JP6540303B2 - Wheel connection structure and automobile - Google Patents

Description

  The present invention relates to a wheel connection structure capable of improving occupant safety during a small overlap collision, and a vehicle using the wheel connection structure.

  As well known, when a vehicle such as an automobile collides with an oncoming vehicle or an obstacle, the front side frame of the vehicle body structure absorbs the collision energy at the time of collision in order to improve the safety of the occupant in the cabin. It is widely practiced to install energy absorbing structural members such as crush boxes for this purpose.

  Also, in recent years, among vehicle collisions, it is regarded as important to improve safety at the time of offset collision caused by partial collision with oncoming vehicles and collision of front end of vehicle with structures such as utility poles. .

  In particular, among offset collisions, there is a demand for improvement in occupant safety during so-called small overlap collisions in which 25% of the front end portions of the vehicle overlap and collide.

  Therefore, various techniques have been disclosed to improve occupant safety during a small overlap collision (see, for example, Patent Documents 1 to 3).

  For example, the invention described in Patent Document 1 is intended to improve the safety of the occupant by arranging a reinforcing member having a closed cross section formed between the side sill and the front side frame.

  Moreover, the invention described in patent document 2 is intended to improve safety by arranging a reinforcing member having a closed cross section formed between the side sill and the front side frame.

  The invention described in Patent Document 3 is intended to improve the safety of the occupant by providing a reinforcing member for bridging the upper frame and the main frame.

  The inventions described in these Patent Documents 1 to 3 are intended to improve the safety of the occupant at the time of a small overlap collision, focusing on the reinforcement of the vehicle body structure including the front side frame and the like by the reinforcing member and the like. It is.

  On the other hand, the invention described in Patent Document 4 secures the safety of the passenger in the cabin at the time of a small overlap collision by suppressing the wheels being pushed into the cabin by giving priority to reinforcing the vehicle body structure. It is something to try.

JP, 2013-203111, A JP, 2013-212757, A JP, 2014-19007, A JP, 2013-203112, A

However, since the inventions described in Patent Documents 1 to 3 reinforce the vehicle body structure, the vehicle body structure becomes complicated, and the vehicle body weight may increase.
In addition, it is difficult to easily predict the effect of the small overlap collision on the vehicle body structure, and when the small overlap collision occurs outside the front side frame, the collision energy due to the crash box etc. There is a possibility that sufficient absorption can not be achieved, and a reinforcing member provided on the front side frame or the like may not function sufficiently.
In addition, when the tire faces parallel to the traveling direction, or when a collision occurs with the rear of the tire facing inward in the width direction, a large load is applied to the vehicle body through the tire, resulting in a large danger to the passenger. Become.

  On the other hand, the invention described in Patent Document 4 is an invention which suppresses that a wheel is pushed into a cabin when a small overlap collision occurs, but pushing of the wheel with respect to the cabin is a small overlap collision. It differs depending on the form, and it is difficult to predict completely from what direction the wheels are pushed into the cabin, and if the small overlap collision occurs outside the front side frame, it is fully functional. There is a possibility that can not be demonstrated.

  Therefore, there is a need for a technique for improving the safety of occupants in a cabin by suppressing the wheels from being pushed into the cabin, targeting more collision types when a small overlap collision occurs. .

  The present invention provides a wheel connection structure that can improve occupant safety in a cabin in a wider collision configuration, including a case where a small overlap collision occurs outside the front side frame, and a vehicle The purpose is to

In order to solve the above-mentioned subject, this invention proposes the following means.
According to one aspect of the present invention, a wheel connection structure for supporting the front wheel to the vehicle body, the front wheel by rotating support with the front wheel pivotally supported about a kingpin axis relative to the vehicle body in the forward direction A wheel support member rotatably supported, and a wheel front portion attracting member connected to the wheel support member at a position forward of the kingpin axis and extending in the width direction of the vehicle body; The part attracting member is formed with an easily deformable part, and the easily deformable part is outside of the front side frame in the vehicle body width direction outward in the vehicle body width direction viewed from the upper part of the vehicle body to the tie rod attaching part The front wheel is configured to be displaced to the outside in the vehicle body width direction by being deformed within the position, and the deformable portion being deformed.

  The invention according to claim 8 is an automobile, and is characterized by comprising the wheel connecting structure according to any one of claims 1 to 7.

According to the wheel connection structure and the automobile according to the present invention, the wheel supporting member rotatably supports the wheel in the forward direction of the vehicle body and rotatably supports the wheel around the kingpin axis line by the rotation supporting portion; A front wheel pull-in member connected to the wheel support member at a position forward of the king pin axis and extending in the width direction of the vehicle body; Since the front part of the wheel is pulled inward in the vehicle body width direction by the deformation of the easy part and the rear part of the wheel faces outward in the vehicle body width direction, when the vehicle collides in a head-on collision or an overlap collision, the wheel Depression is suppressed.
Furthermore, in the small overlap collision, not only when the collision object collides inward in the vehicle width direction of the front side frame but also when the collision object collides outward in the vehicle width direction of the front side frame, the wheel Can be suppressed from being pushed into the cabin.
As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.
Here, the position forward of the kingpin axis means a position where the wheel can be seen forward of the traveling direction of the vehicle with respect to the kingpin axis when viewed from the direction along the kingpin axis.

  The invention as set forth in claim 2 is the wheel connecting structure according to claim 1, wherein the wheel front part attracting member is a tie rod.

  According to the wheel connecting structure according to the present invention, since the wheel front portion attracting member is a tie rod, it is possible to suppress the complication and the weight increase of the wheel connecting structure.

  The invention according to claim 3 is the wheel connecting structure according to claim 1, wherein the wheel front portion attracting member has the vehicle body width within a predetermined range according to the direction of the wheel with respect to the vehicle traveling direction. It is characterized in that it is a wheel front part direction control rod capable of advancing and retracting in a direction.

  According to the wheel connecting structure according to the present invention, the wheel front portion attracting member is a wheel front portion direction control rod capable of advancing and retracting in the vehicle width direction within a predetermined range according to the direction of the wheel with respect to the vehicle traveling direction Since the steering operation is not disturbed, and it moves back and forth within a predetermined range, the support length at the front of the wheel is reliably shortened when the deformable portion is deformed, and the front side of the wheel is It can be turned inward in the width direction.

