JP3324467B2 - Vehicle 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 a vehicle frame structure, and more particularly, to an arrangement structure of a suspension frame and the like.

[0002]

2. Related Background Art In recent years, the body structure of a vehicle has been configured to be easily deformable in a cabin so as to be able to absorb an impact force at the time of a collision. For example, assuming a head-on collision where the vehicle has a frontal collision while traveling, body members such as side frames or side members disposed on the left and right sides of the vehicle may buckle in the vehicle front-rear direction while absorbing the impact force. Designed for

However, in a vehicle such as a cab-over vehicle in which an engine room is not provided at the front portion of the vehicle and the engine is arranged at a lower portion of the cabin, the deformation of the vehicle body at the front portion of the vehicle is greatly permitted. This is not preferable because the unit may approach the indoor space. Therefore, in such a cab-over vehicle, the vehicle body is usually configured such that the amount of deformation of the vehicle body is reduced and the rigidity of the front portion of the vehicle is relatively high.

[0004]

However, if the rigidity of the vehicle body is increased as described above, the impact force is not sufficiently absorbed, and a sudden impact may be applied to the occupant during a frontal collision, which is not preferable. Therefore, it has been considered that a front part of the vehicle is projected by an exterior part in a cab-over vehicle, and the impact force is absorbed by the projected portion. However, in a normal cab-over vehicle, a suspension that supports a front wheel at a relatively front part of the vehicle is considered. Various chassis components such as lower arms and steering racks are mounted on the vehicle body members such as side frames, and in fact, the presence of the chassis components is a major factor that hinders body deformation and impedes the absorption of impact force. ing. Therefore, in order to be able to sufficiently absorb the impact force at the time of a head-on collision, it is an issue how to arrange these chassis components so as not to hinder the deformation of the vehicle body in relation to the side frames and the like.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a frame structure of a cab-over vehicle capable of sufficiently absorbing an impact force at the time of a head-on collision. .

[0006]

In order to achieve the above object, according to the first aspect of the present invention, a vehicle is provided in a lower part of a vehicle in a longitudinal direction of the vehicle.
A pair of left and right side frames extending
Supported between a pair of side frames, predetermined in the vehicle front-rear direction
It has sufficient rigidity to withstand the above load,
Girder-shaped suspension frame with mounting parts
And the front end of the suspension frame
Attached to the side frame of the vehicle vertically.
The first fastening that holds the fastening even with the above load input
Tool and the rear end of the suspension frame
Attach to the side frame in the vertical direction of the vehicle.
The suspension frame is moved forward by the input of the upper load.
Not slide while sliding against a pair of side frames
And a second fastener for breaking and breaking.
You .

Accordingly, when a predetermined input or more is applied from the front of the vehicle at the time of a head-on collision of the vehicle, the predetermined input is applied to the first input.
Second fastening via fasteners and suspension frame
To the first fastener, and the fastener is retained for the first fastener.
On the other hand, the second fastener is shear-ruptured, and the rear part of the suspension frame slides rearward with the chassis parts and separates from the pair of side frames, so that the front part of the vehicle can be removed without obstacles to the chassis parts. In this way, it can be deformed smoothly and well. Therefore, the impact force acting on the vehicle is sufficiently absorbed by the deformation of the vehicle body members such as the pair of side frames, and the occupant is well protected.

[0008] Since the suspension frame is the high rigidity longitudinal direction of the vehicle, the positive collision even when a predetermined or more inputs to itself without modification, satisfactory in all shearable second fastener The above input is transmitted. Therefore, when the reinforcing structure of the fastening portion is changed, the second fastener can be surely shear-destructed with respect to a predetermined input or more. According to the second aspect of the present invention, an engine mounting frame having a pair of arms supported by the side frame and sliding the suspension frame downward is provided between the pair of side frames behind the suspension frame. ing.

Therefore, the suspension frame detached while sliding from the side frame to the rear of the vehicle is guided well below the vehicle by the pair of arms of the engine mounting frame. It is prevented that the deformation of the vehicle body member is hindered by being stretched between the engine and the collision object, and the impact force acting on the vehicle is sufficiently absorbed by the deformation of the vehicle body member.

