JP4147815B2 - Body structure of vehicle with frame - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle body structure of a vehicle with a frame, and more particularly to a vehicle body structure of a vehicle with a frame in an automobile in which a body is coupled to a chassis frame via a body mount.
[0002]
[Prior art]
Conventionally, an example of a vehicle body structure of a vehicle with a frame in which a body is coupled to a chassis frame via a body mount is disclosed in Japanese Patent Laid-Open No. 2001-26938.
[0003]
As shown in FIGS. 10 (A) and 10 (B), in the vehicle body structure of this vehicle with a frame, a pair of side rails 100 are used to control the crash mode and the crash load at the time of a front collision (front collision). In addition, a bent portion 106 is formed in the vicinity of the rear of the front wheel 104 and bent inward in the vehicle width direction and upward in the vehicle height direction. A concave portion 108 is formed in a portion to be a valley folded portion. Further, a wheel stopper 110 is provided on the side surface of the side rail 100 to press the front wheel 104 that retreats due to the trough of the concave portion 108 of the bent portion 106 at the time of a front collision.
[0004]
[Problems to be solved by the invention]
However, in the vehicle body structure of the vehicle with a frame, the collision energy is absorbed only on the frame side of the vehicle body at the time of the front collision, and the collision energy is not absorbed on the body side of the vehicle body. As a result, there is a risk that deformation at the bent portion 106 of the side rail 100 will increase at the time of the front collision, and deformation on the body side will also increase.
[0005]
An object of the present invention is to obtain a vehicle body structure of a vehicle with a frame that can reduce deformation of a bent portion in a side rail at the time of a collision in consideration of the above fact.
[0006]
[Means for Solving the Problems]
The present invention according to claim 1 is a vehicle body structure of a vehicle with a frame in which a body is coupled to a plurality of locations of a chassis frame via a body mount.
A side rail comprising a bent portion that constitutes the chassis frame and is bent outward in the vehicle width direction from the longitudinal tip side toward the longitudinal center side;
An impact transmitting means formed on the inner side in the vehicle width direction of the bent portion;
A reinforcing member that is disposed on the center side in the longitudinal direction of the side rail with respect to the impact transmission means at a position that is substantially collinear with the impact transmission means in the vehicle front-rear direction, and is fixed to the body side;
It is characterized by having.
[0007]
Therefore, when a load is applied from the front end in the longitudinal direction of the side rail toward the center in the longitudinal direction at the time of front collision or rear collision, the impact transmission means formed on the inner side in the vehicle width direction at the bent portion is loaded. A reinforcing member that is disposed on the center side in the longitudinal direction of the side rail with respect to the impact transmission means and disposed at a position that is substantially collinear with the impact transmission means in the longitudinal direction of the vehicle and fixed to the body side The load is transmitted in contact with. As a result, a part of the collision energy can be received by the reinforcing member fixed to the body side. For this reason, the deformation | transformation of the bending part in a side rail at the time of a collision can be reduced.
[0008]
According to a second aspect of the present invention, in the vehicle body structure of the vehicle with a frame according to the first aspect, a gap is formed between the impact transmitting means and the reinforcing member.
[0009]
Therefore, in addition to the contents described in claim 1, since the gap is formed between the impact transmission means and the reinforcing member, the impact transmission means is caused by the relative movement between the frame and the body when the vehicle normally travels. And the reinforcing member can be prevented from interfering with each other.
[0010]
According to a third aspect of the present invention, in the vehicle body structure of the vehicle with a frame according to the second aspect, the engagement is performed when both the impact transmitting means and the reinforcing member are brought close to the mutually facing surfaces. It has the means.
[0011]
Therefore, in addition to the contents of the second aspect, since the engaging means that engages when both approach each other on the mutually opposing surfaces of the impact transmitting means and the reinforcing member, the impact transmitting means and the reinforcing member are provided. When transmitting a load, slipping between the two can be prevented, and therefore, collision energy absorption loss can be reduced.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
1st Embodiment of the vehicle body structure of the vehicle with a frame in this invention is described according to FIGS.
