JP5573233B2 - Vehicle frame structure - Google Patents
Vehicle frame structure Download PDFInfo
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- JP5573233B2 JP5573233B2 JP2010046163A JP2010046163A JP5573233B2 JP 5573233 B2 JP5573233 B2 JP 5573233B2 JP 2010046163 A JP2010046163 A JP 2010046163A JP 2010046163 A JP2010046163 A JP 2010046163A JP 5573233 B2 JP5573233 B2 JP 5573233B2
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Description
この発明は、自動車等の車両における車体の一部を構成する車両用フレームの構造に関し、より詳しく言えば、外部から荷重が作用し得る管状のフレーム本体の内部に、該フレーム本体の長手方向に沿って補強部材が取り付けられた車両用フレーム構造に関する。 The present invention relates to a structure of a vehicle frame that constitutes a part of a vehicle body in a vehicle such as an automobile. More specifically, the present invention relates to the inside of a tubular frame body to which a load can act from the outside, in the longitudinal direction of the frame body. The present invention relates to a vehicle frame structure to which a reinforcing member is attached.
周知のように、自動車等の車両における車体の一部を構成するセンターピラーやサイドシルなどの車両用フレーム（車体フレーム）には、高強度及び高剛性が求められるとともに、燃費性能の向上を図るため軽量化が求められている。このため、車体フレームは、多くの場合、金属製の板状素材を管状に形成して構成されている。 As is well known, a vehicle frame (body frame) such as a center pillar or side sill that constitutes a part of a vehicle body of a vehicle such as an automobile is required to have high strength and high rigidity and to improve fuel efficiency. There is a need for weight reduction. For this reason, the body frame is often configured by forming a metal plate-like material into a tubular shape.
また、車体フレームとして、管状のフレーム本体の内部に該フレーム本体の長手方向に沿って補強部材を取り付けたものも知られている。例えば特許文献１には、サイドシルの内部に、インナパネルとの間でサイドシルの長手方向に延びる複数の閉断面部を形成する補強部材を設けて、該閉断面部によってサイドシルの曲げ剛性を高めるようにしたものが開示されている。 Also known as a body frame is a tubular frame body in which a reinforcing member is attached along the longitudinal direction of the frame body. For example, in Patent Document 1, a reinforcing member that forms a plurality of closed cross sections extending in the longitudinal direction of the side sill with the inner panel is provided inside the side sill, so that the bending rigidity of the side sill is increased by the closed cross section. What has been disclosed is disclosed.
近年、自動車等の車両では、例えば車体側方からの衝突、所謂側突を受けた際に乗員の安全性を確保するために、車両の側突時に、センターピラーやサイドシルなどの車体フレームに外部から荷重が作用しても曲げ変形しないよう、車体フレームの曲げ抗力をさらに高めることが求められている。 In recent years, in vehicles such as automobiles, in order to ensure the safety of passengers in the event of a collision from the side of the vehicle body, for example, a so-called side collision, the vehicle body frame such as a center pillar or a side sill is Therefore, it is required to further increase the bending resistance of the vehicle body frame so that it does not bend and deform even when a load is applied.
本願発明者等は、種々の試験研究を重ねた結果、具体的には後述するが、矩形断面の管状のフレーム本体に外部から荷重が作用して曲げ変形する場合、荷重が作用した時に圧縮方向の力が作用する第１面部が荷重の入力方向に沿ってフレーム本体の内方側へ変形し始め、この変形に伴って該第１面部に隣接する面部がフレーム本体の外方側に膨らんで面外変形を生じるとともに、荷重が作用した時に引張方向の力が作用する第２面部がフレーム本体の内方側へ変形し、フレーム本体が曲げ変形して座屈することを見出した。 The inventors of the present application have conducted various test studies, and will be described in detail later. When a load is applied to the tubular frame body having a rectangular cross section due to an external load and bending deformation, the compression direction is applied when the load is applied. The first surface portion on which the force acts starts to deform inward of the frame body along the load input direction, and the surface portion adjacent to the first surface portion swells outward of the frame body along with this deformation. It has been found that out-of-plane deformation occurs, the second surface portion on which a tensile force acts when a load is applied is deformed inward of the frame body, and the frame body is bent and deformed to buckle.
かかる知見によれば、外部から荷重が作用し得るフレーム本体では、フレーム本体の内方側への第１面部の曲げ変形に伴って変形する該第１面部に隣接する面部の面外変形を抑制することができれば、フレーム本体全体の曲げ変形を有効に抑制することができ、フレーム本体の曲げ抗力を高めることができると考えられる。 According to such knowledge, in the frame main body to which a load can be applied from the outside, the out-of-plane deformation of the surface portion adjacent to the first surface portion that is deformed with the bending deformation of the first surface portion toward the inner side of the frame main body is suppressed. If it is possible, the bending deformation of the entire frame body can be effectively suppressed, and the bending resistance of the frame body can be increased.
その場合に、外部から荷重が作用し得るフレーム本体の第１面部に隣接する面部に、前記特許文献１に開示されるような、フレーム本体の長手方向に延びる複数の閉断面部を形成するように補強部材を取り付けることが考えられる。かかる場合には、補強部材によってフレーム本体全体の剛性を高めて曲げ抗力を高めることができるものの、フレーム本体の第１面部に外部から荷重が作用する際に、フレーム本体の長手方向に延びる閉断面部がフレーム本体の第１面部に隣接する面部の面外変形に余り役立たず、フレーム本体の第１面部に隣接する面部と閉断面部とがともにフレーム本体の外方側へ膨らんで面外変形を生じる畏れがある。 In that case, a plurality of closed cross sections extending in the longitudinal direction of the frame body as disclosed in Patent Document 1 are formed on a surface portion adjacent to the first surface portion of the frame body to which a load can act from the outside. It is conceivable to attach a reinforcing member to the. In such a case, although the rigidity of the entire frame body can be increased by the reinforcing member and the bending resistance can be increased, the closed cross section extending in the longitudinal direction of the frame body when a load acts on the first surface portion of the frame body from the outside. The part is not very useful for the out-of-plane deformation of the surface part adjacent to the first surface part of the frame body, and the surface part adjacent to the first surface part of the frame body and the closed cross-section part both bulge outward from the frame body and are deformed out of plane. There is a drown that produces.
これに対して、フレーム本体の内部に、該フレーム本体の長手方向に対して所定角度傾斜した方向に延びる複数の閉断面部を形成するように補強部材を取り付けることが考えられる。この場合は、閉断面部がフレーム本体の長手方向に対して所定角度傾斜した方向に延びるように補強部材が取り付けられていることから、閉断面部がフレーム本体の長手方向に延びるように補強部材を取り付けた場合に比べて、フレーム本体の第１面部に隣接する面部が面外変形することを抑制することができる。 On the other hand, it is conceivable that the reinforcing member is attached inside the frame body so as to form a plurality of closed cross sections extending in a direction inclined by a predetermined angle with respect to the longitudinal direction of the frame body. In this case, since the reinforcing member is attached so that the closed cross-section portion extends in a direction inclined by a predetermined angle with respect to the longitudinal direction of the frame body, the reinforcing member so that the closed cross-section portion extends in the longitudinal direction of the frame body. Compared with the case where the is attached, it is possible to suppress the surface portion adjacent to the first surface portion of the frame body from being deformed out of plane.
しかしながら、フレーム本体の第１面部に隣接する面部の面外変形は、フレーム本体の長手方向の一部において外方側へ膨らみ、その外方側へ膨らんだ部分のフレーム本体の長手方向の両端部に面外変形の起点が存在することから、フレーム本体の第１面部に隣接する面部に、該フレーム本体の長手方向に対して所定角度傾斜した方向に延びる複数の閉断面部を形成するように補強部材を取り付けた場合には、フレーム本体の第１面部に隣接する面部と補強部材とが離間した閉断面部を起点としてフレーム本体の面外変形が生じる畏れがある。 However, the out-of-plane deformation of the surface portion adjacent to the first surface portion of the frame body bulges outward in a part of the longitudinal direction of the frame body, and both longitudinal end portions of the frame body bulge outward Since there is an origin of out-of-plane deformation, a plurality of closed cross-section portions extending in a direction inclined by a predetermined angle with respect to the longitudinal direction of the frame body are formed on the surface portion adjacent to the first surface portion of the frame body. When the reinforcing member is attached, the frame main body may be deformed out of plane starting from a closed cross-sectional portion where the reinforcing member is separated from the surface portion adjacent to the first surface portion of the frame main body.
そこで、この発明は、前記技術的課題に鑑みてなされたものであり、フレーム本体の面外変形を抑制することができるとともにフレーム本体の面外変形の起点をなくし、フレーム本体の曲げ抗力を高めることができる車体用フレーム構造を提供することを目的とする。 Therefore, the present invention has been made in view of the above technical problem, and can suppress the out-of-plane deformation of the frame main body, eliminate the starting point of the out-of-plane deformation of the frame main body, and increase the bending resistance of the frame main body. An object of the present invention is to provide a vehicle body frame structure that can be used.