In addition, by using the wheel front part direction control rod, a vehicle in which the tie rod is disposed rearward of the front wheel (rotational shaft), an electric car in which a drive source is directly provided on the wheel and which does not have a mechanical tie rod It can be effectively applied to the following vehicles.
The present invention is also applicable to the case where it is necessary to position the tie rod further to the front than the tie rod, when the tie rod is arranged to the front of the front wheel (rotational shaft).
Moreover, since it is not necessary to use a tie rod as a wheel front part pulling member, it does not affect the steering operation, and in the case of a small overlap collision, adjusting the mounting position with respect to the wheel support member by a lever length or the like. The front side of the wheel can be pulled early.
In the case where the tie rod is disposed rearward of the wheel (rotational axis), it is preferable to provide a greater strength than the tie rod or to break the tie rod.
When applied to a vehicle in which the tie rod is positioned forward of the front wheel (rotational shaft), it is preferable that the tie rod 44 be configured to buckle when the wheel front direction control rod 45 is bent. is there.

  The invention according to claim 4 is the wheel connecting structure according to any one of claims 1 to 3, wherein the easily deformable portion has a hardness partially set lower than that of a surrounding portion. It is characterized by being composed of

According to the wheel connection structure of the present invention, the easily deformable portion is constituted by the partially softened portion in which the hardness is set to be partially lower than that of the periphery. Transform efficiently.
As a result, the front side of the wheel is displaced inward in the vehicle body width direction and the rear portion of the wheel faces outward in the vehicle body width direction, so that the wheel is suppressed from being pushed into the cabin.

  The invention according to claim 5 is the wheel connecting structure according to any one of claims 1 to 4, wherein the easily deformable portion is a portion in which a part in the length direction is partially hollow. It is characterized by being constituted by a hollow structure part.

According to the wheel connection structure according to the present invention, the easily deformable portion is constituted by the partial hollow structure portion in which a part in the length direction is partially hollow. The hollow structure deforms efficiently.
As a result, the front side of the wheel is displaced inward in the vehicle body width direction and the rear portion of the wheel faces outward in the vehicle body width direction, so that the wheel is suppressed from being pushed into the cabin.

  The invention according to claim 6 is the wheel connecting structure according to any one of claims 1 to 5, wherein the easily deformable portion is a thin portion in which a part in the length direction is partially thin. It is characterized by being constituted by a structure part.

According to the wheel connection structure according to the present invention, since the easily deformable portion is constituted by the thin-walled structure portion in which a part in the length direction is partially thin, the thin-walled structure is obtained in the small overlap collision. The part deforms efficiently.
As a result, the front side of the wheel is displaced inward in the vehicle body width direction and the rear portion of the wheel faces outward in the vehicle body width direction, so that the wheel is suppressed from being pushed into the cabin.

  The invention according to claim 7 is the wheel connecting structure according to any one of claims 1 to 6, wherein the easily deformable portion is set such that a part of the length direction is partially reduced in sectional area. It is characterized by comprising the notch shape part.

According to the wheel connecting structure according to the present invention, the easily deformable portion is formed by the notched portion in which the partially deformable portion is partially reduced in cross-sectional area in part in the length direction. In the case of an overlap collision, the notch shape deforms efficiently.
As a result, the front side of the wheel is displaced inward in the vehicle body width direction and the rear portion of the wheel faces outward in the vehicle body width direction, so that the wheel is suppressed from being pushed into the cabin.

According to the wheel connection structure and the automobile according to the present invention, in the case of a head-on collision or an overlap collision, the deformable portion formed in the wheel front portion attracting member is deformed and the front side of the wheel is displaced inward in the vehicle body width direction. Then, since the rear part of the wheel faces outward in the vehicle body width direction, the wheel is suppressed from being pushed into the cabin.
As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining an example of schematic structure of the wheel connection structure which concerns on the 1st Embodiment of this invention, and is a figure which shows the example in a front wheel drive vehicle. It is a figure explaining the 1st Embodiment of this invention, and is a schematic block diagram which shows an example of the tie rod in which the partial softening part was formed. It is a figure explaining the wheel connection structure concerning a 1st embodiment of the present invention, and is a figure showing the 1st example about the physical relationship of the partial softening part provided in the tie rod to the front side frame. It is a figure explaining the wheel connection structure which concerns on the 1st Embodiment of this invention, and is a figure which shows the 2nd example regarding the positional relationship of the partial softening part provided in the tie rod with respect to the front side frame. It is a figure explaining the wheel connection structure which concerns on the 1st Embodiment of this invention, and is a figure which shows the 3rd example regarding the positional relationship of the partial softening part provided in the tie rod with respect to the front side frame. It is a figure explaining the wheel connection structure which concerns on the 1st Embodiment of this invention, and is a figure which shows the 4th example regarding the positional relationship of the partial softening part provided in the tie rod with respect to the front side frame. It is a figure explaining the wheel connection structure concerning a 1st embodiment of the present invention, and is a figure showing the state after a small overlap collision. It is a top view explaining the schematic structure of the tie rod concerning a 2nd embodiment of the present invention. It is a top view explaining the schematic structure of the tie rod concerning a 3rd embodiment of the present invention. It is a top view containing a partial cross section explaining a schematic structure of a tie rod concerning a 4th embodiment of the present invention. It is a top view containing the partial cross section explaining the schematic structure of the tie rod concerning a 5th embodiment of the present invention. It is the fragmentary sectional view seen in plan explaining the schematic structure of the tie rod concerning a 6th embodiment of the present invention. It is a top view explaining the schematic structure of the tie rod concerning a 7th embodiment of the present invention. It is a top view explaining the schematic structure of the tie rod concerning a 7th embodiment of the present invention. It is a figure explaining an example of outline composition of the wheel connection structure concerning the 8th embodiment of the present invention, and is a figure showing the example in a rear wheel drive car. It is a figure explaining the wheel connection structure concerning the 8th embodiment of the present invention, and is a figure showing the state after a small overlap collision. It is a figure explaining an example of a schematic structure of the wheel connection structure concerning a 9th embodiment of the present invention, and is a figure showing the example in a rear wheel drive car. It is a figure explaining the wheel connection structure concerning a 9th embodiment of the present invention, and is a figure showing the state after a small overlap collision. It is a figure explaining an example of outline composition of the wheel connection structure concerning a 10th embodiment of the present invention, and is a figure showing the example in a rear wheel drive car. It is a figure explaining the wheel connection structure concerning a 10th embodiment of the present invention, and is a figure showing the state after a small overlap collision.