[0013]
As shown in FIG. 1, a vehicle body 10 of the present embodiment includes a chassis frame 16 having a pair of left and right side rails 12 and a plurality of cross members 14 installed at predetermined positions in the vehicle front-rear direction. A body (not shown) is coupled to a plurality of locations on the chassis frame 16 via a body mount 18.
[0014]
A body collision reinforcement 20 as a pair of left and right reinforcing members is disposed on the body side of the vehicle body 10 along the vehicle front-rear direction.
[0015]
At the boundary between the front portion 12A of the side rail 12 and the center portion 12B in the front-rear direction of the side rail 12, the side rail 12 extends from the front end side in the longitudinal direction of the side rail 12, that is, from the front end 12C side of the side rail 12 in this embodiment. A bent portion 22 (also referred to as a kick portion) that is bent outward in the vehicle width direction toward the longitudinal center portion 12B side is formed.
[0016]
Further, a frame collision bracket 24 as an impact transmission means is disposed on the inner side in the vehicle width direction of the bent portion 22, and the frame collision bracket 24 is substantially extended from the front portion 12 </ b> A of the side rail 12 in a plan view. It arrange | positions in the site | part of the bending part 22 used as a line.
[0017]
As shown in FIG. 2, the bent portion 22 of the side rail 12 is bent downward from the front end 12C side of the side rail 12 toward the longitudinal center portion 12B side of the side rail 12, and the frame collision bracket 24 is In the side view, the side rail 12 is disposed at a portion of the bent portion 22 that is substantially on the extension line of the front portion 12A.
[0018]
As shown in FIG. 3, the frame collision bracket 24 has a trapezoidal shape in plan view, and the vehicle width direction inner side wall portion 24 </ b> A extends linearly in the vehicle front-rear direction. The outer edge in the vehicle width direction of the upper wall portion 24B of the frame collision bracket 24 is a flange 24C, and the flange 24C is welded to the upper wall portion 12D of the side rail 12.
[0019]
The rear wall portion 24D of the frame collision bracket 24 extends linearly in the vehicle width direction. Further, an outer edge in the vehicle width direction of the rear wall portion 24D of the frame collision bracket 24 is bent obliquely rearward of the vehicle to form a flange 24E. The flange 24E is welded to the inner wall portion 12E in the vehicle width direction of the side rail 12. ing.
[0020]
The front wall portion 24F of the frame collision bracket 24 extends linearly in the vehicle width direction. Further, the outer edge portion in the vehicle width direction of the front wall portion 24F of the frame collision bracket 24 is bent obliquely forward of the vehicle to form a flange 24G, and the flange 24G is welded to the inner wall portion 12E in the vehicle width direction of the side rail 12. ing.
[0021]
As shown in FIG. 5, the outer edge in the vehicle width direction of the lower wall portion 24H of the frame collision bracket 24 is bent downward in the vehicle to form a flange 24J, and the flange 24J is the inner wall portion in the vehicle width direction of the side rail 12. It is welded to 12E.
[0022]
As shown in FIG. 4, the body collision reinforcement 20 has a cross-sectional shape as viewed from the front-rear direction of the vehicle in a hat shape with the opening facing upward, and flanges 20 </ b> A and 20 </ b> B formed at the opening end are provided. It is welded to the lower surface of the floor panel on the body side (not shown). Therefore, the body collision reinforcement 20 forms a closed cross-sectional structure extending in the vehicle front-rear direction with the floor panel on the body side.
[0023]
As shown in FIG. 3, a contact panel 26 is disposed at the front end of the body collision reinforcement 20, and the contact panel 26 has a U shape in plan view. The base portion 26A of the contact panel 26 and the rear wall portion 24D of the frame collision bracket 24 are arranged in parallel to each other along the vehicle width direction. In other words, the body collision reinforcement 20 is located on the center side (rear side) in the longitudinal direction of the side rail 12 with respect to the frame collision bracket 24 and on a substantially collinear line with the frame collision bracket 24 in the vehicle front-rear direction. A gap 28 having a predetermined length L is formed between the rear wall portion 24D of the frame collision bracket 24 and the base portion 26A of the contact panel 26. ing.
