side coupling portion is converted into a shear load on the viscoelastic member on the first tension side coupling portion and transmitted to the viscoelastic member on the first tension side coupling portion. It is possible to increase the strain energy accumulated in the viscoelastic member on both the compression side and the tension side.

According to a second aspect of the present invention, in the first aspect of the present invention, the first connection partition portion partitions a midway portion in the frame longitudinal direction of the vehicle frame.
According to this configuration, since the synthetic resin reinforcing member allows bending deformation in the direction perpendicular to the longitudinal direction of the vehicle frame, a vehicle frame having excellent vibration damping capability can be obtained.

According to a third aspect of the present invention, in the first aspect of the present invention, the first connecting partition portion partitions a midway portion of the vehicle frame in the frame longitudinal orthogonal direction.
According to this structure, since the synthetic resin reinforcing member restricts bending deformation in the frame longitudinal orthogonal direction of the vehicle frame, a vehicle frame having excellent buckling resistance can be obtained.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the synthetic resin reinforcing member is opposed to the first compression side connecting portion and a viscoelastic member is interposed between the tensile side wall portions. The closed second section is partitioned by a second tension-side coupling portion fixed to the first tension-side coupling portion and a second compression-side coupling portion that is fixed to the compression side wall portion via a viscoelastic member. As described above, the second compression-side connecting part and the second tension-side connecting part are connected to each other, and the middle part of the second connection partition part is connected to the middle part of the first connection partition part. It is characterized by being.
According to this configuration, since the first and second connecting partition portions are bent with the middle portion as a fulcrum due to the compressive load, the angle between the first and second connecting partition portions and the compression side wall portion and the first and second connecting portions The angle formed by the partition portion and the tensile side wall portion can be reduced, the shear direction conversion efficiency of the compression load can be increased, and the strain energy accumulated in each viscoelastic member can be further increased.

The invention of claim 5 is characterized in that, in the invention of any one of claims 1 to 4, the viscoelastic member is a synthetic resin adhesive having viscoelasticity.
According to this configuration, the vibration of the vehicle frame can be damped using the adhesive while reducing the amount of the adhesive applied to fix each connecting portion to each wall.

  According to the vehicle frame of the present invention, it is possible to achieve both weight reduction and vibration damping capability while ensuring rigidity.

1 is a partially broken perspective view of a vehicle frame member according to Embodiment 1. FIG. It is a disassembled perspective view of a frame member. It is the III-III sectional view taken on the line of FIG. It is a principal part perspective view of a reinforcement member. It is a perspective view of a frame model for analysis, (a) shows a frame model M1 with a foam filler thickness of 3 mm and a longitudinal length of 100 mm, and (b) shows a frame model M2 with a foam filler thickness of 3 mm and a longitudinal length of 600 mm. ing. It is a perspective view of the frame model for analysis, (c) shows a frame model M3 with a foam filler thickness of 1 mm and a longitudinal length of 300 mm, and (d) shows a frame model M4 with a foam filler thickness of 6 mm and a longitudinal length of 300 mm. ing. It is a perspective view of the frame model for analysis, and (e) shows frame model M5 equivalent to Example 1. (A) is an inertance of the frame model M2, (b) is an inertance of the frame model M2, (c) is an inertance of the frame model M3, (d) is an inertance of the frame model M4, e) shows the inertance of the frame model M5. It is explanatory drawing of the vibration damping mechanism of the frame model M5. It is a graph which shows the EA performance of the frame model M5, and the EA performance of the frame model which omitted the reinforcement member from the frame model M5. It is a perspective view which shows the modification of a reinforcement member.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a closed cross-section frame of a vehicle, and does not limit the present invention, its application, or its use.
In the figure, the direction of arrow F is the front, the direction of arrow L is the left, and the direction of arrow U is the top.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIGS. 1, 2, and 4, the frame member 1 includes a steel first member 2 having a hat-shaped cross section and a closed member extending in the front-rear direction (frame longitudinal direction) in cooperation with the first member 2. A flat steel second member 3 constituting the cross section C and a reinforcing member 4 disposed in the closed cross section C are provided.
Here, the frame member 1 may be a member that forms a closed section C by one or more members such as a front side frame, a hinge pillar, a center pillar, a roof rail, a side sill, a floor cross member, and the like. Also, a closed cross section formed by a part of the dash lower panel and a part of the dash lower array, a closed cross section formed by a part of the side frame outer, a part of the rear pillar inner, and a part of the rear wheel house. A vehicle body constituting member partially constituted by a combination of a plurality of members may be regarded as the frame member 1.

