JP6267770B2 - Body structure - Google Patents

Description

  The present invention relates to an automobile body structure. In particular, the present invention relates to a front structure of a vehicle body for enhancing safety in a small overlap collision.

An automobile may collide with an oncoming vehicle or an installation on a road. In the following, the collision with the oncoming vehicle is described. However, the present invention is not limited to this, and the same applies to an installation on a road.
The collision can be roughly divided into the following three cases.
(1) Full lap collision where the center of the oncoming vehicle and the center of the vehicle body of the own vehicle almost coincide. 3) Small overlap collision where the oncoming vehicle's collision position overlaps only the part outside the main frame of the vehicle body

Among these collisions, in the case of a full wrap collision and an offset collision, the impact can be absorbed by the main frame.
This is because the main frame is usually provided with a crash box for absorbing the impact force, and the main frame structure itself is designed to absorb the impact force.
On the other hand, in the case of a small overlap collision, almost no member for absorbing the impact force is provided.
Therefore, in the case of a small overlap collision, in addition to absorbing the impact force, the impact force is converted into a rotational force with the vertical direction of the vehicle body as an axis, thereby ensuring the safety of the occupant.

  As one of such techniques, the technique of Patent Document 1 is disclosed.

JP 2012-221411 A

However, in Patent Document 1, there is a reinforcing member that connects the upper frame and the main frame. However, the portion of the main frame that connects the reinforcing member and the main frame is compared with other main frame portions. It is not an enhanced part.
For this reason, it becomes necessary to reinforce the entire main frame, and there is a problem that the weight increases.

  The present invention has been made in view of the above problems, and an example of the problem is to provide a vehicle body structure that increases safety in the case of a small overlap collision without increasing the weight of the entire vehicle body. is there.

The vehicle body structure of the present invention includes a main frame and an upper frame positioned in an upward and outward direction of the main frame, and the upper frame is inward and downward on the front side of a certain position. The front end portion of the upper frame is connected to the main frame, and the connection position between the upper frame and the main frame is a position where the radiator panel is located from the front end position of the vehicle. The connection between the upper frame and the main frame is connected at an outer side surface position of the main frame so that the upper frame is deformed more easily than the main frame. that has been formed.

  Preferably, the upper frame is formed such that the length in the upward direction and the downward direction becomes shorter as it goes to the side connected to the main frame.

  Preferably, the upper frame is formed with the lowest strength at a portion connected to the main frame.

  Preferably, the upper frame is connected to the main frame by a plurality of bolts and a plurality of nuts, and the plurality of bolts and the plurality of nuts have a shear strength lower than the shear strength of the upper frame and the main frame. It is.

  According to the vehicle body structure of the present invention, it is possible to provide a vehicle body structure with improved safety in the case of a small overlap collision without increasing the weight of the entire vehicle body.

It is explanatory drawing of the outline | summary of the vehicle body structure of a motor vehicle. It is explanatory drawing of 1st Embodiment. It is explanatory drawing of the condition which arises when a small overlap collision occurs. It is explanatory drawing of the structure of 1st Embodiment, and explanatory drawing of the effect of 1st Embodiment. It is explanatory drawing of 2nd Embodiment. It is explanatory drawing of 3rd Embodiment. It is explanatory drawing of the outline | summary of 4th Embodiment. It is explanatory drawing of the structure of 5th Embodiment.

Hereinafter, the first embodiment of the present invention will be described in detail with reference to FIG.
FIG. 1 is an explanatory diagram of the outline of the vehicle body structure of the automobile 101.

As shown in FIG. 1, the automobile 101 has a compartment space 5 in which passengers get in and a front compartment 2 in which various devices such as an engine and a battery are mounted.
The front passenger compartment 2 only needs to be a space that exists in a forward position of the passenger compartment space 5, and does not have to include an engine and a battery unless otherwise specified. For example, the inside of the front passenger compartment 2 may be hollow so that it can be used as a trunk.

