JP6020530B2 - Vehicle skeleton structure - Google Patents

Description

    The present invention relates to a vehicle skeleton structure.

  Patent Document 1 below discloses a structure in which an outrigger (cab mount bracket) is projected from a side rail to the outside in the vehicle width direction in a vehicle with a frame.

  Patent Document 2 below has a configuration in which a gusset is provided between a front side frame (side rail) and a lower member, and a bulkhead (load transmission member) is provided in the front side frame on an extension line of the gusset. It is disclosed.

JP 2009-280106 A JP 2013-193571 A

  In general, in the case of a frontal collision with a large lap amount with respect to the front surface of the vehicle, the collision energy is absorbed by deforming the vehicle front side portion of the side rail. On the other hand, in the case of a frontal collision (hereinafter referred to as “micro lap collision”) in which a collision object is offset in the vehicle width direction (for example, about 25% lap) and a collision load is input to the outside of the side rail in the vehicle width direction. The collision energy is absorbed by transmitting the collision load to the rear side of the vehicle.

  Thus, there is room for further improvement as a vehicle skeleton structure for absorbing the collision energy by controlling the deformation of the side rail for the collision forms having different lap amounts with respect to the front surface of the vehicle.

  In view of the above facts, an object of the present invention is to provide a vehicle skeleton structure capable of achieving both absorption of collision energy for collisions with different lap amounts, such as full lap collisions and micro lap collisions.

The vehicle skeleton structure according to claim 1 is disposed on the vehicle width direction outer side of the vehicle lower portion of the vehicle with the frame, extends along the vehicle front-rear direction, and connects the vehicle front side portion and the vehicle rear side portion by a bent portion. A side rail that is provided, an outrigger that is provided at the bent portion and protrudes outward in the vehicle width direction, and a load transmission member that is provided inside the side rail and attached to a position overlapping the outrigger in a side view of the vehicle, The load transmitting member is provided with a fragile portion that is susceptible to deformation in the inward folding direction of the side rail, a patch member is provided inside the outrigger, and a weak body portion is provided inside the patch member in the vehicle width direction .

In the vehicle skeleton structure according to the first aspect, since the load transmission member is provided in the side rail so as to overlap the outrigger in a side view of the vehicle, the deformation of the side rail is suppressed in the case of a minute lap collision. Thus, the load is transmitted to the vehicle rear side of the side rail. On the other hand, since the load transmitting member is provided with a fragile portion on the outer side in the vehicle width direction, the collision energy can be absorbed by bending and deforming on the inner side of the vehicle in the event of a collision with a large lap amount. In the vehicle skeleton structure according to the first aspect, the weak body portion is provided on the inner side in the vehicle width direction of the patch member. Therefore, in the case of a collision with a large lap amount, it can be bent and deformed inside the vehicle to absorb the impact.
In the vehicle skeleton structure according to a second aspect, in the invention according to the first aspect, the fragile portion is a notch portion provided on the outer side in the vehicle width direction of the load transmitting member. In the vehicle skeleton structure according to the second aspect, since the fragile portion is provided on the outer side in the vehicle width direction of the load transmission member, the load transmission member can be efficiently deformed in the inward folding direction.
A vehicle skeleton structure according to a third aspect is the vehicle skeleton structure according to the first or second aspect, wherein the load transmission member is disposed on the outer side in the vehicle width direction inside the side rail and is loaded in the vehicle side view. The reinforcing member extends in the vehicle front-rear direction so as to overlap the transmission member.

  In the skeleton structure for a vehicle according to claim 3, since the reinforcing member is disposed at a position overlapping the load transmitting member in a side view of the vehicle, the collision load from the outrigger can be efficiently used as the reinforcing member at the time of a minute lap collision. Can be transmitted to the rear side of the vehicle.

According to a fourth aspect of the present invention, in the vehicle skeleton structure according to the third aspect, the front end portion of the reinforcing member is located on the vehicle rear side from the front end portion of the outrigger, and the outrigger is positioned on the front side of the reinforcing member. On the side, at least a part has a spacing portion spaced from the side rail.

In the vehicle skeleton structure according to claim 4 , the separation portion is provided, and the outrigger and the side rail are separated on the vehicle front side of the reinforcing member. Can absorb the impact.

