JPH1178971A - Shock absorbing vehicle body structure in automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent ingress of an engine into a driver's seat in a side collision in an automobile in which the engine and the driver's seat are juxtaposed in the right-to-left direction. SOLUTION: A seat 3 and an engine E are arranged in a divided manner on one side and the other side in the right-to-left direction of a vehicle body frame F comprising a large member of pipes F1 -F8 connected to each other, and upper and lower four pipes F3 -F6 extending in the longitudinal direction of the vehicle body are arranged between the seat 3 and the engine E. The upper end of a cylinder head E1 above the engine E is located higher than the highest pipe F3 of four pipes F3 -F6 , and an impact absorbing body 81 comprising a honeycomb structural body to partition between the seat 3 and the engine E is supported by two lower pipes F4 , F5 out of four pipes F3 -F6 .

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor vehicle in which a driver's seat and an engine are distributed on one side and the other side of a body frame formed by connecting a large number of pipe members.
In particular, it relates to the shock absorbing body structure.

[0002]

2. Description of the Related Art Formula 3 or Formula 4
In the category of competition vehicles, it is required to provide a shock absorber having a predetermined size and a predetermined strength on the side of the vehicle body in order to absorb a shock at the time of a side collision.

[0003]

By the way, in a so-called side-by-side type vehicle in which an engine and a driver's seat are juxtaposed on the left and right sides of a vehicle body, when an impact is applied to the side on which the engine is mounted due to a side collision or the like, The engine may move toward the inside of the vehicle. Therefore, it is conceivable to place a reinforcing frame or shock absorber between the engine and the driver's seat. However, depending on the shape and mounting structure of the reinforcing frame and the shock absorber, only the weight and cost increase and sufficient effects are obtained. May not be possible.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a shock absorbing vehicle body structure capable of reducing the shock at the time of a side collision while having a simple structure in an automobile having an engine and a driver's seat arranged side by side. The purpose is to do.

[0005]

In order to achieve the above-mentioned object, the invention described in claim 1 is directed to a driver's seat and an engine on one side and the other side of a body frame formed by connecting a large number of pipe members. Is a car in which
A plurality of upper and lower pipe members extending in the front-rear direction of the vehicle body are arranged between a driver seat and an engine, and an upper end of the engine is arranged at a position higher than an uppermost pipe member of the plurality of pipe members. An impact absorber for partitioning between the driver's seat and the engine is supported on any one of the pipe members.

According to the above configuration, even if an impact is applied to the side surface of the vehicle on the engine side and the upper end of the engine falls down to the driver's seat side, the upper end of the engine is disposed between the driver's seat and the engine. The impact is absorbed by the top pipe material of the book pipe material. In addition, even if the engine moves to the driver's seat side due to the impact, the engine is blocked by the shock absorber supported by any one of the plurality of pipe members, and the impact is absorbed. As described above, the pipe member itself prevents the lateral movement of the engine, and the pipe member is used to support the shock absorber, so that the shock absorbing body structure can be obtained with a lightweight and low-cost structure.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the shock absorber is formed of a honeycomb structure.

[0008] According to the above structure, a lightweight and high-strength honeycomb structure can achieve high impact absorption performance while avoiding an increase in weight.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

1 to 8 show a first embodiment of the present invention. FIG. 1 is an overall side view of a competition vehicle, and FIG.
1, FIG. 3 is an enlarged sectional view of a main part of FIG. 2, FIG. 5 is a longitudinal sectional view of an auxiliary transmission, and FIG. 6 is a perspective view of a vehicle body frame. 7 is a sectional view taken along the line 7-7 in FIG. 6, and FIG.

As shown in FIGS. 1 to 3, a single-seat competition vehicle V has left and right front wheels W which are driven wheels suspended by a double wishbone type suspension 1,1.
f, Wf, and right and left rear wheels W, which are driving wheels suspended by double wishbone type suspensions 2, 2.
r and Wr. At a substantially central portion in the vehicle longitudinal direction, a seat 3 constituting the driver's seat is disposed in a state deviated slightly to the left with respect to the vehicle body center line L, and a power unit P is disposed on the right side of the vehicle body center line L. You. The seat 3 and the power unit P are juxtaposed in the left-right direction of the vehicle body, and therefore overlap in a side view (see FIG. 1).

