JPH0431183A - Frame for automobile - Google Patents

Abstract

PURPOSE:To mitigate impulsive force to a driver by projecting a first cross member between main side members, buckling the main side members at first and then buckling sub-side members, and dispersing impulsive force in two step at collision of an automobile. CONSTITUTION:A first cross member 2 provided on the front side end parts of two main side members 1 provided in parallel is formed out of a horizontal part extended in the vehicle width direction, first cross member end parts 9 projecting from both side of the members 1 and bending on the rear side, and the former is projected by height H than the latter. Sub-side members 3 are combined with the first cross member end part at one end and combined with the members 1 at the other end are provided, and a second cross member 4 is provided between the members 1 corresponding to the combining parts of both members 1, 3. These members 1 - 3 are constituted in strength so that at collision of the automobile at first the member 1 is buckled and then the sub-side member 3 is buckled.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention is designed to reduce the impact force when a car receives a severe impact force such as in a head-on collision, and to prevent the passenger space from being crushed. The present invention relates to improvements to the automatic iF frame.

(Prior Art) Each member of an automobile is designed to buckle in order to soften the impact force when the automobile collides with one another.

The conventional automobile frame is made of wood, as shown in Figure 3.
A first cross member 2 is installed in the front end of the main side member 1 in the width direction of the car, and protrudes from both sides of the main side member 1.
Connect one end to both ends of this first cross member 2, extend it to the rear side for a certain length parallel to the main side frame 1, and connect it from there to the main side frame 1.
A side member 3 is provided which is bent to the side and whose other end is connected to the main side member 1. A second cross member 4 is provided between the main side members 1 corresponding to the joint portion between the sub side members 3 and the main side members 1. Arrow A points to the front of the car.

In addition, in the conventional example shown in Fig. 4 (Japanese Utility Model Publication No. 62-6927), a front cross member 6 is fixed to the front end of two parallel main frames 5, and both ends of the front cross member 6 are made thinner so that the front cross member 6 is moved slightly toward the rear side. It is curved. One end of the subframe 7 forming a Y-shape with respect to the main frame 5 is connected to the end of the front cross member 6, and its base is fixed to the main frame 5. Furthermore, a support 8 is provided in the Y-shaped portion formed by the sub-frame 7 and the main frame 5.

(Problems to be Solved by the Invention) Among the above conventional examples, first, the one shown in FIG. It is made to apply to side member 1 and sub side member 3 at the same time. The main side member 1 and the main side member 3 are designed to buckle at the same time at (0).

If the main side member 1 and the sub side member 3 buckle simultaneously at points (a) and (b), the deceleration will locally increase as shown by the solid line in Figure 2, resulting in a strong impact force on the occupants. When the deceleration increases locally, the cross member 4 loses its strength against the impact force and buckles, deforming the main side members and crushing the passenger living space. It will be done. For this purpose, the main side member 1 must be made strong, which results in an increase in weight.

Next, the one shown in Figure 4 uses a Y-shaped subframe to reduce the impact force acting on the main frame to prevent deformation of the main frame and prevent the boarding space from being crushed. The main frame 5 and subframe 7 are connected to form a rigid structure, so when a car collides head-on, the impact force is applied simultaneously to the main frame 5 (b) and the subframe 7 (a). It buckles so that both sides receive the impact force at the same time. Therefore, as in the conventional example shown in FIG. 3, the load due to the impact force increases locally, resulting in a strong impact force being applied to the passenger.

In the present invention, the main side member is buckled first and then the knob side member is buckled, thereby softening the impact force applied to the passenger and preventing deformation of the main side member. This provides an automatic 11-work frame.

(Lower stage for solving the problem) A hand rΩ according to the present invention for solving the above problem is provided with a first cross member at the tip of a main side member provided in parallel in the frame of an automobile, and a first cross member is provided at the tip of the main side member provided in parallel. protruding a first cross member portion of the main side member portion by extending the end portions to both sides of the main side member and bending the extension portions rearward to form a first cross member end portion;
A sub side member is provided with one end connected to the first cross member end and the other end connected to the main side member so that the main side member is buckled first and then the sub side member is buckled, and the sub side member is buckled after the main side member is buckled first. The present invention is characterized in that a second cross member is provided between the main side members located on the rear side of the first cross member.

(Function) Since the present invention is configured in this way, the automobile can be viewed from the front (φf
When a collision occurs, the protruding portion of the first cross member on the main side member a is the first to buckle (lf), and the main kite member ~ buckles first and receives the first impact force.The impact force applied to the passenger at this time is This corresponds to the buckling force of the main side member.Once the main side member buckles, the main side member has almost no buckling strength, so the impact force continues to act on the sub-side member, causing the sub-side member to buckle. The impact force at this time has already been applied to the main side member?The impact force applied to the passenger at this time is the same as when the sub side member buckles due to the impact force that has already been attenuated. This is equivalent to the buckling force.In this way, the impact force applied to the occupants in the event of a collision is dispersed into the buckling force of the main side member and the buckling force of the sub-side member, and The impact force applied to the main side members corresponds to the respective buckling forces.In this way, the buckling that acts on the sub-side members has already been attenuated and reduced, so the second cross member installed between the main side members The compressive force is reduced, and the second cross member does not buckle, thereby preventing the main side member from deforming and crushing the occupant's living space.