According to the third aspect of the present invention, the engine mounting frame has a stopper member that supports the propeller shaft via the bearing portion and that is capable of detaching the propeller shaft when a predetermined load or more is input to the vehicle. Is provided. Therefore, when the suspension frame slides from the side frame to the rear of the vehicle, the stopper member is disengaged from the engine mounting frame, so that the propeller shaft can be bent without being stretched, thereby preventing deformation of the vehicle body member at the time of a frontal collision or the like. And the impact force acting on the vehicle is sufficiently absorbed.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. Referring to FIG. 1, there is shown a top view of a vehicle in which an engine is disposed below a cabin between front and rear wheels, that is, a front portion of a floor portion of a cab-over type vehicle, and FIG. 1 is a side view of the front portion of the floor portion viewed from the direction of arrow A in FIG. 1. Hereinafter, a frame structure of a cab-over type vehicle according to the present invention will be described in detail with reference to FIGS. 1 and 2. .

FIG. 1 shows a cab-over type vehicle according to the present invention.
As shown by an outer plate contour line P therein, the vehicle is configured as a semi-cabover type vehicle having a vehicle body structure in which a vehicle front portion projects forward from a normal cabover type vehicle, that is, a so-called full cabover type vehicle. As shown in FIG. 1, a pair of left and right side frames 2 and 2 is provided on the floor of the vehicle as a part of the vehicle body and extends in the front-rear direction of the vehicle. Between the two
A girder-shaped suspension frame (hereinafter referred to as a girder frame) 4 is attached to and supported by bolts on the lower surfaces of the side frames 2 from below the vehicle.

[0013] As shown in FIG.
A pair of side member members 8, 8 are connected to the front member member 6 extending in the vehicle width direction so as to extend in the vehicle front-rear direction.
Further, a cross member member 10 is connected between the pair of side member members 8 behind the front member member 6 so as to be substantially parallel to the front member member 6 to form a cross-girder shape. The front member 6, the side members 8, 8 and the cross member 10 are, for example, hollow steel materials and are connected to each other by welding. In particular, the front member member 6 and the side member members 8 are formed much thicker than the cross member member 10, and the front member member 6 has high strength in the bending direction. , 8 are configured to have high strength in the axial direction, that is, in the vehicle longitudinal direction.

As shown in FIG. 1, a transmission 62 having a center differential gear is connected to an engine 60 disposed below a front seat S (see FIG. 2) substantially at the center of the vehicle. The frame 4 has a front wheel differential gear box 22 connected to the transmission 62 via a propeller shaft 20, and a lower arm 2 for suspending a pair of left and right front wheels WF, WF.
6 and 26 and chassis parts such as a steering rack 28 for steering the pair of front wheels WF, WF. Reference numeral 63 in the drawing denotes a rear wheel propeller shaft extending from the transmission 62 toward the rear wheel.

More specifically, the front member member 6 is provided with a mounting bracket 12, the cross member member 10 is provided with a mounting bracket 13, and the left side member member 8 is provided with a mounting bracket 14, while a differential gear is provided. The support member 24 and the support member 25 are fixed to the box 22 with bolts. Therefore, the differential gear box 22 is mounted on the support member 2.
4 is supported by the mounting bracket 12 via a rubber bush 12b so as to be able to absorb vibration, the rear end is also supported by the mounting bracket 13 via the rubber bush 13b, and the rear end of the support member 25. Are also supported by the mounting bracket 14 via the rubber bush 14b and mounted on the girder frame 4.

A mounting bracket 16 and a mounting bracket 17 are provided on the side member members 8, 8, respectively.
Each lower arm 26 has a front support portion that is attached to the mounting bracket 16.
Is supported swingably, and the rear end support portion is
7 and attached to the girder frame 4 so as to be swingable. Further, a mounting bracket 18 and a mounting bracket 19 are provided on the front member member 6 at a distance from each other, and a steering rack 28 is mounted on the mounting bracket 18 and the mounting bracket 19. Specifically, the mounting bracket 18 and the mounting bracket 19 are provided with a stop member 18a and a stop member 19a for pressing the steering rack 28, respectively.
The fixing members 19a are bolted to the mounting bracket 18 respectively.
And it is fastened to the mounting bracket 19 and attached to the girder frame 4.

At both ends of the front member 6, front mounting brackets 30, 30 for supporting the front part of the girder frame 4 on the side frames 2, 2 are fixedly provided by welding. The front part of the side frame 2 is fixed to the lower surfaces of the side frames 2 by the front bolts ( first fasteners) 50, respectively.
2 supported. The mounting bracket 30,
30 has a certain height dimension mainly for the purpose of avoiding interference with the radiator 90 located above the front member member 6 (see FIG. 2).