When the frame member 1 is bent and deformed by applying a load or vibration, a compressive load acts on the wall surface closer to the center of curvature than the neutral surface from the direction perpendicular to the longitudinal direction of the frame, and the wall surface on the opposite side of the center of curvature from the neutral surface. A tensile load is acting. Hereinafter, for convenience of explanation, it is assumed that a compressive load acts on the first member 2 and a tensile load acts on the second member 3.
The first member 2 includes a compression side wall portion 2a extending in the front / rear and left / right directions, a pair of left and right extension wall portions 2b extending vertically downward from left and right ends of the compression side wall portion 2a, and a pair of extension wall portions 2b. A pair of left and right flange portions 2c extending from the lower end to the left and right are provided.
The second member 3 includes a tensile side wall portion 3a extending in the front-rear and left-right directions, and a pair of left and right joined portions 3b respectively connected to both left and right ends of the tensile side wall portion 3a.
The first and second members 2 and 3 form a closed cross section C extending in the front-rear direction by joining a pair of left and right flange portions 2c and a pair of left and right joined portions 3b by spot welding. Yes.

Next, the reinforcing member 4 will be described.
As shown in FIGS. 1 to 4, the reinforcing member 4 is integrally formed, for example, by injection molding a synthetic resin material.
The reinforcing member 4 includes a plurality of first and second compression side connecting portions 11 and 21 fixed to the compression side wall portion 2a via an adhesive material 5 and a plurality of reinforcing members 4 fixed to the tensile side wall portion 3a via an adhesive material 5. The first and second tension-side connecting portions 12 and 22, the plurality of first compression-side connecting portions 11 and the plurality of first tension-side connecting portions 12, respectively. A plurality of second connection partition portions 23 and the like for connecting the second compression side connection portion 21 and the plurality of second tension side connection portions 22 are provided.

The plurality of first and second compression side coupling portions 11 and 21 have substantially the same left and right width as the left and right widths of the compression side wall portion 2a, and are alternately arranged along the front-rear direction in a state of being spaced apart by a predetermined distance. ing.
The plurality of first and second tension side connecting portions 12 and 22 have substantially the same left and right width as the left and right widths of the tension side wall portion 3a, respectively, and the plurality of first and second compression side connecting portions 21 and 11, respectively. They are arranged alternately along the front-rear direction while facing each other in the vertical direction and spaced apart by a predetermined distance.

  As shown in FIG. 3 and FIG. 4, the first connecting partition portion 13 includes a first tension side connecting portion in which the front end portion of the first compression side connecting portion 11 is in front of and closest to the first compression side connecting portion 11. 12 is formed in a downwardly inclined manner so as to be connected to the rear end portion of the first compression side connecting portion 11, and the rear end portion of the first compression side connecting portion 11 is located on the rear side and closest to the first compression side connecting portion 11. It is formed so as to be inclined rearward so as to be connected to the front end of the connecting portion 12. The 1st compression side connection part 11, the 1st tension | pulling side connection part 12, and the 1st connection partition part 13 comprise the substantially crank shape by these 1 set.