First Embodiment
Hereinafter, a wheel connection structure according to a first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 is a view for explaining an example of a schematic configuration of a wheel connection structure according to a first embodiment of the present invention, and shows an example of a front wheel drive vehicle. Moreover, FIG. 2 is a schematic block diagram which shows an example of the tie rod in which the partial softening part which concerns on 1st Embodiment was formed. In FIG. 1, reference numeral 1 denotes a wheel connection structure, and reference numeral 15 denotes a tie rod.

  The wheel connection structure 1 includes, as shown in FIG. 1, for example, a wheel WH, a knuckle (wheel support member) 11, and a tie rod (wheel front portion pulling member) 15, and the vehicle width direction side of the front side frame FF It is arranged in the direction.

The knuckle 11 includes, for example, a spindle (rotation support portion) 111, a tie rod attachment portion 112, and a king pin attachment portion 113.
Further, in the central portion of the spindle 111, a through hole 111H coaxial with the spindle 111 is formed.

The spindle 111 rotatably supports the wheel WH via a bearing member (not shown).
Further, the wheel WH supported by the spindle 111 is connected with an axle shaft (axle) 12 inserted through the through hole 111H, and a rotational force input from a drive source such as a transaxle is transmitted through the axle shaft 12 It is configured to be transmitted to WH.

  The knuckle 11 is rotatably supported about the king pin axis O1 by a suspension link mechanism (not shown) via a king pin attachment portion 113, and is connected to the tie rod 15 via a tie rod attachment portion 112. .

  The tie rods 15 connect the left and right knuckles 11 in front of, for example, the kingpin axis O1. When the tie rods 15 are advanced or retracted in the direction of the arrow T by steering operation, the left and right knuckles 11 are kingpin axes O1. The direction of the wheel WH with respect to the vehicle traveling direction F is configured to be displaced by being interlocked with the surroundings and rotated.

The connection between the tie rod 15 and the knuckle 11 is not based on the position forward of the kingpin axis O1, but, for example, if bending of the strut occurs at the time of collision, it is lower than the bending portion of the strut. The axis of the strut near the knuckle 11 to be positioned may be used as a reference.
In addition, the forward direction of the traveling direction of the vehicle may be used as a reference with respect to the rotation axis of the wheel WH in plan view of the vehicle body.

  Further, as shown in FIG. 2, the tie rod 15 is made of, for example, a solid linearly extending steel material having a circular cross-sectional shape, and has a hardness lower than that of the surrounding in a range shaded by FIG. 2. A set partial softening portion (easy to deform) 151 is formed.

In this embodiment, for example, the partially softened portion 151 is set to have a partially low hardness by heating the material of the tie rod 15 to a predetermined temperature, gradually cooling and tempering. Quenched structure is formed by quenching for the other parts.
When forming the partially softened portion 151, a known heat treatment method can be applied.
Moreover, about the cross-sectional shape of the tie rod 15, it is possible to apply not only a circle but various shapes, such as a rectangle and an ellipse.

Hereinafter, with reference to FIGS. 3A to 3D, the relative positional relationship between the partial softening portion 151 provided on the tie rod 15 and the front side frame MF will be described.
FIGS. 3A to 3D are diagrams showing first to fourth examples of the relative positional relationship between the front side frame FF and the partially softened portion 151 provided on the tie rod 15 in the wheel connecting structure 1 according to the first embodiment. is there.

For example, as shown in FIG. 3A, the partially softened portion 151 of the tie rod 15 may be a partially softened portion 151A formed from the position of the front side frame FF outward in the vehicle width direction to the tie rod attachment portion 112 in the vehicle width direction. Good.
Since the partially softened portion 151A is set in the range from the outer side of the front side frame FF in the vehicle width direction to the tie rod attachment portion 112, interference between the tie rod and the peripheral members is less likely to occur, and The tie rods can be easily broken without being affected.

Further, for example, as shown in FIG. 3B, the partially softened portion 151B of the tie rod 15 is formed from the inward position of the front side frame FF in the vehicle width direction to the tie rod attachment portion 112 in the vehicle width direction. It may be
Since the partially softened portion 151B is set in the range from the inward position of the front side frame FF in the vehicle width direction to the tie rod attachment portion 112, interference between the tie rod and the peripheral members is less likely to occur, and The tie rods can be easily broken without being affected.

Also, for example, as shown in FIG. 3C, the partial softening portion 151 of the tie rod 15 is in the range of the midway position from the outer position of the front side frame FF in the vehicle width direction to the tie rod attachment portion 112 in the vehicle width direction. It is good also as partial softening part 151C formed.
Since the partially softened portion 151C is formed in the range from the position outward of the front side frame FF in the vehicle width direction to the midway position reaching the tie rod attachment portion 112, interference between the tie rod and the peripheral members is less likely to occur. The tie rod can be easily broken without the influence of other members.

Further, for example, as shown in FIG. 3D, the partial softening portion 151 of the tie rod 15 is in the range of the midway position from the inward position of the front side frame FF in the vehicle width direction in the vehicle width direction. It is good also as partial softening part 151D formed.
Since the partially softened portion 151C is formed in the range from the inward position of the front side frame FF in the vehicle width direction to the halfway position where it reaches the tie rod attachment portion 112, interference between the tie rod and the peripheral members is less likely to occur. The tie rod can be easily broken without the influence of other members.

  In addition, about the partial softening part (easy-to-deform part) 151 in the tie rod 15, it is not limited to FIG. 3A-FIG. 3D, Considering the collision form and effect anticipated, and setting the range suitably provided It is possible.