このため、本願の請求項１に係る車体用フレーム構造は、外部から荷重が作用し得る管状のフレーム本体の内部に、該フレーム本体の長手方向に沿って補強部材が取り付けられた車両用フレーム構造であって、前記フレーム本体は、外部から荷重が作用した時に圧縮方向の力が作用する第１面部と、引張方向の力が作用する第２面部と、該第１面部と第２面部との間に位置し、該第１面部と該第２面部との間でそれぞれ角部を形成する第３面部と、を有し、前記補強部材は、前記第３面部から離間した状態で該第３面部に沿って延在する基部と、該基部から該第３面部に向けて突出して該第３面部と当接し、少なくとも一部が該第３面部と結合される複数の凸部であって、錐台状に形成される複数の凸部とを有し、前記フレーム本体の第１面部と第３面部との間の角部を含む領域に取り付けられ、前記複数の凸部は、隣り合う凸部との間に形成された溝部が前記フレーム本体の長手方向に対して所定角度傾斜して網目状に形成されるように設けられ、前記溝部によって前記フレーム本体と前記補強部材の間に形成された網目状の空間部に、前記フレーム本体と前記補強部材とを接着する接着剤が充填され、前記補強部材の第３面部と結合される凸部を除く凸部は、前記第３面部と結合される凸部よりも凸部の高さが低く形成され、前記接着剤を介して前記第３面部と当接し、該接着剤により前記第３面部と接着されている、ことを特徴とする。 For this reason, the vehicle body frame structure according to claim 1 of the present application has a vehicle frame structure in which a reinforcing member is attached along the longitudinal direction of the frame body inside a tubular frame body to which a load can act from the outside. The frame body includes a first surface portion on which a force in the compression direction acts when a load is applied from the outside, a second surface portion on which a force in the tensile direction acts, and the first surface portion and the second surface portion. A third surface portion that forms a corner portion between the first surface portion and the second surface portion, and the reinforcing member is spaced apart from the third surface portion. A base portion extending along the surface portion, and a plurality of convex portions protruding from the base portion toward the third surface portion and abutting against the third surface portion, at least a part of which is coupled to the third surface portion ; and a plurality of protrusions formed in frustum shape, the first surface of the frame body The plurality of convex portions are attached to a region including a corner portion between the first surface portion and the third surface portion, and a groove portion formed between adjacent convex portions is inclined at a predetermined angle with respect to the longitudinal direction of the frame body. The mesh-shaped space formed between the frame body and the reinforcing member by the groove is filled with an adhesive that adheres the frame body and the reinforcing member. And the convex portion excluding the convex portion combined with the third surface portion of the reinforcing member is formed with a height of the convex portion lower than the convex portion combined with the third surface portion, and the adhesive is interposed therebetween. It is in contact with the third surface portion and is bonded to the third surface portion by the adhesive .
また、本願の請求項２に係る発明は、請求項１に係る発明において、前記接着剤は、所定温度に加熱することにより発泡する熱硬化性接着剤であり、所定厚さを有するシート状に形成され、前記フレーム本体の第３面部と結合される凸部に対応して開口部が形成された状態で前記補強部材のフレーム本体側に重ね合わせて取り付けられている、ことを特徴とする。 The invention according to claim 2 of the present application is the invention according to claim 1, wherein the adhesive is a thermosetting adhesive that foams when heated to a predetermined temperature, and is formed into a sheet having a predetermined thickness. The reinforcing member is overlapped and attached to the frame main body side of the reinforcing member in a state where an opening is formed corresponding to the convex portion coupled to the third surface portion of the frame main body.
更に、本願の請求項３に係る発明は、請求項２に係る発明において、前記接着剤は、該接着剤の発泡前に、前記補強部材のフレーム本体側に重ね合わせて取り付けられ、前記溝部に対応して前記接着剤と前記フレーム本体との間に前記フレーム本体の長手方向に連続する網目状の空隙部が形成されている、ことを特徴とする。 Further, the invention according to claim 3 of the present application is the invention according to claim 2, wherein the adhesive is attached to the frame body side of the reinforcing member so as to overlap the groove before foaming of the adhesive. Correspondingly, a mesh-like void portion continuous in the longitudinal direction of the frame body is formed between the adhesive and the frame body.
本願の請求項１に係る車体用フレーム構造によれば、フレーム本体と補強部材との間に形成されフレーム本体の長手方向に対して所定角度傾斜した網目状の空間部によってフレーム本体が外方側に膨らんで面外変形することを抑制することができるとともに、接着剤を介してフレーム本体と補強部材との間の空間部に相当する部位がフレーム本体に拘束されることになるのでフレーム本体の面外変形の起点をなくし、フレーム本体の曲げ抗力を高めることができる。
また、補強部材の第３面部と結合される凸部を除く凸部は、第３面部と結合される凸部よりも凸部の高さが低く形成され、接着剤を介して第３面部と当接し、接着剤により第３面部と接着されていることにより、補強部材とフレーム本体との結合力を高めることができ、前記効果をより有効に奏することができる。
According to the vehicle body frame structure according to claim 1 of the present application, the frame body is formed on the outer side by the mesh-shaped space portion formed between the frame body and the reinforcing member and inclined at a predetermined angle with respect to the longitudinal direction of the frame body. And the deformation corresponding to the space between the frame main body and the reinforcing member is constrained by the frame main body through the adhesive. The origin of out-of-plane deformation can be eliminated and the bending resistance of the frame body can be increased.
Moreover, the convex part except the convex part couple | bonded with the 3rd surface part of a reinforcement member is formed in the height of a convex part lower than the convex part couple | bonded with a 3rd surface part, and it is 3rd surface part via an adhesive agent. By abutting and being bonded to the third surface portion with an adhesive, the bonding force between the reinforcing member and the frame body can be increased, and the above-described effect can be more effectively achieved.
また、本願の請求項２に係る発明によれば、接着剤は、所定厚さを有するシート状に形成され、フレーム本体の第３面部と結合される凸部に対応して開口部が形成された状態で補強部材のフレーム本体側に重ね合わせて取り付けられていることにより、接着剤を補強部材に塗布する必要なしに比較的容易に接着剤を補強部材に取り付けることができるとともに、開口部を通じて凸部とフレーム本体とを結合することができ、補強部材を所定位置に精度良く配置することができる。また、接着剤は、所定温度に加熱することにより発泡する熱硬化性接着剤であるので、熱乾燥工程において、結合された補強部材とフレーム本体との間で接着剤を発泡させ、フレーム本体と補強部材とを確実に接着することができる。 Further, according to the invention according to claim 2 of the present application, the adhesive is formed in a sheet shape having a predetermined thickness, and an opening is formed corresponding to the convex portion coupled to the third surface portion of the frame body. In this state, it is possible to attach the adhesive to the reinforcing member relatively easily without having to apply the adhesive to the reinforcing member, and through the opening. The convex portion and the frame main body can be coupled, and the reinforcing member can be accurately arranged at a predetermined position. In addition, since the adhesive is a thermosetting adhesive that foams when heated to a predetermined temperature, the adhesive is foamed between the bonded reinforcing member and the frame body in the heat drying step, and the frame body The reinforcing member can be securely bonded.
更に、本願の請求項３に係る発明によれば、接着剤は、発泡前に、補強部材のフレーム本体側に重ね合わせて取り付けられ、溝部に対応して接着剤とフレーム本体との間にフレーム本体の長手方向に連続する網目状の空隙部が形成されていることにより、フレーム本体と補強部材の一部の凸部とを結合した後に電着塗装工程を行う場合に、電着液がフレーム本体と補強部材との間に入り込むことができ、耐食性の向上を図ることが可能である。 Furthermore, according to the invention according to claim 3 of the present application, the adhesive is attached to the frame body side of the reinforcing member so as to overlap before foaming, and the frame is disposed between the adhesive and the frame body corresponding to the groove portion. By forming a mesh-like void that is continuous in the longitudinal direction of the main body, when the electrodeposition coating process is performed after the frame main body and some convex portions of the reinforcing member are combined, It is possible to enter between the main body and the reinforcing member, and it is possible to improve the corrosion resistance.
以下、本発明の実施形態について、添付図面を参照しながら説明する。なお、以下の説明では、「上」、「下」、「右」、「左」およびそれらの用語を含む別の用語など特定の方向を意味する用語を使用するが、それらの使用は図面を参照した発明の理解を容易にするためであって、それらの用語の意味によって本発明の技術的範囲が限定されるものではない。 Embodiments of the present invention will be described below with reference to the accompanying drawings. In the following description, terms that mean a specific direction such as “up”, “down”, “right”, “left” and other terms including those terms are used. In order to facilitate understanding of the referenced invention, the technical scope of the present invention is not limited by the meaning of these terms.
本願発明者等は、管状のフレーム本体の内部に、該フレーム本体の長手方向に沿って補強部材が取り付けられた車両用フレーム構造において、フレーム本体の曲げ抗力を高めることができる車両用フレーム構造の開発にあたり、先ず、管状の車体フレームに外部から曲げ荷重を入力して車体フレームが曲げ変形する際の変形挙動について、ＣＡＥ（Ｃｏｍｐｕｔｅｒ Ａｉｄｅｄ Ｅｎｇｉｎｎｅｒｉｎｇ）によるシミュレーション解析を行った。 The inventors of the present application provide a vehicle frame structure in which a reinforcing member is attached to the inside of the tubular frame body along the longitudinal direction of the frame body. In the development, first, a simulation analysis by CAE (Computer Aided Engineering) was performed on the deformation behavior when the bending force is applied to the tubular body frame from the outside.
図１０は、管状の車体フレームの曲げ変形挙動を解析するためのシミュレーションについて説明するための説明図であり、図１０（ａ）は、車体フレームの曲げ変形挙動を解析するのに用いたモデルを示す図、図１０（ｂ）は、車体フレームに荷重が付加されて車体フレームが湾曲した状態を示す図、図１１は、車体フレームの曲げ変形挙動をシミュレーション解析した結果を示す斜視図、図１２は、図１１における車体フレームの屈曲部の断面を示す断面図である。なお、図１１では、車体フレームの各部の変形量の大小を色の濃淡で表し、変形量が大きいほど濃い色で表している。また、図１１及び図１２では、車体フレームの曲げ変形の進行状態を（ａ）、（ｂ）、（ｃ）、（ｄ）の順に表しており、後述する図１３に示す圧子の下降ストロークがＳ０、Ｓ１、Ｓ２、Ｓ３の場合を順に示している。 FIG. 10 is an explanatory diagram for explaining a simulation for analyzing the bending deformation behavior of the tubular body frame. FIG. 10A shows a model used for analyzing the bending deformation behavior of the body frame. FIG. 10B is a diagram illustrating a state where a load is applied to the vehicle body frame and the vehicle body frame is bent, and FIG. 11 is a perspective view illustrating a result of simulation analysis of the bending deformation behavior of the vehicle body frame. FIG. 12 is a cross-sectional view showing a cross section of a bent portion of the vehicle body frame in FIG. 11. In FIG. 11, the amount of deformation of each part of the body frame is represented by shades of color, and the larger the amount of deformation, the darker the color. 11 and 12 show the progress of bending deformation of the body frame in the order of (a), (b), (c), and (d), and the descending stroke of the indenter shown in FIG. The cases of S 0 , S 1 , S 2 and S 3 are shown in order.
