KR0138987B1 - Frame for a truck - Google Patents

Abstract

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Description

Vehicle chassis frame

1 is a plan view showing a first embodiment of the first invention.

2 is a plan view showing the second embodiment,

3 is a plan view showing the third embodiment.

4 is a cross-sectional view taken along the line IV-IV of FIGS. 1, 23, and 33 in an arrow direction.

5 is a similar cross-sectional view showing a modification of FIG.

FIG. 6 is a cross-sectional view taken along the line VI-VI of FIGS. 2, 24, and 34 in an arrow direction.

FIG. 7 is a cross-sectional view taken along the line VII-VII of FIGS. 3, 25, and 35 in the direction of the arrow.

8 is a diagram illustrating the equivalent center of plural rivets.

9 is a plan view showing a fourth embodiment thereof.

10 is a plan view showing a fifth embodiment thereof.

11 is a plan view showing a sixth embodiment thereof.

Fig. 12 is a cross sectional view of the crossmember in the fourth to sixth embodiments (common to the second and third inventions).

FIG. 13 is a similar cross-sectional view showing a modification of the cross member shown in FIG. 12 (common to the second and third inventions).

Fig. 14 is a plan view showing the seventh embodiment.

Fig. 15 is a plan view showing the eighth embodiment.

Fig. 16 is a plan view showing a ninth embodiment thereof.

FIG. 17 is a cross-sectional view taken along the line VII-VII of FIGS. 14, 29, and 39 in an arrow direction.

18 is a cross-sectional view taken along the line VII-VII of FIGS. 15, 30, and 40 in the direction of the arrow.

19 is a cross-sectional view taken along the line VII-VII of FIGS. 16, 31, and 41 in the direction of an arrow.

FIG. 20 is a partial side view showing a modification of the alligator type crossmember 16 in FIGS. 17 to 19. FIG.

21 is a plan view showing a tenth embodiment.

FIG. 22 is a diagram showing the stress generation mode of the cross member 16 in the first embodiment as compared with the conventional apparatus shown in FIG. 43 (common to the second and third inventions).

23 is a plan view showing a first embodiment of the second invention.

24 is a plan view showing a second embodiment of the second invention;

25 is a plan view showing a third embodiment of the second invention.

26 is a plan view showing a fourth embodiment of the second invention.

27 is a plan view showing a fifth embodiment of the second invention.

28 is a plan view showing a sixth embodiment of the second invention.

29 is a plan view showing a seventh embodiment of the second invention.

30 is a plan view showing an eighth embodiment of the second invention.

31 is a plan view showing a ninth embodiment of the second invention;

32 is a plan view showing a tenth embodiment of the second invention.

33 is a plan view showing a first embodiment of the third invention;

34 is a plan view showing a second embodiment of the third invention;

35 is a plan view showing a third embodiment of the third invention;

36 is a plan view showing a fourth embodiment of the third invention.

37 is a plan view showing a fifth embodiment of the third invention.

38 is a plan view showing a sixth embodiment of the third invention;

39 is a plan view showing a seventh embodiment of the third invention.

40 is a plan view showing an eighth embodiment of the third invention;

41 is a plan view showing a ninth embodiment of the third invention;

42 is a plan view showing a tenth embodiment of the third invention;

43 is a partial plan view showing a typical configuration of a previous chassis frame.

Explanation of symbols on the main parts of the drawings

(10): Undercarriage frame 12: Side rail

(16): Cross member (18): Rivet

G: Equivalent center of rivet (18) forces

The present invention relates to a chassis frame for truck-borne vehicles.

A typical truck has a chassis frame consisting of side rails each having a cross-sectional shape of a left and right pair extending in front and rear directions in a car, and a plurality of cross members disposed in the vehicle width direction and each end of which is fixed to the side rails. The front vehicle side and the rear vehicle side are mounted on the chassis frame via a suspension device, respectively, and a steering wheel, an engine, a carrier, and the like are mounted on the vehicle chassis frame.