According to a fifth aspect of the present invention, in the vehicle skeleton structure according to the fourth aspect , the separation portion is disposed at a position that coincides with the weak body portion of the patch member in the cross-sectional direction of the side rail.

In the skeleton structure for a vehicle according to claim 5 , since the separation portion and the weak portion coincide with each other in the cross-sectional direction of the side rail, the side rail is efficiently bent and deformed at the time of a collision with a large wrap amount. Can be absorbed.

  As described above, the vehicle skeleton structure according to claim 1 transmits the load to the rear side of the vehicle by suppressing the side rail bending deformation at the time of a minute lap collision, and at the time of a collision with a large lap amount. The side rail has an excellent effect that it can be bent and deformed to absorb the collision load.

  In the vehicle skeleton structure according to claim 2, when the load transmission member is deformed on the outer side in the vehicle width direction in the case of a collision with a large wrap amount, the side rail is more efficiently bent and deformed to absorb the collision load. It has an excellent effect of being able to.

  The vehicle skeleton structure according to claim 3 has an excellent effect that the collision load at the time of the minute lap collision can be efficiently transmitted to the vehicle rear side.

The vehicle skeleton structure according to claim 4 has an excellent effect that the side rail can be efficiently deformed in the event of a collision with a large lap amount, and the shock absorbing performance can be improved.

The vehicle skeleton structure according to claim 5 has an excellent effect that the side rail is efficiently deformed in the case of a collision with a large lap amount, and the shock absorbing performance can be improved.

It is a top view of the vehicle lower part structure to which the vehicle frame structure concerning this embodiment was applied. It is the principal part expansion perspective view to which the left side principal part of the vehicle frame structure concerning this embodiment was expanded. It is a principal part enlarged plan view in which the left side principal part of the vehicle frame structure concerning this embodiment was expanded. It is a disassembled perspective view of the outrigger of the vehicle skeleton structure concerning this embodiment. It is an expansion perspective view of the load transmission member concerning this embodiment. It is a top view which shows load transmission at the time of the micro lap collision of the vehicle frame structure which concerns on this embodiment. It is a top view which shows a deformation | transformation of the side rail at the time of the collision with the large lap | wrap amount of the vehicle frame structure which concerns on this embodiment.

  Hereinafter, the vehicle skeleton structure according to the embodiment of the present invention will be described with reference to FIGS. In each figure, an arrow FR appropriately indicates the front direction of the vehicle, an arrow UP indicates the upward direction of the vehicle, an arrow OUT indicates the outward direction of the vehicle, RH indicates the right direction of the vehicle, and LH indicates the left direction of the vehicle.

  FIG. 1 shows a vehicle lower structure (frame) 11 of a frame-equipped vehicle 15 to which the vehicle skeleton structure 10 according to the present embodiment is applied. As shown in FIG. 1, in the vehicle lower structure 11, side rails 12 as vehicle body skeleton members extend in the vehicle front-rear direction on both sides in the vehicle width direction.

  The side rail 12 includes a side rail inner 14 and a side rail outer 16. Both the side rail inner 14 and the side rail outer 16 are made of steel, and are joined by welding to constitute the side rail 12. The side rail 12 includes a bent portion 22 that is bent outward in the vehicle width direction toward the vehicle rear side, and extends further toward the vehicle rear side from the bent portion 22. That is, the left and right side rails 12 are arranged such that the vehicle rear portion 12B side is greatly separated in the vehicle width direction as compared with the vehicle front portion 12A side. Here, a front wheel (not shown) is disposed on the outer side in the vehicle width direction on the front portion 12A side of the side rail 12.

  A bumper reinforcement 13 is connected to the front end portions 12A1 of the pair of left and right side rails 12 extending in the vehicle width direction. A crash box as an impact absorbing member may be disposed between the front end 12A1 of the side rail 12 and the bumper reinforcement 13.

  Further, between the pair of left and right side rails 12, cross members 24, 26, 28, and 29 extend in the vehicle width direction to connect the pair of left and right side rails 12. The cross members 24 and 26 are provided on the vehicle front side with respect to the bent portion 22 of the side rail 12, and the cross members 28 and 29 are provided on the vehicle rear side with respect to the bent portion 22 of the side rail 12.