A steering wheel 5 and a canopy 6 are disposed in front of the seat 3 provided in the upper surface opening 4 of the body B, and a roll bar 7 and a fuel tank 8 are disposed behind the steering wheel 5 and the canopy 6. Air intakes 9, 9 are opened on both left and right sides of the body B, and the power unit P is cooled by the traveling wind introduced from the right air intake 9, and the traveling wind introduced from the left air intake 9 is provided. As a result, the radiator 10 arranged on the left side of the seat 3 is cooled. The upper surface of the power unit P is covered by a transparent canopy 11 mounted on the body B.

Referring to FIG. 4 together, it is clear that
The power unit P includes a V-type two-cylinder engine E in which the crankshaft 21 is disposed in the left-right direction of the vehicle body and a main transmission Tm integrally provided at a rear portion of the engine E. It was converted and diverted.

A starting clutch 22 is provided at the right end of the crankshaft 21 (ie, at the outer end in the left-right direction of the vehicle body). The main transmission Tm includes an input shaft 24 and an output shaft 25 arranged in parallel with the crankshaft 21, and a gear train 26 for selectively establishing a plurality of shift speeds between the input shaft 24 and the output shaft 25. Is interposed. A drive sprocket 27 provided at the left end of the output shaft 25 of the main transmission Tm (that is, the inner end in the left-right direction of the vehicle body) and a driven sprocket 28 provided at the front right side of the sub-transmission Ts disposed at the rear right side of the vehicle body. Are connected via an endless chain 29 extending in the vehicle front-rear direction.

A power unit P diverted for a motorcycle has a shift shaft (not shown) projecting from the left side of the main transmission Tm. In the case of a motorcycle, the shift shaft reciprocates in conjunction with a pedal operated by the rider's left foot. In this vehicle V, a sequential shift lever 3 provided between the seat 3 and the power unit P
0 is connected to the shift shaft via a link mechanism to perform a shift change.

Next, the structure of the subtransmission Ts will be described with reference to FIGS.

The auxiliary transmission Ts has a left casing 41 and a right casing 42 which are connected at a split surface extending in the front-rear direction of the vehicle body, and accommodates a forward / reverse switching mechanism C and a differential D therein.

The forward / reverse switching mechanism C has an input shaft 45 which is supported by a ball bearing 43 provided on a left casing 41 and two ball bearings 44 provided on a right casing 42 and extends in the left-right direction of the vehicle body. The driven sprocket 28 is detachably fixed to a tip of an input shaft 45 projecting rightward from the right casing 42 by a positioning plate 46 and bolts 47. An intermediate shaft 50 extending in the left-right direction of the vehicle body is supported by a ball bearing 48 provided on the left casing 41 and a ball bearing 49 provided on the right casing 42 in parallel with the input shaft 45.

A first forward gear 51 and a reverse gear 52 are rotatably supported on the input shaft 45, and a second forward gear 53 and a third forward gear 54 are integrally formed on the intermediate shaft 50. Circular opening 41 the cover member 55 to _one formed in the left casing 41 is detachably fixed. A differential gear box 58 is rotatably supported by a ball bearing 56 provided at the center of the cover member 55 and a ball bearing 57 provided at the right casing 42.

The first forward gear 51 is a second forward gear.
Always meshes with gear 53, as final drive gear
The third forward gear 54 is a differential gear
Final driven gear 5 fixed to the outer periphery of box 58
9 always meshes. Also as final drive gear
Of the final driven gear 59
Always mesh. Since FIG. 5 is a development view,
The spur 52 and the final driven gear 59 are separated
It is drawn in a state. Of the final driven gear 59
The diameter is the opening 41 of the left casing 41.₁Slightly less than the diameter of
Small during assembly and disassembly.
The inner driven gear 59 is connected to the opening 41. ₁Can pass through
is there.

A left output shaft 60 is provided on a differential gear box 58 constituting the main body of the differential D.
And the right output shaft 61 are rotatably fitted with each other.
2, 62 are fixed. A pair of differential pinions 64, 64 are rotatably supported on a pinion shaft 63 fixed to the differential gear box 58, and these differential pinions 64, 64 are rotatable.
Meshes with the differential side gears 62, 62. The left output shaft 60 is connected to a left rear wheel Wr via a left axle 65, and the right output shaft 61 is connected to a right rear wheel W via a right axle 66.
r.

The inner race of the ball bearing 56 that supports the differential gear box 58 on the cover member 55 is different from that of the differential gear box 58.
And the outer race is locked to the cover member 55 via the circlip 67. Also, the differential gear box 58 is connected to the right casing 42
The inner race is pressed into the differential gear box 58 and the outer race is slidably supported by the right casing 42.