  Similarly, the 2nd connection partition part 23 connects the front-end part of the 2nd compression side connection part 21 with the rear-end part of the 2nd tension | pulling side connection part 22 which is the front side and the nearest to the 2nd compression side connection part 21. And the front end of the second compression-side connecting portion 22 that is rearward and closest to the second compression-side connecting portion 21 and the rear end of the second compression-side connecting portion 21. It is formed so as to be inclined downward so as to be connected. The second compression side connecting portion 21, the second tension side connecting portion 22, and the second connecting partitioning portion 23 form a substantially crank shape by one set.

As shown in FIG. 3, the angle θ1 formed between the compression side wall 2a and the tension side wall 3a that directly face each other in the first and second connection partition parts 13 and 23 is set to 60 degrees, for example.
The angle θ1 is preferably set in the range of 45 to 60 degrees in consideration of the collision safety due to the increase in buckling resistance, and the increase in the shear direction conversion efficiency of the compression load acting on the compression side wall portion 2a is considered. It is preferable to set within a range of 30 to 45 degrees.
An intermediate portion of the second connection partition portion 23 is connected to an intermediate portion of the first connection partition portion 13, and the connection portion P of the first and second connection partition portions 13 and 23 is on the axis L of the frame member 1. It is arranged.
As described above, the downward compressive load input to the first compression side connecting portion 11 or the second compression side connecting portion 21 is converted into the load directed in the front-rear direction, so that the two first tension sides are obtained. It can be transmitted to the connecting portion 12 or the second pulling side connecting portion 22.

The adhesive 5 is a synthetic resin-based adhesive having viscoelasticity, for example, a urethane resin-based adhesive, and has a storage modulus of 0.6 to 500 MPa under a temperature of 20 ° C. and a frequency of 30 Hz. The physical properties after curing are set so that the loss elastic modulus is 0.2 or more.
As a result, when a shearing force (shear load) is applied to the adhesive 5, the adhesive 5 can accumulate the shearing force as strain energy, and converts the accumulated strain energy into heat energy to externally Can be dissipated.
The storage elastic modulus is preferably in the range of 0.7 to 200 MPa, and more preferably in the range of 0.9 to 60 MPa.

Next, the manufacturing procedure of the frame member 1 will be described.
The first member 2 and the second member 3 are formed by pressing each steel plate, and the reinforcing member 4 is formed by injection molding a synthetic resin to prepare each member.
The adhesive 5 is applied to the entire surface of the first and second compression side coupling portions 11 and 21 of the reinforcing member 4 so as to have a uniform thickness. At this time, the thickness of the applied adhesive 5 is set in advance according to the target vibration damping capability.

Next, the reinforcing member 4 to which the adhesive material 5 is applied is positioned at the position where the first member 2 is disposed, and the first and second compression side connecting portions 11 and 21 are bonded to the compression side wall portion 2 a via the adhesive material 5. To do.
After the adhesive 5 is applied to the entire surface of the first and second tension-side connecting portions 12 and 22 of the reinforcing member 4 integrated with the first member 2 so as to have a predetermined uniform thickness, The member 3 is positioned, and the tensile side wall portion 3 a is bonded to the first and second tensile side connecting portions 12 and 22 via the adhesive material 5.
Finally, the frame member 1 having the closed cross section C is formed by spot welding the pair of flange portions 2c and the pair of joined portions 3b. In addition, when the adhesive material 5 is a thermosetting adhesive material, after the spot welding, the hardening process which heat-hardens the adhesive material 5 is performed.

Next, functions and effects of the vehicle frame of this embodiment will be described.
First, as shown in FIGS. 5-1 to 5-3, frame models M1 to M5 having a rectangular cross section were prepared, and the vibration damping ability of each frame model M1 to M5 was analyzed by CAE (Computer Aided Engineering). . In the analysis of the vibration damping capacity, for the frame models M1 to M5, the predetermined corner at the front end is set as the excitation point X, and the corner located on the diagonal line with respect to the excitation point X at the rear end is set as the response point Y. Then, the inertance at the response point Y (the magnitude of acceleration amplitude per unit excitation force: m / s ² / N) was compared.