As the cross member, a so-called vice-cross type cross member having a V-shaped extension at both ends coupled to a groove-shaped member, an I-shaped member, and a side array is suitably employed.

When a vehicle such as a track is driven at high speeds, for example, in a heavy load with heavy unevenness, the body frame has a large torsional load, and the cross member has a large stress in the vicinity of the joint with the side rail. This happens. Referring to FIG. 43 for a typical configuration of the side rail and cross member coupling portions in the conventional chassis frame, reference numeral 10 in the drawing collectively denotes the chassis frame, and the chassis frame extends in the front and rear directions of the vehicle body. A pair of left and right cross sections are provided with side rails 12 having a groove shape. (In the drawing, only the side array on the left side is shown.) A gusset 14 having a groove shape in cross section is inserted into the side rail 12, and the cohabitation sheet 14 has its web ( 14W) is fixed to the web 12W of the side rail by a plurality of rivets 20. Numeral 16 denotes a cross member whose cross-sectional shape is grooved, and the width Yo of the upper and lower flanges 16f in the front and rear directions (Y direction in the drawing) is substantially over the entire length of the vehicle width direction (x direction in the drawing). The two ends are fixed to the upper and lower flanges 14W of the gusset 14 by a plurality of rivets 18, respectively.

A torsion test was performed on the chassis frame 10 including the crossmember 16 to investigate the stress generated at the free end edge of the crossmember flange 16f, as indicated by the dotted line S ₁ in FIG. The same result was obtained. In FIG. 22, the longitudinal side represents the generated stress 0 kgf / mm 2, and the horizontal axis represents the vertical plane passing through the centerline in the front and rear direction of the body of the cross member 16, in other words, the distance X from the vehicle symmetry plane, and X ₁ is the above. The intersection with the gusset 14 and X ₂ indicated the outer width direction outer edge of the cross member 16, respectively. As indicated by the curve S ₁ , the stress generated at the end edge of the flange 16f increases gradually as it is pushed outward from the vehicle symmetrical surface in the vehicle width direction to the maximum value at the intersection X ₁ with the gusset 14. After that, it rapidly decreases toward the outer edge X ₂ in the vehicle width direction, but a large stress is generated near the intersection X ₁ with the gusset 14, and it is confirmed that defects such as cracks are likely to occur at this portion. .

The inventions of the first to third aspects of the present invention are to reduce the stress generated near the engaging portion of the undercarriage frame in the vicinity of the undercarriage frame, to effectively avoid the breakage of the crossmember, and to improve the durability and reliability of the undercarriage frame. It is for the purpose.

In the present specification, the term "equivalent center" is defined as follows with respect to a plurality of rivets in which both end portions of the cross member in the vehicle width direction are fixed to the side rails without interposing a gusset.

That is, in Fig. 8, rivets R ₁ , R ₂ ,... R _i . The transverse elastic modulus of R _n is G ₁ , G ₂ . G _i … G _n , and the cross-sectional area of each rivet is a ₁ , a ₂ ,. a _i … a _n X and Y coordinates of each rivet are represented by X ₁ , X ₂ . X _i … X _n and Y ₁ , Y ₂ . Y _i … When Y _n , the X coordinates Xg and Yg of the equivalent center G are expressed as follows.

The vehicle chassis frame according to the first aspect of the present invention is designed to achieve the above object, and is formed by fastening both ends of cross members extending in the vehicle width direction to side rails extending in the front and rear directions by a plurality of rivets. the cross revolving Vega vehicle mirror plane in the vehicle width direction from a width of the vehicle body front-rear direction at the position P _B in the vicinity of the equivalent center of the plurality of rivet-based distance X _B in the vehicle width direction to Y _B, and from the vehicle, the mirror plane with (Y _B / Y _A ) ² = 1.5 to 2.5 when the width in the front and rear direction at the position P _A at the distance X _A = X _B / 2 is set to Y _A , and the above P _A and P _B The free end edge has a planar shape extending linearly toward the outside in the vehicle width direction.