Referring now to FIG. 3, there is shown an enlarged view of the mount bracket 30 as viewed from the direction of arrow B in FIG. 1, and if FIG. 4 is referred to, the mount bracket 30 along the line CC in FIG. A sectional view of the mount bracket 30 is shown, and the configuration of the mount bracket 30 will be described below with reference to FIGS. As shown in FIG. 3, the mount bracket 30 is formed by welding a bracket body 32 and a plate 34 to form an outer shell, and further includes a pipe member 36 having an upper end welded inside the bracket body 32. ing. That is, the bracket main body 32 is
Is provided so as to cover the outer periphery.

More specifically, as shown in FIG. 4, the end 6a of the front member 6 is crushed in the vertical direction to have a flat shape, and an opening 6b is formed.
Is fitted into the opening 6b and is welded to the end 6a of the front member member 6. A hole 33 is formed in the upper surface 32a of the bracket main body 32 so as to coincide with the opening of the internal passage 37 of the pipe member 36. Thereby, as shown in FIG. The bolt 50 can penetrate to the side frame 2 through the inside 37.

As described above, the mount bracket 30
Since the bracket body 32, the plate 34, and the end 6a of the front member member 6 form a box shape, and the pipe member 36 is provided so that the bolt 50 is externally fitted and fastened by the bolt 50, Bolt 5
The strength in the tightening direction of 0 is high, and the rigidity is high as a whole.

On the other hand, as shown in FIG. 4, a hole 2a having the same diameter as the hole 33 is formed in each of the side frames 2 and 2 so that the position of the hole 2a coincides with the position of the hole. 2b is welded. Therefore, the mounting brackets 30, 30 are fixed to the side frames 2, 2 by fastening the bolts 50 to the weld nuts 2b.
That is, the girder frame 4 is suspended by the bolts 50 on the side frames 2 at its front part.

At this time, as shown in FIG.
0 is a torso 50a and a thread 5
0b is the upper surface 32 of the bracket body 32.
a. That is,
The bolt 50 is configured so that the body 50 a is hooked on the hole 2 a of the side frame 2. Also, the side member member 8,
2, the rear end portions 8a, 8a are also formed into a flat shape as shown in FIG.
0 and 40 are provided.

Referring to FIG. 5, there is shown a sectional view of the mount bracket 40 along the line DD in FIG. 1. The structure of the mount bracket 40 will be described below with reference to FIG. The mounting bracket 40 is the bracket body 4
2 and a pipe member 44 whose upper end is welded to the inside of the bracket body 42. As in the case of the pipe member 36, the lower end of the pipe member 44 is fitted into the opening 8b of the rear end 8a and welded to the rear end 8a.

A hole 43 is formed in the upper surface 42a of the bracket main body 42 so as to coincide with the opening of the internal passage 45 of the pipe member 44. As shown in FIG. A rear bolt ( second fastener) 52 can penetrate to the side frame 2 through the passage 45. On the other hand, a hole 2a is also formed in the side frames 2, 2, and a weld nut 2b is welded so that the hole 2a and the hole position match.

Accordingly, the bolts 52 are also fixed to the side frames 2, 2 by fastening the bolts 52 to the weld nuts 2b. It is suspended on the frames 2 and 2. By the way, as shown in FIG. 5, the rear bolt 52 is different from the bolt 50 in that the boundary 52 c between the body 52 a and the threaded portion 52 b of the abdomen of the bolt 52 is located on the upper surface 42 a of the bracket body 42. It is arranged to match.
That is, the body 52a of the bolt 52 is prevented from hanging on the hole 2a of the side frame 2.

Referring to FIGS. 1 and 2, an engine mounting frame 64 is further provided between the side frames 2 so as to connect the side frames 2 to each other. Specifically, the engine mounting frame 64 includes a pair of brackets 6 provided integrally with the engine mounting frame 64.
5 and 65 and brackets 66 and 66 are fixed to the side frames 2 and 2 with bolts, respectively.
2 attached. A bracket 67 and a bracket 68 are integrally provided on the engine mounting frame 64.
At 68, the engine 60 is fixed by bolts. The brackets 67 and 68 have rubber members 67 respectively.
a and 68a are fixedly provided and interposed therebetween, whereby the vibration of the engine 60 can be absorbed.

