JPH1191631A - Vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow easy adjustment of the rigidity of the side frame against longitudinal impact to the vehicle. SOLUTION: Both ends of the left and right assist frames (3L) and 3R are fixed to the lower surface of the left and right side frames 2L and 2R. The middle portion of the assist frames (3L) and 3R are connected to the side frames 2L and 2R by connecting pins (13L) and 13R. When slide rods 5L and 5R slide back in a vehicle collision, the connecting pins (13L) and 13R on the side of vehicle body, etc., are pulled out via arms 7L and 7R and cables 8L and 8R, thereby releasing the connection to the side frames 2L and 2R. In the case of full lap collision, the connection of the left and right assist frames (3L) and 3R are released, resulting in decreased rigidity of the left and right side frames 2L and 2R. In the case of offset collision, the connection between the assist frames 3L and 3R to the side frames 2L and 2R, which is the impacted side is not released, resulting in increased rigidity of the side frames 2L and 2R.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure provided with side frames extending in the front-rear direction on both right and left sides of a vehicle body, and more particularly to a vehicle body structure capable of easily adjusting a shock absorbing characteristic of a side frame in a collision. Vehicle body structure.

[0002]

2. Description of the Related Art In an automobile having an engine room and a trunk room in front and rear of a cabin, the rigidity of the engine room and the trunk room is set to be relatively low to form a crushable zone. By absorbing the impact of the collision, deformation of the cabin is prevented.

[0003]

By the way, a pair of left and right side frames arranged in the front-rear direction on both right and left sides of the vehicle body greatly affect the rigidity of the engine room and the trunk room at the time of collision. In order to change the rigidity of the side frame according to the user's preference, a plurality of types of side frames have to be designed and manufactured, which requires much time and money.

[0004] In particular, at the time of a full lap collision of the vehicle (when the entire front or rear surface of the vehicle collides), the right and left side frames simultaneously absorb the impact, so that the rigidity of the side frames is set too high. And excessive deceleration may occur. Also, in the event of an automobile offset collision (when the left or right side of the front or rear of the automobile collides), only one of the left and right side frames absorbs the impact, so if the rigidity of the side frame is not set sufficiently high, the impact is absorbed. Ability may be insufficient.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to easily adjust the rigidity of a side frame against a collision in the front-rear direction of an automobile.

[0006]

According to one aspect of the present invention, there is provided a vehicle body structure for a vehicle having side frames extending in a front-rear direction on left and right sides of a vehicle body. The end portion of the assist frame extending to the side frame is fixed to the side frame, and the intermediate portion of the assist frame is detachably connected to the side frame via a connecting member.

According to the above structure, when the intermediate portion of the assist frame is connected to the side frame by the connecting member, the two frames are integrally collapsed at the time of a collision of the vehicle, so that the rigidity of the side frame can be increased by the assist frame. Become. Further, when the coupling of the intermediate portion of the assist frame by the coupling member is released, the assist frame is easily buckled at the intermediate portion at the time of a collision of the vehicle, so that the assist frame hardly contributes to an increase in the rigidity of the side frame. In this manner, by coupling or uncoupling the intermediate portion of the assist frame, the rigidity of the side frame can be arbitrarily adjusted.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, a first connection release for releasing the connection of the right assist frame to the right side frame when the left side frame is crushed. Means, and second coupling release means for releasing the connection of the left assist frame to the left side frame when the right side frame is crushed.

According to the above configuration, when the left and right side frames are crushed due to a full lap collision of the automobile, the left and right assist frames are disconnected by the first and second connection releasing means. As a result, the impact of the collision is absorbed by the left and right side frames that do not include the left and right assist frames, and the occurrence of large deceleration due to excessive rigidity can be prevented. Also, when one of the left and right side frames is crushed due to the offset collision of the automobile, the assist frame of the other side frame is released from being coupled, but the assist frame of the one side frame that is crushed is held in the coupled state. The side frame is integrated with the assist frame to absorb the impact of the collision. As a result, a sufficient shock absorbing effect can be exhibited only by one side frame, and deformation of the cabin can be minimized.

According to a third aspect of the present invention, in addition to the structure of the second aspect, the first and second uncoupling means move when the side frame is crushed, and the shock detecting member is moved. And a cable for transmitting the movement of the moving member to the coupling member.