(Example) An example of the present invention will be described below. In FIG. 1, a first cross member 2 is provided at the front end of two main side members 1 provided in parallel. This first cross member 2 has a horizontal part in the vehicle width direction of the automobile across the width of the main side member 1, and projects on both sides of the main side member 1, and bends this projecting part toward the rear side to form an end of the first cross member. It forms part 9. As a result, the first cross member 2 is in a state in which the main side member 1 portion protrudes by a height H. A sub whose one end is connected to this first cross member end 9, extended to the rear side for a certain length parallel to the main side frame l, bent from there to the main side frame l side, and whose other end is connected to the main side member 1. A side member 3 is provided. And the main side member 1 corresponds to the joint part between the sub side member 3 and the main side member 1.
A second cross member 4 is provided between them. The structures of the main side member 1, first cross member 2, and sub-side member 3 are constructed to ensure strength so that when a car collides, the main side member 1 buckles first, and then the sub-side member 3 buckles. . Arrow A points to the front of the car.

The operation of this embodiment configured as above will be explained next. When a car has a head-on collision, the fast cross member 2 installed horizontally between the main side members 1 protrudes by a height [1], so that part is the first to collide and the main side member 1 is at the part (B). It buckles first and receives the first impact force. The impact force applied to the passenger at this time corresponds to the buckling force of the main driver member 1. Once the main side member 1 buckles in this way, the buckling strength of the main side member 1 is almost gone, so the impact force continues to act on the main side member 3, causing the sub side member 3 to buckle at the part (A). make you give in The impact force at this time has already been attenuated by the main side member 1, and the impact force 1 applied to the passenger at this time is the buckling when the sub side member 3 buckles due to the already attenuated impact force. It corresponds to power. In this way, the impact force applied to the occupant in the event of a collision is dispersed into the buckling force of the main side member 1 and the buckling force of the sub side member 3, and the impact force applied to the occupant at that time is divided into two parts: the buckling force of the main side member 1 and the buckling force of the sub side member 3. This corresponds to buckling force.

To explain the history using Fig. 2, when the main side member 1 and the sub side member 3 buckle at the same time as in the conventional case, the deceleration is A', whereas the deceleration of the main side member 1 is The deceleration when buckling first and then buckling the sub side member 3 is A
j5 and B, and it can be seen that the deceleration A is lower than the deceleration A′. In other words, the reason for the high deceleration A° is main side member 1 and sub side member 3.
The reason why the deceleration is low is because only the buckling load of the main side member 1 acts on the frame of the vehicle as an impact force. In this way, the impact force at the time of the first collision is attenuated and continues to apply impact force to the sub-side member 3. The sub-side member 3 subsequently buckles due to this attenuated impact force. Point B in Figure 2 shows the deceleration at this time, and the buckling load of the sub-side member 3 at this time acts as a compressive force on the second cross member 4 (but the buckling load at this time has already been Since it is damped and small, the compressive force acting on the second cross member 4 is also small.Therefore, the second cross member 4 only needs to withstand this small compressive force, and since the second cross member 4 does not buckle, the main side The member 1 is reinforced by the second cross member 4, making it possible to reduce the weight of the main side member 1.

Further, since the main side member 1 is not deformed by impact force, the passenger space is prevented from being swept away.

Although the front side 1 has been described above, it is clear that the rear side also has a similar frame structure and has the same effect in the event of a rear-end collision.

(Effects of the Invention) As detailed above, according to the present invention, the first cross member is protruded between the main side members, and the main side members are buckled first, and then the sub side members are buckled. It is possible to disperse the impact force during a collision into two stages.

By dispersing the impact force into two stages in this way, the impact force on the occupants is alleviated, and the load on the second cross member is reduced, reducing the weight of the second cross member and main side members, and reducing the crushing of the passenger space. It can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a plan view of an embodiment of the present invention, FIG. 2 is a diagram showing the relationship between deceleration and time in comparison with a conventional one, and FIG.
The figure is a plan view of a conventional example, and FIG. 4 is a plan view of another conventional example. 1... Main side member 2... First cross member 3... Sub side member 4... Second cross member 9... First cross member end property Applicant Suzuki Motor Co., Ltd. Figure 1. ...Twin side piece 2...First cross member (-3...Safide side member -4...Second cross member -9...) Completed strike of one end.

Claims (1)

[Claims] (1) In an automobile frame, a first cross member is provided at the tip of a main side member provided in parallel, the ends of the first cross member are extended to both sides of the main side member, and the extended portion is bent rearward. The first cross member portion of the main side member portion is protruded by forming a first cross member end portion, and a sub side member is provided with one end connected to the first cross member end portion and the other end connected to the main side member. A frame for an automobile, characterized in that the sub-side members are buckled after the side members are buckled first, and a second cross member is provided between the main side members located on the rear side of the first cross member. .