According to the first aspect of the present invention, the planar shape near the end of the cross member with the side rail of the cross member is defined as the width Y _{B in} the front and rear direction of the vehicle body at the position X _B near the special shape, that is, the equivalent center of the plurality of rivets, and the vehicle symmetric surface (Y _B / Y _A ) ² = 1.5 to 2.5 between Y and the width Y _A in the vehicle body front and rear direction at the bipartite position X _A between the position X _B and the position X _A to Y _Since the width of the vehicle body front and rear direction at each intermediate position reaching _B is changed linearly from Y _A to Y _B , the maximum stress occurring near the engaging portion of the cross member with the side rail is greatly reduced. .

The vehicle chassis frame according to the second aspect of the present invention is designed to achieve the above object, and is formed by fastening both ends of cross members extending in the vehicle width direction to side rails extending in the front and rear directions by a plurality of rivets. , in the vehicle-width direction, the width of the vehicle body front-rear direction at the position P _B of a near equivalent center of the plurality of rivets, wherein the cross member is placed a distance X _B in the vehicle width direction from the vehicle the mirror plane to the Y _B, and since in the vehicle plane of symmetry When the width in the front and rear direction of the vehicle body at the position P _A at the distance X _A = X _B / 2 was Y _A , and the distance from the symmetry plane of the vehicle to the equivalent center was L _G , (Y _B / Y _a) ² = 1.5 ~ 2.5, and also that has a planar shape that forms a block-shape curve of a curvature larger than the curvature of the free end edges of the L-shaped _G between the P _a and P _B It is characterized.

According to the second aspect of the present invention, the plane shape near the end of the cross member with the side rail of the cross member is defined as the width Y _{B in} the front and rear directions of the vehicle body at a position X _B near the equivalent center position of the plurality of rivets, and the vehicle symmetry plane. and between the width Y _a of the vehicle body front-rear direction in the bisecting position X _a of between the position X _B, (Y _B / Y _a) and is a ² = 1.5-2.5 relationship, and at the position X _a Since the planar shape of the free end edge extending from XB to X _B forms a block curve shape with a curvature larger than the curvature L _G , the maximum stress occurring near the engaging portion with the side rail of the cross member is greatly reduced.

The chassis frame of the vehicle according to the third aspect of the present invention has been devised to achieve the above object, and both ends of cross members extending in the vehicle width direction are fastened to the side rails extending in the front and rear directions by a plurality of rivets. according to made, the width of the cross-member is a vehicle body forward and backward at the position P _B of a near equivalent center of said plurality of rivet-based distance X _B in the vehicle width direction from the vehicle mirror plane direction to Y _B, and since in the vehicle chingmyeon When the width of the vehicle body front-back direction at the position P _A having almost X _A = X _B / 2 in the vehicle width direction is Y _A , and the distance from the symmetry plane of the vehicle to the equivalent center is L _G , and ^{_{Y B / Y a) 2 =}} 1.5 ~ 2.5, and also that the shape of the free end edge in between the P _a and P _B having a planar shape forms a concave curved shape of a larger curvature than the curvature L _G To be characterized.

According to the third aspect of the present invention, the plane shape near the end of the cross member with the side rail of the cross member is defined by the width Y _{B in} the front and rear directions of the vehicle body at the position X _B near the equivalent center position of the plurality of rivets and the vehicle symmetrical surface. and between the width Y _a of the vehicle body front-rear direction in the bisecting position X _a of between the position X _B, (Y _B / Y _a) and is a ² = 1.5-2.5 relationship, and at the position X _a Since the planar shape of the free end edge extending from XB to X _B forms a shallow concave curve having a curvature larger than the curvature L _G , the maximum stress occurring near the engaging portion of the cross member with the side rail is greatly reduced.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. (In addition, members or parts substantially the same as or corresponding to the conventional configurations described with reference to FIG. 43 are given the same reference numerals, and redundant descriptions are omitted.) First, shown in FIG. 1, FIG. 4 and FIG. In the first embodiment of the present invention, the cross member 16 is provided with a vertical flange 16f 'formed by extending the upper and lower flanges 16f outward in the vehicle width direction to bend in a right angle direction and having a vertical flange 16f. ') Is fixed to the web 12W of the side rails 12 by a plurality of rivets 18. Since the plurality of rivets 18 are arranged on the web 12W of the side rail 12, the distance l _G / 2 between the equivalent center G and the vehicle symmetrical surface Y _O is substantially in the vehicle width direction of the cross member 16. That is, it is equal to 1/2 of the total length of the X direction.