According to the above structure, when the side frame is crushed and the impact detecting member moves, the connection of the connecting member can be released by the cable pulled by the impact detecting member. Since a flexible cable has higher tolerance to deformation than a rigid member such as a link, it is possible to reduce the possibility of malfunction when receiving a collision impact.

[0012]

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.

FIGS. 1 to 13 show an embodiment of the present invention. FIG. 1 is a perspective view of a front portion of a vehicle body of an automobile, FIG. 2 is a view in the direction of arrow 2 in FIG. 1, and FIG. FIG. 4 is a view of FIG.
4 is an enlarged view of FIG. 5, FIG. 5 is a sectional view taken along line 5-5 in FIG. 4, FIG. 6 is an explanatory view of the operation in the first half of the full-wrap collision (view in the direction of arrow 6 in FIG. 7), and FIG. 8, FIG. 8 is an explanatory diagram of the operation in the latter half of the full-lap collision, FIG. 9 is a graph illustrating the effect at the time of the full-lap collision, FIG. 10 is an operational explanatory diagram of the early stage of the offset collision (the arrow 10 in FIG. 11), FIG. 11 shows FIG.
FIG. 12 is a view illustrating the operation of the latter stage of the offset collision, and FIG. 13 is a graph illustrating the effect at the time of the offset collision.

As shown in FIGS. 1-3, in front of the body of an automobile
On the left and right sides of the engine room 1
A pair of side frames 2 extending rearward_L, 2_RIs placed
Is done. Left and right side frames 2_L, 2_RFront lower surface
And rearward facing wall 2 on the rear lower surface₁, 2₁And positive
Mushroom wall 2_Two, 2_TwoAre formed so as to face each other
And each side frame 2_L, 2_RAlong the underside of
Left and right assist frames consisting of square pipes arranged in
3_L, 3_RThe front and rear ends of the two wall surfaces 2₁, 2 ₁;
2_Two, 2_TwoIs fixed by appropriate means such as bolting.
Side frame 2_L, 2_RBracket on the front side of the
To 4_L, 4_RSlide rod 5 as a shock detection member
_L, 5_RAre slidably supported back and forth,
Room 2_L, 2 _RSupport shaft 6 welded on the upper surface of the left and right direction_L,
6_RArm 7 pivotally swingable back and forth_L, 7_RBottom of
The slide rod 5_L, 5_RThe rear end is connected
You.

A cable 8 _L having one end connected to the upper end of the left arm 7 _L is connected to a right side frame via a pair of left and right cable guides 10 _L and 10 _R provided in a rear partition 9 of the engine room 1. is guided to the left side of the 2 _R, also a cable 9 which is bound at one end to the upper end of the right arm 7 _R
R is guided to the right side surface of the left side frame (2 _L) via said pair of right and left cable guides 10 _L, 10 _R.

As is apparent from FIGS. 4 and 5, the first connecting plates 11 _L and 11 _R are welded to the intermediate portions of the assist frames 3 _L and 3 _{R in} the front-rear direction. Second connecting plate 1 overlapping the rear surfaces of plates 11 _L and 11 _R
2 _L, 12 _R is welded to the side frame 2 _L, 2 _R. The first left side frame 2 _L and the assist frame 3 _L, the connecting pin 13 _L is slidably fitted in front and rear as a coupling member to the second coupling plate 11 _L, 12 _L, the connecting pin 13 _L the front end while being retained by the shear pin 14 _L, the other end of the cable 8 _R at its rear end is bound. The first of the right side frame 2 _R and the assist frame 3 _R 1, the second connecting plate 11 _R, 12 _R
And the connecting pin 13 _R as a binding member is slidably fitted back and forth, the front end of the connecting pin 13 _R is shear pins 14
While being retained by _R, the other end of the cable 8 _L is bound at its rear end.

Next, the operation in the case where the above-mentioned automobile collides with the barrier B in a full lap will be described with reference to FIGS.