[0024]
As shown in FIG. 5, a flange 26 </ b> B is formed at the vehicle width direction outer side end portion of the base portion 26 </ b> A of the contact panel 26, and this flange 26 </ b> B is a vehicle width of the body collision reinforcement 20. It is welded to the vehicle width direction outer side surface of the vehicle width direction outer front end portion 20C in the direction outer wall portion. Further, a flange 26C is formed at the vehicle width direction inner side end portion of the base portion 26A of the abutting panel 26 toward the rear of the vehicle, and this flange 26C is formed at the vehicle width direction inner side wall portion of the body collision reinforcement 20. It is welded to the inner side surface in the vehicle width direction of the front end portion 20D in the vehicle width direction.
[0025]
As shown in FIG. 4, the vertical dimension H1 of the frame collision bracket 24 is gradually increased toward the rear of the vehicle, and the rear wall portion 24D of the frame collision bracket 24 is lower than the base portion 26A of the contact panel 26. The distance M protrudes. In addition, the vertical dimension H2 of the body collision reinforcement 20 is gradually increased toward the front of the vehicle at the front end portion, and the base portion 26A of the contact panel 26 extends upward from the rear wall portion 24D of the frame collision bracket 24 to the vehicle. The distance N protrudes.
[0026]
Therefore, even when the bent portion 22 of the side rail 12 bends upward in the vehicle at the time of a front collision, the base portion 26A of the contact panel 26 and the rear wall portion 24D of the frame collision bracket 24 are reliably in contact. Yes.
[0027]
Next, the operation of this embodiment will be described.
[0028]
In this embodiment, when a load is applied from the front end 12C of the side rail 12 toward the vehicle rear side at the time of the front collision, the frame collision bracket disposed on the inner side in the vehicle width direction at the bent portion 22 of the side rail 12. 24 is moved in the direction of the load, that is, rearward of the vehicle, and is disposed at a position that is substantially collinear with the frame collision bracket 24 in the vehicle front-rear direction, and abuts against the body collision reinforcement 20 fixed on the body side. Transmit load.
[0029]
As a result, part of the collision energy can be received by the body collision reinforcement 20 fixed on the body side, so that the collision energy can be efficiently distributed. For this reason, the bending (bending) moment of the bent portion 22 in the side rail 12 at the time of the front collision can be reduced, and the deformation of the bent portion 22 can be reduced, so that the deformation of the chassis frame 16 that greatly affects the vehicle deformation at the time of the front collision is reduced. it can. Further, the collision energy can be absorbed by the deformation in the compression direction of the side rail 12 and the body collision reinforcement 20 with good efficiency.
[0030]
Therefore, in this embodiment, the collision performance of the vehicle 10 with a frame can be significantly improved, and both the weight reduction of the vehicle and the collision safety performance can be achieved.
[0031]
Further, in the present embodiment, the rear wall portion 24D of the frame collision bracket 24 protrudes from the base portion 26A of the contact panel 26 by a distance M downward, and the base portion 26A of the contact panel 26 is located behind the frame collision bracket 24. A distance N protrudes upward from the wall 24D. As a result, even when the bent portion 22 of the side rail 12 is bent upward in the vehicle at the time of a front collision, the base portion 26A of the contact panel 26 and the rear wall portion 24D of the frame collision bracket 24 are reliably in contact. For this reason, even when the bent portion 22 of the side rail 12 is bent upward in the front collision, the collision energy can be reliably transmitted from the frame collision bracket 24 to the body collision reinforcement 20, thereby reducing the collision energy absorption loss. Can be reduced.
[0032]
In the present embodiment, a gap 28 having a predetermined length L is formed between the base portion 26A of the abutting panel 26 constituting the front end portion of the body collision reinforcement 20 and the rear wall portion 24D of the frame collision bracket 24. Therefore, it is possible to prevent the frame collision bracket 24 and the contact panel 26 of the body collision reinforcement 20 from interfering with each other due to the relative movement between the chassis frame 16 and the body when the vehicle travels normally. Furthermore, the impact on the body side can be reduced by adjusting the length L of the gap 28.