The engine mounting frame 6
A bracket 70 and a bracket 72 are integrally provided on the bracket 4. A stop member 74 is fixed to the brackets 70 and 72 with bolts so as to sandwich the propeller shaft 20. Referring to FIG. 6, there is shown an enlarged view of the propeller shaft 20 suspended from the engine mounting frame 64 via the stop member 74. Hereinafter, the propeller shaft 20 and the stop member 74 will be described in detail with reference to FIG. .

As shown in FIG. 1, in actuality, the propeller shaft 20 has three members, that is, a shaft 20a, a shaft 20b, and a shaft 20c, which are rotatably connected to each other with respect to an axis at a connecting portion 20d and a connecting portion 21, respectively. The shaft 20a is fixed to the engine mounting frame 64 via a stopper 74. The connecting portion 21 has a plurality of steel balls 21a mounted therein and is configured to be rotatable, but a detailed description thereof will be omitted.

More specifically, a bearing 80 is provided on the shaft 20a, and this bearing 80 is
4. The bearing part 80 is a shaft 2
The outer shell 84 is interposed between the bearing 82 fitted to the outer shell 84 and the outer shell 84. Therefore, even if the outer shell 84 is fixed by the stopper member 74, the shaft 20a itself is rotatable. ing. Further, the rotational vibration of the shaft 20a can be favorably absorbed by the rubber material 86.

Further, as shown in FIG.
0, 72, the flange portion 74a of the stop member 74,
A cutout 75 and a cutout 76 are formed in 74b.
Bolts are fastened to the weld nuts of the brackets 70 and 72 through the cutouts 75 and 76, whereby the stopper members 74 are fixed to the brackets 70 and 72.

Further, referring to FIG. 2, a pair of inclined portions (arm portions) 64a, 64a are formed at portions along the side frames 2, 2 of the engine mounting frame 64 so as to extend diagonally upward toward the front of the vehicle. Have been.
Hereinafter, the operation of the girder frame 4 and the like according to the present invention configured as described above will be described.

Referring to FIG. 7, when an external force F is applied to the vehicle from the front as in a head-on collision, the outer plate member (indicated by the outer plate contour line P), the buckling of the side frames 2 and 2, and the cross beam frame 4 is schematically shown in FIG.
The operation of the frame structure according to the present invention will be described with reference to FIG. As shown in the figure, when an external force F is applied to the vehicle from the front, body members such as the front ends of the side frames 2 and 2 and the outer plate members start to be deformed. As a result, the impact force acting on the vehicle starts to be gradually absorbed.

When the deformation of the tip of the side frames 2, 2 reaches the girder frame 4, an external force F 'slightly attenuated from the external force F begins to act on the girder frame 4. At this time, the external force F Is greater than or equal to a predetermined value (load greater than or equal to a predetermined value),
The bolt 52 on the front side is fixed as it is, while the frame 4 having high rigidity transmits the external force F 'to the bolt 52 on the rear side, so that the bolt 52 is broken.

Referring to FIG. 8, there is shown in a cross-sectional view how the bolt 52 is sheared and broken by the external force F 'and the mounting bracket 8a, that is, the girder frame 4, is detached from the side frames 2, 2. As shown in FIG. In addition, the bolt 52 has a boundary portion 52 between the body portion 52a and the screw portion 52b where stress is concentrated.
It will break well at c. The shear strength is set in advance by an experiment or the like.
The material, diameter and the like of No. 2 are determined and processed. Here, it goes without saying that the bolt 52 has sufficient strength and performance in the tensile direction.

When the bolt 52 is thus sheared and broken, the rear portion of the girder frame 4 is separated from the side frames 2 and 2 together with the differential gear box 22 and the steering rack 28 while sliding backward along the side frames 2 and 2. (Arrow direction). At this time, the side member members 8, 8 of the girder frame 4 abut against the inclined portions 64a, 64a of the engine mounting frame 64, and as shown by the two-dot chain line, the inclined portions 64a, 64a.
It moves (slides) backward and downward while being guided by a. When the cross-girder frame 4 moves in this manner, it is possible to prevent the cross-girder frame 4 from being caught between the engine 60 and the collision object after disengagement, thereby preventing deformation of the vehicle body member. Further, since the double girder frame 4 does not abut on the engine 60, the engine 60 itself is protected.