As shown in FIG. 6 and FIG.
First collision of left and right side frames 2_L, 2_RAhead of
If the end crushes, the bracket 4_L, 4_RAgainst
Id rod 5_L, 5_RIs moved backward relative to the arm
7_L, 7_RArm 7 to push the lower end of_L,
7_R8 attached to the upper end of the cable_L, 8_ROne end of the front
Drawn towards. Cable 8_L, 8_RThe other end of the cable
Id 10_L, 10_RConnection pin 1 on the other side of the vehicle body via
3_L, 13_RTo the connecting pin 13 _L,
13_RIs cable 8_L8_RPulled backwards by
14_L, 14_RIs broken and the first and second connecting plates 11_L,
12_L11_R, 12_RFrom the connecting pin 13_L, 13_RBut
Pulled out. As a result, assist frame 3_L, 3_R
Is the side frame 2_L, 2_RUnbind with
Side frame 2 _L, 2_RWall
2₁, 2₁And wall 2_Two, 2_TwoIt is in a state supported by
You.

As a result, as shown in FIG. 8, when the crushing of the side frames 2 _L , 2 _R further progresses, the wall surfaces 2 ₁ , 2 ₁ and the wall surfaces 2 ₂ , 2 _{2 of the} side frames 2 _L , 2 _R are obtained.
Assist frame 3 _L, 3 _R, which is compressed between easily buckled in the middle section, the side frames 2 _L, 2 hardly contributes to the stiffness increase of _R. In this way, at the time of a full lap collision in which the left and right side frames 2 _L and 2 _R simultaneously crush and absorb the impact of the collision, the assist frames 3 _L and 2 _L
By suppressing the rigidity increase of 3 of the right and left by the _R side frames 2 _L, 2 _R, left and right side frames 2 _L, 2
_A large deceleration can be prevented by the shock absorbing effect of the appropriate crushing of _R.

FIG. 9 is a graph showing the initial period G of the collision.₁(See FIGS. 6 and 7
Teru) and late G_Two(See Fig. 8)
In the present invention, the assist frame
3_L, 3 _RCollision G not released₁Car
Although the body deceleration is temporarily increased than the conventional one,
Assist frame 3_L, 3_ROpposition after the dissociation of
Late G_TwoVehicle deceleration can be reduced
I understand.

Next, the operation in the case where the above-mentioned automobile has an offset collision with the barrier B will be described with reference to FIGS.

As shown in FIGS. 10 and 11, for example, the right half portion of the vehicle body is offset collision barrier B, the cable 8 tip of the right side frame 2 _R is crush _R
Is pulled, it is decoupled between the left side frame 2 _L and the assist frame 3 _L. However, the left side frame 2 _L because it does not collide with the barrier B, and coupling between the left side frame 2 _L and the assist frame 3 _L released not affect the shock absorption characteristics.
And since the coupling between the right-hand side frame 2 _R and the assist frame 3 _R does not clear, the crushing of the right side frame 2 _R progresses, the right of the assist frame 3
_R is compressed in the longitudinal direction without buckling at the middle part and crushes at the same time.

[0023] Thus, when the crush right side frame 2 _R by an offset collision, it is possible to increase the rigidity of the right side frame 2 _R in the right-assisted frame 3 _R, the left side frame 2 _L However, even if it is not crushed, a sufficient shock absorbing effect can be exhibited, and deformation of the cabin can be prevented.

[0024] Figure 13, the collision year G ₁ (see FIGS. 10 and 11) and the collision late G ₂ shows the vehicle deceleration in (see FIG. 12), the conventional ones collision year G ₁ and collision late vehicle deceleration G ₂ is an impact absorbing effect is insufficient because of too small, the deceleration after the right side frame 2 _R is completely crushed is increased sharply. On the other hand, it can be seen that the present embodiment exerts a sufficient shock absorbing effect by appropriate vehicle deceleration.

As described above, by automatically releasing the connection between the side frames 2 _L , 2 _R and the assist frames 3 _L , 3 _R at the time of the collision of the vehicle, the collision can be reduced in any of the full-lap collision and the offset collision. An appropriate vehicle deceleration can be generated, and deformation of the cabin can be prevented while suppressing occurrence of excessive vehicle deceleration. And assuming that are connected by a rigid member such as linking the slide rod 5 _L, 5 _R and the connecting pin 13 _L, 13 _R, the connecting pin 13 _L linking the impact of the collision deformation, 13 _R is reliably It could no longer pulled, but can ensure reliable operation by using a cable 8 _L, 8 _R having flexibility.

