JP6052568B2 - Underrun protector structure - Google Patents

Description

  The present invention relates to a structure of an underrun protector that mitigates an impact received by another vehicle during a vehicle collision and prevents the other vehicle from being caught.

  Japanese Patent Application Laid-Open No. 2003-72493 describes an underrun protector. The underrun protector is fastened to a coupling member extending substantially parallel to the chassis frame from a lower portion of an underrun protector stay fixed to the chassis frame. Further, the end portion of the under-run protector is fastened to a side coupling member that extends from the lower portion of the under-run protector stay diagonally to the longitudinal direction of the chassis frame. When another vehicle or the like collides with the underrun protector from the front side (offset collision), the collision energy is transmitted to the side coupling member and the coupling member via the underrun protector. It is possible to sufficiently absorb the collision energy by being deformed, and to suppress the bending of the under-run protector that deteriorates the collision energy absorption performance.

JP 2003-72493 A

  In the under-run protector described in Patent Document 1, when a load at the time of an offset collision is input to the side coupling member, a pressing force (translation force) inward in the vehicle width direction and a torsion force are applied to the under-run protector stay. Acts as For this reason, if an excessive load is input, the underrun protector stay moves inward in the vehicle width direction (translational movement) due to an increase in pressing force, and the underrun protector stay rotates due to an increase in torsional force, resulting in impact energy. May not be sufficiently absorbed. Moreover, there is a possibility that the other vehicle is allowed to be caught by bending of the end portion of the underrun protector.

  Therefore, an object of the present invention is to provide an under-run protector structure that can sufficiently absorb impact energy at the time of an offset collision and that can prevent a counterpart vehicle from being trapped.

In order to achieve the above object, the underrun protector structure of the present invention includes an underrun protector, an underrun protector support member, and a cross member. The underrun protector extends in the vehicle width direction below the front or rear end of the vehicle body frame of the vehicle. The under lamp protector support members are arranged in a pair on the left and right sides of the under lamp protector on the rear or front side in the vehicle width direction, and support the under lamp protector on the vehicle body frame. The cross member is disposed between the pair of left and right under-run protector support members and extends in the vehicle width direction, and couples the pair of left and right under-run protector support members. The left and right under-run protector support members respectively include inner and outer plates on the inner and outer sides in the vehicle width direction that are spaced apart from each other in the vehicle width direction, and outer support brackets. The left and right inner plates have left and right inner surfaces that cross each other in the vehicle width direction, and the left and right ends of the cross member are fixed to the left and right inner surfaces, respectively. The outer support bracket extends diagonally forward or diagonally rearward in the vehicle width direction from the outer surface of the outer plate in the vehicle width direction outer side, and supports the underrun protector from diagonally rearward or diagonally forward in the vehicle width direction.

  In the above configuration, when another vehicle collides (offset collision) with the front side of the vehicle (one end of the underrun protector), the load at the time of the collision input to the underrun protector is one underside near the load input position. Acting on the run protector support member, the movement of one end portion of the underrun protector to the rear or the front is restricted by one underrun protector support member. When the load at the time of collision becomes excessive and the load acting on the under-run protector support member increases toward the inner side in the vehicle width direction, the load is the cross member connecting the under-run protector support members. Is transmitted to the other under-run protector support member. By transmitting this load, the load borne by one of the under-run protector support members is reduced, so that it is difficult for the one under-run protector support member to translate or rotate inward in the vehicle width direction. For this reason, the under-run protector support member can reliably support the under-run protector on the vehicle body frame and regulates the movement of one end of the under-run protector to the rear or front, so that it absorbs impact energy sufficiently. In this way, it is possible to prevent the opponent vehicle from getting stuck.