Further, the forward / reverse switching mechanism C includes a rotary shaft 7 which rotates in conjunction with a forward / backward switching lever (not shown) provided in the driver's seat.
1, a shift shaft 73 connected to an arm 72 integral with the rotary shaft 71 and sliding left and right, a detent mechanism 74 for positioning the shift shaft 73 at a neutral position, a forward position and a reverse position, and fixed to the shift shaft 73 And a sleeve 77 slidably supported by a hub 76 fixed to the input shaft 45 and driven by the shift fork 75. When the sleeve 77 is in the illustrated neutral position, the first forward gear 51 and the reverse gear 52 are disconnected from the input shaft 45 and power transmission is cut off. When the sleeve 77 is driven to the right forward position, the first forward gear 51 is coupled to the input shaft 45 via the sleeve 77 and the hub 76, and a forward gear is established. When the sleeve 77 is driven to the left reverse position, the reverse gear 52
To the input shaft 45 to establish a reverse gear.

As shown in FIGS. 6 and 7, the vehicle V
Body frame F is assembled by welding many pipe materials
For example, at the cross-sectional position shown in FIG.
Pipe material F₁~ F₈Extends in the longitudinal direction of the vehicle body. That
Four pipe materials F_Three~ F ₆Is engine E and seat 3
Are arranged so as to overlap in the vertical direction. En
Cylinder head E located above gin E₁, E₁upon
The end is the four pipe materials F_Three~ F₆Top-level pipe
Material F_ThreeProjecting upward by a distance α. Also central
Pipe material F_FourAnd the lowest pipe material F_FiveAnd aluminum
Absorber 81 made of a honeycomb structure made of a nickel alloy
The upper and lower sides of the shock absorber 81 are supported.
Thus, the space between the engine E and the seat 3 is partitioned.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

In order to make the vehicle V travel forward, in FIG. 5, the sleeve 77 of the forward / reverse switching mechanism C is driven to the right forward position, and the first forward gear 51 is connected to the input shaft 45 to change the forward speed. Establish. The power unit P is a motorcycle whose output shaft 25 rotates in a constant direction, and is mounted in the same posture as when mounted on the motorcycle. Therefore, the power unit P is connected to the power unit P by an endless chain 29. The input shaft 45 constantly rotates forward. Here, the forward rotation is defined as the direction in which the wheels rotate when the vehicle V travels forward, and the reverse rotation is defined as the direction in which the wheels rotate when the vehicle V travels backwards.

When the input shaft 45 rotates forward, the first forward gear 51 connected to the input shaft 45 via the hub 76 and the sleeve 77 rotates forward and meshes with the first forward gear 51. Second forward gear 5
3 and the intermediate shaft 50 and the third forward gear 54 integrated therewith rotate backward. The final driven gear 59 meshing with the third forward gear 54 that rotates backward.
Rotates forward, the left and right rear wheels Wr, Wr rotate forward, and the vehicle V moves forward. With the forward gear established in this way, the sequential shift lever 3
The vehicle V can travel forward by tilting 0 forward and backward to shift the main transmission Tm up and down to an arbitrary gear.

In order to cause the vehicle V to travel backward, in FIG. 5, the sleeve 77 of the forward / reverse switching mechanism C is driven to the left reverse position, and the reverse gear 52 is connected to the input shaft 45 to establish the reverse gear. I do. When the input shaft 45 rotates forward in this state, the reverse gear 52 connected to the input shaft 45 via the hub 76 and the sleeve 77 rotates forward, and the final driven gear 59 that directly meshes with the reverse gear 52 rotates backward. Thereby, the left and right rear wheels Wr, Wr rotate backward, and the vehicle V can travel backward.

As described above, the power unit P for the motorcycle is diverted and the power unit P is mounted in the same posture as when mounted on the motorcycle.
5 inevitably rotates forward. However,
By transmitting the rotation of the input shaft 45 to the final driven gear 59 via the intermediate shaft 50 during forward traveling, the final driven gear 59 can be rotated forward and the vehicle V can travel forward. Then, by transmitting the forward rotation of the input shaft 45 directly to the final driven gear 59 during the reverse traveling, the final driven gear 59 can be rotated backward and the vehicle V can travel backward.

As shown in FIG. 8, when the right side of the vehicle V receives an impact at the time of a side collision and the engine E is pushed to the inside of the vehicle body, the vehicle body frame F disposed between the engine E and the seat 3 is displaced. Since the pipe members F _{3 to} F ₆ and the shock absorber 81 supported by the two pipe members F ₄ and F ₅ prevent the engine E from moving laterally, damage to the cockpit including the seat 3 is minimized. Can be suppressed. Since the shock absorber 81 is a honeycomb structure, it is lightweight and has sufficient strength, and is supported by using the pipe members F ₄ and F ₅ constituting the body frame F. This eliminates the need for a supporting member, thereby reducing costs.