このシミュレーションでは、管状の車体フレームとして、図１１及び図１２に示すように、上面部２００ａと、上面部２００ａと離間した状態で上面部２００ａと平行に設けられる下面部２００ｂと、上面部２００ａと下面部２００ｂとに隣接し上面部２００ａと下面部２００ｂとの間に位置する両側の側面部２００ｃ、すなわち図１１及び図１２において上面部２００ａの右側端部と下面部２００ｂの右側端部との間に位置する右側面部２００ｃ及び上面部２００ａの左側端部と下面部２００ｂの左側端部との間に位置する左側面部２００ｃとを有し、略矩形閉断面状に形成した管状のフレーム本体２００をモデルとして用い、この車体フレームに外部から曲げ荷重を付加して車体フレームが曲げ変形する際の変形挙動をシミュレーション解析した。 In this simulation, as shown in FIGS. 11 and 12, as a tubular body frame, an upper surface portion 200a, a lower surface portion 200b provided in parallel with the upper surface portion 200a in a state of being separated from the upper surface portion 200a, and an upper surface portion 200a The side portions 200c on both sides adjacent to the lower surface portion 200b and located between the upper surface portion 200a and the lower surface portion 200b, that is, the right end portion of the upper surface portion 200a and the right end portion of the lower surface portion 200b in FIGS. A tubular frame body 200 having a right side surface portion 200c positioned between them and a left side surface portion 200c positioned between a left end portion of the upper surface portion 200a and a left end portion of the lower surface portion 200b, and having a substantially rectangular closed cross section. As a model, a bending load is applied to this body frame from outside to simulate the deformation behavior when the body frame is bent and deformed It was analyzed.
具体的には、図１０（ａ）に示すように、所定長さＸ１を有するフレーム本体２００を、この長さＸ１より短い所定距離Ｘ２だけ離間させた２つの固定点２０１で支持させ、２つの固定点２０１の中間位置に対応するフレーム本体２００の上面部２００ａの長手方向における中央部分Ｐ１に上方から圧子２０２を一定速度で下降させ、圧子２０２を介して、車両の側突時に外部から作用される荷重を模擬した荷重Ｆをフレーム本体２００に付加して、車体フレームの曲げ変形挙動を調べた。 Specifically, as shown in FIG. 10 (a), a frame main body 200 having a predetermined length X1 is supported by two fixing points 201 separated by a predetermined distance X2 shorter than the length X1. The indenter 202 is lowered at a constant speed from above to the central portion P1 in the longitudinal direction of the upper surface portion 200a of the frame body 200 corresponding to the intermediate position of the fixed point 201, and is acted from the outside via the indenter 202 at the time of a side collision of the vehicle. A load F simulating the load to be applied was applied to the frame body 200, and the bending deformation behavior of the body frame was examined.
このようにして車体フレームに外部から荷重Ｆが付加される場合、図１０（ｂ）に示すように、フレーム本体２００は下側に凸状に湾曲して変形し、フレーム本体２００は、上面部２００ａでは長手方向両端から圧縮方向の力が作用して圧縮応力が生じ、下面部２００ｂでは長手方向両端から引張方向の力が作用して引張応力が生じることとなる。また、側面部２００ｃには、中立軸２１０より上面部２００ａ側では圧縮応力が生じ、中立軸２１０より下面部２００ｂ側では引張応力が生じることとなる。 When the load F is applied to the vehicle body frame from the outside in this way, as shown in FIG. 10B, the frame main body 200 is bent and deformed downward, and the frame main body 200 has an upper surface portion. In 200a, a compressive stress is applied from both ends in the longitudinal direction to generate a compressive stress, and in the lower surface portion 200b, a tensile force is applied from both ends in the longitudinal direction to generate a tensile stress. Further, in the side surface portion 200c, compressive stress is generated on the upper surface portion 200a side from the neutral shaft 210, and tensile stress is generated on the lower surface portion 200b side from the neutral shaft 210.
図１３は、車体フレームに荷重を付加する圧子の下降ストロークと該荷重に対する反力との関係、及び圧子の下降ストロークとエネルギー吸収量との関係を示すグラフであり、図１３では、圧子２０２がフレーム本体２００の上面部２００ａに接触した位置からフレーム本体２００の曲げ変形とともに下降する圧子２０２の下降ストロークを横軸にとり、荷重Ｆに対する反力Ｆ’を左側縦軸にとって表示し、エネルギー吸収量ＥＡを右側縦軸にとって表示している。エネルギー吸収量ＥＡは、フレーム本体２００が曲げ変形されることにより吸収できるエネルギーであり、荷重Ｆに対する反力Ｆ’と圧子２０２の下降ストロークとの積で表されるものである。 FIG. 13 is a graph showing the relationship between the descending stroke of the indenter that applies a load to the vehicle body frame and the reaction force against the load, and the relationship between the descending stroke of the indenter and the amount of energy absorption. In FIG. The descending stroke of the indenter 202 descending with bending deformation of the frame main body 200 from the position in contact with the upper surface portion 200a of the frame main body 200 is shown on the horizontal axis, the reaction force F ′ against the load F is displayed on the left vertical axis, and the energy absorption amount EA Is shown on the right vertical axis. The energy absorption amount EA is energy that can be absorbed when the frame body 200 is bent and deformed, and is represented by the product of the reaction force F ′ with respect to the load F and the downward stroke of the indenter 202.
図１１から図１３を参照して、シミュレーション解析による車体フレームの曲げ変形挙動について説明する。 The bending deformation behavior of the vehicle body frame by simulation analysis will be described with reference to FIGS.
図１１及び図１２の（ａ）に示すように、圧子２０２がフレーム本体２００の上方から下降し、圧子２０２が上面部２００ａに接触した位置である圧子の下降ストロークがＳ０の場合、フレーム本体２００において、上面部２００ａと側面部２００ｃとの間に形成される角部２００ｄの頂点Ｐ２は、下面部２００ｂと側面部２００ｃとの間に形成される角部２００ｅの頂点Ｐ３の略垂直方向上方側に位置している。なお、これら頂点Ｐ２、Ｐ３は、フレーム本体２００が曲げ変形する際の屈曲部、すなわち中央部分Ｐ１を有する断面における角部２００ｄ、２００ｅの頂点を表している。 As shown in (a) of FIG. 11 and FIG. 12, the indenter 202 is lowered from above the frame body 200, when downward stroke of the indenter indenter 202 is positioned in contact with the upper surface portion 200a is S 0, the frame body 200, the vertex P2 of the corner portion 200d formed between the upper surface portion 200a and the side surface portion 200c is substantially above the vertex P3 of the corner portion 200e formed between the lower surface portion 200b and the side surface portion 200c. Located on the side. Note that these vertices P2 and P3 represent the vertices of the corners 200d and 200e in the cross section having the center portion P1 when the frame body 200 is bent and deformed.
この状態から圧子２０２を下方へ移動し、フレーム本体２００に荷重Ｆを付加すると、図１３に示すように、圧子２０２の下降ストロークが大きくなるにつれて荷重Ｆに対する反力Ｆ’が大きくなり、フレーム本体２００が下側に凸状に湾曲して変形され、フレーム本体２００は、上面部２００ａで圧縮方向の力が作用し、下面部２００ｂで引張方向の力が作用し、荷重Ｆが付加される中央部分Ｐ１から曲げ変形される。 When the indenter 202 is moved downward from this state and a load F is applied to the frame main body 200, the reaction force F ′ against the load F increases as the descending stroke of the indenter 202 increases as shown in FIG. The frame body 200 is deformed by being curved downwardly, and the frame main body 200 is subjected to a compression direction force on the upper surface portion 200a, a tensile force on the lower surface portion 200b, and a center to which a load F is applied. The portion P1 is bent and deformed.
そして、圧子２０２の下降ストロークがＳ１の場合に荷重Ｆに対する反力Ｆ’が最大となり、図１１及び図１２の（ｂ）に示すように、フレーム本体２００は下側に凸状に湾曲して変形されるとともに管状のフレーム本体２００の内方側へ変形され、この変形に伴って上面部２００ａに隣接する側面部２００ｃが断面方向における外方側に膨らんで面外変形を生じ、角部２００ｅの頂点Ｐ３に対して角部２００ｄの頂点Ｐ２が略垂直方向から外方側に傾斜し、図１１における変形箇所αで示すように、角部２００ｄに変形量の大きい部分が生じる。また、図１２（ｂ）に示すように、この変形に伴って下面部２００ｂがフレーム本体２００の内方側に変位している。 Then, the reaction force F 'is maximized with respect to the load F when downward stroke of the indenter 202 is S 1, as shown in (b) of FIG. 11 and FIG. 12, the frame body 200 is curved in a convex shape on the lower side And is deformed inwardly of the tubular frame body 200, and along with this deformation, the side surface portion 200c adjacent to the upper surface portion 200a swells outward in the cross-sectional direction to cause out-of-plane deformation. The vertex P2 of the corner portion 200d is inclined outward from the substantially vertical direction with respect to the vertex P3 of 200e, and a portion having a large deformation amount is generated in the corner portion 200d as indicated by a deformation portion α in FIG. Further, as shown in FIG. 12B, the lower surface portion 200 b is displaced inward of the frame main body 200 with this deformation.
このフレーム本体２００の上面部２００ａに隣接する側面部２００ｃの面外変形は、フレーム本体２００の長手方向の一部において、具体的にはフレーム本体２００の長手方向の中央部分においてのみ外方側へ膨らみ、その外方側へ膨らんだ部分のフレーム本体２００の長手方向の両端部に、図１１における変形箇所βで示すように側面部２００ｃが折れ曲がって変形された面外変形の起点（谷になる部分）が存在している。 The out-of-plane deformation of the side surface portion 200c adjacent to the upper surface portion 200a of the frame main body 200 is outward only in a part of the frame main body 200 in the longitudinal direction, specifically, only in the central portion of the frame main body 200 in the longitudinal direction. The origin of out-of-plane deformation (becomes a trough) where the side surface portion 200c is bent and deformed at both ends in the longitudinal direction of the frame body 200 at the portion of the frame body 200 that bulges and bulges outward. Part) exists.