Further, underrun protector supporting member may have a underrun protector bracket, and an inner support bracket. The underrun protector bracket is fixed to the vehicle body frame and extends downward. The inner support bracket extends from the underrun protector bracket to the front or rear of the vehicle. The underrun protector bracket includes the inner plate and the outer plate. Outer support bracket is arranged in the vehicle width direction outer side of the inner support bracket, A underrun protector is supported by being fixed to the inner support bracket and the outer support bracket.

In the above configuration, the load at the time of the offset collision input to the under-run protector is input to one under-run protector bracket from the inner support bracket and the outer support bracket. The load input from the inner support bracket presses one of the underrun protector brackets to the rear or front of the vehicle, and the load input from the outer support bracket presses to the rear or front of the diagonal in the vehicle width direction. When the load at the time of collision becomes excessive and the load input from the outer support bracket increases, the load acting on the inner side of the underrun protector bracket is the cross connecting the underrun protector brackets. It is transmitted by the member to the other underrun protector bracket. By transmitting this load, the load borne by one of the underrun protector brackets is reduced, so that it is difficult for the underrun protector bracket to translate or rotate inward in the vehicle width direction. As a result, one under-run protector bracket reliably supports the under-run protector on the vehicle body frame. Further, the outer support bracket reliably supports one end portion of the under-run protector and restricts movement of the one end portion of the under-run protector toward the rear or front of the vehicle. Accordingly, the movement of the one end portion of the underrun protector to the rear of the vehicle or the front of the vehicle is more reliably regulated, so that the impact energy can be sufficiently absorbed and the counter vehicle can be more effectively prevented from being trapped.

  According to the present invention, it is possible to sufficiently absorb impact energy at the time of an offset collision, and to prevent the opponent vehicle from getting caught.

It is a model side view of a cab overtrack provided with the front underrun protector concerning the present invention. It is a model perspective view of the underrun protector structure concerning embodiment of this invention. It is a model side view of a cab overtrack provided with the rear underrun protector concerning the present invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the figure, FR indicates the front of the vehicle, UP in the figure indicates the vehicle upper side, and IN in the figure indicates the vehicle width direction inner side. Further, in the following description, the front-rear direction means the front-rear direction of the vehicle, and the left-right direction means the left-right direction in a state facing the front of the vehicle.

As shown in FIG. 1, a vehicle 1 according to the present embodiment is a cab-over type vehicle in which a cab 2 is positioned in front of an engine (not shown), and an underrun protector is disposed at the front of the vehicle 1. Structure 3 is provided. As shown in FIG. 2, the underrun protector structure 3 includes a chassis frame (body frame) 4, a front underrun protector (underrun protector) 5, and a pair of left and right front underrun protector brackets (underrun protector brackets). 6, a pair of left and right first support brackets ( inner support brackets) 7, a pair of left and right second support brackets ( outer support brackets) 8, and a cross member 9.

  The chassis frame 4 extends in the vehicle front-rear direction on both sides in the vehicle width direction of the vehicle 1, and the front end portions of the left and right chassis frames 4 are connected by a frame cross member 11.

  A front underrun protector (hereinafter referred to as FUP) 5 is formed in a rectangular cylinder shape and extends in the vehicle width direction below the front end of the chassis frame 4.

  The pair of left and right front underrun protector brackets 6, the pair of left and right first support brackets 7, and the pair of left and right second support brackets 8 have the same configuration on the right side and the left side. One (left side) will be described, and the other (right side) will not be described.

Front underrun protector brackets (hereinafter referred to as FUP brackets) 6 are disposed on both sides in the vehicle width direction behind the FUP 5 and are fixed to the front end of the chassis frame 4. The FUP 6 has a substantially box shape having an upper plate 12, a front plate 13, a lower plate 15, a rear plate 14, and a pair of left and right side plates (an inner plate and an outer plate) 16. The upper plate 12 is fastened to the lower surface 4 a of the chassis frame 4. The front plate 13 and the rear plate 14 extend downward from the front end and the rear end of the upper plate 12 so as to face each other. The front and rear ends of the lower plate 15 are coupled to the lower ends of the front plate 13 and the rear plate 14, respectively. The pair of left and right side plates 16 are joined to both ends of the upper plate 12, the front plate 13, the rear plate 4, and the lower plate 15 in the vehicle width direction.

