JP2595878Y2 - Car frame structure - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile frame structure.

[0002]

2. Description of the Related Art As shown in FIGS. 4 and 5, in general, a vehicle such as a truck or an off-road vehicle has a frame 1.
A separated vehicle body structure on which the cab 2 is mounted is adopted. The illustrated frame 1 is a typical ladder type frame 1
The frame 1 is mainly configured by a plurality of cross members 4 being bridged between a pair of left and right side members 3 extending in the front and rear direction of travel. A plurality of cab mounts 5 are provided on the outer side of both side members 3 at predetermined intervals in the front-rear direction, and the cab 2 is mounted on the cab mounts 5 through rubber bolts 6 for vibration isolation.

FIG. 5 shows the structure of the front end of the frame 1 in particular. A first cross member 7 is stretched over the front end of the side members 3. On the left and right of the first cross member 7, impact cushioning members 8 are provided so as to protrude forward so as to extend in the direction in which the side members 3 extend. The impact buffering member 8 first absorbs the collision energy at the time of a collision from the front, and is more fragile than the frame 1, and there is a shock absorbing member 8 in which the side member 3 is extended forward long. In the illustrated example, a spiral tube 9 having the same effect is used.

A first cab mount 10 is fixedly welded to both left and right end surfaces of the first cross member 5. Such a cab mount 5 has a side surface and a bottom surface opened so that a rubber bolt 6 can be attached. As shown in FIG. 6, for example, a rubber bolt 6 attached to the first cab mount 10 includes a bolt 11, a nut 12, an upper rubber 13, a lower rubber 14, a tube 16, and a washer 1.
7 and the like. The rubber bolt 6 is a compression type, and the upper rubber 13 is a floor panel 18 of the cab 2.
And the first cab mount 10 to support the cab 2. Further, the mounting surface of the first cab mount 10 is sandwiched between the upper rubber 13 and the lower rubber 14. These rubbers 13 and 14 have optimum hardness in consideration of durability, vibration isolation, resonance and the like.

[0005]

In recent years, automobiles equipped with an airbag system or a seatbelt with a pretensioner have been increasing in consideration of collision safety.
Such a safety device starts operating when a collision sensor provided on the cab detects a vehicle deceleration (deceleration G) exceeding a certain set value.

However, as shown in FIG. 7, although the frame 1 is instantaneously decelerated at the time of a vehicle collision, there is a problem of a so-called free flight in which the rubber bolt 6 falls forward and the cab 2 moves forward while being crushed. As a result, there is a problem that a time delay occurs before the deceleration of the vehicle body that causes the cab 2 to operate the above-described device occurs, and the operation start of the device is delayed. At this time, the portion of the floor panel 18 to which the rubber bolt 6 is attached is also easily deformed or broken.

The cab 2 is made of a thin steel plate or the like (about 1 mm thick) and is relatively easily crushed. The cab 2 alone does not cause much deceleration of the vehicle body, and the influence of the frame 1 is large.
On the other hand, in the frame 1, the shock absorbing member 8 located at the front end, that is, the spiral tube 9 is first crushed. Meanwhile, the frame 1 moves forward due to the inertial weight, and the deformation of the frame 1 starts after the spiral tube 9 is crushed.
Since the cab 2 is attached to the cab mount 5 integrated with the frame 1, immediately after the collision in which the spiral tube 9 is crushed, a predetermined vehicle deceleration is generated in the cab 2 in combination with the occurrence of the free flight. Can not do.

As a countermeasure, it is conceivable to increase the rigidity of the shock absorbing member 8 (for example, the frame disclosed in Japanese Utility Model Application Laid-Open No. 59-151873 is also considered to correspond to this). The function will not be fulfilled, and the mounting portion will need to be strengthened.

An object of the present invention, which has been devised to solve the above-mentioned problems, is to provide a frame structure of an automobile which can generate a predetermined body deceleration in a cab at an early stage.

[0010]

In order to achieve the above object, the present invention provides a shock absorbing member projecting forward at the front end in the traveling direction and a plurality of cab mounts provided at predetermined intervals in the front-rear direction. In the above frame structure of an automobile, the cab mount located at the forefront in the traveling direction is provided with an impact sensing member extending from the cab mount and located forward of the impact buffering member.

[0011]

According to the above construction, at the time of a vehicle collision, the impact sensing member collides earlier than the impact buffering member. The vehicle deceleration generated at this time is transmitted to the cab before the impact buffering member is crushed. Therefore, a predetermined vehicle deceleration can be generated in the cab at an early stage.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

FIGS. 1A and 1B show such a frame structure, wherein FIG. 1A is a perspective view and FIG. 1B is a top view. Frame 1 as before
The cross member 4 is mainly arranged between a pair of left and right side members 3, and a first cross member 7 is provided at the foremost end of the side members 3. Spiral tubes 9 serving as shock absorbing members 8 are provided on the left and right sides of the first cross member 7 so as to protrude forward so as to extend in the direction in which the side members 3 extend.