さらに圧子２０２の下降ストロークが大きくなると、図１３に示すように、圧子２０２の下降ストロークに伴って荷重Ｆに対する反力Ｆ’が小さくなり、図１１及び図１２の（ｃ）及び（ｄ）に示すように、フレーム本体２００はさらに曲げ変形され、上面部２００ａがフレーム本体２００の内方側へさらに変形され、この変形に伴って側面部２００ｃがフレーム本体２００の長手方向と直交する直交断面方向における外方側へさらに膨らんで面外変形を生じるとともに、下面部２００ｄがフレーム本体２００の内方側へさらに変位し、フレーム本体２００が曲げ変形して座屈している。 When the descending stroke of the indenter 202 is further increased, as shown in FIG. 13, the reaction force F ′ with respect to the load F is decreased along with the descending stroke of the indenter 202, as shown in FIGS. 11 and 12 (c) and (d). As shown, the frame body 200 is further bent and deformed, the upper surface portion 200a is further deformed inwardly of the frame body 200, and along with this deformation, the side surface portion 200c is orthogonal to the longitudinal direction of the frame body 200. Further, the lower surface portion 200d is further displaced toward the inner side of the frame body 200, and the frame body 200 is bent and deformed and buckled.
このシミュレーション解析結果から、本願発明者等は、矩形断面の管状のフレーム本体に外部から荷重が作用して曲げ変形する場合、荷重が作用した時に圧縮方向の力が作用する第１面部（上面部）が荷重の入力方向に沿ってフレーム本体の内方側へ変形し始め、この変形に伴って該第１面部に隣接する面部（側面部）がフレーム本体の外方側に膨らんで面外変形を生じるとともに、荷重が作用した時に引張方向の力が作用する第２面部（下面部）がフレーム本体の内方側へ変形し、フレーム本体が曲げ変形して座屈することを見出した。 From this simulation analysis result, the inventors of the present application have found that when a load is applied to the tubular frame body having a rectangular cross section from the outside to bend and deform, a first surface portion (upper surface portion) on which a force in the compression direction acts when the load is applied. ) Begins to deform toward the inward side of the frame body along the input direction of the load, and along with this deformation, the surface portion (side surface portion) adjacent to the first surface portion swells outward from the frame body and deforms out of plane. It was found that the second surface portion (lower surface portion) on which a force in the tensile direction acts when a load is applied is deformed inward of the frame body, and the frame body is bent and deformed to buckle.
なお、本願発明者等は、前述したシミュレーション解析に加えて、矩形断面の管状に形成した実際の車体フレームについても同様に、車体フレームに外部から荷重を作用して曲げ変形する際の変形挙動を調べる実験を行ったが、かかる実験においても、前述したシミュレーション解析結果と略同様の結果が得られた。また、本願発明者等は、後述するように、比較例１、比較例２、実施例の車体フレームについてもそれぞれ実際の車体フレームを作成して同様に変形挙動を調べる実験を行った。 In addition to the above-described simulation analysis, the inventors of the present application also applied to the actual vehicle body frame formed into a rectangular cross-section tube in the same manner as the deformation behavior when the vehicle body frame is bent and deformed by applying a load from the outside. An experiment was conducted, and in this experiment as well, a result almost similar to the simulation analysis result described above was obtained. In addition, as described later, the inventors of the present application conducted experiments for preparing the actual vehicle body frames and examining the deformation behavior in the same manner for the vehicle body frames of Comparative Example 1, Comparative Example 2, and Example.
そこで、これらシミュレーション解析結果及び実験結果に基づいて、外部から荷重が作用し得るフレーム本体では、フレーム本体の内方側への第１面部の曲げ変形に伴って変形する該第１面部に隣接する面部の面外変形を抑制することができれば、フレーム本体全体の曲げ変形を有効に抑制することができ、フレーム本体の曲げ抗力を高めることができると考えられる。 Therefore, on the basis of these simulation analysis results and experimental results, the frame main body to which a load can be applied from the outside is adjacent to the first surface portion that is deformed in accordance with the bending deformation of the first surface portion toward the inner side of the frame main body. If the out-of-plane deformation of the surface portion can be suppressed, the bending deformation of the entire frame body can be effectively suppressed, and the bending resistance of the frame body can be increased.
以下、本発明の実施形態に係る車両用フレーム構造について説明する。
図１は、本発明の第１の実施形態に係る車両用フレーム構造を適用した車体フレームを示す斜視図、図２は、図１におけるＹ２Ａ−Ｙ２Ａ線及びＹ２Ｂ−Ｙ２Ｂ線に沿った車体フレームの断面図、図３は、図２におけるＹ３−Ｙ３線に沿った車体フレームの断面図である。なお、図１及び後述する図８では、フレーム本体内の補強部材を明瞭に図示するため、フレーム本体と補強部材を接着する接着剤を省略するとともにフレーム本体を一点鎖線で示し、これを透過状態で示している。
Hereinafter, a vehicle frame structure according to an embodiment of the present invention will be described.
FIG. 1 is a perspective view showing a vehicle body frame to which the vehicle frame structure according to the first embodiment of the present invention is applied. FIG. 2 is a view of the vehicle body frame taken along lines Y2A-Y2A and Y2B-Y2B in FIG. FIG. 3 is a cross-sectional view of the vehicle body frame taken along line Y3-Y3 in FIG. In FIG. 1 and FIG. 8 to be described later, in order to clearly show the reinforcing member in the frame main body, the adhesive for bonding the frame main body and the reinforcing member is omitted and the frame main body is indicated by a one-dot chain line, which is in a transparent state. Is shown.
図１から図３に示すように、本発明の第１の実施形態に係る車両用フレーム構造を適用した車体フレーム１は、略矩形断面の管状のフレーム本体１０と、フレーム本体１０の長手方向に沿ってフレーム本体１０の内部に取り付けられるフレーム本体１０を補強するための補強部材２０とを有している。 As shown in FIGS. 1 to 3, a vehicle body frame 1 to which the vehicle frame structure according to the first embodiment of the present invention is applied includes a tubular frame body 10 having a substantially rectangular cross section, and a longitudinal direction of the frame body 10. And a reinforcing member 20 for reinforcing the frame body 10 attached to the inside of the frame body 10.
フレーム本体１０は、鋼板などの金属製の板状素材を断面ハット状にプレス加工して得られる第１の板状部材１１と、鋼板などの金属製の板状素材でなる第２の板状部材１２とから構成され、第１の板状部材１１は、略平面状に形成される底面部１１ａと、底面部１１ａの両側において底面部１１ａから略垂直方向に延びる側面部１１ｂと、側面部１１ｂから略直角方向に外側に延びるフランジ部１１ｃとを備え、第２の板状部材１２は、略平面状に形成される平面部１２ａを備えている。 The frame body 10 includes a first plate member 11 obtained by pressing a metal plate material such as a steel plate into a cross-sectional hat shape, and a second plate shape made of a metal plate material such as a steel plate. The first plate-like member 11 includes a bottom surface portion 11a formed in a substantially planar shape, a side surface portion 11b extending from the bottom surface portion 11a in a substantially vertical direction on both sides of the bottom surface portion 11a, and a side surface portion. 11b, and a flange portion 11c extending outward in a substantially right angle direction, and the second plate member 12 includes a flat portion 12a formed in a substantially flat shape.
フレーム本体１０は、第１の板状部材１１と第２の板状部材１２とが、第１の板状部材１１のフランジ部１１ｃを第２の板状部材１２の平面部１２ａに重ね合わせてスポット溶接で接合することにより接合され、略矩形閉断面状に形成されている。これにより、フレーム本体１０では、第１の板状部材１１の底面部１１ａと側面部１１ｂとの間に略直角をなす角部１０ａが形成され、第１の板状部材１１の側面部１１ｂと第２の板状部材１２の平面部１２ａとの間に略直角をなす角部１０ｂが形成されている。 In the frame main body 10, the first plate-like member 11 and the second plate-like member 12 overlap the flange portion 11 c of the first plate-like member 11 with the flat portion 12 a of the second plate-like member 12. They are joined by spot welding to form a substantially rectangular closed cross section. Thereby, in the frame main body 10, a corner portion 10 a that is substantially perpendicular to the bottom surface portion 11 a and the side surface portion 11 b of the first plate member 11 is formed, and the side surface portion 11 b of the first plate member 11 is A corner portion 10 b that is substantially perpendicular to the flat portion 12 a of the second plate member 12 is formed.
フレーム本体１０の内部に取り付けられる補強部材２０もまた、鋼板などの金属製の板状素材をプレス加工して得られるものであり、フレーム本体１０の長手方向に沿ってフレーム本体１０の第１の板状部材１１の両側の側面部１１ｂにそれぞれ取り付けられ、フレーム本体１０の角部１０ａを含む領域においてフレーム本体１０の内周側を覆うように配設されている。なお、補強部材２０として、亜鉛メッキ鋼板などを用いることも可能である。 The reinforcing member 20 attached to the inside of the frame main body 10 is also obtained by pressing a metal plate-like material such as a steel plate, and the first main body of the frame main body 10 along the longitudinal direction of the frame main body 10 is obtained. The plate-like member 11 is attached to the side portions 11b on both sides of the plate-like member 11, and is disposed so as to cover the inner peripheral side of the frame body 10 in a region including the corner portion 10a of the frame body 10. Note that a galvanized steel sheet or the like can be used as the reinforcing member 20.
各補強部材２０は、フレーム本体１０の第１の板状部材１１の側面部１１ｂから所定距離離間した状態で側面部１１ｂに沿って延在する基部２１と、基部２１と一体的に形成され、基部２１から側面部１１ｂに向けて突出して四角錐台状に形成される複数の凸部２２とを有している。 Each reinforcing member 20 is formed integrally with the base portion 21 and a base portion 21 extending along the side surface portion 11b while being separated from the side surface portion 11b of the first plate-like member 11 of the frame body 10 by a predetermined distance. It has the some convex part 22 which protrudes toward the side part 11b from the base 21, and is formed in square frustum shape.
図４は、補強部材の凸部を説明するための説明図であり、補強部材の要部を示す正面図である。図４に示すように、複数の凸部２２は、頂面部２２ａが四角形である四角錐台状に形成され、フレーム本体１０の長手方向及び該長手方向に直交する方向（直交断面方向）において周期的に配列されている。 FIG. 4 is an explanatory diagram for explaining a convex portion of the reinforcing member, and is a front view showing a main part of the reinforcing member. As shown in FIG. 4, the plurality of convex portions 22 are formed in a quadrangular pyramid shape in which the top surface portion 22 a is a quadrangle, and have a period in the longitudinal direction of the frame body 10 and the direction orthogonal to the longitudinal direction (orthogonal cross-sectional direction). Are arranged.