The frame models M1 to M4 are models in which a foam filler with a substantially square cross section is filled in a common closed cross-section frame, and the upper and lower surfaces of the foam filler are bonded to the inner surface of the frame by the same adhesive as in the first embodiment. Compressed side wall and tension side wall).
In the frame model M1, the thickness of the foam filler is set to 3 mm and the longitudinal length is set to 100 mm. In the frame model M2, the thickness of the foam filler is set to 3 mm and the longitudinal length is set to 600 mm. The frame model M3 is the foam filler. The frame model M4 has a foam filler thickness of 6 mm and a front-rear length of 300 mm.
The frame model M5 is a model in which a reinforcing member corresponding to the first embodiment whose longitudinal length is set to 300 mm is disposed in a closed cross-section frame common to the frame models M1 to M4.

Next, the analysis result will be described.
The graphs shown in FIGS. 6A to 6E show the inertances of the frame models M1 to M5 in the frequency range of 400 to 460 Hz, respectively.
Since the inertances of the frame models M2 and M5 are both 50 m / s ² / N and are lower than the inertances of the frame models M1, M3, and M4, the vibration damping capabilities of the frame models M2, M5 are that of the frame models M1, M3, and M4. Higher than vibration damping capacity.
The longitudinal length of the frame model M2 is twice the longitudinal length of the frame model M5, and since the adhesive is applied to the entire upper and lower surfaces, the frame model M5 is taken into account when considering the vibration damping capacity per unit mass. It can be seen that both the vibration damping ability and the adhesive application efficiency are higher than those of the frame model M2.

Next, a vibration damping mechanism and an EA (Energy Absorption) mechanism by the frame model M5 will be described.
First, the vibration damping mechanism will be described.
As shown in FIG. 7, in the frame model M5, when a downward compressive load F caused by vibration acts on one first compression side connecting portion 11A, the adhesive on the first compression side connecting portion 11A side The load that is not absorbed by 5A is converted into a load f directed in the forward direction and the backward direction, respectively, and transmitted to the two first tension side connecting portions 12A.
The load f transmitted to the front and rear first tension-side connecting portions 12A is converted into a shearing load on the adhesive 5A on each first tension-side connecting portion 12A side and stored as strain energy, and then stored. The strain energy is converted into thermal energy and dissipated to the outside.
In addition, since the first and second connecting partition portions 13A and 23A are swingably connected by the connecting portion P, when a downward compressive load F acts on the first compression side connecting portion 11A, As the first and second connecting partition portions 13A and 23A bend with the connecting portion P as a fulcrum, the angle θ2 of the first connecting partition portion 13A becomes smaller than the initial angle θ1. As a result, the conversion efficiency of the load f in the shear direction is increased, and the shear load transmitted to the adhesive 5A is increased.

The EA mechanism will be described.
Similarly to the vibration damping mechanism, when a downward compressive load F acts on the first compression side coupling portion 11A, the two first coupling partition portions 13A support the single first compression side coupling portion 11A. Since the truss structure is formed, the buckling resistance can be improved.
As shown in FIG. 8, the EA performance (solid line B) of the frame model M5 is higher than the EA performance (broken line A) of the frame model (common closed section frame) in which the reinforcing member is omitted from the frame model M5. Is shown.

According to this vehicle frame, the reinforcing member 4 disposed in the closed cross section C is bonded to the first compression side connecting portion 11 fixed to the compression side wall portion 2a via the adhesive 5 and the tension side wall portion 3a. A first tension-side connecting portion 12 fixed via the material 5, and a first connection-partitioning portion 13 that connects the first compression-side connecting portion 11 and the first tension-side connecting portion 12 so as to partition the closed section C. Since it has, the 1st connection partition part 11 can suppress cross-sectional collapse of the closed cross section C, and it can reduce in weight, ensuring rigidity.
In addition, since the angle θ1 formed by the first connecting partition 11 and the compression side wall 2a and the angle θ1 formed by the first connecting partition and the tensile side wall 3a are set at acute angles, the first connecting partition 11 and the compressed side wall 2a acted on the compression side wall 2a. Among the compressive loads, a compressive load that is not accumulated as strain energy by the adhesive 5 on the first compression side connecting portion 11 side is converted into a shear load on the adhesive 5 on the first tension side connecting portion 12 side, and the first tensile side connection is obtained. This can be transmitted to the adhesive material 5 on the part 12 side, and the strain energy accumulated in the adhesive material 5 on both the compression side and the tension side can be increased.