At this time, the differential gear box 2
The propeller shaft 20 extending from the transmission 2 to the transmission 62 poses a problem, but the propeller shaft 20 is configured such that the three members of the shaft 20a, the shaft 20b, and the shaft 20c are rotatably connected at the connection portions 20d and 21 as described above. Further, a bolt is fastened to the stopper member 74 for holding the propeller shaft 20 via the notch 75 and the notch 76.

Accordingly, when the external girder frame 4 is detached by the application of the external force F ', the force also acts on the propeller shaft 20, but as shown in FIG.
Stopping member 7 by bearing portion 80 of propeller shaft 20
4 is pushed to the rear of the vehicle, and the notch 75 and the notch 76 come off the bolt. Then, as shown by the arrow and the two-dot chain line in the figure, the stopper member 74 is detached from the engine mounting frame 64, and then the propeller shaft 2
0 is bent at the connecting portion 20d and the connecting portion 21. Therefore, even when the girder frame 4 is detached,
The propeller shaft 20 does not become an obstacle when the girder frame 4 moves rearward of the vehicle.

That is, according to the frame structure of the present invention,
When a relatively large external force F is applied from the front of the vehicle such as at the time of a frontal collision, the rear portion of the girder frame 4 is easily and satisfactorily disengaged below the vehicle, so that the differential gear box 22 and the steering rack The deformation of the body members such as the outer plate member and the side frames 2 and 2 is not hindered by 28 and the like, and as shown in FIG.
The side frames 2 and 2 are compressed and deformed in a bellows shape as shown by a broken line, and the outer plate members are also well deformed as shown by a broken line. Therefore, at the time of a frontal collision or the like, the impact force acting on the vehicle is sufficiently absorbed by the vehicle body member, and the occupant is sufficiently protected without feeling a sudden impact.

Referring to FIG. 9, there is shown a graph showing the relationship between the measured vehicle body deformation L and the deceleration G (ie, the impact force acting on the vehicle), and shows the vehicle having the frame structure of the present invention. Is shown by a solid line, and the relationship of the conventional vehicle is shown by a broken line. As shown in the figure, in the conventional vehicle in which the chassis parts are directly mounted on the vehicle body side, the body deformation amount L is affected by the chassis parts. While the deformation of the vehicle body is prevented at a small stage and the deceleration G (impact force) becomes extremely large, the vehicle according to the present invention deforms satisfactorily without the influence of the chassis components and the deceleration G (impact force) becomes extremely large. Therefore, it is absorbed uniformly and smoothly and sufficiently without becoming large.

In the above embodiment, the case where the vehicle is a semi-cab-over type vehicle has been described. However, the present invention is not limited to this, and the frame structure of the present invention can be applied regardless of the type of vehicle.

[0041]

Effect of the Invention] As described above in detail, according to the frame structure of a vehicle of claim 1 according to the present invention, when a positive collision input from the front of the vehicle more than a predetermined in such a vehicle is applied, the
An input exceeding a predetermined value is applied to the first fastener and the suspension frame.
Transmitted to the second fastener via the arm and to the first fastener
About the second fastener while the fastening is maintained.
Is sheared and detached from the pair of side frames while the rear part of the suspension frame slides to the rear of the vehicle together with the chassis parts, so that the front part of the vehicle can be uniformly and smoothly deformed without obstacles to the chassis parts. it can. Therefore, the impact force acting on the vehicle can be sufficiently absorbed by the deformation of the vehicle body members such as the pair of side frames, and the occupant can be protected well.

Since the suspension frame has high rigidity in the front-rear direction of the vehicle, it is possible to transmit a predetermined input or more to all of the shearable second fasteners at the time of a frontal collision. By changing the reinforcing structure of the second embodiment, the second fastener can be surely shear-ruptured when the input force exceeds a predetermined value. Further, according to the vehicle frame structure of the present invention, the suspension frame detached while sliding from the side frame to the rear of the vehicle is favorably guided under the vehicle by the pair of arms of the engine mounting frame. For example, it is possible to prevent the separated suspension frame from striking between the engine and the collision object and obstructing the deformation of the body member,
The impact force acting on the vehicle can be sufficiently absorbed by the deformation of the vehicle body member.

According to the vehicle frame structure of the third aspect, when the suspension frame slides from the side frame to the rear of the vehicle, the stopper member for supporting the propeller shaft comes off the engine mounting frame, so that the propeller shaft does not stick. It can be bent freely, so that the propeller shaft can be prevented from becoming a hindrance to deformation of the vehicle body member at the time of a frontal collision, etc., and the impact force acting on the vehicle can be sufficiently absorbed.