The shape of the planar shape that is upper and lower flanges (16f) of the cross member 16 is formed to be a of the vehicle body front and rear width substantially equal to up the intermediate position P _A in the vehicle width direction from the vehicle plane of symmetry Y _O as illustrated Y _A, It is formed so that the width in the front-back direction of the vehicle body extends linearly to Y _B from the same position P _A to a position P _B close to the outer end of the vehicle width direction. In detail, the position P _B is set near the equivalent center G (including the center position G, of course) in the vehicle width direction, and the intermediate position P _A differs from the distance X _A from the vehicle symmetry plane Y _O. 1/2 of the distance X _B from the vehicle symmetrical surface Y _O of P _B , in other words, is set at the second half point of the straight line OP _B in FIG. 1. Then, a relationship of (Y _B / Y _A ) ² = 2 is formed between the widths Y _A and Y _{B at} the positions P _A and P _B.

The undercarriage frame having the crossmember 16 having the above-described shape was subjected to a torsion test under the same conditions as the former undercarriage frame shown in FIG. 23, and was generated at the free end edge of the upper and lower flanges 16f of the crossmember. As the pressure was measured, as indicated by the solid line S ₂ in FIG. 22, the maximum stress generated near the engagement portion with the side rails 12 was sufficiently reduced, and thus the safety against the bad road driving under an overload condition was sufficiently reduced. It was confirmed that high, durability and reliability can be improved significantly. 5 shows the vertical flange 16W 'on the web 16W of the crossmember 16 when the crossmember 16 is coupled to the web 12W of the side rail 12 by means of rivets 18. ), And the maximum stress of the cross-member flange 16f is substantially the same as that of FIG. 4 in the configuration of the first embodiment in which the copper flange 16W 'is coupled to the web 12W of the side rail. Similarly, it can be reduced.

The test was performed by varying Y _B in the width Y _A in the front and rear direction of the vehicle body of the cross member flange 16f, where (Y _B / Y _A ) ² = 2 is optimal, and this value is 2.5. When the above is reached, the force reduction effect reaches the limit and causes inconvenience to increase the weight unnecessarily. On the other hand, when the value is 1.5 or less, it is confirmed that the stress reduction effect is not sufficient and the strength anxiety increases.

2 and 6 show a second embodiment of the present invention, in which the cross-member 16 of the groove-shaped cross section having the same planar shape as that of the first embodiment has its upper and lower flanges. 16f is fixed to the upper and lower flanges 12f of the side rails 12 by a plurality of rivets 18. Distance from the equivalent center of the rivet the group from the vehicle plane of symmetry Y _O G substantially equal distance X _B in the position P _B flanges car width Y _B in the front-rear direction and a vehicle of (16f) in the plane of symmetry Y _O X _A = X _B (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship of two is established between the width Y _A in the vehicle body front-rear direction at a bipartite position P _A of ^1/2 .

3 and 7 show a third embodiment of the present invention, in which the top and bottom flanges 16f of the cross member 16 of the groove-shaped cross section having the same planar shape as the first embodiment are shown in this embodiment. ) Is secured by a plurality of rivets 18 to corresponding flanges 14f of the gusset 14 having a groove-shaped cross-sectional shape, and the gussets 14 are formed on the side rails adjacent to the web 14W. It is fixed to the web 12W by the rivet 20. From the vehicle symmetrical surface Y _O , the width Y _{B in} the front and rear direction of the vehicle body of the flange 16f at the position P _B of the equidistant X _B substantially equivalent to the equivalent center G of the plurality of rivets 18, and from the vehicle symmetrical surface Y _O (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship of 2 is established between the width Y _A in the front and rear direction of the body at the bipartite position P _A having a distance X _A = X _B / 2. The dimension of is determined.