Next, with reference to FIG. 4, the operation of the wheel connecting structure 1 will be described.
FIG. 4 is a view for explaining the operation of the wheel connection structure 1 according to the first embodiment, and is a conceptual view showing an example of the state of the wheel connection structure 1 after the small overlap collision.

In the wheel connecting structure 1, when a small overlap collision occurs, as shown in FIG. 4, for example, the outer end of the front side frame FF is broken, and the partially softened portion 151 of the tie rod 15 is bent.
Then, a moment in the arrow R direction is generated on the wheel WH, and the forward side of the vehicle traveling direction F of the wheel WH is turned inward in the vehicle body width direction, and the rear portion of the wheel WH faces outward in the vehicle body width direction.

According to the wheel connection structure 1 according to the first embodiment, at the time of a small overlap collision, the vehicle is bent in the partial softening portion 151 of the tie rod 15, and the forward side of the vehicle traveling direction F of the wheel WH rotates inward in the vehicle width direction. Since the rear part of the wheel WH is directed outward in the vehicle body width direction, the wheel WH is suppressed from being pushed into the cabin.
As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.

  Further, according to the wheel connection structure 1 according to the first embodiment, when the collision object directly collides with the partial softening portion 151 of the tie rod 15, the rear portion of the wheel WH easily faces outward in the vehicle width direction. Therefore, it is effective for the small overlap collision in the width direction outward of the front side frame FF.

Second Embodiment
Hereinafter, with reference to FIG. 5A, a tie rod (wheel front portion pulling member) according to a second embodiment of the present invention will be described. In FIG. 5A, reference numeral 16 denotes a tie rod.

As shown in FIG. 5A, the tie rod (wheel front portion attracting member) 16 is machined by cutting or rolling around both ends based on, for example, a solid linearly extending steel material having a circular cross section. A deformable portion 161 is provided in which a corrugated notch is formed along the longitudinal direction.
The easy-to-deform portion 161 is bent more easily than its surroundings because the cross-sectional area and the cross-sectional coefficient are small.

  In addition, the easily deformable portion may be configured by a shape other than the waveform shape, and the cross section of the base is not limited to a circle, and may be a polygon such as a rectangle or a tube, and the forming method Can also be set arbitrarily.

Third Embodiment
Hereinafter, with reference to FIG. 5B, a tie rod (wheel front portion attracting member) according to a third embodiment of the present invention will be described. In FIG. 5B, reference numeral 17 denotes a tie rod.

As shown in FIG. 5B, the tie rod (wheel front portion attracting member) 17 is, for example, a concave portion set to a predetermined length by machining or the like in the vicinity of both end portions of a solid linearly extending steel member having a circular cross section. An easily deformable portion 171 made of (notch) is provided.
Since the cross-sectional area and the cross-sectional coefficient are set to be small over a predetermined length, the easily deformable portion 171 is bent more easily than the surroundings.

  In addition, you may comprise by shapes other than the notch extended to a longitudinal direction, and the cross section of a base is not limited circularly, Polygons and a cylinder including a rectangle may be sufficient, A formation method Can also be set arbitrarily.

Fourth Embodiment
Hereinafter, with reference to FIG. 5C, a tie rod (wheel front portion attracting member) according to a fourth embodiment of the present invention will be described. In FIG. 5C, reference numeral 18 denotes a tie rod.

As shown in FIG. 5C, for example, the tie rod (wheel front portion attracting member) 18 constitutes both ends of the tie rod 18, extends linearly and has a circular cross-section, and is a pair of tie rod constituent members 18A made of solid steel. , An intermediate component 18C, and a pair of hollow members (partial hollow structure, easy deformation) 181.
The tie rod component 18A and the intermediate component 18C are formed with oppositely facing external threads on opposite sides of each other.

  Further, each hollow member 181 is formed with a female screw which is screwed with the corresponding tie rod component 18A and intermediate component 18C from both ends. With such a configuration, by rotating the hollow member 181, the relative distance between the tie rod component 18A and the intermediate component 18C approaches or separates, and the overall length of the tie rod 18 can be adjusted.

  By arranging the hollow member 181 in the tie rod 18, a hollow portion is formed in the tie rod 18, and the section coefficient of the hollow member 181 is small. Therefore, when the tie rod 18 is subjected to external force, the hollow member 181 is surrounded. It is bent more easily.

  The cross-sectional shapes of the tie rod constituent member 18A, the intermediate constituent member 18C, and the hollow member 181 can be set arbitrarily, and any one of the tie rod constituent member 18A, the intermediate constituent member 18C, and the hollow member 181 is rectangular. Alternatively, the tie rod component 18A and the intermediate component 18C may be hollow.

Fifth Embodiment
Hereinafter, with reference to FIG. 5D, a tie rod (wheel front portion attracting member) according to a fifth embodiment of the present invention will be described. In FIG. 5D, reference numeral 55 denotes a tie rod.

  As shown in FIG. 5D, the tie rod (wheel front portion pulling member) 55 has, for example, a linearly extending cylindrical cross section, is formed over a predetermined length in the vicinity of both ends, and the inner diameter of the hollow portion is expanded. A thin-walled portion (easy-to-deform portion) 551 which is formed to be diameter is formed.

  The tie rod 55 is formed, for example, by joining another steel plate in the thickness direction of the steel plate to form a thick portion, rounding the steel plate and connecting the seam portion 55S. At this time, a portion where the steel plate is not joined and whose thickness is relatively thin is taken as a thin portion.

  According to the tie rod 55, since the section coefficient of the thin portion (easy deformation portion) 551 is smaller than that of the periphery, when the tie rod 55 receives an external force, the thin portion 551 is bent more easily than the periphery.

  The cross-sectional shape of the tie rod 55 may be formed into a shape other than a cylindrical shape, such as a polygon including a rectangle, an elliptical shape, or the like, and which method to apply can be arbitrarily set.

Sixth Embodiment
Hereinafter, with reference to FIG. 5E, a tie rod (wheel front portion attracting member) according to a sixth embodiment of the present invention will be described. In FIG. 5E, reference numeral 65 indicates a tie rod.