Here, the direction is defined.
The direction in which the automobile 101 normally travels (the direction in which the driver sits on the seat and faces the head without bending) is defined as the forward direction (the lower left direction in FIG. 1). The opposite direction is defined as the backward direction (upper right direction in FIG. 1).
A direction in which the automobile 101 is in the traveling state (a direction in which the driver sits on the seat and the top of the head faces) is defined as an upward direction (upward in the drawing in FIG. 1). The opposite direction is defined as a downward direction (downward direction in FIG. 1).
In addition, the automobile 101 is substantially plane-symmetric with respect to a plane including a straight line that passes through the center of the vehicle body and extends forward and backward, and a straight line that intersects with the straight line and extends upward (hereinafter, this plane Is called a “symmetric plane”.)
The direction approaching this plane is defined as the inward direction. The opposite direction is defined as the outward direction.

  Since the automobile 101 has a plane-symmetric shape on a plane of symmetry, unless otherwise specified, one explanation of the plane of symmetry serves as the description of the other, and the description is omitted.

A main frame 3 and an upper frame 13 are disposed in the front compartment 2.
Further, an upper suspension holding member 7 for holding the upper suspension of the front suspension may be disposed in the front casing 2.
In FIG. 1, the upper suspension holding member 7 shows a top mount of a strut type suspension. However, the present invention is not limited to this type, and may be a suspension type, for example, a double wishbone type suspension, and an upper frame and vehicle body attachment portion.

An upper frame 13 is disposed at a position outward and upward of the main frame 3.
The main frame 3 extends substantially horizontally from the passenger compartment space 5 in the forward direction.
The two main frames 3 may extend forward while slightly opening outward.

The upper frame 13 includes an upper frame linear portion 13a and an upper frame bent portion 13b.
The upper frame straight portion 13a extends substantially only in the forward direction from the passenger compartment space 5 to a certain position in the forward direction.
The upper frame bent portion 13b extends inward and downward. And the front-end | tip of the upper frame bending part 13b is connected to the main frame 3 by the connection part 31 (refer FIG.2 (c)).
The connecting portion 31 is connected to the surface of the main frame 3 facing outward.

The upper frame 13 (upper frame linear portion 13a + upper frame bent portion 13b) and the main frame 3 are connected by a reinforcing member 17.
More specifically, the reinforcing member 17 bridges the upper frame 13 and the reinforcing portion 19 of the main frame 3.
The reinforcing portion 19 refers to a portion having a higher strength than other portions of the main frame 3.
In the first embodiment, the reinforcing portion 19 is a portion in which the strength of the main frame 3 is increased as a result of the suspension member 55 being connected to the main frame 3 (FIGS. 2A and 2B). See)). In the first embodiment, the strength does not need to be higher than that of the other main frame 3 only by connecting the suspension cross member 55, and the strength is increased by the addition of a reinforcing member or the like. It can be expensive.

The reinforcing member 17 may be formed of three reinforcing members 17 so as to be radial. Here, the reinforcing member located in the foremost direction of the reinforcing member 17 is defined as a first reinforcing member 17a. And it goes to the back direction, and is called the 2nd reinforcement member 17b and the 3rd reinforcement member 17c.
As shown in FIG. 1, the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c spread radially around the main frame 3 side.
That is, the first reinforcing member 17a is connected to the upper frame 13 at the most forward position of the upper frame 13, and the third reinforcing member 17c is connected to the upper frame 13 at the most rearward position of the upper frame 13. The second reinforcing member 17 b is connected to the upper frame 13 at an intermediate position before and after the upper frame 13.
Note that the number of the reinforcing members 17 does not have to be three, and may be any number as long as it is one or more.

More specifically, the first reinforcing member 17a is connected to the upper frame bent portion 13b.
The second reinforcing member 17b and the third reinforcing member 17c are connected to the upper frame straight portion 13a (see FIG. 2). It may be connected to the upper frame linear part 13a via the upper suspension holding member 7 (state of FIG. 1).
But the connection position of the 1st reinforcement member 17a, the 2nd reinforcement member 17b, and the 3rd reinforcement member 17c can be changed arbitrarily.