The torsion tests were conducted on the second and third embodiments, respectively, and the stresses generated at the free end edges of the cross member flanges 16f were examined. Both of them obtained results close to the curve S ₂ of FIG. It was confirmed that the maximum stress generated in the flange 16f near the engagement with the rail 12 can be reduced more effectively than before.

9 shows a fourth embodiment of the present invention, in which a cross member 16 having an I-shaped cross-sectional shape as shown in FIG. 12 is used. The crossmember 16 has a vertical flange 16f 'similar to that of FIG. 4 formed by extending the upper and lower flanges 16f outward and bending it in the vertical direction, with a plurality of rivets 18 for the side rail web 12W. Stuck to

The cross member 16 is a vehicle body front and rear of the flange (16f) in the distance from the same plane of symmetry Y _O located towards the plane of symmetry Y _O some vehicle from the equivalent center G of a plurality of rivets 18 to the position P _B of X _B When the width in the direction is Y _B and the width in the front and rear direction of the vehicle body of the flange 16f at the position P _A at a distance X _A = X _B / 2 from the vehicle symmetry plane Y _O is Y _A , Y _The relationship between (Y _B / Y _A ) ² = 1.5 to 2.5, preferably 2, is established between _B and Y _A , and a plane shape in which the flange 16f extends linearly between P _A and P _B. It is formed to represent.

As described above, a chassis frame including a cross member 16 having a planar shape having a flat shape near the engaging portion with the side rails 12 extending outwardly and a width in the front and rear directions of the vehicle body substantially equal to the entire length are conventional. A torsion test was carried out on the chassis frame having the cross member of the I-shaped cross section, and the generated stress at the free end edge of the upper and lower flanges 16f of the cross member was prepared. As in the case of the present invention, it was confirmed that the maximum stress was remarkably reduced and thus the durability and reliability could be effectively improved, compared with the conventional type of crossmember.

10 shows a fifth embodiment of the present invention, in which the cross member 16 having an I-shaped cross section having the same planar shape as the fourth embodiment has its upper and lower flanges 16f sided. A plurality of rivets 18 are fixed to the corresponding upper and lower flanges 12f of the rail 12. Equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O G substantially equal distance away from the width Y _B, and a vehicle plane of symmetry Y _O of the vehicle body front-rear direction of the flange (16f) at the position P _B of X _B X _A = X _B / 2 (Y _B / Y _a) between the two halves with a width Y position _a of the vehicle body front-rear direction of the P _a ² = 1.5 ~ 2.5 and preferably it is set to the second relationship is established.

11 shows the sixth embodiment of the first invention, in which the cross-member 16 having an I-shaped cross section having the same planar shape as that of the fifth embodiment is formed with the upper and lower flanges 16f. Is fixed to the corresponding flanges 14f of the gusset 14 having a grooved section by a plurality of rivets 18, respectively, and the movable sheet 14 has a web of side rails adjacent to the web 14W. 12W) is fixed by the rivet 20. From the symmetry plane Y _O of the vehicle, the width Y _{B in} the front and rear direction of the vehicle body of the flange 16f at the position P _B of the equidistant X _B substantially equivalent to the equivalent center G of the plurality of rivets 18, and from the vehicle symmetry plane Y _O. (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, the two-member relationship is established between the width Y _A in the front and rear direction of the body at the bipartite position P _A having the distance X _A = X _B / 2. The dimensions are determined.