  As shown in FIG. 5E, the tie rod (wheel front portion pulling member) 65 has a low tensile strength, for example, in a shaded portion near both ends of a solid linearly extending steel member having a circular cross section. A deformable portion 651 is provided in which different types of metal materials are joined midway in the longitudinal direction.

The easy-to-deform portion 651 is formed, for example, using TWB (tailored blank method).
TWB (tailored blank method) is a method in which different metal materials and metal materials with different plate thicknesses are disposed, joined by laser welding or the like, and then formed.

  According to the tie rod 65, since the tensile strength of the deformable portion 651 is set small, it is bent more easily than the surroundings.

  The cross-sectional shape of the tie rod 65 can be set arbitrarily, and may be formed into a shape other than a cylindrical shape, such as a polygon including a rectangle, an elliptical shape, and the like. Also, a method other than TWB (tailored blank method) may be applied.

Seventh Embodiment
Hereinafter, with reference to FIG. 5F, a tie rod (wheel front portion attracting member) according to a seventh embodiment of the present invention will be described. In FIG. 5F, reference numeral 75 indicates a tie rod.

  As shown in FIG. 5F, the tie rod (wheel front portion pulling member) 75 has, for example, a partially softened portion having a low hardness in a portion shown by hatching in the vicinity of both end portions of a linearly extending steel member having a rectangular closed cross section. (Deformable portion) 751 is formed in the middle of the longitudinal direction.

  The tie rods 75 are formed, for example, using hydroforming (hydraulic forming method) or 3DQ (three-dimensional hot bending and hardening). The partially softened portion 751 is formed by partially tempering.

  3DQ (three-dimensional hot bending and hardening) is a forming technology capable of targeting super-tensile steel, and, for example, while locally heating a steel pipe while quenching by water cooling, it is simultaneously bent by a movable roller die A bending process is performed by applying a moment to form a closed cross-section wheel front part attracting member having a complex shape. In such a formation process, partial softening is performed to form a partially softened portion (easy-to-deform portion) 751. By using such a method, it is possible to form a tie rod having a complicated shape.

  The closed cross-sectional shape of the tie rod 75 can be set arbitrarily, and may be formed into a shape other than a rectangle, such as a polygon other than a rectangle, a circle, or an oval. In addition, a method other than 3DQ (three-dimensional hot bending and quenching) may be applied.

Eighth Embodiment
Hereinafter, with reference to FIG. 5G, a tie rod (wheel front portion attracting member) according to an eighth embodiment of the present invention will be described. In FIG. 5G, reference numeral 85 denotes a tie rod.

  As shown in FIG. 5G, the tie rod (wheel front portion pulling member) 85 has, for example, the height of the channel-shaped vertical wall portion lowered in the vicinity of both end portions of the steel material in which the channel-shaped open cross section linearly extends. The easily deformable portion 851 whose section coefficient is reduced is formed in the middle of the longitudinal direction.

The tie rod 85 is formed by, for example, pressing (cold or hot) a blank in which a shape corresponding to the easily deformable portion 851 is formed.
According to the tie rod 18, the easy-to-deform portion 851 having a reduced section coefficient is formed, and the easy-to-deform portion 851 is easily bent.

  The cross-sectional shape of the tie rod 85 can be set arbitrarily, and may be a shape other than the channel shape. The shape change of the vertical wall portion can also be set arbitrarily.

The ninth embodiment
Hereinafter, a wheel connecting structure according to a ninth embodiment of the present invention will be described with reference to FIGS. 6 and 7.
FIG. 6 is a view for explaining an example of a schematic configuration of a wheel connection structure according to a ninth embodiment of the present invention, and shows an example of a rear wheel drive vehicle.
In FIG. 6, reference numeral 2 denotes a wheel connection structure, and reference numeral 25 denotes a tie rod.

As shown in FIG. 6, the wheel connection structure 2 includes, for example, a wheel WH, a knuckle (wheel support member) 21, and a tie rod (wheel front portion pulling member) 25. The vehicle width direction side of the front side frame FF It is arranged in the direction.
The knuckle 21 includes, for example, a spindle (rotation support portion) 211, a tie rod attachment portion 212, and a king pin attachment portion 213.

  The spindle 211 rotatably supports the wheel WH via a bearing member (not shown), and when the vehicle travels, the wheel WH is rotated (followed) by the frictional force input from the road surface It has become.

  The knuckle 21 is rotatably supported by a suspension link mechanism (not shown) via a kingpin attachment portion 213 around the kingpin axis O1 and is connected to the tie rod 25 via a tie rod attachment portion 212.

  The tie rods 25 connect the left and right knuckles 21 in front of the kingpin axis O1. When the tie rods 25 are advanced or retracted in the direction of arrow T by steering operation, the left and right knuckles 21 interlock around the kingpin axis O1. It is configured to be turned and the direction of the wheel WH with respect to the vehicle traveling direction F is displaced.

The connection between the tie rod 25 and the knuckle 21 is not based on the position forward of the king pin axis O1, but, for example, if bending of the strut occurs at the time of collision, it is below the bending portion of the strut. The axis of the strut near the knuckle 21 to be positioned may be used as a reference.
In addition, the forward direction of the traveling direction of the vehicle may be used as a reference with respect to the rotation axis of the wheel WH in plan view of the vehicle body.

Further, as shown in FIG. 6, the tie rod 25 is made of, for example, a solid steel material extending in a straight line, and the easily deformable portion 251 is formed in the shaded area more easily than other portions. It is done.
For example, the configuration as shown in the first to eighth embodiments can be applied to the deformable portion 251.

Next, with reference to FIG. 7, the operation of the wheel connecting structure 2 will be described.
FIG. 7 is a view for explaining the operation of the wheel connecting structure 2 according to the ninth embodiment, and is a conceptual view showing an example of the state of the wheel connecting structure 2 after the small overlap collision.

  In the wheel connecting structure 2, when a small overlap collision occurs, as shown in FIG. 7, for example, the outer end of the front side frame FF is broken to cause bending of the deformable portion 251 of the tie rod 15.