  The first support bracket 7 has a main body 7a, a front plate 7b, and a rear plate 7c, and extends forward from the FUP bracket 6 to support the FUP 5. The main body 7a has a cylindrical shape extending in the vehicle front-rear direction. The rear surface of the front plate 7b is fixed to the front end of the main body 7a, and the front surface of the front plate 7b is fixed to the rear surface of the FUP 5 to support the FUP 5. The front surface of the rear plate 7 c is fixed to the rear end of the main body 7 a, and the rear surface of the rear plate 7 c is fixed to the front surface of the front plate 13 of the FUP bracket 6. When the vehicle 1 collides with another vehicle, the load input to the first support bracket presses the FUP bracket 6 toward the rear of the vehicle. Since the FUP bracket 6 is fixed to the chassis frame 4, the movement of the FUP 5 toward the rear of the vehicle is suppressed.

  The second support bracket 8 includes a main body 8a, a front plate 8b, and a rear plate 8c. The second support bracket 8 is disposed on the outer side in the vehicle width direction of the first support bracket 7 and obliquely forward on the outer side in the vehicle width direction from the FUP bracket 6. Extends and supports one end of the FUP 5 in the vehicle width direction. The main body 8a has a cylindrical shape extending obliquely forward on the outer side in the vehicle width direction. The rear surface of the front plate 8b is fixed to the front end of the main body 8a, and the front surface of the front plate 8b is fixed to the rear surface of one end of the FUP 5 in the vehicle width direction to support the FUP 5. The front surface of the rear plate 8c is fixed to the rear end of the main body 8a, and the rear surface of the rear plate 8c is fixed to the side plate 16 on the outer side in the vehicle width direction of the FUP bracket 6. When the vehicle 1 collides with another vehicle, the load input to the second support bracket presses the FUP bracket 6 diagonally rearward in the vehicle width direction. Since the FUP bracket 6 is fixed to the chassis frame 4, movement and bending of one end of the FUP 5 in the vehicle width direction to the rear of the vehicle are suppressed.

  The cross member 9 has a main body 9a, a left side plate 9b, and a right side plate 9c, is disposed between the pair of left and right FUP brackets 6, and connects the pair of left and right FUP brackets 6. The main body 9a has a cylindrical shape extending in the vehicle width direction. The left side plate 9b is fixed to the left end of the main body 9a, and the left side is fixed to the side plate 16 on the inner side in the vehicle width direction of the left FUP bracket 6 among the pair of left and right FUP brackets 6. The right side plate 9c has a left side fixed to the right end of the main body 9a and a right side fixed to the side plate 16 on the inner side in the vehicle width direction of the right FUP bracket 6. When a load is applied from one FUP bracket 6 toward the inner side in the vehicle width direction, the cross member 9 transmits the loaded load to the other FUP bracket 6.

  In the present embodiment, for example, when another vehicle collides with the left end of the FUP 5 of the vehicle 1 (offset collision), the load at the time of the collision (arrow shown in FIG. 2) is the left side near the load input position. Input from the first support bracket 7 and the left second support bracket 8 to the left FUP bracket 6. The load input from the first support bracket 7 presses the FUP bracket 6 rearward of the vehicle, and the load input from the second support bracket 8 presses the FUP bracket 6 diagonally rearward in the vehicle width direction. Since the FUP bracket 6 is fixed to the chassis frame 4, the rearward movement of the left end portion of the FUP 5 is restricted by the FUP bracket 6.