  Each reinforcing member 17 (the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c) is connected to the inward surface of the upper frame 13. However, it may be connected to the lower surface of the upper frame 13 or may be another surface. As shown in FIG. 1, it may be directly connected to the upper frame 13 or may be through other connected parts.

The respective reinforcing members 17 (the first reinforcing member 17a, the second reinforcing member 17b, and the third reinforcing member 17c) are connected at substantially the same position of the main frame 3.
More specifically, all the connection members 15 are connected.
The connecting member 15 is disposed at a position where the reinforcing portion 19 exists.
In the first embodiment, the connection member 15 is connected to the outer surface of the main frame 3. This position may be another position (see a modification example to be described later).
However, the connecting member 15 is not essential, and the reinforcing member 17 may be directly connected to the main frame 3.

  FIG. 2 is an explanatory diagram of the first embodiment.

As shown in FIG. 2 (particularly, FIG. 2B), the engine 51 is connected and fixed to the suspension cross member 55 via the engine mount 53.
The suspension cross member 55 is a member that holds a member for holding the front tire.
By connecting the suspension cross member 55 to the main frame 3, this portion has higher strength than the other portions of the main frame 3. In the first embodiment (the present invention), a portion where the strength of the main frame 3 is higher than the other portions is defined as the reinforcing portion 19.
In the first embodiment, the reinforcing portion 19 is not only formed by connecting the suspension cross member 55 but also connected to the connection structure (flange, bolt and nut, and the main frame 3 is thick for connection). Etc.), the reinforcing portion 19 may be formed.
FIG. 2C is a view from the C position.

The connecting member 15 is disposed on the reinforcing portion 19.
Further, the portion where the reinforcing member 17 is connected to the main frame 3 by the connecting member 15 is a position where the outer surface of the engine 51 is located (front / rear position, upper / lower position). Matches the direction position). That is, the reinforcing portion 19 is located at a position where the outer surface of the engine 51 is located (= range A in FIG. 2A and range A in FIG. 2C).

  FIG. 3 is an explanatory diagram of a situation that occurs when a small overlap collision occurs.

The case where the automobile 101 collides with a collision target object 103 (an oncoming vehicle, an installation object, etc.) will be described with reference to FIG. And the collision which the collision target object 103 contacts only in the outward direction position (range B in FIG. 3A) from the main frame 3 is a small overlap collision.
When the small overlap collision occurs, it can be considered that the force of the collision force F is applied to the center point S schematically in the upper frame 13 as shown in FIG.
When the inward direction is the X-axis direction and the rear direction is the Y-axis (see also FIG. 1 for directions), this collision force F may be divided into Fx in the X-axis direction and Fy in the Y-axis direction. it can.

  FIG. 4 is an explanatory diagram of the structure of the first embodiment and an explanatory diagram of the effect of the first embodiment.

As shown in FIG. 4A, the upper frame 13 is connected to the outer surface of the main frame 3 with the connecting portion 31 in contact therewith.
More specifically, as shown in FIG. 4 (b), one bolt-nut 33 is connected to one through-hole formed near the center of the connection portion 31. The connection using the bolts and nuts 33 is merely an example, and connection using screws or the like may be used.
That is, the upper frame 13 and the main frame 3 are formed so as to be capable of relative rotation with the inner and outer directions as axes.
Since the first embodiment is formed (configured) in this way, even if Fy, which is a force in the Y direction, of the collision force F acts, it is possible to support this force (for Fy, (See FIG. 3).
More specifically, the force Fry toward the connection portion 31 out of Fy that is the force in the Y direction of the collision force F is supported by the connection portion 31 being in contact with the main frame 3.
Further, out of Fy which is the force in the Y direction of the collision force F, the force Fry toward the connecting portion 31 and the force Fθy in the direction perpendicular thereto are supported by the upper frame 13.
Therefore, according to the first embodiment, the vehicle body is configured to be strong against Fy which is the force in the Y direction of the configuration collision force F.
When a load in the Y direction is applied to the upper frame 13, the main frame 3 can be used as a reaction force member.
As an example in which a large amount of load in the Y direction is applied, for example, another automobile 101 may collide from the side surface toward the inward direction from the outer position.