[Brief description of the drawings]

FIG. 1 is a top view showing a front portion of a floor portion of a cab-over type vehicle in which an engine is disposed below a cabin between front and rear wheels, and is a diagram showing a girder frame, an engine mounting frame, and the like according to the present invention. is there.

FIG. 2 is a side view of a front portion of the floor portion viewed from a direction indicated by an arrow A in FIG.

FIG. 3 is a side view of the front mount bracket as viewed from an arrow B direction in FIG. 1;

FIG. 4 is a cross-sectional view of the front mount bracket along the line CC in FIG. 3;

FIG. 5 is a cross-sectional view of the rear mount bracket along the line DD in FIG. 1;

FIG. 6 is a diagram showing the relationship between the engine mounting frame and the propeller shaft, and showing the behavior of the propeller shaft during a frontal collision.

FIG. 7 is a diagram for explaining the behavior of the girder frame at the time of a frontal collision.

FIG. 8 is a view showing a shear fracture situation of a rear mounting bolt of a girder frame at the time of a frontal collision.

FIG. 9 is a graph showing the relationship between the vehicle body deformation amount L and the deceleration G (that is, the impact force acting on the vehicle), showing the effect of the frame structure according to the present invention.

[Explanation of symbols]

Reference Signs List 2 side frame 2b weld nut 4 cross beam frame (suspension frame) 6 front member member 8 side member member 10 cross member member 20 propeller shaft 22 front wheel differential gear box (chassis part) 26 lower arm (chassis part) 28 steering rack (chassis part) 30) Front mount bracket 40 Rear mount bracket 50 Front bolt ( first fastener) 52 Rear bolt ( second fastener) 52a Body 52b Screw 52c Boundary 64 Engine mounting frame 64a Inclined part (arm) ) 74 Stopper

Continued on the front page (72) Inventor Iwao Yamada 4-2-1-1, Shimomaruko, Ota-ku, Tokyo Mitsuhi Automotive Engineering Co., Ltd. (72) Inventor Tetsuji Himeno 4-2-1-1, Shimomaruko, Ota-ku, Tokyo In Automobile Engineering Co., Ltd. (72) Inventor Hirofumi Matsugane 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Inventor Takashi Fukaya 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Auto Inside (72) Inventor Kiki Matsushita 4-2-1-1, Shimomaruko, Ota-ku, Tokyo Mitsui Automotive Engineering Co., Ltd. (72) Toyoji Koike 4-2-1-1, Shimomaruko, Ota-ku, Tokyo 3 Within Ryo Automotive Engineering Co., Ltd. (72) Mikio Noguchi Inventor 4-2-1-1, Shimomaruko, Ota-ku, Tokyo Three-wheeler Automotive Engineering Co., Ltd. (72) Inventor Hiroyuki Tanaka 4-2-1, Shimomaruko, Ota-ku, Tokyo Ryo Motor Engineering Alling Co., Ltd. (56) References JP-A-9-226631 (JP, A) JP-A-58-93673 (JP, A) JP-A-7-117725 (JP, A) JP-A-9-109919 (JP, A) JP-A-4-50084 (JP, A) JP-A-7-40303 (JP, U) JP-A-63-64580 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB Name) B62D 25/20 B62D 21/00 B62D 21/15

Claims (3)

(57) [Claims] 1. A pair of left and right side frames extending in the vehicle front-rear direction at a lower portion of a vehicle, supported between the pair of side frames, and capable of withstanding a load greater than a predetermined value in the vehicle front-rear direction. A girder-shaped suspension frame having such rigidity and chassis parts attached thereto, and a front end of the suspension frame
Attach to the frame in the vertical direction of the vehicle.
A first fastener that holds the fastening against a heavy input, and a rear end of the suspension frame is attached to the pair of side frames in a vehicle up-down direction, and the suspension frame is input by inputting the predetermined load or more. And a second fastener that shears and breaks while sliding with respect to the pair of side frames. 2. A pair of arms, which are supported by the side frame and slide the suspension frame downward in a vehicle, at a portion facing the suspension frame, between the pair of side frames behind the suspension frame. The vehicle frame structure according to claim 1, further comprising an engine mounting frame. 3. The engine mounting frame is provided with a stop member that supports the propeller shaft via a bearing portion and that is capable of detaching the propeller shaft when the predetermined load or more is input to a vehicle. 3. The vehicle frame structure according to claim 2, wherein: