JP3985374B2 - Collision safety structure for cab vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a cab vehicle, in particular, a cab vehicle collision safety structure that ensures the safety of a cab vehicle by controlling the reduction of the amount of cab movement and the absorption of impact energy when an external force is applied such as a vehicle collision of a double cab vehicle. About.
[0002]
[Prior art]
A cab in a cab vehicle is mounted on a side member via a bolster such as a mount rail. There is no problem during normal driving, but when a large external force is applied, such as a vehicle collision, a large moment of inertia acts on the cab, which is relatively heavy, the cab moves forward, and the front surface of the cab is on the barrier surface. When pressed, the cab may be deformed and the living space may be narrowed, and various conventional techniques have been disclosed as countermeasures. Japanese Utility Model Laid-Open No. 6-72786 shows an example. In this “body structure”, a body (corresponding to a cab) is mounted on a chassis frame (corresponding to the side member) via an elastic body, and a crash zone is formed by projecting the chassis frame forward. In addition, a stopper for limiting the amount of movement of the body to a predetermined amount is provided.
[0003]
[Problems to be solved by the invention]
The known technique has a similar point to the present invention described later, but this technique inputs the impact force input to the chassis frame to the body side with almost no time delay, and enters the body. An object of the present invention is to prevent adverse effects on the locking operation of the seat belt provided. Therefore, the stopper is made of high rigidity. In addition, the present invention is characterized by providing a crash zone as described above, and is different from the present invention in configuration and purpose.
[0004]
As described above, the cab advances greatly when a large external force is applied during a collision or the like, but this tendency is much greater in a double cab vehicle than in a single cab vehicle. That is, in the case of an ordinary single cab, for example, its weight is about 350 kg, but a double cab is about 515 kg, which is quite heavy. Therefore, when a large external force is applied, such as a collision, it moves more than the single cab, and the living space is further narrowed. Therefore, a means for limiting the amount of movement of the cab is particularly necessary. Various means are conceivable as this means, but it is desirable that the simple structure is common to the single cab, the force acting on the left and right side members is made uniform, and the amount of impact energy absorbed is reduced. Those that can be improved and adjusted are preferred.
[0005]
The present invention was invented in view of the above circumstances, and has a cab vehicle collision safety structure capable of limiting the amount of cab movement and ensuring a living space, and improving and adjusting the amount of absorption of impact energy. The purpose is to provide.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a side member disposed at a predetermined interval in the vehicle width direction, and a mount disposed on the lower surface of the floor panel of the cab so as to mount the cab on the side member. A collision safety structure for reducing the amount of movement of a cab when an external force is applied to a cab vehicle having a rail, wherein a stopper member is provided at a position facing the front contact surface of the mount rail, and the stopper It constitutes a collision safety structure for a cab vehicle in which members are fixed to the side members. More specifically, the cab vehicle is a double cab vehicle and is mounted on a side member of the cab vehicle, and the stopper member is made of a non-flexible rigid body or a flexible body.
[0007]
Further, the stopper member is fixed to a bracket fixed to the side member, and the stopper member fixed to the left and right side members is made of materials having different flexibility characteristics. .
[0008]
The mount rail includes a center mount rail disposed substantially at the center of the double cab vehicle and a rear mount rail disposed near a rear end of the double cab vehicle, and the stopper member of the mount rail. A reinforcing member that reinforces the mount rail is provided at the contact point.
[0009]
The amount of movement of the cab is limited by bringing a stopper member fixed on the side member side into contact with a mounting rail provided on the lower surface of the floor panel of the cab. Since this stopper member can be fixed later on a side member or a bracket fixed to the side member, the side member can be used in both a single cab and a double cab. Of course, in the present invention, it is not necessary to provide a crash zone or the like by projecting the side member forward. In addition, the stopper member can be made flexible by changing its material, shape, thickness, etc., so adjustment of impact energy absorption characteristics and equalization of the load acting on the left and right side members are compared. Easy.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of a collision safety structure for a cab vehicle according to the present invention will be described below in detail with reference to the drawings. FIGS. 1 and 2 are a side view and a plan view showing a schematic structure of a double cab vehicle and an arrangement of stopper members as main components of the present invention. The double cab vehicle includes a double cab 7, a loading platform 8, and a frame 9 for supporting them. In the present invention, there is no direct relationship with respect to the loading platform 8, and the support method thereof is omitted, but the technology of the present invention applied to the cab side may be applied to the loading platform 8 side. Further, as the frame 9, the side member 2 is a related component in the present invention, and the description of the other components is omitted.
[0011]
The double cab 7 includes a front cab 7 a and a rear cab 7 b, and a bolster that is a framework of the double cab 7 is formed on the lower surface of the floor panel 6. In this embodiment, a mount rail is used as the bolster. The mount rails are arranged in the vehicle width direction orthogonal to the side members 2, and in this embodiment, the center mount rail 3 at the boundary between the front cab 7a and the rear cab 7b and the rear mount rail 4 at the rear end of the rear cab 7b are provided. Use.
[0012]
The side member 2 is composed of a rigid member that is disposed on the left and right sides at predetermined intervals in the vehicle width direction. As shown in FIGS. 1 and 2, a center mount rail 3 and a rear mount rail 4 are mounted on the side members 2 and 2 to support a double cab 7. A bracket 5 for supporting the double cab 7 and the like is fixed to the side surface of the side member 2.
[0013]
The stopper member 1 has various structures, and examples thereof include those shown in FIGS. 7 (a) and 7 (b). The thing shown to Fig.7 (a) is a square thing, and the thing shown to FIG.7 (b) is a triangle thing. Any type has a flat contact surface 1a and a rib 1b that reinforces the contact surface 1a. Of course, it may be a block shape instead of a frame shape as shown. As described above, the shape may be arbitrary, but the material, hardness, plate thickness, and the like are appropriately set according to the purpose of use.
[0014]
3 and 4 show the arrangement of the stopper member 1 having the above-described structure and the engagement state with the mount rail. Although the center mount rail 3 (the same applies to the rear mount rail 4) has various cross-sectional shapes, it forms a flat contact surface 3a as shown. The stopper member 1 is disposed with the contact surface 1a of the stopper member 1 facing the contact surface 3a. Although there may be a slight gap between the abutting surfaces 3a and 1a, it is desirable that the stopper member 1 is disposed at a position where it can abut at least immediately when the double cab 7 moves forward.
[0015]
As shown in FIGS. 3 and 4, the stopper member 1 may be directly welded to the upper surface of the side member 2, but may be disposed on the bracket 5 fixed to the side surface of the side member 2. Good. On the other hand, as shown in FIG. 4, the reinforcing member 10 is fixed inside the center mount rail 3. The reinforcing member 10 may have an arbitrary shape, but has at least a structure that reinforces the contact surface 3 a of the center mount rail 3. That is, since a considerable pressing force acts between the contact surface 3 a of the center mount rail 3 and the contact surface 1 a of the stopper member 1, the center mount rail 3 having a lower cross-sectional rigidity than the stopper member 1 is applied. The contact surface 3a is easily deformed. The reinforcing member 10 is for preventing the deformation. As described above, the adjustment of the moving amount of the double cab 7 depends solely on the structure of the stopper member 1.
[0016]
Next, the operation of the cab vehicle collision safety structure in the present embodiment will be described. When the vehicle collides with the barrier surface or the like, a large inertial force acts on the double cab 7 as described above, and the double cab 7 tends to move forward. In the prior art without the stopper member 1, the double cab 7 is moved according to its inertial force, and a large impact force acts on the side member 2 side. As a result, there is a possibility that the living space of the double cab 7 becomes narrow. On the other hand, when the stopper member 1 of the present invention is disposed, the contact surface 3a of the center mount rail 3 (the same applies to the rear mount rail 4) is pressed against the contact surface 1a of the stopper member 1 when the double cab 7 is moved. As a result, the amount of movement of the double cab 7 is limited. At the same time, a load corresponding to the flexibility characteristic of the stopper member 1 acts on the side member 2 side. Therefore, absorption of impact energy according to the flexibility characteristic of the stopper member 1 is performed by the double cab 7 and the side member 2 side.
[0017]
In FIG. 5, the horizontal axis indicates the cab displacement (the amount of movement of the double cab 7), and the vertical axis indicates the shock energy absorption amount (EA amount) of the entire vehicle. In the figure, the curve A (solid line) is the case of the present invention, and the curve B (dotted line) is the case of the prior art. As can be seen from the figure, the amount of cab movement is extremely small in the present invention for the same amount of EA. On the contrary, the amount of EA when the amount of cab movement is the same is much larger in the present invention.
[0018]
FIG. 6 schematically shows the relationship between the amount of EA and the displacement of the cab when the shape, material, and hardness of the stopper member 1 to be used are the same and only the plate thickness is changed. In the figure, the thickness of A, B, C is I>B> C. As shown in the figure, the relationship between the amount of EA and the cab displacement is sharper for the thick plate with the same shape, material and hardness as compared with the thin plate with the thick plate. As described above, the EA amount-cab displacement characteristic can be easily adjusted by simply changing the thickness of the stopper member 1. Of course, by appropriately setting the shape, material, and hardness of the stopper member 1, a desired EA amount-cab displacement characteristic can be easily obtained. Further, due to the shape of the double cab 7 or the like, it is normal that a uniform load does not act on the left and right side members 2 and 2. However, the load generated on the left and right side members 2 and 2 can be made uniform by appropriately setting the structure of the stopper member 1 of the present invention.
[0019]
As is apparent from the above description, the present invention can easily limit the amount of movement of the cab and adjust the amount of EA simply by providing the stopper member 1 having a very simple structure. In the above description, only the double cab 7 has been described. On the contrary, the stopper member 1 is disposed on the side member 2 of the single cab, so that it can be applied to the double cab 7 as it is. Therefore, it can implement simply. Further, as described above, the stopper member 1 has a very high degree of freedom, and the material thereof is not limited to a steel material, and a resin material, rubber or the like can be used. Other elastic members can also be used.
[0020]
【The invention's effect】
According to the collision safety structure for a cab vehicle according to the present invention, the cab vehicle has a simple structure and can freely limit the amount of movement of the cab and improve and adjust the EA amount. The present invention can be applied, and the effect of easily making the load on the frame side uniform can be improved.
[Brief description of the drawings]
FIG. 1 is a side view showing a schematic structure of a double cab to which a stopper member of the present invention is applied.
FIG. 2 is a plan view showing a schematic structure of a double cab to which a stopper member of the present invention is applied.
FIG. 3 is a perspective view showing an engaged state between a stopper member of the present invention and a mount rail.
FIG. 4 is a partially enlarged sectional view showing a contact engagement state between the stopper member and the mount rail of the present invention.
FIG. 5 is a diagram showing the relationship between the amount of EA and the cab displacement between the present invention and the prior art.
FIG. 6 is a diagram showing the relationship between the amount of EA and the cab displacement when using the stopper member of the present invention having the same structure but only the plate thickness.
FIG. 7 is a perspective view showing a square or triangular stopper member used in the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Stopper member 1a Contact surface 1b Rib 2 Side member 3 Center mount rail 3a Contact surface 4 Rear mount rail 5 Bracket 6 Floor panel 7 Double cab 7a Front cab 7b Rear cab 8 Loading platform 9 Frame 10 Reinforcing member

Claims (7)

The cab vehicle has a side member disposed at a predetermined interval in the vehicle width direction and a mount rail disposed on the lower surface of the floor panel of the cab so as to mount the cab on the side member. A collision safety structure for reducing the amount of movement, characterized in that a stopper member is provided at a position facing the front contact surface of the mount rail, and the stopper member is fixed to the side member side. A cab vehicle collision safety structure.   The cab vehicle collision safety structure according to claim 1, wherein the cab vehicle is a double cab vehicle and is mounted on a side member of the cab vehicle. The cab vehicle collision safety structure according to claim 1, wherein the stopper member is made of a non-flexible rigid body or a flexible body. The collision safety structure for a cab vehicle according to claim 1, wherein the stopper member is fixed to a bracket fixed to the side member. 2. The collision safety structure for a cab vehicle according to claim 1, wherein the stopper members fixed to the left and right side members have different flexibility characteristics. The collision of the cab vehicle according to claim 2, wherein the mount rail includes a center mount rail disposed substantially at a center of the double cab vehicle and a rear mount rail disposed near a rear end of the double cab vehicle. Safety structure. The collision safety structure for a cab vehicle according to claim 1, wherein a reinforcing member that reinforces the mount rail is provided at a contact portion of the mount rail with the stopper member.

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