複数の凸部２２はそれぞれ、頂面部２２ａの四角形の対角線がフレーム本体１０の長手方向及び直交断面方向と平行になるように配置され、フレーム本体１０の長手方向に隣り合う凸部２２が互いにフレーム本体１０の直交断面方向に重なりＬ１を有するとともに、フレーム本体１０の直交断面方向に隣り合う凸部２２が互いにフレーム本体１０の長手方向に重なりＬ２を有している。 Each of the plurality of convex portions 22 is arranged such that the square diagonal line of the top surface portion 22a is parallel to the longitudinal direction and the orthogonal cross-sectional direction of the frame main body 10, and the convex portions 22 adjacent in the longitudinal direction of the frame main body 10 are mutually framed. The main body 10 has an overlap L <b> 1 in the orthogonal cross-sectional direction, and the protrusions 22 adjacent to each other in the orthogonal cross-sectional direction of the frame main body 10 have an overlap L <b> 2 in the longitudinal direction of the frame main body 10.
複数の凸部２２はまた、隣り合う凸部２２との間に基部２１と凸部２２の側面部２２ｂとによって形成される溝部２５が、フレーム本体１０の長手方向に対して所定角度、本実施形態では４５度傾斜して網目状に形成されるように設けられている。すなわち、複数の凸部２２は、フレーム本体１０の長手方向及び直交断面方向に直線状に連続した溝部２５が形成されないように設けられている。 The plurality of convex portions 22 are also formed in such a manner that the groove portion 25 formed by the base portion 21 and the side surface portion 22b of the convex portion 22 between the adjacent convex portions 22 has a predetermined angle with respect to the longitudinal direction of the frame body 10. In the form, it is provided so as to be inclined and formed in a mesh shape. That is, the plurality of convex portions 22 are provided so that the groove portions 25 that are linearly continuous in the longitudinal direction and the orthogonal cross-sectional direction of the frame body 10 are not formed.
本実施形態では、図１において符号ＳＷを付して黒丸（●）印で示す位置にある一部の凸部２２が、フレーム本体１０の第１の板状部材１１の側面部１１ｂと当接して側面部１１ｂと仮止め溶接されて結合され、側面部１１ｂと結合される凸部２２を除く凸部２２が、接着剤２７を介して側面部１１ｂと当接し、接着剤２７により側面部１１ｂに接着されている。 In the present embodiment, a part of the convex portions 22 at the positions indicated by the black circles (●) marked with the symbol SW in FIG. 1 abuts on the side surface portion 11 b of the first plate-like member 11 of the frame body 10. The convex portions 22 except for the convex portions 22 that are temporarily bonded and joined to the side surface portion 11b and joined to the side surface portion 11b abut against the side surface portion 11b via the adhesive 27, and the side surface portion 11b is bonded by the adhesive 27. It is glued to.
図３では、側面部１１ｂと結合される凸部２２を符号２２Ａで示し、接着剤２７により側面部１１ｂに接着される凸部２２を符号２２Ｂで示している。図３に示すように、凸部２２Ａ及び２２Ｂはそれぞれ、基部２１からの高さがＨＡ及びＨＢであり、側面部１１ｂと結合される凸部２２Ａを除く凸部２２Ｂは、側面部１１ｂと結合される凸部２２Ａよりも凸部の高さが低く形成されている。 3, the convex part 22 couple | bonded with the side part 11b is shown with the code | symbol 22A, and the convex part 22 adhere | attached on the side part 11b with the adhesive agent 27 is shown with the code | symbol 22B. As shown in FIG. 3, the protrusions 22A and 22B have heights H A and H B from the base 21, respectively, and the protrusions 22B excluding the protrusions 22A coupled to the side surface part 11b have the side surface parts 11b. The height of the convex portion is formed lower than the convex portion 22 </ b> A coupled to.
接着剤２７としては、所定温度に加熱することにより発泡する熱硬化性接着剤が用いられる。図２及び図３に示すように、接着剤２７は、所定厚さを有するシート状に形成されたものが用いられ、該接着剤２７は、発泡前に補強部材２０に取り付けられ、所定温度に加熱することにより発泡してフレーム本体１０と補強部材２０との間に充填され、溝部２５によってフレーム本体１０と補強部材２０との間にフレーム本体１０の長手方向に対して４５度傾斜して形成された網目状の空間部２６に充填される。 As the adhesive 27, a thermosetting adhesive that foams when heated to a predetermined temperature is used. As shown in FIGS. 2 and 3, the adhesive 27 is formed in a sheet shape having a predetermined thickness, and the adhesive 27 is attached to the reinforcing member 20 before foaming, and is kept at a predetermined temperature. Foamed by heating and filled between the frame main body 10 and the reinforcing member 20, and inclined by 45 degrees with respect to the longitudinal direction of the frame main body 10 between the frame main body 10 and the reinforcing member 20 by the groove 25. The formed mesh-like space 26 is filled.
図５は、補強部材に取り付けられた接着剤が発泡する前の車体フレームの断面図であり、図２の（ａ）及び（ｂ）に示す断面に対応する断面についてそれぞれ図５の（ａ）及び（ｂ）に示している。図５に示すように、シート状に形成された接着剤２７は、発泡前に補強部材２０のフレーム本体１０側に、具体的には基部２１及び凸部２２のフレーム本体１０側に重ね合わせて取り付けられる。 FIG. 5 is a cross-sectional view of the vehicle body frame before the adhesive attached to the reinforcing member is foamed, and the cross-section corresponding to the cross-section shown in FIGS. 2A and 2B is shown in FIG. And (b). As shown in FIG. 5, the adhesive 27 formed in a sheet shape is superimposed on the frame body 10 side of the reinforcing member 20 before foaming, specifically, on the frame body 10 side of the base portion 21 and the convex portion 22. It is attached.
接着剤２７はまた、フレーム本体１０の第１の板状部材１１の側面部１１ｂと結合される凸部２２に対応して開口部２７ａが形成され、該開口部２７ａは、側面部１１ｂと結合される凸部２２の頂面部２２ａを覆う部分が四角形状に開口して形成されている。 The adhesive 27 is also formed with an opening 27a corresponding to the convex portion 22 coupled to the side surface portion 11b of the first plate-like member 11 of the frame body 10, and the opening 27a is coupled to the side surface portion 11b. A portion covering the top surface portion 22a of the convex portion 22 is formed in a quadrangular shape.
このように、シート状に形成された接着剤２７が、補強部材２０のフレーム本体１０側に重ね合わせて取り付けられることにより、接着剤２７の発泡前には、溝部２５によって接着剤２７とフレーム本体１０との間にフレーム本体１０の長手方向に連続する網目状の空隙部２８が形成されることとなる。 Thus, the adhesive 27 formed in a sheet shape is attached to the frame body 10 side of the reinforcing member 20 so that the adhesive 27 and the frame body are formed by the groove 25 before foaming of the adhesive 27. Thus, a mesh-like gap 28 that is continuous in the longitudinal direction of the frame main body 10 is formed between the two.
本実施形態では、接着剤２７を補強部材２０のフレーム本体１０側に重ね合わせて取り付け、開口部２７ａを通じて補強部材２０の凸部２２を側面部１１ｂに当接させた状態で、補強部材２０をフレーム本体１０の内部に配置し、凸部２２と側面部１１ｂを仮止め溶接して結合する。その後、熱乾燥工程を施すことにより接着剤２７を発泡させて、フレーム本体１０と補強部材２０との間に接着剤２７を充填させ、溝部２５によって形成された網目状の空間部２６に充填させ、フレーム本体１０と補強部材２０とを接着させる。 In the present embodiment, the adhesive member 27 is attached to the reinforcing member 20 so as to overlap the frame main body 10 side, and the reinforcing member 20 is attached in a state where the convex portion 22 of the reinforcing member 20 is brought into contact with the side surface portion 11b through the opening 27a. It arrange | positions inside the flame | frame main body 10, and the convex part 22 and the side part 11b are temporarily fixed-welded and couple | bonded. Thereafter, the adhesive 27 is foamed by performing a heat drying process, and the adhesive 27 is filled between the frame body 10 and the reinforcing member 20, and the mesh-like space portion 26 formed by the groove portion 25 is filled. The frame body 10 and the reinforcing member 20 are bonded.
また、補強部材２０には、フレーム本体１０の直交断面方向の上端部に平面状のフランジ部２３が形成されており、該フランジ部２３は、フレーム本体１０の第１の板状部材１１の底面部１１ａに沿って該底面部１１ａに取り付けられている。 Further, the reinforcing member 20 is formed with a planar flange portion 23 at the upper end portion in the orthogonal cross-section direction of the frame body 10, and the flange portion 23 is a bottom surface of the first plate-like member 11 of the frame body 10. Attached to the bottom surface portion 11a along the portion 11a.
このようにして構成される車体フレーム１は、荷重が作用することが想定される方向に第１の板状部材１１の底面部１１ａが対向するように配置される。これにより、外部から荷重が作用する時には、第１の板状部材１１の底面部１１ａに圧縮方向の力が作用して圧縮応力が生じ、第２の板状部材１２の平面部１２ａに引張方向の力が作用して引張応力が生じることとなる。 The vehicle body frame 1 configured as described above is arranged so that the bottom surface portion 11a of the first plate-like member 11 faces in a direction in which a load is assumed to act. Thereby, when a load acts from the outside, a force in the compression direction acts on the bottom surface portion 11 a of the first plate member 11 to generate a compressive stress, and a tensile direction occurs on the flat surface portion 12 a of the second plate member 12. As a result, the tensile stress is generated.
このように、本発明の第１の実施形態に係る車両用フレーム構造では、フレーム本体１０の内部に取り付けられる補強部材２０が、基部２１と複数の凸部２２とを有し、複数の凸部２２は、隣り合う凸部２２との間に形成された溝部２５がフレーム本体１０の長手方向に対して所定角度傾斜して網目状に形成されるように設けられている。これにより、網目状の空間部２６によってフレーム本体１０が外方側に膨らんで面外変形することを抑制することができ、フレーム本体１０の曲げ抗力を高めることができる。 Thus, in the vehicle frame structure according to the first embodiment of the present invention, the reinforcing member 20 attached to the inside of the frame body 10 has the base portion 21 and the plurality of convex portions 22, and the plurality of convex portions. 22 is provided such that a groove portion 25 formed between adjacent convex portions 22 is formed in a mesh shape inclined at a predetermined angle with respect to the longitudinal direction of the frame body 10. Thereby, it can suppress that the flame | frame main body 10 swells outward by the mesh-shaped space part 26, and deform | transforms out-of-plane, and the bending resistance of the flame | frame main body 10 can be raised.