Further, even if the cylinder heads E ₁ , E ₁ of the engine E which laterally move at the time of a side collision attempt to fall down to the seat 3, the height of the upper end of the cylinder heads E ₁ , E ₁ is not larger than that between the engine E and the seat 3. Four pipe materials F arranged in
Since ₃ is located at a position higher than the pipe member F ₃ of the uppermost to F _6, and prevents lateral movement of the cylinder head E _1, E ₁ a pipe material F ₃ of the uppermost minimize damage cockpit Can be suppressed. Thus, the existing pipe material F ₃
Is used to prevent the engine E from falling down, so that a special reinforcing member is not required, and an increase in weight and cost can be suppressed.

FIG. 9 shows a second embodiment of the present invention.
In this second embodiment, two pipe materials F _Four, F_FivePartition wall panel
And the outer surface of the partition panel 83 is shock-absorbed.
It supports the collecting body 81. Thus, the pipe material
F_Four, F_FiveWithout directly supporting the shock absorber 81
It is also possible to support indirectly through the partition panel 83
Yes, by making the partition panel 83 contribute to shock absorption.
The total shock absorption capacity can be increased.

While the embodiments of the present invention have been described in detail above, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, the seat 3 is disposed on the left side of the vehicle body and the power unit P is disposed on the right side of the vehicle body. However, their positional relationships can be reversed. Although in the embodiment are arranged four pipe member F ₃ to F ₆ between the power unit P and the sheet 3, the number is not limited to four, but any plurality may be present. In addition, the shock absorber 81
Is supported by the lower two pipe members F ₄ and F ₅ ,
It may be supported by any of a plurality of pipe members. The material of the shock absorber 81 is not limited to an aluminum alloy, and any material such as another metal, carbon fiber, or synthetic resin can be selected. Further, in the embodiment, the competition vehicle V is illustrated, but the invention is not limited to the competition vehicle V.
It can also be applied to vehicles other than.

[0035]

As described above, according to the first aspect of the present invention, even if an impact is applied to the side of the vehicle on the engine side and the upper end of the engine falls down to the driver's seat side, the upper end of the engine can be obtained. Is blocked by the uppermost pipe member of the upper and lower pipe members arranged between the driver's seat and the engine, and the impact is absorbed. In addition, even if the engine moves to the driver's seat side due to the impact, the engine is blocked by the shock absorber supported by any one of the plurality of pipe members, and the impact is absorbed. As described above, the pipe member itself prevents the lateral movement of the engine, and the pipe member is used to support the shock absorber, so that the shock absorbing body structure can be obtained with a lightweight and low-cost structure.

According to the second aspect of the present invention,
The lightweight and high-strength honeycomb structure can achieve high impact absorption performance while avoiding an increase in weight.

[Brief description of the drawings]

FIG. 1 is an overall side view of a competition vehicle.

FIG. 2 is a view in the direction of arrows in FIG. 1;

FIG. 3 is a view in the direction of arrows in FIG. 1;

FIG. 4 is an enlarged sectional view of a main part of FIG. 2;

FIG. 5 is a longitudinal sectional view of the auxiliary transmission.

FIG. 6 is a perspective view of a vehicle body frame.

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6;

FIG. 8 is an explanatory diagram of an operation at the time of a collision.

FIG. 9 is a view corresponding to FIG. 7 according to a second embodiment of the present invention.

[Explanation of symbols]

E Engine F body frame F ₁ to F ₈ pipe member 3 sheets (driver's seat) 81 shock absorber

Claims (2)

[Claims] Automotive 1. A arranged by distributing a number of pipe materials the (F ₁ to F ₈₎ one lateral side and the other side in the driver's seat of the vehicle body frame made by combining (F) (3) and the engine (E) in, with disposing the driver's seat (3) and the engine (E) above and below a plurality of pipe member extends in the vehicle longitudinal direction between the (F ₃ to F _6), the upper portion of the engine (E) of the plurality of pipes material (F ₃ ~F ₆₎ of arranged at a position higher than the top of the pipe member (F _3), and the plurality of the pipe (F ₃ ~
F ₆ ), a shock absorber (8) for partitioning between the driver's seat (3) and the engine (E) is attached to one of the pipe members (F ₄ , F ₅ ).
A shock absorbing vehicle body structure for an automobile, wherein the vehicle body structure according to (1) is supported. 2. The vehicle body structure according to claim 1, wherein said shock absorber comprises a honeycomb structure.