  Further, a metal engine mount bracket 30 is provided between the cross member 24 and the cross member 26 in the front portion 12A of the side rail 12 and protrudes inward in the vehicle width direction from the vehicle inner side surface of the side rail 12. . An engine mount (not shown) is attached to the engine mount bracket 30, and an engine unit (not shown) is connected to the side rail 12 via the engine mount and the engine mount bracket 30.

  Here, a metal suspension mount bracket 32 is provided between the cross member 24 and the cross member 26 in the front portion 12A of the side rail 12 so as to project outward from the vehicle outer surface of the side rail 12 in the vehicle width direction. Yes. A suspension mount (not shown) is attached to the suspension mount bracket 32, and a suspension unit (not shown) is connected to the side rail 12 via the suspension mount and the suspension mount bracket 32.

  As shown in FIGS. 2 and 3, a cab mount bracket 34 as an outrigger is provided on the bent portion 22 of the side rail 12 so as to project outward in the vehicle width direction. The cab mount bracket 34 protrudes most outward in the vehicle width direction in the vehicle lower structure 11. Here, the cab mount bracket 34 has a separation portion 56 that is separated from the side rail 12 at least partially.

Further, as shown in FIG. 4, the cab mount bracket 34 includes an upper bracket 36 and a lower bracket 38. Here, the upper bracket 36 includes 36A located on the vehicle front side, a rear wall 36B located on the vehicle rear side, and an upper wall 36C located on the vehicle upper side and connecting the front wall 36A and the rear wall 36B. It consists of The lower bracket 38 has a plate shape, and an outer edge 38A is provided with an edge 38A that rises upward. In plan view, the lower bracket 38 is formed to be slightly larger than the upper bracket 36, and the edge 38A of the lower bracket 38 covers the lower end of the upper bracket 36 from the outside, so that the upper It is joined to the bracket 36 by welding or the like.
A metal bulkhead 40 is disposed between the upper bracket 36 and the lower bracket 38. The bulkhead 40 has a substantially inverted U shape in which a cross-sectional shape when cut along the vehicle width direction opens downward. The bulkhead 40 includes an outer wall 40A located on the outer side in the vehicle width direction, an inner wall 40B located on the inner side in the vehicle width direction, and an upper wall 40C that connects the inner wall 40B and the outer wall 40A. Yes.

  Here, the bulkhead 40 is joined to the upper bracket 36 by welding. The bulkhead 40 is joined to the upper bracket 36 to form a closed cross-section with the lower bracket 38, and the rigidity at the distal end portion 34C of the cab mount bracket 34 is improved. Further, a patch member 42 is disposed between the upper bracket 36 and the lower bracket 38. The patch member 42 has a shape in which the front portion 42A side is in contact with the peripheral portion of the mounting hole 34A of the upper bracket 36, and the rear portion 42B side is in contact with the upper bracket 36 along the vehicle width direction. Has been.