[0033]
Next, a second embodiment of the vehicle body structure of a vehicle with a frame according to the present invention will be described with reference to FIGS.
[0034]
In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
[0035]
As shown in FIG. 6, in the present embodiment, the rear wall portion 24 </ b> D of the frame collision bracket 24 and the base portion 26 </ b> A of the abutting panel 26, which are opposed surfaces of the frame collision bracket 24 and the body collision reinforcement 20. A convex portion 30 as an engaging means that engages when the frame collision bracket 24 and the body collision reinforcement 20 approach each other, or a concave portion 32 as an engaging means is formed.
[0036]
As shown in FIG. 8, the convex portion 30 is formed by pressing or the like toward the vehicle rear side at a substantially central portion of the rear wall portion 24 </ b> D of the frame collision bracket 24, and the concave portion 32 is formed on the base portion 26 </ b> A of the contact panel 26. A substantially central portion is formed by a press or the like toward the vehicle rear side.
[0037]
As shown in FIG. 7, the convex portion 30 and the concave portion 32 are formed at opposing positions. When the frame collision bracket 24 and the body collision reinforcement 20 approach each other at the time of the front collision, they are engaged with each other, Slip with the body collision reinforcement 20 is prevented.
[0038]
Next, the operation of this embodiment will be described.
[0039]
In the present embodiment, in addition to the effects described in the first embodiment, when the frame collision bracket 24 and the body collision reinforcement 20 approach each other at the time of the front collision, a convex portion formed on the rear wall portion 24D of the frame collision bracket 24. 30 and a recess 32 formed in the base portion 26A of the contact panel 26 provided at the front end portion of the body collision reinforcement 20 are engaged with each other. As a result, the engagement between the convex portion 30 and the concave portion 32 can prevent the sliding in the contact surface direction between the frame collision bracket 24 and the body collision reinforcement 20. For this reason, the frame collision bracket 24 and the body collision reinforcement 20 are reliably brought into contact with each other, and the collision energy can be reliably transmitted from the frame collision bracket 24 to the body collision reinforcement 20, so that the collision energy absorption loss can be reduced.
[0040]
Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in the second embodiment, the convex portion 30 is formed on the rear wall portion 24D of the frame collision bracket 24 and the concave portion 32 is formed on the base portion 26A of the abutting panel 26, but the rear wall portion 24D of the frame collision bracket 24 is formed. A recess may be formed on the base 26 </ b> A, and a protrusion may be formed on the base 26 </ b> A of the contact panel 26. Further, the engaging means is not limited to the convex portion and the concave portion, and may have other configurations. For example, as shown in FIG. 9, the frame collision between the frame collision bracket 24 and the body collision reinforcement 20 on the rear wall 24D of the frame collision bracket 24 that faces each other and the base 26A of the contact panel 26 Concave and convex surfaces 40 may be formed as engaging means that engage when the bracket 24 and the body collision reinforcement 20 approach each other.
[0041]
Moreover, in the said embodiment, although the side rail 12 and the frame collision bracket 24 as an impact transmission means were used as separate members, instead of this, for example, a part of the side rail 12 is bulged inward in the vehicle width direction. By forming the frame collision bracket 24, the side rail 12 and the frame collision bracket 24 as the impact transmission means may be integrated.
[0042]
In each of the above embodiments, the vehicle body structure of the vehicle with a frame having the bent portion 22 at the front portion of the side rail 12 has been described. However, the vehicle body structure of the vehicle with a frame according to the present invention has a bent portion at the rear portion of the side rail 12. The vehicle body structure of the frame-equipped vehicle having 22, that is, at the boundary between the rear portion of the side rail 12 and the center portion in the front-rear direction, toward the front end side in the longitudinal direction of the side rail 12, ie, from the rear end side toward the central portion in the longitudinal direction The present invention can also be applied to a vehicle with another frame different from the above-described embodiment, such as a vehicle in which a bent portion that is bent outward in the vehicle width direction is formed.