  When the load at the time of collision becomes excessive and the load input from the second support bracket 8 increases, the load acting inward in the vehicle width direction among the loads acting on the FUP bracket 6 is transmitted to the right FUP bracket 6 by the cross member 9. Is done. By transmitting this load, the load borne by the left FUP bracket 6 is reduced, so that it is difficult for the left FUP bracket 6 to translate or rotate inward in the vehicle width direction. As a result, the left FUP bracket 6 securely supports the FUP 5 on the chassis frame 4. The second support bracket 8 reliably supports the left end of the FUP 5 and restricts the movement of the left end of the FUP 5 toward the rear of the vehicle. Therefore, even when the load at the time of the collision becomes excessive, the movement of the left end of the FUP 5 to the rear of the vehicle is reliably restricted, so that the impact energy is sufficiently absorbed and the opponent vehicle is trapped. Can be effectively prevented.

  In addition, the shape of the 1st support bracket 7, the 2nd support bracket 8, and the cross member 9 is not limited to a cylindrical shape, For example, a rectangular cylinder shape etc. may be sufficient.

  The configuration of the under-run protector support member that supports the FUP 5 on the chassis frame 4 is not limited to this embodiment. For example, the FUP bracket directly supports the FUP 5 without using the first support bracket 7 and the second support bracket 8. The structure etc. to perform may be sufficient. In this case, if the load at the time of the offset collision input to the FUP 5 acts on the left FUP bracket, for example, if the load at the time of the collision becomes excessive, the load acting on the left FUP bracket will be inward in the vehicle width direction. The heading load is transmitted by the cross member 9 to the right FUP bracket. Since the load borne by the left FUP bracket is reduced by this load transmission, the left FUP bracket is less likely to translate or rotate inward in the vehicle width direction. For this reason, the FUP bracket on the left side can reliably support the FUP 5 on the chassis frame 4 and restricts the movement of one end of the FUP 5 to the rear or the front. Intrusion can be prevented.

  In the present embodiment, the underrun protector structure 3 is applied to the front underrun protector 5 disposed in front of the vehicle 1 as shown in FIG. 1, but as shown in FIG. It is also possible to apply to the rear under-run protector 40 disposed at the rear lower part of the chassis frame 4).

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the discussion and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  The present invention is widely applicable as an underlamp protector structure for a large vehicle.

1 Vehicle 2 Cab 3 Under-run protector structure 4 Chassis frame (body frame)
5 Front underrun protector (underrun protector)
6 Front underrun protector bracket (underrun protector bracket)
7 First support bracket ( inner support bracket)
8 Second support bracket ( outside support bracket)
9 Cross member 40 Rear underrun protector (underrun protector)

Claims (2)

An underrun protector extending in the vehicle width direction below the front or rear end of the vehicle body frame;
A pair of left and right underrun protector support members disposed on both sides in the vehicle width direction behind or under the underrun protector, and supporting the underrun protector on the vehicle body frame;
A cross member disposed between the pair of left and right under-run protector support members, extending in the vehicle width direction, and connecting the pair of left and right under-run protector support members;
The left and right under-run protector support members have inner and outer plates on the inner and outer sides in the vehicle width direction facing and spaced apart in the vehicle width direction, and outer support brackets, respectively.
The left and right inner plates have left and right inner surfaces that cross each other and cross each other in the vehicle width direction,
The left and right ends of the cross member are fixed to the left and right inner surfaces, respectively .
The outer support bracket extends obliquely forward or diagonally rearward in the vehicle width direction from an outer surface of the outer plate in the vehicle width direction outside, and supports the under-run protector from diagonally rearward or diagonally forward in the vehicle width direction. An under-run protector structure. The underrun protector structure according to claim 1,
The underrun protector support member is
An underrun protector bracket fixed to the vehicle body frame and extending downward;
An inner support bracket extending from the underrun protector bracket to the front or rear of the vehicle ,
The underrun protector bracket includes the inner plate and the outer plate,
The outer support bracket is disposed on the outer side in the vehicle width direction of the inner support bracket,
The underrun protector structure is fixed to and supported by the inner support bracket and the outer support bracket.

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