Next, the force in the X direction will be described.
Since the first embodiment is formed (configured) as shown in FIG. 4B, the upper frame 13 rotates when Fx which is the force in the X direction of the collision force F acts. Can do.
More specifically, the force Frx, which is the force Fx in the X direction of the collision force F, directed in the direction opposite to the connection portion 31 is connected to the main frame 3 by the bolt / nut 33. Supported by.
However, out of Fx, which is the force in the X direction of the collision force F, the force Frx directed in the direction opposite to the connecting portion 31 and the force Fθx in the perpendicular direction are forces that prevent rotation due to this, and the connecting portion 31 is structurally Only a relatively small force can be generated. This is because it is only supported by one bolt and nut 33. Therefore, the upper frame 13 can be freely rotated to some extent.
As described above, as an example in which a large amount of load in the Y direction is applied, for example, the following cases are possible.
This is a case where a load is applied not only to the main frame 3 but also to the upper frame 13 due to a full lap collision.
In this case, the main frame 3 is greatly deformed. At this time, when the upper frame 13 and the main frame 3 are configured to be unable to rotate unlike the first embodiment, the deformation of the upper frame 13 is hindered.
This is because when the upper frame 13 and the main frame 3 cannot be rotated, the upper frame 13 is firmly fixed so as not to rotate with the main frame 3 even if the upper frame 13 is deformed according to the load applied to the upper frame 13. This is because this deformation is hindered.
In other words, as in the first embodiment, the upper frame 13 and the main frame 3 are configured to be rotatable with respect to a certain degree of rotational force, so that the deformation of the main frame 3 with respect to the upper frame 13 is reduced. It can be prevented from affecting.

This means that when the planned position for absorbing the collision load is designed by the main frame 3, the upper frame 13 can prevent the planned position for absorbing the collision load from changing.
As a result, there is an effect that the vehicle body designer does not have to design the load absorption position at the time of collision in consideration of the deformation of the upper frame 13 accompanying the deformation of the main frame 3 as much as in the past. That is, with such a configuration, it becomes easier for the designer to absorb the collision load at the intended position.

Further, the presence of the reinforcing member 17 has the following effects.
For example, when the upper frame 13 is deformed by a full lap collision, the upper frame 13 is deformed upward or downward.
At this time, the presence of the reinforcing member 17 has an effect of suppressing this deformation.

In the case of a small overlap collision, a force in the Y direction is generated in the upper frame 13.
At that time, the reinforcing member 17 functions as a member for generating rigidity that maintains the kind of bow shape of the upper frame 13 as shown in FIG. Therefore, a necessary reaction force can be generated with respect to the force in the Y direction.
Furthermore, this reaction force can cause the automobile 101 to rotate (yaw behavior).
And the fact that the yawing behavior occurs means that the collision energy can be released to the rotational energy when the automobile 101 undergoes the small overlap collision, and thereby the safety of the occupant can be improved.
This also applies to a small overlap collision.

Furthermore, in the first embodiment, the reinforcing member 17 functions as a member that exerts a reaction force at the time of the small overlap collision so that the upper frame 13 (particularly, the upper frame bent portion 13b) is not deformed ( (Refer FIG.3 (b)).
That is, since the connection member 15 is connected to the outer surface of the main frame 3 having high strength, the upper frame 13 can be prevented from being deformed by the collision by the collision object 103.
In the first embodiment, since the main frame 3 is connected to the reinforcing portion 19 which is a strong portion of the main frame 3, compared with the case where the reinforcing member 17 is connected to another main frame 3 portion. Thus, the function of holding the upper frame 13 is higher.
In addition, the reinforcing portion 19 is located in the range A of the engine side surface position. Therefore, even when there is a strong collision that requires the main frame 3 to be deformed inward, the engine 51 can further function as a reaction force generating member that prevents the main frame 3 from being deformed.
Therefore, it is possible to prevent the upper frame 13 from being deformed by a stronger collision than before.
And the fact that the upper frame 13 does not deform means that even if the collision object 103 collides with the small overlap, it is possible to prevent the deformation due to the collision from reaching the passenger compartment 5 where the passenger is boarded. means. In addition, it also means that the vehicle body 101 can convert the impact energy of the offset collision into the rotational energy that the automobile 101 rotates without exerting on the passenger compartment space 5.