A plurality of cab mounts 5 are provided on the outer side of both side members 3, and an impact sensing member 19 is provided particularly on the first cab mount 10 located at the forefront. The first cab mount 10 has a rubber bolt 6
Is open at one side or lower surface so that it can be mounted, has a mounting hole 20 at its upper surface, and is fixedly welded to the end surface of the first cross member 7 via a mounting member 21 and a support member 22 is attached. Is fixed to the side surface of the side member 3 by welding. The mounting member 21 and the support member 22 are hollow, and the support member 22 supports the first cab mount 10 from the rear and has a triangular shape. The impact sensing member 19 is formed of a prism member of a predetermined length having the same strength as the frames 1 to the side members 3 and the cross members 4, and is welded and fixed to the front end face of the first cab mount 10 and protrudes forward. . The front end position of the shock sensing member 19 is forward by a length L from the front end position of the shock buffering member 8. The length L is relatively short, so that the shock sensing member 19 projects slightly forward from the shock absorbing member 8.

Next, the operation of the embodiment will be described.

At the time of a vehicle collision, the impact sensing member 19 projects forward from the impact buffering member 8, so that the impact sensing member 19 first collides and breaks, and immediately thereafter, the destruction of the impact buffering member 8 starts. When the first cab mount 10, the mounting member 21, and the support member 22 are broken together with these, the initial collision energy is absorbed. Thereafter, the frame 1 collides and its deformation or destruction starts.

The impact sensing member 19 has a strength equivalent to that of the frame 1 and generates a vehicle deceleration equivalent to that when the frame 1 directly collides immediately after the collision, that is, a value higher than that when the impact buffering member 8 collides. I do. As shown in FIG. 2, the vehicle body deceleration G is transmitted to the cab 2 via the first cab mount 10 and the bolt 6 with rubber. However, after this, the impact sensing member 19 is destroyed, and the impact buffering member 8, the first cab mount 10, the mounting member 21, and the support member 2
2 and absorb the collision energy.

FIG. 3 is a graph showing the results of a frontal collision test. The vertical axis represents the vehicle deceleration G occurring in the cab 2, and the horizontal axis represents the time T (msec) after the collision. As can be seen from this graph, immediately after the collision (indicated by section a), the vehicle deceleration G (indicated by a dotted line) at which the collision sensor starts operating occurs earlier than in the past (indicated by a chain line). The absolute value immediately after the collision due to the free flight is not so high, and the maximum value is generated after the cab 2 is crushed to some extent (indicated by section b). Immediately after the collision, the vehicle body deceleration G once decreases after reaching a peak, but this section is a section in which the impact buffer member 8 and the like are broken.

As described above, by providing the impact sensing member 19 on the first cab mount 10 located at the forefront, a predetermined vehicle deceleration can be generated in the cab 2 at an early stage. Further, since the impact sensing member 19, the first cab mount 10, the mounting member 21, and the support member 22 function in the same manner as the impact buffering member 8, more collision energy can be absorbed. Since the impact sensing members 19 are provided close to both outer sides of the impact buffering member 8, they are also very effective in oblique forward or offset collisions.

Incidentally, the impact sensing member 19 may be, for example, columnar or the like, and may be solid or hollow.

[0021]

[Effects of the Invention] The present invention exhibits the following excellent effects.

(1) A predetermined vehicle deceleration is generated in the cab at an early stage, and a safety device such as an airbag can be quickly activated.

(2) Absorption of collision energy is improved, and safety is improved.

[Brief description of the drawings]

FIG. 1 shows an embodiment of a frame structure according to the present invention,
(A) is a perspective view, (b) is a top view.

FIG. 2 is a schematic side view showing how vehicle body deceleration is transmitted.

FIG. 3 is a graph showing a result of a frontal collision test of an automobile having such a frame structure.

FIG. 4 is a schematic side view showing an attached state of a cab and a frame.

FIG. 5 is a perspective view showing a conventional frame structure.

FIG. 6 is a side sectional view showing a rubber bolt.

FIG. 7 is a schematic side view showing a state of a free flight.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Frame 5, 10 Cab mount 8 Shock absorbing member 19 Shock sensing member

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Akira Oda 8 clay bowls in Fujisawa, Kanagawa Isuzu Motors Co., Ltd. Fujisawa Plant (72) Inventor Masahiko Ogata 8 clay bowls in Fujisawa, Kanagawa Isuzu Motors Limited Fujisawa Plant (58) Field surveyed (Int.Cl. ⁶ , DB name) B62D 21/15 B62D 25/20

Claims (1)

(57) [Scope of request for utility model registration] 1. An automobile frame structure having a plurality of cab mounts provided at predetermined intervals in a front-rear direction and provided with a shock absorbing member protruding forward at a front end portion in the traveling direction and located at a frontmost position in the traveling direction. A frame structure for an automobile, wherein the cab mount is provided with an impact sensing member extending from the cab mount and positioned forward of the impact buffering member.