Torsion tests were carried out for the fifth and sixth embodiments, respectively, and the stresses generated at the free end edges of the cross member flanges 16f were examined, so that the width of the front and rear directions of the flanges 16f was equal to the overall length of the vehicle width direction. Compared with the generated stresses of the flange free end edges of the crossmembers of the cross section of the normal I-shaped cross section, which are substantially equivalent throughout, the results are almost similar to the curves S ₂ and S ₁ in FIG. 22, and the fifth and sixth embodiments. In the present invention, it was confirmed that the maximum stress generated was remarkably reduced, and thus the improvement in durability and reliability was effectively achieved. Also, instead of the cross member 16 having a so-called integral I-shaped cross-sectional shape as shown in FIG. 12, the grooved cross-sectional members 16a and 16b as shown in FIG. 13 are matched. As a result, it was confirmed that substantially the same effect can be obtained also in the assembled crossmember 16 which is integrally coupled by the rivet 22 to form an I-shaped cross section.

FIG. 14 shows a seventh embodiment of the first invention, in which the upper member 16u has a hat-shaped cross-sectional shape in which most of the entire length except for both ends thereof is hatched as shown in FIG. ) And the lower member (16ℓ) consisting of a flat plate are integrally joined by a plurality of rivets 24, and almost the entire length except for both ends is of a closed cross-sectional structure, and at both ends, the upper member (16u) and the lower part An erecting crossmember 16 is used in which the member 16L is expanded into a V shape and the mounting flanges 16u 'and 16L' are formed at the respective leading ends thereof. The copper cross member 16 is fixed to the verb rail 12 by fastening the mounting flanges 16u 'and 16l' to the side rail web 12W by a plurality of rivets 18. (In addition, the lower member 16L of the cross member 16 is formed as a hat-shaped cross-section member similarly to the upper member 16u, and is integrally coupled by the rivet 24 so as to face each other so that the cross member 16 can be connected. It may form a.)

Wherein the cross member 16 and the width of the vehicle body front-rear direction at the position P _B substantially coincides with the equivalent center G of a plurality of rivets (18) and placed a distance X _B from the vehicle plane of symmetry Y _O to Y _B, between the Y _B and Y _a when the width of the vehicle body front-rear direction of the distance X _a = X _B / 2 by a distance P _a from the vehicle plane of symmetry Y _O to _{Y a (Y B / Y a} ) 2 = 1.5 to 2.5, and preferably a second soft association establishment, also has the planar shape of the cross member is formed to indicate a to linearly widening in a V-shape in between P _a and P _B.

The torsion frame with the cross member 16 having the planar shape as described above and the undercarriage frame with the conventional vice-indented cross member having substantially the same width in the front and rear direction over the entire length are twisted in almost the same condition. The test was carried out to investigate the generated stresses at the front and rear end edges of the crossmembers. As in the case of the crossmembers of the groove-shaped cross section and the crossmembers of the I-shaped cross section, the maximum stress was remarkable in this embodiment as compared with the conventional one. It was confirmed that the reduction was achieved, and thus improvement in durability and reliability were achieved.

15 and 18 show an eighth embodiment of the present invention. In this embodiment, as in the seventh embodiment, end portions in the vehicle width direction of the upper member 16u and the lower member 16l of the erect cross-member 16 having a planar shape are respectively provided on the plurality of rivets 18. The upper and lower flanges 12f of the side rails 12 are fastened to each other. The cross member 16 is equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O G with substantially the width of the vehicle body front-rear direction at the position of equal distance P _B to Y _B, and the distance from the vehicle plane of symmetry Y _O X _A = X _B / 2 time as much as hayeoteul the width of the vehicle body front-rear direction at the position apart P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 and preferably two Relationships are formed.