In the first embodiment, the reinforcing member 17 is connected to the main frame 3 on the outer surface of the main frame 3.
Therefore, the force applied to the reinforcing member 17 is directly transmitted to the main frame 3 due to the collision with the collision object 103.
The force is directed in the direction in which the engine 51 exists as it is.
From the above, the first embodiment has an effect of increasing the ability to hold the upper frame 13.

Further, the upper frame 13 (upper frame bent portion 13 b) is connected to the main frame 3 by the connecting portion 31.
Therefore, the strength of the upper frame 13 itself is higher than that of the conventional automobile 101 in which the upper frame 13 is not connected to the main frame 3.
Also from this point, the first embodiment has high strength against the small overlap collision.
In addition, the connection between the upper frame 13 and the main frame 3 is performed on the outer surface of the main frame 3. Therefore, the main frame 3 can function as a reaction force member for preventing the upper frame 13 from being deformed inward due to a collision with the collision object 103.
Therefore, also from this point, the first embodiment has high strength against the small overlap collision.
Furthermore, this structure has high strength against full-wrap collision and offset collision.
This is because, by connecting the upper frame 13 and the main frame 3 in this way, the upper frame 13 can also function as a drag generating member against full-lap collision and offset collision.

Further, the reinforcing member 17 can be connected to an arbitrary position of the upper frame 13.
The arbitrary position can be selected by the designer at a position where a drag is desired to be generated in the case of a small overlap collision (full wrap collision, offset collision).
Thus, the designer can design the automobile 101 to generate a desired drag depending on which position of the upper frame 13 the reinforcing member 17 is selected as the connection position.

It has been described above that only a relatively small force can be generated by the bolt / nut 33 to prevent rotation. However, the bolt / nut 33 can also generate a force to prevent rotation by measures such as increasing the fastening force or increasing the frictional force.
As a result, it is possible to arbitrarily select a resistance against Fθx (Fx).
As a result, the designer can design a vehicle 1 having a lower injury value by generating drag in an arbitrary amount.

  The configuration and effects of the first embodiment described above are the same for the second and subsequent embodiments described below unless otherwise specified. The following description is omitted for the sake of brevity.

  It should be noted that all of the reinforcing portions 19 may not be in the range A of the side position in the side direction in the outer direction of the engine, and only a part thereof.

  FIG. 5 is an explanatory diagram of the second embodiment.

In the first embodiment, the upper frame 13 and the main frame 3 are connected by one bolt / nut 33.
However, at least a part of the effect of the first embodiment is not limited as long as the upper frame 13 and the main frame 3 can rotate at a certain rotational force or more.
Therefore, the second embodiment as shown in FIG. 5 has the same effect.
The second embodiment will be described with reference to FIG.
As shown in FIG. 5, a plurality of darling holes 31 a are formed in the connection portion 31. The plurality of dart holes 31a have a shape in which through holes are continuously formed around a circular arc line having a fixed length with the rotation center Sa as a center.
However, when the length of the daruma hole 31a is short, it may be not a circular arc but a straight line.
In addition, the cross-sectional view part of FIG. 5A represents the cross section of AA in FIG.

In the second embodiment, as in the first embodiment, it is possible to arbitrarily select a drag force against Fθx (Fx).
As a result, the designer can design a vehicle 1 having a lower injury value by generating drag in an arbitrary amount.
Since the portion more suitable than the first embodiment has a plurality of bolts and nuts 33, it is possible to generate a force that resists greater rotation.
Therefore, it becomes possible to further improve the design freedom of the designer.

  FIG. 6 is an explanatory diagram of the third embodiment.