  Since the 1st connection partition part 13 partitions the middle part of the front-back direction of the frame member 1, the reinforcement member 4 can accept | permit the bending deformation of the up-down direction of the frame member 1, and the frame member 1 excellent in the vibration damping ability is obtained. Can be obtained.

The reinforcing member 4 is opposed to the first compression side coupling portion 11 and is opposed to the second tension side coupling portion 12 fixed to the tensile side wall portion 3a via the adhesive 5 and the first tension side coupling portion 12. A second compression-side connecting portion 21 fixed to the compression side wall portion 2a via the adhesive 5 and a second compression-side connecting portion 21 and a second tension-side connecting portion 22 so as to partition the closed cross section C. It has a connection partition part 23, and the middle part of the second connection partition part 23 is connected to the middle part of the first connection partition part 13.
As a result, the first and second connection partition parts 13 and 23 are bent with the connection part P as a fulcrum due to the compressive load, so that the angle formed by the first and second connection partition parts 13 and 23 and the compression side wall part 2a and the first The angle formed by the first and second connecting partition portions 13 and 23 and the tensile side wall portion 3a can be reduced, the shear direction conversion efficiency of the compressive load is increased, and the strain energy accumulated in each adhesive material 5 is further increased. can do.

  Since the viscoelastic member is the synthetic resin adhesive 5 having viscoelasticity, the application amount of the adhesive 5 for fixing the connecting portions 11, 12, 21, 22 to the wall portions 2 a, 3 a is set. While reducing, the vibration of the frame member 1 can be damped using the adhesive 5.

Next, a modified example in which the embodiment is partially changed will be described.
1] In the above-described embodiment, the example in which the first connecting partition portion partitions the middle portion in the front-rear direction of the frame member has been described. You may comprise as follows.
Specifically, as shown in FIG. 9, a reinforcing member 4B fixed to the frame member 1B via a viscoelastic adhesive (not shown) similar to that of the first embodiment is disposed.
The reinforcing member 4B includes first and second compression-side coupling portions 11B and 21B, first and second tension-side coupling portions 12B and 22B, and first and second coupling partition portions 13B and 23B that extend in the front-rear direction. ing.
The first compression side coupling portion 11B and the pair of left and right second compression side coupling portions 21B with the first compression side coupling portion 11B disposed therebetween have substantially the same longitudinal length as the longitudinal length of the compression side wall portion 2a. Is formed. A second tension side coupling portion 22B that opposes the first compression side coupling portion 11B in the vertical direction, and the second tension side coupling portion 22B are disposed between the first compression side coupling portion 11B and the pair of second compression side coupling portions 21B in the vertical direction. The pair of left and right first tension side connecting portions 12B facing each other is formed to have a longitudinal length substantially the same as the longitudinal length of the tension side wall portion 3a.

The first connection partition 13B is formed in an inclined shape so as to connect the left end portion of the first compression side connection portion 11B to the right end portion of the first tension side connection portion 12B on the left side of the first compression side connection portion 11B. The right end portion of the first compression side connection portion 11B is formed in an inclined shape so as to be connected to the left end portion of the first tension side connection portion 12B on the right side of the first compression side connection portion 11B.
Similarly, the 2nd connection partition part 23B inclines so that the left end part of the 2nd compression side connection part 21B may be connected with the right end part of the 2nd tension side connection part 22B on the left side rather than the 2nd compression side connection part 21B. It is formed in an inclined shape so that the right end portion of the second compression side connection portion 21B is connected to the left end portion of the second tension side connection portion 22B on the right side of the second compression side connection portion 21B. .
Thereby, since the reinforcement member 4B restrict | limits the bending deformation of the up-down and front-back direction of the frame member 1B, the vehicle frame excellent in buckling resistance can be obtained.