As shown in FIG. 4, an opening 42 </ b> A <b> 1 communicating with the attachment hole 34 </ b> A is formed in the front part 42 </ b> A of the patch member 42. On the rear side of the opening 42A1, a step 42A2 is formed as another part of the reinforcing portion 47, which is in contact with the step 36E formed on the upper bracket 36. A weak body portion 42 </ b> C is provided on the vehicle inner side of the patch member 42.
Further, a rear wall 42B1 is formed on the rear portion 42B of the patch member 42 as an inclined wall that comes into contact with the rear wall 36B of the upper bracket 36. At the upper end portion of the rear wall 42B1, in the upper bracket 36, another part of the reinforcing portion 48 is brought into contact with an R portion 36B1 (ridge line Q) formed between the upper wall 36C and the rear wall 36B. R portion 42B2 (ridge line R) is formed. The R portion 42B2 functions as a reinforcing portion and also functions as an inclined portion, like the R portion 36B1.
2 and 3, facing the rear portion 42B of the patch member 42 (the rear portion 34D of the cab mount bracket 34), a metal as a load transmission member is formed in the closed cross section of the side rail 12. A bulkhead 44 is provided.
As shown in FIG. 5, the bulkhead 44 is positioned at the front portion and formed along the vehicle width direction, the front wall 44 </ b> A (the front portion of the load transmission member in the vehicle front-rear direction), and the rear portion positioned at the vehicle width direction. And a rear wall 44B formed along the vehicle front-rear direction and an inner wall 44C formed along the vehicle front-rear direction and connecting the front wall 44A and the rear wall 44B. ing.
In the space 45 surrounded by the front wall 44A, the inner wall 44C and the rear wall 44B, the bulkhead 44 is connected by connecting the front wall 44A, the inner wall 44C and the rear wall 44B at the upper and lower positions in the vertical direction of the bulkhead 44. A reinforcing plate 44D for reinforcing in the horizontal plane direction is provided. The reinforcing plate 44D is provided with a notch 44E as a fragile portion that opens toward the outside of the vehicle. Further, an opening 44F as a fragile portion is provided near the center of the bulkhead 44 in the vehicle front-rear direction.
Here, a front flange portion 44A1 and a rear flange portion 44B1 that are bent in directions away from each other are formed at the front end portions in the vehicle width direction of the front wall 44A and the rear wall 44B, respectively. The front flange portion 44A1 and the rear flange portion 44B1 are in contact with the side rails 12 as shown in FIG. 3, and are joined by welding. The bulkhead 44 is joined to the side rail 12 to form a closed section 46 between the bulkhead 44 and the side rail 12 to improve the rigidity of the side rail 12.
Between the side rails 12, the front wall 44 </ b> A of the bulkhead 44 is disposed to face the rear portion 42 </ b> B of the patch member 42, and between the side rails 12, the rear wall 44 </ b> B of the bulkhead 44 is joined to the cross member 28. It is arranged to face the portion 28A.
That is, the front wall 44A of the bulkhead 44 is disposed so as to overlap (wrap) with the cab mount bracket 34, and the rear wall 44B of the bulkhead 44 is disposed so as to wrap with the cross member 28 in a side view of the vehicle. ing. In this embodiment, the bulk head 40 and the patch member 42 and the patch member 42 and the bulk head 44 are arranged so as not to contact each other.

  Further, an inner reinforcing member 52 extending in the longitudinal direction of the vehicle is disposed outside the bulkhead 44 in the vehicle width direction. The inner reinforcing member 52 is interposed in the side rail 12 between the bulk head 44 and is disposed at a position overlapping the bulk head 44 in a side view of the vehicle.

  An outer reinforcing member 54 is disposed on the vehicle outer surface of the side rail 12. The outer reinforcing member 54 extends in the vehicle front-rear direction, and is fixed by a fixing means such as welding at a position overlapping the rear flange portion 44B1 of the bulkhead 44 in a vehicle side view.

Next, functions and effects according to the embodiment of the present invention will be described.
As shown in FIG. 1, in the vehicle lower structure 11 of the vehicle 15, the bent portion 22 is formed to bend from the front portion 12 </ b> A of the side rail 12 toward the outer side in the vehicle width direction. The bent portion 22 is provided with a cab mount bracket 34 that protrudes outward in the vehicle width direction. For this reason, when the vehicle 15 is viewed from the front side of the vehicle, the cab mount bracket 34 is in a state of projecting most outward in the vehicle width direction in the vehicle lower structure 11.

  Therefore, when a collision occurs by offsetting in the vehicle width direction (for example, during a minute lap collision), when a collision load F (FIG. 1) is input to the cab mount bracket 34, the collision load F is applied to the cab mount bracket 34. Will concentrate locally. In the present embodiment, a bulkhead 44 having a substantially U shape in plan view is provided in the side rail 12, and a front wall 44A of the bulkhead 44 is a rear portion 34D of the cab mount bracket 34 in a vehicle side view. And is arranged to wrap. (See FIG. 3) Thus, when a collision load F is input to the cab mount bracket 34, the collision load F (a part of the collision load F) is transmitted from the cab mount bracket 34 to the side rail 12 via the bulk head 44. Can be made.