Unlike the first embodiment and the second embodiment, the connection between the connecting portion 31 and the main frame 3 is not necessarily required to be rotatable.
Specifically, as shown in FIG. 6, the connection between the connection portion 31 and the main frame 3 may be coupled by a plurality of bolts and nuts 33 instead of the boring holes.
In this case, the upper frame 13 is formed with a short cross-sectional shape in the upward and downward directions as shown in FIG.
In other words, the upper frame 13 is shortened in the upward and downward directions as it goes to the side connected to the main frame 3 (the horizontal thickness does not change so much while the vertical thickness is Less).
Thus, the upper frame 13 itself can be bent relatively easily in the upward and downward directions independently of the main frame 3 by forming the sectional shape to be short (thin) in the upward and downward directions. It becomes possible.
With such a configuration, it is possible to achieve substantially the same effect as the first embodiment and the second embodiment.

Since the strength of the portion where the upper frame 13 is connected to the connection portion 31 is the lowest, the upper frame 13 can be rotated by plastic deformation from this portion.
This means that a force against an arbitrary rotational force can be generated if the cross-sectional area of the portion where the upper frame 13 is connected to the connection portion 31 is appropriately selected.
As a result, the designer can design a vehicle 1 having a lower injury value by generating drag in an arbitrary amount.

  FIG. 7 is an explanatory diagram of an outline of the fourth embodiment.

In the first to third embodiments described above, it is preferable to arrange the connecting portion 31 from the front end position of the vehicle to the position where the radiator panel 71 exists as shown in FIG.
This is because the strength of the vehicle body can be easily increased because the strength from the front end position of the vehicle to the position where the radiator panel 71 exists is relatively high.
Furthermore, from the front end position of the vehicle to the position where the radiator panel 71 exists, the main frame 3 is deformed relatively easily at the time of a collision.
By configuring this part as in the first to third embodiments, there is an effect that it is possible to prevent the deformation of the main frame 3 from affecting the upper frame 13.
In other words, by configuring this part as in the first to third embodiments, it is possible to prevent the deformation of the upper frame 13 from affecting the main frame 3. There is also an effect.

  FIG. 8 is an explanatory diagram of the configuration of the fifth embodiment.

In the fifth embodiment, as shown in FIG. 8A, the connection portion 31 is connected to the main frame 3 by a plurality of bolts and nuts 33 so as not to rotate without destroying the bolts and nuts 33. ing.
However, if the strength of the bolt / nut 33 against shearing is appropriately selected, that is, it is possible to perform shearing at the contact surface between the connecting portion 31 and the main frame 3.
This makes it possible to arbitrarily design a force that resists rotation.
In addition, by arbitrarily selecting the structure (shape, degree of welding) of the portion (for example, formed by welding) where the connection portion 31 and the upper frame are connected, it is possible to arbitrarily design the force that resists rotation. Become.
From the above, the designer can design a vehicle 1 having a lower injury value by generating drag in an arbitrary amount.
In the fifth embodiment as well, it is preferable to provide the connecting portion 31 from the front end position of the vehicle to the position where the radiator panel 71 exists as in the fourth embodiment.

3 Main frame 7 Upper suspension holding member 13 Upper frame 15 Connection member 17 Reinforcement member 19 Reinforcement part 31 Connection part 31a Daruma hole 33 Bolt / nut 71 Radiator panel 101 Automobile 103 Collision object

Claims (4)

The mainframe,
An upper frame located in an upper direction and an outer direction of the main frame,
The upper frame is curved inward and downward on the front side of a certain position,
The front end portion of the upper frame is connected to the main frame,
The connection position of the upper frame and the main frame is a position from the front end position of the vehicle to the position where the radiator panel exists,
The upper frame and the main frame are connected to each other at a lateral side surface position of the main frame ,
The upper frame, the vehicle body structure that is formed so as to easily deformed than the main frame. 2. The vehicle body structure according to claim 1, wherein the upper frame is formed such that a length in an upward direction and a downward direction is shortened toward a side connected to the main frame . The vehicle body structure according to claim 2, wherein the upper frame is formed with the lowest strength at a portion connected to the main frame . The upper frame is connected to the main frame by a plurality of bolts and a plurality of nuts,
The vehicle body structure according to claim 2, wherein the plurality of bolts and the plurality of nuts have a shear strength lower than that of the upper frame and the main frame .

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