図６は、フレーム本体と補強部材とにより構成された構造体を説明するための説明図であり、図３に示すフレーム本体の内部に補強部材が取り付けられた車体フレームの要部断面図を示している。図６に示すように、フレーム本体１０と該フレーム本体１０の第１の板状部材１１の側面部１１ｂに取り付けられた補強部材２０とによって、フレーム本体１０と補強部材２０との間には閉断面部２９ａを有する構造体２９が形成されている。 FIG. 6 is an explanatory view for explaining a structure constituted by a frame main body and a reinforcing member, and shows a cross-sectional view of the main part of the vehicle body frame in which the reinforcing member is attached to the inside of the frame main body shown in FIG. ing. As shown in FIG. 6, the frame body 10 and the reinforcing member 20 attached to the side surface portion 11 b of the first plate-like member 11 of the frame body 10 are closed between the frame body 10 and the reinforcing member 20. A structure 29 having a cross section 29a is formed.
構造体２９では、図６に示すように、フレーム本体１０と補強部材２０とが曲げの中立軸３０から離間して配置されることにより、構造体２９によって、フレーム本体１０はその断面二次モーメントが高められた構造となっている。なお、図６では、フレーム本体１０の長手方向における断面について説明しているが、フレーム本体１０の直交断面方向においても同様に、フレーム本体１０と補強部材２０との間には閉断面部を有する構造体が形成され、フレーム本体１０はその断面二次モーメントが高められた構造となっている。 In the structure 29, as shown in FIG. 6, the frame main body 10 and the reinforcing member 20 are arranged apart from the bending neutral shaft 30, so that the structure 29 causes the frame main body 10 to have its second moment of section. Has an enhanced structure. 6 illustrates the cross section in the longitudinal direction of the frame main body 10, the cross sectional direction of the frame main body 10 similarly has a closed cross section between the frame main body 10 and the reinforcing member 20. A structure is formed, and the frame main body 10 has a structure in which the second moment of section is increased.
車体フレーム１に外部から荷重が作用して曲げ変形する場合、フレーム本体１０の第１の板状部材１１の側面部１１ｂが車体フレーム１の外方側に膨らんで面外変形を生じ、構造体２９には、図６に示すような曲げ変形がフレーム本体１０の長手方向及び直交断面方向に生じることとなるが、閉断面部２９ａを有する構造体２９によってフレーム本体１０の側面部１１ｂの剛性を高めて側面部１１ｂが外方側に膨らんで面外変形することを抑制することができ、フレーム本体１０の曲げ抗力を高めることができる。 When a load is applied to the body frame 1 from the outside to bend and deform, the side surface portion 11b of the first plate-like member 11 of the frame body 10 swells outward from the body frame 1 to cause out-of-plane deformation. 6, the bending deformation as shown in FIG. 6 occurs in the longitudinal direction and the orthogonal cross-sectional direction of the frame main body 10, but the rigidity of the side surface portion 11b of the frame main body 10 is increased by the structure 29 having the closed cross-sectional portion 29a. It can suppress and it can suppress that the side part 11b swells to an outward side, and deform | transforms out of plane, and the bending resistance of the frame main body 10 can be raised.
また、本発明の第１の実施形態に係る車両用フレーム構造では、溝部２５によってフレーム本体１０と補強部材２０の間に形成された網目状の空間部２６に接着剤２７が充填されている。これにより、接着剤２７を介してフレーム本体１０と補強部材２０との間の空間部２６に相当する部位がフレーム本体１０に拘束されることになるのでフレーム本体１０の面外変形の起点になりやすい補強部材２０による側面部１１ｂとの不連続な部分、例えば図６においてβ’で示す部分をなくし、フレーム本体１０の曲げ抗力を更に高めることができる。 Further, in the vehicle frame structure according to the first embodiment of the present invention, the adhesive 27 is filled in the mesh-like space 26 formed between the frame body 10 and the reinforcing member 20 by the groove 25. As a result, a portion corresponding to the space 26 between the frame body 10 and the reinforcing member 20 is constrained by the frame body 10 via the adhesive 27, so that it becomes a starting point for out-of-plane deformation of the frame body 10. A discontinuous portion with the side surface portion 11b by the reinforcing member 20 that is easy, for example, a portion indicated by β ′ in FIG. 6 can be eliminated, and the bending resistance of the frame body 10 can be further increased.
このように、本発明の第１の実施形態に係る車体用フレーム構造によれば、フレーム本体１０と補強部材２０との間に形成されフレーム本体１０の長手方向に対して所定角度傾斜した網目状の空間部２６によってフレーム本体１０が外方側に膨らんで面外変形することを抑制することができるとともに、接着剤２７を介してフレーム本体１０と補強部材２０との間の空間部２６に相当する部位がフレーム本体１０に拘束されることになるのでフレーム本体１０の面外変形の起点をなくし、フレーム本体１０の曲げ抗力を高めることができる。 Thus, according to the vehicle body frame structure according to the first embodiment of the present invention, the mesh shape formed between the frame body 10 and the reinforcing member 20 and inclined at a predetermined angle with respect to the longitudinal direction of the frame body 10. It is possible to suppress the frame main body 10 from bulging outward and being deformed out of plane by the space portion 26, and corresponding to the space portion 26 between the frame main body 10 and the reinforcing member 20 via the adhesive 27. Therefore, the starting point of out-of-plane deformation of the frame body 10 can be eliminated, and the bending resistance of the frame body 10 can be increased.
また、接着剤２７は、所定厚さを有するシート状に形成され、フレーム本体１０の第１の板状部材１１の側面部１１ｂと結合される凸部２２に対応して開口部２７ａが形成された状態で補強部材２０のフレーム本体１０側に重ね合わせて取り付けられていることにより、接着剤２７を補強部材２０に塗布する必要なしに比較的容易に接着剤２７を補強部材２０に取り付けることができるとともに、開口部２７ａを通じて凸部２２とフレーム本体１０とを結合することができ、補強部材２０を所定位置に精度良く配置することができる。また、接着剤２７は、所定温度に加熱することにより発泡する熱硬化性接着剤であるので、熱乾燥工程において、結合された補強部材２０とフレーム本体１０との間で接着剤２７を発泡させ、フレーム本体１０と補強部材２０とを確実に接着することができる。 The adhesive 27 is formed in a sheet shape having a predetermined thickness, and an opening 27 a is formed corresponding to the convex portion 22 coupled to the side surface portion 11 b of the first plate-like member 11 of the frame body 10. In this state, the adhesive 27 is attached to the reinforcing member 20 relatively easily without having to apply the adhesive 27 to the reinforcing member 20. In addition, the convex portion 22 and the frame body 10 can be coupled through the opening 27a, and the reinforcing member 20 can be accurately arranged at a predetermined position. Further, since the adhesive 27 is a thermosetting adhesive that foams when heated to a predetermined temperature, the adhesive 27 is foamed between the bonded reinforcing member 20 and the frame body 10 in the heat drying step. The frame body 10 and the reinforcing member 20 can be securely bonded.
更に、接着剤２７は、発泡前に、補強部材２０のフレーム本体１０側に重ね合わせて取り付けられ、溝部２５に対応して接着剤２７とフレーム本体１０との間にフレーム本体１０の長手方向に連続する網目状の空隙部２８が形成されていることにより、フレーム本体１０と補強部材２０の一部の凸部２２とを結合した後に電着塗装工程を行う場合に、電着液がフレーム本体１０と補強部材２０との間に入り込むことができ、耐食性の向上を図ることが可能である。 Further, the adhesive 27 is attached to the reinforcing member 20 so as to overlap the frame body 10 before foaming, and in the longitudinal direction of the frame body 10 between the adhesive 27 and the frame body 10 corresponding to the groove 25. By forming the continuous mesh-shaped gap 28, the electrodeposition liquid is transferred to the frame main body when the electrodeposition coating process is performed after the frame main body 10 and a part of the protrusions 22 of the reinforcing member 20 are joined. 10 and the reinforcing member 20 can be inserted, and the corrosion resistance can be improved.
また更に、補強部材２０の側面部１１ｂと結合される凸部２２Ａを除く凸部２２Ｂは、側面部１１ｂと結合される凸部２２Ａよりも凸部の高さが低く形成され、接着剤２７を介して側面部１１ｂと当接し、接着剤２７により側面部１１ｂと接着されていることにより、補強部材２０とフレーム本体１０との結合力を高めることができる。 Furthermore, the convex portion 22B except the convex portion 22A coupled to the side surface portion 11b of the reinforcing member 20 is formed so that the height of the convex portion is lower than that of the convex portion 22A coupled to the side surface portion 11b. Thus, the bonding force between the reinforcing member 20 and the frame body 10 can be increased by contacting the side surface portion 11b through the adhesive 27 and being bonded to the side surface portion 11b by the adhesive 27.
本実施形態ではまた、車体フレーム１について、外部から荷重を作用して曲げ荷重を測定する実験を行った。この実施では、車体フレーム１の長手方向の中央部分に圧子を一定速度で下降させ、圧子の下降ストロークに対する曲げ荷重を測定した。なお、比較例として、フレーム本体１０のみの車体フレーム（比較例１）と、接着剤を用いることなく補強部材の一部の凸部２２を仮止め溶接して結合することによりフレーム本体に取り付けた車体フレーム（比較例２）についてもそれぞれ実物を製作して測定した。 In the present embodiment, an experiment was performed on the body frame 1 to measure the bending load by applying a load from the outside. In this implementation, the indenter was lowered at a constant speed in the longitudinal center portion of the body frame 1, and the bending load with respect to the descending stroke of the indenter was measured. As a comparative example, the vehicle body frame (Comparative Example 1) having only the frame main body 10 and a part of the convex portion 22 of the reinforcing member are attached to the frame main body by temporarily fixing and bonding without using an adhesive. The actual body frame (Comparative Example 2) was also manufactured and measured.