[0043]
【The invention's effect】
According to the first aspect of the present invention, in a vehicle body structure of a vehicle with a frame in which a body is coupled to a plurality of locations of the chassis frame via a body mount, the chassis frame is formed and the longitudinal direction is directed from the front end side to the longitudinal center side. Side rail having a bent portion bent outward in the vehicle width direction, impact transmission means formed on the inner side in the vehicle width direction at the bent portion, and impact on the center side in the longitudinal direction of the side rail with respect to the impact transmission means. The reinforcing member is disposed at a position that is substantially on the same straight line in the longitudinal direction of the vehicle and the vehicle, and has a reinforcing member that is fixed to the body side. Therefore, it is possible to reduce the deformation of the bent portion of the side rail at the time of a collision. Have.
[0044]
According to the second aspect of the present invention, in the vehicle body structure of the vehicle with a frame according to the first aspect, since a gap is formed between the impact transmission means and the reinforcing member, in addition to the effect of the first aspect, the vehicle Has an excellent effect of preventing the impact transmission means and the reinforcing member from interfering during normal travel.
[0045]
According to a third aspect of the present invention, in the vehicle body structure of the vehicle with a frame according to the second aspect, the engaging means that engages the shock transmitting means and the reinforcing member when the two approach each other. Therefore, in addition to the effect of the second aspect , it has an excellent effect that the absorption loss of collision energy can be reduced.
[Brief description of the drawings]
FIG. 1 is a schematic plan view showing a vehicle body structure of a vehicle with a frame according to a first embodiment of the present invention.
FIG. 2 is a schematic side view, partly in section, showing the vehicle body structure of a vehicle with a frame according to the first embodiment of the present invention.
FIG. 3 is an enlarged plan view showing a main part of the vehicle body structure of the vehicle with a frame according to the first embodiment of the present invention.
FIG. 4 is a perspective view showing the main part of the vehicle body structure of the vehicle with a frame according to the first embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 5 is an exploded perspective view showing the main part of the vehicle body structure of the vehicle with a frame according to the first embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 6 is an enlarged plan view showing a main part of a vehicle body structure of a vehicle with a frame according to a second embodiment of the present invention.
FIG. 7 is a perspective view showing a main part of a vehicle body structure of a vehicle with a frame according to a second embodiment of the present invention as viewed from the obliquely rearward inner side of the vehicle.
FIG. 8 is an exploded perspective view showing a main part of a vehicle body structure of a vehicle with a frame according to a second embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 9 is a perspective view showing a main part of a vehicle body structure of a vehicle with a frame according to another embodiment of the present invention as seen from the obliquely rearward inner side of the vehicle.
FIG. 10A is a plan view showing a vehicle body structure of a vehicle with a frame according to the prior art, and FIG. 10B is a side view showing a vehicle body structure of a vehicle with a frame according to the prior art.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Car body 12 Side rail 14 Cross member 16 Chassis frame 20 Body collision reinforcement (reinforcement member)
22 Bending part of side rail 24 Frame collision bracket (impact transmission means)
26 Contact panel 28 of frame collision bracket 28 Clearance 30 Projection (engaging means)
32 Recess (engagement means)
40 Uneven surface (engagement means)

Claims (3)

In the vehicle body structure of a vehicle with a frame in which the body is coupled to a plurality of locations on the chassis frame via a body mount,
A side rail comprising a bent portion that constitutes the chassis frame and is bent outward in the vehicle width direction from the longitudinal tip side toward the longitudinal center side;
An impact transmitting means formed on the inner side in the vehicle width direction of the bent portion;
A reinforcing member that is disposed on the center side in the longitudinal direction of the side rail with respect to the impact transmission means at a position that is substantially collinear with the impact transmission means in the vehicle front-rear direction, and is fixed to the body side;
A vehicle body structure for a vehicle with a frame, comprising:   2. A vehicle body structure for a vehicle with a frame according to claim 1, wherein a gap is formed between the impact transmission means and the reinforcing member. The vehicle body structure for a vehicle with a frame according to claim 2 , further comprising engaging means for engaging the impact transmitting means and the reinforcing member when the two approach each other.

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