Here, FIG. 6 is a plan view in which a main part is enlarged in the vehicle skeleton structure 10 shown in FIG. 1, and shows a load transmission path when a collision with a small amount of lap occurs (for example, at the time of a minute lap collision). Yes. As shown in FIG. 6, in this embodiment, the bulkhead 44 is provided so that the front wall 44 </ b> A of the bulkhead 44 wraps with the rear portion 34 </ b> D of the cab mount bracket 34 in a side view of the vehicle.
Here, in the present embodiment, the bulkhead 44 is provided so that the front wall 44A of the bulkhead 44 wraps with the rear portion 34D of the cab mount bracket 34 in a side view of the vehicle. Thus, when the collision load F is input to the cab mount bracket 34, the collision load F3 transmitted from the cab mount bracket 34 to the bulk head 44 is transmitted through the reinforcement plate 44D of the bulk head 44 through the reinforcement plate 44D. Are distributed in the plane direction, and a part is transmitted to the rear side in the vehicle front-rear direction (F4).

  Further, the rear wall 44B of the bulkhead 44 is arranged so as to wrap with the cross member 28 in a vehicle side view. Thus, when the collision load F is input to the cab mount bracket 34, the collision load F4 is distributed (F5, F6) to the side rail 12 and the cross member 28 via the cab mount bracket 34 and the bulkhead 44. Can do. That is, the collision load F input to the cab mount bracket 34 can be transmitted along the vehicle front-rear direction rear side (F5) and the vehicle width direction (F6), and the load transmission efficiency can be improved.

  Thus, the side rail 12 can be reinforced between the cab mount bracket 34 and the cross member 28 by providing the bulkhead 44 so as to wrap with the cab mount bracket 34 and the cross member 28 in a side view of the vehicle. Thereby, local concentration of stress in the side rail 12 can be suppressed.

  Further, when a collision with a small lap amount offset in the vehicle width direction occurs (for example, at the time of a minute lap collision), the bulkhead 44 suppresses the folding (deformation) of the side rail 12 and efficiently transmits the load. be able to. Further, an outer reinforcing member 54 is disposed on the vehicle outer surface of the side rail 12 at a position overlapping the rear flange portion 44B1 of the bulkhead 44, and the side rail 12 can be more effectively prevented from being bent.

  On the other hand, when a collision with a large wrap amount (collision form that wraps with the side rail 12) occurs, it is necessary to absorb the impact by deforming the side rail 12. Therefore, in this embodiment, as shown in FIG. 5, the bulkhead 44 is provided with a notch 44 </ b> E that opens to the outside in the vehicle width direction as a fragile portion. When the side rail 12 is deformed as shown by a two-dot chain line in FIG. 7 (inward bending deformation), the notched portion 44E is deformed so as to open. That is, in the case of a collision with a large amount of lap, the side rail 12 becomes a starting point, and the deformation position of the side rail 12 can be controlled to absorb the impact. Here, since the separating portion 56 is wrapped with the opening 44E of the side rail 12 in a vehicle side view, the side rail 12 can be more effectively deformed. The separation portion 56 also functions as an air bleeding bead during painting.

  In the present embodiment, the front wall 44A and the rear wall 44B of the bulkhead 44 are formed along the vehicle width direction. For this reason, the side rail 12 can be reinforced with respect to a part of the collision load F3 which acts from the cab mount bracket 34 in the vehicle width direction. Thereby, in the side rail 12, durability with respect to the stress to the vehicle width direction can be improved. Note that one of the front wall 44A and the rear wall 44B of the bulkhead 44 may be formed along the vehicle width direction.

  Furthermore, in the present embodiment, an inclined wall 36B3 is provided at the rear portion 34D of the cab mount bracket 34 toward the joint portion 28A where the cross member 28 is joined to the side rail 12. For this reason, when the collision load F is input to the cab mount bracket 34, the collision load F can be efficiently transmitted to the cross member 28 side via the inclined wall 36B3 and the bulkhead 44. Thereby, the load transmission efficiency from the cab mount bracket 34 to the cross member 28 can be improved.

  In the present embodiment, the rear wall 36B side of the upper bracket 36 is formed to bulge toward the vehicle rear side. Thereby, the base part 34B of the upper bracket 36 is wider than the tip part 34C side. Thus, by expanding the cab mount bracket 34, the rigidity of the cab mount bracket 34 can be improved, and when the collision load F is input to the cab mount bracket 34, the cab mount bracket 34 is deformed. Can be suppressed.