Then, a moment in the direction of arrow R is generated in the wheel WH, and the forward side of the vehicle traveling direction F of the wheel WH is rotated inward in the vehicle width direction, and the rear portion of the wheel WH points outward in the vehicle width direction. It is suppressed that the wheel WH is pushed into the cabin.
Further, even when the collision object directly collides with the easily deformable portion 251, the easily deformable portion 251 is bent and the rear portion of the wheel WH faces outward in the vehicle width direction, so the width direction outward of the front side frame FF Effective for small overlap collisions in

  As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.

Tenth Embodiment
The wheel connecting structure according to the tenth embodiment of the present invention will be described below with reference to FIGS. 8 and 9.
FIG. 8 is a view for explaining an example of a schematic configuration of a wheel connection structure according to a tenth embodiment of the present invention, and shows an example of a front wheel drive vehicle.
In FIG. 8, reference numeral 3 denotes a wheel connecting structure, and reference numeral 35 denotes a wheel front portion direction control rod (wheel front portion pulling member).

  As shown in FIG. 8, the wheel connection structure 3 includes, for example, a wheel WH, a knuckle (wheel support member) 31, a tie rod 34, a wheel forward direction control rod 35, and a control rod support sleeve (pulling member support portion). And 35S, and is disposed laterally of the front side frame FF in the vehicle body width direction.

The knuckle 31 includes, for example, a spindle (rotation support portion) 311, a control rod attachment portion 312, a king pin attachment portion 313, and a tie rod attachment portion 314.
Further, in the central portion of the spindle 311, a through hole 311H coaxial with the spindle 311 is formed.

The spindle 311 rotatably supports the wheel WH via a bearing member (not shown).
Further, the wheel WH supported by the spindle 311 is connected to an axle shaft (axle) 32 inserted through the through hole 311H, and a rotational force input from a drive source such as a transaxle passes through the axle shaft 32. It is configured to be transmitted to WH.

In addition, the knuckle 31 is rotatably supported by a suspension link mechanism (not shown) via a king pin attachment portion 313 around the king pin axis O1.
The knuckle 31 is connected to the wheel front direction control rod 35 via the control rod attachment portion 312 and to the tie rod 34 via the tie rod attachment portion 314.

The tie rod 34 is formed of, for example, a steel material and formed in a linear shape, and connects the left and right knuckles 31 behind the king axis O1. The tie rod 34 advances and retracts in the arrow T1 direction by steering operation. Then, the left and right knuckles 31 are interlocked to rotate around the kingpin axis O1, and the direction of the wheel WH with respect to the vehicle traveling direction F is displaced.
In this embodiment, it is not necessary to form the deformable portion in the tie rod 34.

The wheel front portion direction control rod 35 is, for example, connected to the knuckle 31 and the front of the king axis O1, as shown in FIG.
Further, the wheel front portion direction control rod 35 is made of a solid steel material extending linearly, and includes a stopper (locking portion) 35P positioned inward in the width direction of the vehicle body. An easily deformable portion 351 is formed which deforms more easily than the other portions.
For example, the configuration as shown in the first to eighth embodiments can be applied to the easily deformable portion 351.

In addition, about the connection site | part of the wheel front part direction control rod 35 and the knuckle 31, instead of making it a reference to a front position rather than the kingpin axis O1, bending of a strut arises, for example at the time of a collision. The axis of the strut near the knuckle 31 located below the portion may be used as a reference.
In addition, the forward direction of the traveling direction of the vehicle may be used as a reference with respect to the rotation axis of the wheel WH in plan view of the vehicle body.

  Further, the lever length of the control rod attachment portion 312 may be adjusted so as to draw the wheel front side at an early timing in the case of a small overlap collision.

  In addition, since the tie rod 34 is disposed rearward of the wheel (rotational shaft), it is preferable that the tie rod 34 does not hold back the wheel WH with a large force at the time of a collision. It is preferable that the front wheel direction control rod 35 be made stronger than the tie rod 34 or that the tie rod 34 be broken at the time of a collision.

  The control rod support sleeve (pulling member support portion) 35S is made of, for example, a cylindrical steel material, and the wheel front portion direction control rod 35 can be inserted, and the inserted wheel front portion direction control rod 35 However, depending on the direction of the wheel WH with respect to the vehicle traveling direction F, it is possible to advance and retract in the direction of the arrow T2.

  The inward end of the control rod support sleeve 35S in the vehicle width direction abuts against the stopper 35P of the wheel forward direction control rod 35, and the wheel forward direction control rod 35 exceeds the predetermined range and is out of the vehicle width direction. It is considered as a locking portion for preventing movement toward the side.

  Here, instead of the control rod supporting sleeve 35S formed in a cylindrical shape, the wheel front portion direction control rod 35 is advanced and retracted according to the direction of the wheel WH, and the wheel front portion direction control rod 35 exceeds a predetermined range. You may use the attraction | suction member support part of another structure (a thing other than a cylindrical form is included) which does not move to the vehicle body width direction outward.

Next, with reference to FIG. 9, the operation of the wheel connecting structure 3 will be described.
FIG. 9 is a view for explaining the operation of the wheel connecting structure 3 according to the tenth embodiment, and is a conceptual view showing an example of the state of the wheel connecting structure 3 after the small overlap collision.
In the wheel connecting structure 3, when a small overlap collision occurs, as shown in FIG. 9, for example, the outer end of the front side frame FF is broken and the bendable portion 351 of the wheel front direction control rod 35 is bent. It occurs.

Then, a moment in the direction of arrow R is generated in the wheel WH, and the front side of the wheel WH is displaced inward in the vehicle width direction, and the rear portion of the wheel WH points outward in the vehicle width direction. Being suppressed.
In addition, even when the collision target leaves the front side frame FF and directly collides with the deformable portion 351, the deformable portion 351 is bent so that the rear portion of the wheel WH faces outward in the vehicle width direction, so the front This is effective for a small overlap collision outside the width direction of the side frame FF.

According to the wheel connection structure 3 according to the third embodiment, the vehicle travel direction F of the wheel WH in the vehicle traveling direction F is bent in the easy-to-deform portion 351 of the wheel forward direction control rod 35 at the small overlap collision. By being turned inward, the rear portion of the wheel WH is directed outward in the vehicle body width direction, so that the wheel WH is suppressed from being pushed into the cabin.
As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.