2] In the above embodiment, the example of the frame member formed by the first member having a substantially hat-shaped cross section provided with the extension wall portion and the second member having the flat plate shape has been described, but both the first and second members are described. It is also possible to use a substantially hat-shaped member with an extended wall part, and it is also possible to form a frame member with a closed cross-section by connecting both of the first and second members in a substantially U-shaped cross-section. It is.

3] In the above embodiment, the urethane resin-based adhesive having a storage modulus of 0.6 to 500 MPa and a loss factor of 0.2 or more under the conditions of a temperature of 20 ° C. and a frequency of 30 Hz under the conditions of curing. Although examples of materials have been described, the physical properties after curing may be viscoelastic members having at least adhesiveness and vibration damping properties, and rubber-based adhesives and the like can also be applied and are limited to the above material requirements. It is not something.

4) In the above embodiment, in the initial state, the example in which the angle formed by the compression side wall portion and the tensile side wall portion directly facing the first and second connection partition portions is set to 60 degrees has been described. If the acute angle is less than 90 degrees, the effect of the present invention can be basically obtained, and can be arbitrarily set according to the design requirements.

5] In addition, those skilled in the art can implement the present invention with various modifications added without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

DESCRIPTION OF SYMBOLS 1 Frame member 2 1st member 2a Compression side wall part 2b Extension wall part 3 Second member 3a Tension side wall part 4 Reinforcement member 5 Adhesive material 11 1st compression side connection part 12 1st tension side connection part 13 1st connection partition part 21 Second compression side connection portion 22 Second tension side connection portion 23 Second connection partition portion θ1, θ2 Angle

Claims (5)

When a bending load is applied to the frame, the frame includes a compression side wall portion on which the compression load acts, and a tension side wall portion that is disposed opposite to the compression side wall portion and on which the tensile load acts, and the compression side wall portion and the tension side wall portion In the vehicle frame in which the cross section perpendicular to the longitudinal direction of the frame constitutes a closed cross section by joining the end portions of the portions via an extension wall portion extending from at least one of these,
A synthetic resin reinforcing member disposed in the closed cross section is fixed to the compression side wall portion via a viscoelastic member, and the first compression side connecting portion is fixed to the tension side wall portion via the viscoelastic member. A first tension side coupling portion, and a first coupling partition portion coupling the first compression side coupling portion and the first tension side coupling portion so as to partition the closed cross section,
The vehicle frame, wherein an angle formed between the first connection partition portion and the compression side wall portion and an angle formed between the first connection partition portion and the tension side wall portion are set to acute angles.   The vehicle frame according to claim 1, wherein the first connection partitioning part partitions a middle part of the vehicle frame in the longitudinal direction of the frame.   2. The vehicle frame according to claim 1, wherein the first connection partitioning part partitions a middle part of the vehicle frame in a direction orthogonal to the longitudinal direction of the frame. The synthetic resin reinforcing member is opposed to the first compression side coupling portion, and is opposed to the second tension side coupling portion fixed to the tensile side wall portion via a viscoelastic member, and to the first tension side coupling portion. And a second compression side coupling portion fixed to the compression side wall portion via a viscoelastic member and a second compression side coupling portion and a second tension side coupling portion so as to partition the closed cross section. A connecting partition,
4. The vehicle frame according to claim 1, wherein a middle portion of the second connection partition portion is connected to a middle portion of the first connection partition portion.   The vehicular frame according to any one of claims 1 to 4, wherein the viscoelastic member is a synthetic resin adhesive having viscoelasticity.