JPS6134930Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to the body structure of a cab-over type automobile.

Compared to bonnet-type vehicles, cab-over type vehicles need to absorb collision energy with a much smaller crash stroke in order to ensure a survival space in the event of a collision.

Therefore, in a cab-over type vehicle with a chassis that absorbs collision energy by crushing the left and right side members, the crushing resistance of the left and right side members should be increased to make the average drag Pm sufficiently large as shown in Figure 6. However, in such conventional methods, the peak drag force Pmax at the initial stage of a collision becomes too high, and the collision acceleration of various parts of the car and the occupants is reduced. The problem is that the amount becomes very large.

On the other hand, the mounting position of the steering gear box in the steering system must be as high as possible to prevent grounding accidents, and the upper part is restricted by the floor. Gearboxes are often installed in a layout that crosses the side members or cross members, and conventionally extremely troublesome measures such as bending part of the side members or cross members have been used to install the steering gearbox. (For example, see Utility Model Publication No. 56-4539).

The present invention makes it possible to mount the steering gear box at the highest possible ground clearance position without bending the basic framework such as the side members and cross members, and utilizes the mounting mechanism of the steering gear box to prevent the initial peak at the time of a collision. The present invention provides a vehicle body structure capable of reducing drag and improving safety for occupants, and the embodiments shown in FIGS. 1 to 4 will be described below.

In Fig. 1, 1 is the front cross member;
2 and 3 indicate left and right side members, and 4 indicates a cross member for suspension of the wheel 5.

The front end of one of the left and right side members 2 and 3 is directly coupled and fixed to the front cross member 1, and the front end of the other 3 is cut a predetermined distance l behind the front cross member 1, The front end of the front cross member 1 is connected to the front cross member 1 by a connecting member 6.

The connecting member 6 is constructed of a member having a considerably smaller crushing resistance than the side members 2 and 3, and has a structure that also serves as a bracket for fixedly supporting the steering gear box 7 in a crossed manner, as shown in FIGS. 2 and 3. It is becoming. 6' is a clamp for tightening and fixing the steering gear box 7, 8 is a center lever, and 9 is a tie rod.

In the above configuration, when a frontal collision occurs while the vehicle is running and a rearward impact load is applied to the front cross member 1, the side members 2 and the connecting member 6 are crushed rearward from the front end as shown in FIG.

In this case, as mentioned above, the connecting member 6 has a structure that has a small crushing resistance and is quite easily crushed.
Impact energy is mainly absorbed by crushing one side member 2. Therefore, the crushing force of that side member should be larger than the crushing force of one conventional side member (a side member with collision energy absorption characteristics as shown in Figure 6), but smaller than the crushing force of two conventional side members. By appropriately setting within the range, as shown in Fig. 5, it is possible to obtain characteristics in which the initial peak drag Pmax is considerably lower than before and the collision energy can be sufficiently absorbed within the crush stroke. It is something.

Also, although there is a considerable difference in crushing resistance between the connecting member 6 and the side member 2, since both are connected by the front cross member 1,
The bending of the side members 2 is restrained by the front cross member 1, and the side members 2 perform ideal accordion-type crushing as shown in FIG.

The distance l between the front cross member 1 and the tip end of the side member 3, that is, the length of the connecting member 6, is set to be equal to or slightly larger than the allowable crushing stroke.

As described above, according to the present invention, the tip of one side member is directly coupled and fixed to the front cross member, and the tip of the other side member is coupled to the front cross member via a connecting member that has a smaller crushing resistance than the side member. By fixing the connection member and using it as a mounting member for the steering gear box, collision energy is absorbed mainly by crushing one side member during a collision, and the peak drag force at the initial stage of the collision is kept low, thereby protecting each part of the vehicle and the occupants. It is possible to lower the collision acceleration of the vehicle and absorb sufficient collision energy, thereby improving the safety of the occupants.In addition, it is possible to maintain a simple shape without bending the cross member, side member, etc. The steering gear box can be mounted crosswise to the side member, and the mounting parts dedicated to the steering gear box can be omitted, reducing the number of parts and weight, resulting in significant cost reductions. It can have an effect.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing an embodiment of the present invention, FIG. 2 is a view taken along arrow A-A in FIG. 1, and FIG. 3 is a view taken along B--
B sectional view, FIG. 4 is a schematic plan view showing the deformation mode of the one in FIG. 1 during a collision, FIG. 5 is a diagram showing the collision energy absorption characteristics of the present invention, and FIG.
It is a collision energy absorption characteristic diagram of a conventional device that absorbs collision energy by crushing a side member of a book. 1... Front cross member, 2, 3... Side member, 6... Connection member, 7... Steering gear box.

Claims (1)

[Claims for Utility Model Registration] (1) In a cab-over type automobile having a chassis, one of the left and right side members has its tip directly connected and fixed to the front cross member, and the other side member is fixed a predetermined distance behind the front cross member. The front cross member is cut at the front end and the front cross member is connected to the front cross member using a connecting member that has a structure that has lower crushing resistance than the side member and is more easily crushed, and is directly connected and fixed to the front cross member mainly to absorb the collision energy in the event of a head-on collision of a car. A car body structure of a cab-over type automobile, characterized in that it is constructed by crushing one side member. (2) The vehicle body structure of a cab-over type automobile according to claim 1, wherein the connecting member is a member for mounting and supporting a steering gear box.