図７は、車体フレームに荷重を負荷する圧子の下降ストロークに対する曲げ荷重の測定結果を示すグラフであり、図７では、圧子の下降ストロークを横軸にとり、曲げ荷重を縦軸にとって表示している。なお、図７では、車体フレーム１の測定結果を実施例として実線で表し、比較例１を一点鎖線で表し、比較例２を破線で表している。 FIG. 7 is a graph showing the measurement result of the bending load with respect to the descending stroke of the indenter that loads the vehicle body frame. In FIG. 7, the descending stroke of the indenter is shown on the horizontal axis and the bending load is shown on the vertical axis. . In FIG. 7, the measurement result of the vehicle body frame 1 is represented by a solid line as an example, the comparative example 1 is represented by a one-dot chain line, and the comparative example 2 is represented by a broken line.
図７に示すように、車体フレームの曲げ荷重については、曲げ荷重の最大値が、実施例では約３７ｋＮであり、比較例１では約２４ｋＮであり、比較例２では約１０ｋＮであり、実施例は、比較例１及び比較例２の場合に比して曲げ荷重の最大値が高くなるという結果が得られた。このように、車体フレーム１では、フレーム本体１０と補強部材２０との間に接着剤２７を充填することにより車体フレームの曲げ荷重を高めることができ、フレーム本体の曲げ抗力を高めることができる。比較例１より比較例２の曲げ荷重の最大値が大きい理由は、閉断面部２９ａを有する構造体２９によってフレーム本体１０の側面部１１ｂの剛性を高めて側面部１１ｂが外方側に膨らんで面外変形することを抑制しているためであり、比較例２より実施例の曲げ荷重の最大値が大きい理由は、更に、接着剤２７を介してフレーム本体１０と補強部材２０を連続的に結合することにより面外変形の起点となりやすい箇所を排除したためである。 As shown in FIG. 7, the bending load of the vehicle body frame has a maximum bending load of about 37 kN in the example, about 24 kN in the comparative example 1, and about 10 kN in the comparative example 2. Compared with the case of the comparative example 1 and the comparative example 2, the result that the maximum value of a bending load became high was obtained. Thus, in the vehicle body frame 1, the bending load of the vehicle body frame can be increased by filling the adhesive 27 between the frame body 10 and the reinforcing member 20, and the bending resistance of the frame body can be increased. The reason why the maximum value of the bending load of Comparative Example 2 is larger than that of Comparative Example 1 is that the structure 29 having the closed cross-sectional portion 29a increases the rigidity of the side surface portion 11b of the frame body 10 and the side surface portion 11b bulges outward. This is because the maximum value of the bending load of the embodiment is larger than that of the comparative example 2, and the frame body 10 and the reinforcing member 20 are continuously connected via the adhesive 27. This is because a portion that tends to become a starting point of out-of-plane deformation by being coupled is excluded.
図８は、本発明の第２の実施形態に係る車両用フレーム構造を適用した車体フレームを示す斜視図であり、図９は、図８におけるＹ９−Ｙ９線に沿った車体フレームの断面図である。なお、第２の実施形態に係る車体フレームは、第１の実施形態に係る車体フレーム１において、補強部材２０がフレーム本体１０の上方側の角部１０ａから下方側の角部１０ｂにわたって延びているものであり、車体フレーム１と同様の構成を備えて同様の作用をなすものについては、同一符号を付して説明を省略する。 FIG. 8 is a perspective view showing a vehicle body frame to which the vehicle frame structure according to the second embodiment of the present invention is applied. FIG. 9 is a cross-sectional view of the vehicle body frame taken along line Y9-Y9 in FIG. is there. In the body frame according to the second embodiment, in the body frame 1 according to the first embodiment, the reinforcing member 20 extends from the upper corner portion 10a of the frame body 10 to the lower corner portion 10b. Those having the same configuration as the body frame 1 and having the same function are denoted by the same reference numerals and description thereof is omitted.
図８に示すように、本発明の第２の実施形態に係る車両用フレーム構造を適用した車体フレーム３１は、第１の実施形態に係る車体フレーム１と同様に、フレーム本体１０の内部にフレーム本体１０の長手方向に沿って補強部材４０が取り付けられ、補強部材４０は、フレーム本体１０の第１の板状部材１１の側面部１１ｂから所定距離離間した状態で該側面部１１ｂに沿って延在する基部４１と、該基部４１から該側面部１１ｂに向けて突出して四角錐台状に形成される複数の凸部４２とを有している。 As shown in FIG. 8, the vehicle body frame 31 to which the vehicle frame structure according to the second embodiment of the present invention is applied is similar to the vehicle body frame 1 according to the first embodiment. A reinforcing member 40 is attached along the longitudinal direction of the main body 10, and the reinforcing member 40 extends along the side surface portion 11b in a state of being separated from the side surface portion 11b of the first plate-like member 11 of the frame main body 10 by a predetermined distance. It has the base 41 which exists, and the some convex part 42 which protrudes toward this side part 11b from this base 41, and is formed in square pyramid shape.
複数の凸部４２は、フレーム本体１０の長手方向及び直交断面方向において周期的に配列され、隣り合う凸部４２との間に基部４１と凸部４２の側面部４２ｂとによって形成される溝部４５が、フレーム本体１０の長手方向に対して、本実施形態では４５度傾斜して網目状に形成されるように設けられている。これにより、フレーム本体１０と補強部材２０との間に、フレーム本体１０の長手方向に対して４５度傾斜した網目状の空間部４６が形成される。 The plurality of convex portions 42 are periodically arranged in the longitudinal direction and the orthogonal cross-sectional direction of the frame body 10, and the groove portion 45 formed by the base portion 41 and the side surface portion 42 b of the convex portion 42 between the adjacent convex portions 42. However, in this embodiment, it is provided so as to be formed in a mesh shape with an inclination of 45 degrees with respect to the longitudinal direction of the frame body 10. As a result, a mesh-like space 46 is formed between the frame body 10 and the reinforcing member 20 and is inclined 45 degrees with respect to the longitudinal direction of the frame body 10.
複数の凸部４２はまた、一部の凸部４２が側面部１１ｂと当接して側面部１１ｂと仮止め溶接されて結合され、側面部１１ｂと結合される凸部４２を除く凸部４２が、フレーム本体１０と補強部材４０とを接着する接着剤２７を介して側面部１１ｂと当接し、接着剤２７により側面部１１ｂに接着されている。 The plurality of convex portions 42 are also formed such that some convex portions 42 abut against the side surface portion 11b and are temporarily bonded to the side surface portion 11b to be joined, and the convex portions 42 excluding the convex portions 42 coupled to the side surface portion 11b. The frame body 10 and the reinforcing member 40 are in contact with the side surface portion 11b via an adhesive 27, and are bonded to the side surface portion 11b with the adhesive 27.
接着剤２７は、車体フレーム１の場合と同様に、所定厚さを有するシート状に形成され、側面部１１ｂと結合される凸部４２に対応して、すなわち凸部４２の頂面部４２ａを覆う部分に対応して四角形状の開口部２７ａが形成された状態で補強部材４０のフレーム本体１０側に重ね合わせて取り付けられ、これにより、溝部４５に対応して接着剤２７とフレーム本体１０との間にフレーム本体１０の長手方向に連続する網目状の空隙部が形成されることとなる。 As in the case of the vehicle body frame 1, the adhesive 27 is formed in a sheet shape having a predetermined thickness, and corresponds to the convex portion 42 coupled to the side surface portion 11b, that is, covers the top surface portion 42a of the convex portion 42. In a state in which a rectangular opening 27a is formed corresponding to the portion, the reinforcing member 40 is attached to be overlapped on the frame main body 10 side, and accordingly, the adhesive 27 and the frame main body 10 correspond to the groove 45. A mesh-like void portion that is continuous in the longitudinal direction of the frame body 10 is formed therebetween.
そして、接着剤２７を補強部材４０のフレーム本体１０側に重ね合わせて取り付け、開口部２７ａを通じて補強部材４０の凸部４２を側面部１１ｂに当接させた状態で、補強部材４０をフレーム本体１０の内部に配置し、凸部４２と側面部１１ｂと仮止め溶接して結合する。その後、熱乾燥工程を施すことにより接着剤２７を発泡させ、フレーム本体１０と補強部材４０との間に接着剤２７を充填させ、溝部４５によって形成された網目状の空間部４６に充填させ、フレーム本体１０と補強部材４０とを接着させる。 Then, the adhesive member 27 is attached to the reinforcing member 40 so as to overlap the frame body 10 side, and the reinforcing member 40 is attached to the side surface portion 11b through the opening portion 27a. The projection 42 and the side surface portion 11b are temporarily bonded and joined to each other. Thereafter, the adhesive 27 is foamed by performing a heat drying step, the adhesive 27 is filled between the frame body 10 and the reinforcing member 40, and the mesh-like space 46 formed by the groove 45 is filled, The frame body 10 and the reinforcing member 40 are bonded.
車体フレーム３１では、補強部材４０は、フレーム本体１０の直交断面方向においてフレーム本体１０の上方側の角部１０ａから下方側の角部１０ｂにわたって延びており、補強部材４０にはまた、フレーム本体１０の直交断面方向の下端部に平面状のフランジ部４４が備えられ、フランジ４４は、フレーム本体１０の第１の板状部材１１のフランジ部１１ｃと第２の板状部材１２の平面部１２ａとの間に挟まれた状態で取り付けられている。これにより、外部から荷重が作用する時に補強部材４０がフレーム本体１０から外れることを防止することができる。 In the vehicle body frame 31, the reinforcing member 40 extends from the upper corner portion 10 a of the frame main body 10 to the lower corner portion 10 b in the orthogonal cross-sectional direction of the frame main body 10. A flat flange portion 44 is provided at a lower end portion in the orthogonal cross-sectional direction, and the flange 44 includes a flange portion 11c of the first plate member 11 of the frame body 10 and a flat portion 12a of the second plate member 12. It is attached in a state sandwiched between. Thereby, it can prevent that the reinforcement member 40 remove | deviates from the frame main body 10 when a load acts from the outside.