  Furthermore, in this embodiment, as shown in FIG. 4, a step portion 36 </ b> E (reinforcing portion 47) is formed on the upper wall 36 </ b> C of the upper bracket 36. Thereby, compared with the case where the upper wall 36C of the upper bracket 36 is formed flat, the strength and rigidity of the upper wall 36C of the upper bracket 36 can be improved.

  In particular, when the vehicle is traveling, a load along the vertical direction is input to the cab mount bracket 34. Therefore, when the cab mount bracket 34 is enlarged, the cab mount bracket 34 is easily deformed in the surface. For this reason, when the cab mount bracket 34 is enlarged as described above, it is necessary to improve the in-plane rigidity of the cab mount bracket 34.

  Therefore, in the present embodiment, a stepped portion 36E is formed in the upper wall 36C of the upper bracket 36 from the outer side in the vehicle width direction of the mounting hole 34A to the rear side and further to the side rail 12 side along the vehicle width direction. As a result, the yield strength of the stepped portion 36E is improved. Thereby, in-plane deformation can be suppressed in the upper wall 36C, and the deformation amount of the upper bracket 36 can be reduced. As a result, the rigidity of the cab mount bracket 34 increases.

  Further, in the present embodiment, in the patch member 42, a stepped portion 42A2 (reinforcing portion 47) that is in contact with the stepped portion 36E formed in the upper bracket 36 is formed on the rear side of the opening 42A1. The stepped portion 42A2 of the patch member 42 and the stepped portion 36E of the upper bracket 36 overlap each other, whereby the strength and rigidity of the cab mount bracket 34 are further increased. Thus, by providing the reinforcement part 47 in the rear part 34D of the cab mount bracket 34, the rear part 34D of the cab mount bracket 34 is configured to have higher strength and rigidity than the front part 34E.

  Thus, as shown in FIG. 2, when a collision load F is input to the cab mount bracket 34, the collision load F (one of the collision loads F (from the cab mount bracket 34 to the bulkhead 44) via the reinforcing portion 47. Part) can be transmitted reliably. That is, when the collision load F is input to the cab mount bracket 34, the load can be effectively transmitted to the rear side of the cab mount bracket 34.

  As shown in FIG. 4, a rear wall 42 </ b> B <b> 1 that is in contact with the rear wall 36 </ b> B of the upper bracket 36 is formed in the rear portion 42 </ b> B of the patch member 42. At the upper end portion of the rear wall 42B1, in the upper bracket 36, an R portion 42B2 (reinforcement) that abuts an R portion 36B1 (reinforcement portion 48; ridgeline Q) formed between the upper wall 36C and the rear wall 36B. Part 48; ridgeline R) is formed.

  Since the R portion 42B2 of the patch member 42 and the R portion 36B1 of the upper bracket 36 overlap each other, the strength and rigidity of the cab mount bracket 34 are further increased. Thus, by providing the reinforcement part 48 in the rear part 34D of the cab mount bracket 34, the rear part 34D of the cab mount bracket 34 is configured to have higher strength and rigidity than the front part 34E.

  As a result, as shown in FIG. 6, when a collision load F is input to the cab mount bracket 34, the collision load F (one of the collision loads F (from the cab mount bracket 34 to the bulkhead 44) via the reinforcing portion 48. Part) can be transmitted reliably. That is, when the collision load F is input to the cab mount bracket 34, the load can be effectively transmitted to the rear side of the cab mount bracket 34.

  Further, as shown in FIG. 3, a bulkhead 40 is disposed at the distal end portion 34 </ b> C of the cab mount bracket 34. Thereby, the strength and rigidity of the cab mount bracket 34 are improved. At the rear end of the bulkhead 40, the outer wall 40A and the inner wall 40B are formed so as to be close to the rear wall 36B of the upper bracket 36 in accordance with the shape of the rear wall 36B of the upper bracket 36. And in the rear part of 40 C of upper walls of the bulkhead 40, the inclined piece 40D which goes inside toward the back side is formed. Thus, by providing the inclined piece 40D, the outer wall 40A and the inner wall 40B can be reinforced, and the strength and rigidity of the bulkhead 40 itself can be improved. Further, when the collision load F is input to the cab mount bracket 34, the inclined piece 40D of the bulkhead 40 becomes a wedge, and the impact load along the ridgeline Q (reinforcing portion 48) formed on the upper bracket 36. (F2, F3) can be transmitted.