  Further, according to the wheel connection structure 3 according to the third embodiment, when the collision object directly collides with the easy-to-deform portion 351 of the wheel forward direction control rod 35, the rear portion of the wheel WH can easily be the vehicle width. As it faces outward in the direction, it is effective for a small overlap collision in the width direction outward of the front side frame FF.

  Further, according to the wheel connecting structure 3 according to the third embodiment, by using the wheel forward direction control rod 35, the tie rods can be driven directly to the vehicle or wheels located behind the rotation axis of the front wheel WH. The present invention can be effectively applied to a vehicle such as an electric vehicle provided with a source and not provided with a mechanical tie rod.

  In the third embodiment, the tie rod 34 is disposed rearward of the rotation axis of the front wheel WH. For example, the tie rod 34 is applied to a wheel connecting structure disposed forward of the rotation axis of the front wheel WH. You may In the case where the tie rod 34 is disposed in front of the rotation axis of the front wheel WH, it is preferable that the tie rod 34 be buckled when the wheel front direction control rod 35 is bent.

Eleventh Embodiment
Hereinafter, a wheel connecting structure according to an eleventh embodiment of the present invention will be described with reference to FIG. 10 and FIG.
FIG. 10 is a view for explaining an example of a schematic configuration of a wheel connection structure according to an eleventh embodiment of the present invention, and shows an example of a rear wheel drive vehicle.
In FIG. 10, reference numeral 4 denotes a wheel connecting structure, and reference numeral 45 denotes a wheel front portion direction control rod (wheel front portion pulling member).

  As shown in FIG. 10, the wheel connection structure 4 includes, for example, a wheel WH, a knuckle (wheel support member) 41, a tie rod 44, a wheel forward direction control rod 45, and a control rod support sleeve (pulling member support portion). 45S, and is disposed laterally of the front side frame FF in the vehicle body width direction.

  The knuckle 41 includes, for example, a spindle (rotation support portion) 411, a control rod attachment portion 412, a king pin attachment portion 413, and a tie rod attachment portion 414.

  The spindle 411 rotatably supports the wheel WH via a bearing member (not shown), and the wheel WH is rotated (followed) by a frictional force input from the road surface as the vehicle travels. It has become.

In addition, the knuckle 41 is rotatably supported by a suspension link mechanism (not shown) via a kingpin attachment portion 413 around the kingpin axis O1.
The knuckle 41 is connected to the wheel front direction control rod 45 via the control rod attachment portion 412 and to the tie rod 44 via the tie rod attachment portion 414.

The tie rod 44 is formed of, for example, a steel material and formed in a linear shape, and connects the left and right knuckles 41 behind the king axis O1. The tie rod 44 advances and retracts in the arrow T1 direction by steering operation. Then, the left and right knuckles 41 are interlocked to rotate around the kingpin axis O1, and the direction of the wheel WH with respect to the vehicle traveling direction F is displaced.
In this embodiment, it is not necessary to form the deformable portion in the tie rod 44.

The wheel front portion direction control rod 45 is, for example, connected to the knuckle 41 and the front of the king axis O1, as shown in FIG.
In addition, the wheel front portion direction control rod 45 is made of a solid steel material extending in a straight line, and includes a stopper (locking portion) 45P positioned inward in the vehicle width direction. An easily deformable portion 451 is formed which deforms more easily than the other portions.
For example, the configuration as shown in the first to eighth embodiments can be applied to the easily deformable portion 451.

As for the connection portion between the wheel forward direction control rod 45 and the knuckle 41, the bending of the strut occurs, for example, when bending of the strut occurs at the time of collision instead of using the position forward of the kingpin axis O1 as a reference. The axis of the strut near the knuckle 41 located below the portion may be used as a reference.
In addition, the forward direction of the traveling direction of the vehicle may be used as a reference with respect to the rotation axis of the wheel WH in plan view of the vehicle body.

  Further, the lever length of the control rod attachment portion 412 may be adjusted so as to draw the front side of the wheel at an early timing in the case of a small overlap collision.

  In addition, since the tie rod 44 is disposed rearward of the wheel (rotational shaft), it is preferable that the tie rod 44 does not hold back the wheel WH with a large force at the time of a collision. It is preferable that the wheel front portion direction control rod 45 be made stronger than the tie rod 44 or that the tie rod 34 be broken at the time of a collision.

  The control rod support sleeve (attracting member support portion) 45S is made of, for example, a cylindrical steel material, and the wheel front portion direction control rod 45 can be inserted, and the inserted wheel front portion direction control rod 45 can be inserted. However, depending on the direction of the wheel WH with respect to the vehicle traveling direction F, it is possible to advance and retract in the direction of the arrow T2.

  Further, the inward end of the control rod support sleeve 45S in the vehicle width direction abuts against the stopper 45P of the wheel forward direction control rod 45, and the wheel forward direction control rod 45 exceeds the predetermined range and is out of the vehicle width direction. It is considered as a locking portion for preventing movement toward the side.

  Here, instead of the control rod supporting sleeve 45S formed in a tubular shape, the wheel front portion direction control rod 45 is advanced and retracted according to the direction of the wheel WH, and the wheel front portion direction control rod 45 exceeds a predetermined range. You may use the attraction | suction member support part of another structure (a thing other than a cylindrical form is included) which does not move to the vehicle body width direction outward.

Next, with reference to FIG. 11, the operation of the wheel connecting structure 4 will be described.
FIG. 11 is a view for explaining the operation of the wheel connecting structure 4 according to the eleventh embodiment, and is a conceptual view showing an example of the state of the wheel connecting structure 4 after the small overlap collision.
In the wheel connecting structure 4, when a small overlap collision occurs, as shown in FIG. 11, for example, the outer end of the front side frame FF is broken and the bendable portion 451 of the wheel front direction control rod 45 is bent. It occurs.

Then, a moment in the direction of arrow R is generated in the wheel WH, and the front side of the wheel WH is displaced inward in the vehicle width direction, and the rear portion of the wheel WH points outward in the vehicle width direction. Being suppressed.
In addition, even when the collision object leaves the front side frame FF and collides directly with the easy deformation portion 451, the easy deformation portion 451 is bent and bent so that the rear portion of the wheel WH is outside the vehicle body width direction Because it faces in the direction, it is effective for a small overlap collision in the width direction outward of the front side frame FF.