このようにして構成される車体フレーム３１においても、フレーム本体１０と補強部材４０との間に形成されフレーム本体１０の長手方向に対して所定角度傾斜した網目状の空間部４６によってフレーム本体１０が外方側に膨らんで面外変形することを抑制することができるとともに、接着剤２７を介してフレーム本体１０と補強部材４０との間の空間部４６に相当する部位がフレーム本体１０に拘束されることになるのでフレーム本体１０の面外変形の起点をなくし、フレーム本体１０の曲げ抗力を高めることができる。 Also in the vehicle body frame 31 configured as described above, the frame body 10 is formed by a mesh-like space 46 formed between the frame body 10 and the reinforcing member 40 and inclined at a predetermined angle with respect to the longitudinal direction of the frame body 10. While being able to suppress outward deformation due to swelling outward, a portion corresponding to the space 46 between the frame body 10 and the reinforcing member 40 is restrained by the frame body 10 via the adhesive 27. Therefore, the origin of out-of-plane deformation of the frame body 10 can be eliminated, and the bending resistance of the frame body 10 can be increased.
本実施形態では、補強部材２０、４０の凸部２２、４２は、四角錐台状に形成されているが、その他の角錐台状に形成してもよく、あるいは円錐台状に形成するようにすることも可能である。また、本実施形態では、補強部材２０、４０にシート状に形成した接着剤２７を重ね合わせて取り付けているが、例えば射出成形等によって、補強部材２０、４０にシート状に形成した接着剤２７を一体的に成形することも可能である。 In the present embodiment, the convex portions 22 and 42 of the reinforcing members 20 and 40 are formed in a quadrangular pyramid shape, but may be formed in other truncated pyramid shapes, or may be formed in a truncated cone shape. It is also possible to do. In the present embodiment, the adhesive 27 formed in a sheet shape is attached to the reinforcing members 20 and 40 in an overlapping manner, but the adhesive 27 formed in a sheet shape on the reinforcing members 20 and 40 by, for example, injection molding or the like. It is also possible to integrally mold.
なお、車体フレーム１、３１に外部から荷重が作用する時に、圧縮方向の力が作用する第１の板状部材１１の底面部１１ａが本願請求項に記載される第１面部に相当し、引張方向の力が作用する第２の板状部材１２の平面部１２ａが本願請求項に記載される第２面部に相当し、該底面部１１ａと該平面部１２ａとの間に位置する第１の板状部材１１の側面部１１ｂが本願請求項に記載される第３面部に相当する。 The bottom surface portion 11a of the first plate-like member 11 on which a force in the compression direction acts when a load is applied to the vehicle body frames 1 and 31 from the outside corresponds to the first surface portion described in the claims of the present application. The flat surface portion 12a of the second plate-like member 12 on which the direction force acts corresponds to the second surface portion described in the claims of the present application, and the first portion located between the bottom surface portion 11a and the flat surface portion 12a. The side surface portion 11b of the plate-like member 11 corresponds to a third surface portion described in the claims of the present application.
本発明は、管状のフレーム本体の内部に補強部材が取り付けられた車両用フレーム構造において、フレーム本体の面外変形を抑制することができるとともにフレーム本体の面外変形の起点をなくし、フレーム本体の曲げ抗力を高めることができる車体用フレーム構造を提供することができ、例えばセンターピラーやサイドシルなどの車体の一部を構成する車体フレームに広く利用される可能性がある。 The present invention provides a vehicle frame structure in which a reinforcing member is attached to the inside of a tubular frame body, and can suppress out-of-plane deformation of the frame body and eliminate the origin of out-of-plane deformation of the frame body. A frame structure for a vehicle body that can increase bending resistance can be provided, and may be widely used for a vehicle body frame that forms part of a vehicle body such as a center pillar or a side sill.
１、３１ 車体フレーム
１０ フレーム本体
１０ａ、１０ｂ 角部
１１ 第１の板状部材
１１ａ 第１の板状部材の底面部（第１面部）
１１ｂ 第１の板状部材の側面部（第３面部）
１２ 第２の板状部材
１２ａ 第２の板状部材の平面部（第２面部）
２０、４０ 補強部材
２１、４１ 基部
２２、２２Ａ、２２Ｂ、４２、凸部
２５、４５ 溝部
２６、４６ 空間部
２７ 接着剤
２７ａ 開口部
２８ 空隙部
DESCRIPTION OF SYMBOLS 1, 31 Body frame 10 Frame main body 10a, 10b Corner | angular part 11 1st plate-shaped member 11a Bottom part (1st surface part) of 1st plate-shaped member
11b Side surface portion (third surface portion) of first plate-like member
12 2nd plate-shaped member 12a Flat surface part (2nd surface part) of 2nd plate-shaped member
20, 40 Reinforcement member 21, 41 Base portion 22, 22A, 22B, 42, convex portion 25, 45 groove portion 26, 46 space portion 27 adhesive 27a opening portion 28 gap portion
Claims (3)
前記フレーム本体は、外部から荷重が作用した時に圧縮方向の力が作用する第１面部と、引張方向の力が作用する第２面部と、該第１面部と第２面部との間に位置し、該第１面部と該第２面部との間でそれぞれ角部を形成する第３面部と、を有し、
前記補強部材は、前記第３面部から離間した状態で該第３面部に沿って延在する基部と、該基部から該第３面部に向けて突出して該第３面部と当接し、少なくとも一部が該第３面部と結合される複数の凸部であって、錐台状に形成される複数の凸部とを有し、前記フレーム本体の第１面部と第３面部との間の角部を含む領域に取り付けられ、
前記複数の凸部は、隣り合う凸部との間に形成された溝部が前記フレーム本体の長手方向に対して所定角度傾斜して網目状に形成されるように設けられ、
前記溝部によって前記フレーム本体と前記補強部材の間に形成された網目状の空間部に、前記フレーム本体と前記補強部材とを接着する接着剤が充填され、
前記補強部材の第３面部と結合される凸部を除く凸部は、前記第３面部と結合される凸部よりも凸部の高さが低く形成され、前記接着剤を介して前記第３面部と当接し、該接着剤により前記第３面部と接着されている、
ことを特徴とする車両用フレーム構造。 A vehicle frame structure in which a reinforcing member is attached along the longitudinal direction of the frame main body inside a tubular frame main body to which a load can act from the outside,
The frame body is positioned between a first surface portion on which a force in the compression direction acts when a load is applied from the outside, a second surface portion on which a force in the tensile direction acts, and the first surface portion and the second surface portion. A third surface portion that forms a corner portion between the first surface portion and the second surface portion, and
The reinforcing member includes a base portion extending along the third surface portion in a state of being separated from the third surface portion, and projecting from the base portion toward the third surface portion so as to contact the third surface portion, and at least a part thereof Is a plurality of convex portions coupled to the third surface portion, and has a plurality of convex portions formed in a frustum shape, and a corner portion between the first surface portion and the third surface portion of the frame body Attached to the area containing
The plurality of convex portions are provided such that grooves formed between adjacent convex portions are formed in a mesh shape inclined at a predetermined angle with respect to the longitudinal direction of the frame body,
An adhesive that bonds the frame body and the reinforcing member to the mesh-like space formed between the frame body and the reinforcing member by the groove is filled ,
The convex portions excluding the convex portion combined with the third surface portion of the reinforcing member are formed such that the height of the convex portion is lower than the convex portion combined with the third surface portion, and the third portion is interposed via the adhesive. Abutting on the surface portion and being bonded to the third surface portion by the adhesive;
A vehicle frame structure characterized by that.
ことを特徴とする請求項１に記載の車両用フレーム構造。 The adhesive is a thermosetting adhesive that foams when heated to a predetermined temperature, and is formed into a sheet shape having a predetermined thickness, corresponding to a convex portion that is coupled to the third surface portion of the frame body. It is attached to the frame body side of the reinforcing member in a state where an opening is formed,
The vehicle frame structure according to claim 1.
ことを特徴とする請求項２に記載の車両用フレーム構造。 Before the foaming of the adhesive, the adhesive is attached so as to overlap the frame main body side of the reinforcing member, and the longitudinal direction of the frame main body is between the adhesive and the frame main body corresponding to the groove portion. A continuous void is formed in the
The vehicle frame structure according to claim 2.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2010046163A JP5573233B2 (en) | 2010-03-03 | 2010-03-03 | Vehicle frame structure |
| US12/826,517 US8317258B2 (en) | 2009-07-08 | 2010-06-29 | Frame structure for vehicle |
| EP10006980.6A EP2272737B1 (en) | 2009-07-08 | 2010-07-06 | A frame structure for a vehicle and method of forming the same |
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| Application Number | Priority Date | Filing Date | Title |
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| JP2010046163A JP5573233B2 (en) | 2010-03-03 | 2010-03-03 | Vehicle frame structure |
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| JP5573233B2 true JP5573233B2 (en) | 2014-08-20 |
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| JP6156413B2 (en) * | 2015-03-03 | 2017-07-05 | マツダ株式会社 | Structural members for vehicles |
| US11400800B2 (en) | 2017-04-10 | 2022-08-02 | Nippon Steel Corporation | Structural member for automobiles |
| WO2020085383A1 (en) * | 2018-10-24 | 2020-04-30 | 日本製鉄株式会社 | Automobile frame member and electric automobile |
| CN115320716B (en) * | 2022-08-02 | 2023-10-31 | 奇瑞汽车股份有限公司 | Threshold pressing plate assembly for vehicle and vehicle with same |
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| JPS57121375U (en) * | 1981-01-23 | 1982-07-28 | ||
| US4726166A (en) * | 1986-03-14 | 1988-02-23 | American Motors Corporation | Vehicle frame rail assembly and underbody construction |
| JPH01165779U (en) * | 1988-05-16 | 1989-11-20 | ||
| JPH02115769U (en) * | 1989-03-07 | 1990-09-17 | ||
| JP2001062833A (en) * | 1999-08-26 | 2001-03-13 | Neoex Lab Inc | Reinforcing structure of hollow construction and reinforcement fitting therefor |
| JP2004255983A (en) * | 2003-02-25 | 2004-09-16 | Nissan Motor Co Ltd | Panel member of automobile and method for forming panel member |
| JP4394921B2 (en) * | 2003-10-20 | 2010-01-06 | 本田技研工業株式会社 | Hollow member reinforcement structure |
| JP2006282106A (en) * | 2005-04-04 | 2006-10-19 | Toyota Motor Corp | Reinforcing structure of body frame |
| JP2007062453A (en) * | 2005-08-29 | 2007-03-15 | Toyota Motor Corp | Pillar structure for automobile |
| JP5012439B2 (en) * | 2007-11-09 | 2012-08-29 | トヨタ自動車株式会社 | Body side structure |
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