In the present embodiment, the bulk head 40 and the patch member 42, and the patch member 42 and the bulk head 44 are configured not to contact each other. Thereby, when the vehicle 15 travels, generation of abnormal noise due to interference between members is prevented. When the collision load F is input to the cab mount bracket 34, the impact load is transmitted by abutting each other due to deformation of the cab mount bracket 34 or the like.
(Other embodiments)
In the present embodiment, as shown in FIG. 3, the front wall 44 </ b> A of the bulkhead 44 is disposed so as to wrap with the rear portion 34 </ b> D of the cab mount bracket 34, but the bulkhead provided in the side rail 12. 44 should just overlap with the cab mount bracket 34 in a vehicle side view. For this reason, for example, the configuration may be such that the bulkhead 44 is included in the cab mount bracket 34 in a side view of the vehicle, or the front wall 44A of the bulkhead 44 overlaps the front portion 34E of the cab mount bracket 34. There may be.

  In the present embodiment, the rear wall 44B of the bulkhead 44 is disposed so as to wrap with the cross member 28, but it is sufficient that the bulkhead 44 overlaps the cross member 28 in a vehicle side view. For this reason, the rear part of the bulkhead 44 may extend to the rear side of the cross member 28. In this case, although not shown, in the bulk head, it is preferable that the vertical wall is formed along the vehicle width direction.

  Thus, the shapes and the like of the bulk head 40, the patch member 42, and the bulk head 44 are not limited to the shapes in the present embodiment. Further, the bulkhead 40 and the patch member 42 are not necessarily required. Further, the notch 44E is not limited to the configuration of the present embodiment. For example, a plurality of holes are provided in the vehicle width direction of the reinforcing plate 44D, and the load transmitting member 44 is deformed by breaking the reinforcing plate 44D. Good.

  Furthermore, in this embodiment, the example applied to the cab mount bracket 34 provided on both sides in the vehicle width direction has been described. However, for example, it is applied to the cab mount bracket 34 on the driver's seat side, and the opposite side is different. A structure may be adopted.

  Note that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 10 Vehicle frame structure 12 Side rail 15 Vehicle 34 with a frame Cab mount bracket (outrigger)
42 Patch member 44 Bulkhead (load transmission member)
44C Weak body part 44E Weak part (notch part)
44F Weak part (opening)
54 Outer reinforcement member (reinforcement member)
The vehicle skeleton structure according to claim 5, wherein the separation portion is disposed at a position that coincides with the weak body portion of the patch member in a cross-sectional direction of the side rail.

Claims (5)

A side rail which is disposed on the vehicle width direction outer side of the vehicle lower part of the vehicle with the frame and extends along the vehicle front-rear direction and the vehicle front side portion and the vehicle rear side portion are connected by a bent portion; and provided in the bent portion An outrigger protruding outward in the vehicle width direction,
A load transmission member provided inside the side rail and attached to a position overlapping the outrigger in a vehicle side view,
The load transmitting member is provided with a fragile portion that is susceptible to deformation in the inward folding direction of the side rail, a patch member is provided inside the outrigger, and a weak body portion is provided inside the patch member in the vehicle width direction. Vehicle skeleton structure characterized by being made.   The vehicle skeleton structure according to claim 1, wherein the fragile portion is a cutout portion provided on an outer side in the vehicle width direction of the load transmitting member.   The vehicle body width direction outer side of the said load transmission member has a reinforcing member which is arrange | positioned inside a side rail and overlaps with the said load transmission member in the vehicle side view, and extends in the vehicle front-back direction. 2. The vehicle skeleton structure according to 2. The front end portion of the reinforcing member is located on the vehicle rear side from the front end portion of the outrigger, and the outrigger has a separation portion at least partially separated from the side rail on the vehicle front side of the reinforcing member. The vehicle skeleton structure according to claim 3 . 5. The vehicle skeleton structure according to claim 4 , wherein the separation portion is disposed at a position that coincides with the weak body portion of the patch member in a cross-sectional direction of the side rail .