  As a result, it is possible to improve the safety of the passenger in the cabin in a wider collision configuration, including the case where a small overlap collision occurs outside the front side frame.

  The present invention is not limited to the above embodiment, and various modifications can be made without departing from the scope of the invention.

  In the above-described embodiment, the tie rod 15 is connected as a wheel front portion attracting member which is connected in front of the wheel support member and the rotation support portion and extends in the width direction of the vehicle body and in which the easily deformable portion is formed. Although the case of applying to the wheel forward direction control rods 35 and 45 has been described, it is possible to use a tie rod which allows the rear of the wheel to be displaced outward in the vehicle width direction during a small overlap collision, other than the wheel forward direction direction control rod The present invention may be applied to the front wheel pull-in member.

In the above embodiment, the case where the tie rods 15 to 85 and the wheel front portion direction control rods 35 and 45 are disposed at the front position relative to the kingpin axis O1 has been described, but the front than the kingpin axis O1. Instead of the position, for example, when bending of the strut occurs at the time of collision, the axis of the strut near the knuckles 11... 41 located below the bending portion of the strut may be used as a reference.
In addition, the forward direction of the traveling direction of the vehicle may be used as a reference with respect to the rotation axis of the wheel WH in plan view of the vehicle body.

  Further, in the above embodiment, the tie rods 15 to 85 and the wheel front portion direction control rods 35 and 45 are partial softened portions, easy-to-deform portions of which the shape is reduced (for example, corrugated portions, notched portions, cross sections Although the case has been described in which the easy-to-deform portion is changed in any one of the characteristics such as shape, hollow structure, thin-walled portion, and low-strength material, the other easy-to-deform portion is formed by changing other characteristics. Good.

The cross-sectional shapes of the wheel front pulling members such as the tie rods 15 to 85 and the wheel front direction control rods 35 and 45 can be set arbitrarily, and the shape gradually changes in the length direction. It may be
As a method of forming the easily deformable portion, a known method limited to the above method can be applied.

  Also, for example, by combining several properties selected from among a partially softened portion, a shape-changing portion, a hollow structure, a thin-walled portion, and a low-strength material, an easily deformable portion (for example, tempering the shape-modified portion) ) May be configured.

  Moreover, in the said embodiment, although the case where a tie rod, a wheel front part attraction | suction member, and an easy deformation part were formed with steel materials was demonstrated, you may apply to metal materials other than steel materials, resin materials, etc. .

  Moreover, in the said embodiment, although the case where the wheel connection structure 1 ... 4 was applied to a motor vehicle was demonstrated, you may apply to vehicles other than a motor vehicle.

  According to the wheel connection structure and the automobile according to the present invention, the safety of the passenger in the cabin can be improved in a wider collision mode, including the case where the small overlap collision occurs outside the front side frame. Because it can, it can be used in industry.

F Vehicle traveling direction FF Front side frame WH Wheel T, T1 Tie rod advancing / retracting direction T2 Wheel forward part direction control rod (wheel forward part pulling member) advancing / retracting direction O1 King pin axis 1, 2, 3, 4 Wheel connection structure 11, 21 , 31, 41 knuckles (wheel support members)
111, 211, 311, 411 Spindle (rotation support)
111H, 311H through holes 112, 212, 314, 414 tie rod attachment parts 113, 213, 313, 413 king pin attachment parts 12, 32 axle shaft (axle)
15, 16, 17, 18, 25, 55, 65, 75, 85 tie rods (wheel front part pulling members)
151, 151A, 151B, 151C, 151D Partially softened portion (easy to deform)
161, 171 easily deformable parts (notches)
181 Hollow member (partial hollow structure, easy deformation part)
251, 351, 451 Easy deformation part 312, 412 Control rod attachment part 34, 44 Tie rod 35P, 45P Stopper (locking part)
35S, 45S Control rod support sleeve (attractive member support)
35, 45 Wheel front part direction control rod (wheel front part pulling member)
511 Thin-walled part (Easy-to-deform part)
651, 751, 851 easy deformation part

Claims (8)

A wheel connecting structure for supporting a front wheel on a vehicle body,
A wheel support member for rotatably supporting the front wheel by rotating support while rotatably supported around the kingpin axis relative to the forward direction of the vehicle body to the front wheel,
A front wheel pulling member connected to the wheel support member at a position forward of the kingpin axis and extending in the width direction of the vehicle body;
Equipped with
The wheel front portion attracting member is formed with an easy-to-deform portion, and the easy-to-deform portion is attached with a tie rod at a position beyond the outside in the vehicle width direction of the front side frame in the vehicle width direction seen from above the vehicle body. A wheel connecting structure characterized in that the front wheel is displaced to the outside in the width direction of the vehicle body by being deformed within the position up to the part and the deformable portion being deformed. The wheel connecting structure according to claim 1, wherein
The said wheel front part attraction | suction member is a tie rod, The wheel connection structure characterized by the above-mentioned. The wheel connecting structure according to claim 1, wherein
The wheel front portion attracting member is a wheel front portion direction control rod capable of advancing and retracting in the vehicle width direction within a predetermined range in accordance with the direction of the front wheel with respect to the vehicle traveling direction. Construction. It is a wheel connection structure of any one of Claims 1-3, Comprising:
The deformable portion is
A wheel connecting structure characterized in that it comprises a partially softened portion whose hardness is set partially lower than the surrounding. It is a wheel connection structure of any one of Claims 1-4, Comprising:
The deformable portion is
A wheel connecting structure characterized by comprising a partially hollow structure portion in which a part in the length direction is partially hollow. It is a wheel connection structure of any one of Claims 1-5, Comprising:
The deformable portion is
A wheel connecting structure characterized by comprising a thin-walled structure part in which a part in the length direction is partially thin. It is a wheel connection structure of any one of Claims 1-6, Comprising:
The deformable portion is
A wheel connecting structure characterized in that a part of the longitudinal direction is constituted by a notch shape part in which a cross sectional area is partially set small.   An automobile comprising the wheel connecting structure according to any one of claims 1 to 7.

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