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

For example, in the embodiment, the connection between the side frames 2 _L , 2 _R and the assist frames 3 _L , 3 _R is automatically released at the time of a collision of the vehicle. Thus, the connection and the connection release can be manually selected. Although attached to one point of the middle portion of the assist frame 3 _L, 3 _R to the side frame 2 _L, 2 _R in the embodiment, may be combined in several places. In the embodiment, the side frames 2 _L and 2 _R arranged in the engine room 1 of the automobile have been described. However, the present invention can be applied to a side frame arranged near the trunk room of the automobile. is there. Further, the connecting member is not limited to the connecting pins 13 _L and 13 _R in the embodiment, but may have any other structure.

[0028]

As described above, according to the first aspect of the present invention, when the intermediate portion of the assist frame is connected to the side frame by the connecting member, the two frames are integrally collapsed at the time of a collision of the automobile. The rigidity of the side frame can be increased by the assist frame. Also, when the joining part of the intermediate part of the assist frame by the joining member is released,
Since the assist frame easily buckles at the intermediate portion at the time of the collision of the automobile, the assist frame hardly contributes to the increase in the rigidity of the side frame. In this manner, by coupling or uncoupling the intermediate portion of the assist frame, the rigidity of the side frame can be arbitrarily adjusted.

According to the invention described in claim 2,
When the left and right side frames are crushed by a full lap collision of the automobile, the left and right assist frames are disconnected by the first and second connection releasing means. As a result, the impact of the collision is absorbed by the left and right side frames that do not include the left and right assist frames, and the occurrence of large deceleration due to excessive rigidity can be prevented. Also, when one of the left and right side frames collapses due to an offset collision of the automobile, the assist frame of the other side frame is disconnected, but the assist frame of the one side frame that collapses is maintained in the coupled state. The side frame is integrated with the assist frame to absorb the impact of the collision. As a result, a sufficient shock absorbing effect can be exhibited only by one side frame, and deformation of the cabin can be minimized.

According to the third aspect of the present invention,
When the side frame collapses and the impact detection member moves,
The coupling of the coupling member can be released by the cable pulled by the impact detection member. Since a flexible cable has higher tolerance to deformation than a rigid member such as a link, it is possible to reduce the possibility of malfunction when receiving a collision impact.

[Brief description of the drawings]

FIG. 1 is a perspective view of a front portion of a vehicle body of an automobile.

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 view of a part of FIG. 2;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 4;

FIG. 6 is an explanatory view of the operation in the first half of the full wrap collision (6 in FIG.
Direction arrow view)

FIG. 7 is a view in the direction of arrows in FIG. 6;

FIG. 8 is a diagram illustrating the operation of the latter half of a full-wrap collision.

FIG. 9 is a graph illustrating an effect at the time of a full lap collision;

FIG. 10 is an explanatory diagram of the operation in the first half of the offset collision (FIG. 11)
10 direction arrow view)

11 is a view taken in the direction of arrow 11 in FIG. 10;

FIG. 12 is a diagram illustrating the operation of the latter half of the offset collision.

FIG. 13 is a graph illustrating an effect at the time of an offset collision.

[Explanation of symbols]

2 _L , 2 _R side frame 3 _L , 3 _R assist frame 5 _L , 5 _R slide rod (impact detecting member) 8 _L , 8 _R cable 13 _L , 13 _R connecting pin (joining member)

Claims (3)

[Claims] 1. A support extending in the front-rear direction on both left and right sides of a vehicle body.
Id frame (2_L, 2_RCar body structure with
In the assist frame (3_L, 3_R) Both
Connect the end to the side frame (2_L, 2_R)
In both cases, the assist frame (3_L, 3_R) Middle part
To the connecting member (13_L, 13_R) Through the side-floor
(2_L, 2 _R) Is detachably connected to
Car body structure. Wherein the first coupling canceling means for canceling the coupling of the right-assisted frame (3 _R) for with the crushing of the left side frame (2 _L) right side frame (2 _R), right side characterized in that a second coupling canceling means for canceling the coupling of the frame assist frame (3 _L) to the left against the left side frame (2 _L) with the crushing of the (2 _R), according to claim 1 The vehicle body structure according to any one of the preceding claims. 3. The apparatus according to claim 2, wherein the first and second uncoupling means include side
Frame (2_L, 2 _R) Shock detection moving by crushing
Member (5_L, 5_R) And the impact detecting member (5)_L,
5_RThe movement of the connecting member (13)_L, 13_R)
Cable (8_L, 8_R) And having
A vehicle body structure according to claim 2.