16 and 19 show a ninth embodiment of the first aspect of the present invention, in which the upper member of the vice-cross type cross member 16 having the same planar shape as that of the seventh embodiment ( 16u) and the end portion in the vehicle width direction of the lower member 16L are fixed to the corresponding flange 14f of the gutter 14 having a groove-shaped cross section by a plurality of rivets 18, respectively. ) Is fixed to the web 14W by the rivet 20 to the web 12W of the adjacent side rail. The cross member 16 from the vehicle plane of symmetry Y _O a width of the vehicle body front-rear direction of the equivalent center G substantially the position P _B to the equal distance X _B of the plurality of rivets 18 to the Y _B, and the vehicle plane of symmetry distance from the _{Y O X a = X B /} 2 time as much as hayeoteul a position apart the width of the vehicle body front-rear direction of the P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 Preferably, a relationship of two is established.

In the eighth and ninth embodiments, the torsion test was carried out to investigate the generated stresses at the front and rear edges of the crossmembers. As in the seventh embodiment, the vicinity of the coupling portion with the side rails 12 was observed. It was confirmed that the maximum stress generated in the retardation was significantly reduced than before. In addition, in the erode cross member 16 shown in FIGS. 17 to 19, both the upper member 16u and the lower member 16L extend over the entire length of the cross member, and the V-shaped portions at both ends of the vehicle width direction are provided. Closed cross section is formed in the middle part except the part to give relatively high torsional stiffness, but as shown in FIG. 20, the lower member 16L is fixed only to the end of the upper member 16u so that the V-shaped Since the middle part of the cross member is formed only by the upper member 16u of the open end surface by forming one side part, the same effect is substantially the same also in the erode cross member 16 with a relatively low torsional rigidity. Can be obtained.

Next, in the tenth embodiment of the first invention shown in FIG. 21, two crossmembers 16 of the groove-shaped cross sections similar to those of the first to third embodiments are arranged side by side at intervals C in the front and rear directions of the vehicle body. As one thing, the said space | interval C is 30 mm-80 mm, for example. Each cross member 16 is fixed to the upper and lower flanges 16f by the plurality of rivets 18 to the upper and lower flanges 14f of the common gusset 14 having a cross-sectional groove shape. The web 14W is fixed to the web 12W of the side rail by a plurality of rivets 20.

Also in this embodiment, each cross member 16 is configured in the same manner as in the third embodiment shown in FIG. 3, so that the maximum stress generated at the free end edge of each cross member flange 16f can be reduced. Therefore, it is possible to effectively prevent the cross member from being damaged, thereby improving its durability and reliability. In addition, the two parallel members 16 are fastened to the web 12W of the side rail 12 by a plurality of rivets 18, as in the first embodiment shown in FIG. Similarly to the second embodiment shown in FIG. 2, in the case where the plurality of rivets 18 are fixed to the upper and lower flanges 12f of the side rails 12, the planar shape of each cross member 16 is respectively first. Also, by forming substantially the same as in FIG. 2, the same effects as in the tenth embodiment can be obtained.

In addition, in all the above embodiments, even if the cross member 16 is bent upward and downward in order to avoid interference with the differential gear device, floppler shaft, or the like, the effects and advantages of the first invention are substantially unchanged.

As described above, the vehicle chassis frame according to the first invention is formed by fastening both ends of cross members extending in the vehicle width direction to side rails extending in the front and rear directions of the vehicle body by a plurality of rivets. The distance in the vehicle width direction from the vehicle symmetry plane to the vehicle width direction X _A = X from the vehicle symmetry plane is Y _B as the width in the front-rear direction at the position P _B near the equivalent center of the plurality of rivets having the distance X _B in the vehicle width direction from the symmetry plane. _B / 2-based position when the width of the vehicle body front-rear direction of the P _a to _{Y a, (Y B / Y} a) 2 = 1.5 ~ 2.5 , and also the free end end between the said P _a and P _B The shape of the part has a flat shape that extends linearly outward in the vehicle width direction. It can be ever reduced to prevent the breakage, cross member further has the advantage that can improve the durability and reliability of the chassis frame.

Next, Examples 23 to 32 of the second invention will be described in detail.

First, in the first embodiment of the second invention shown in FIGS. 23 and 4, the cross member 16 is formed by extending the upper and lower flanges 16f outward in the vehicle width direction and bending them at right angles. The vertical flange 16f 'is provided, and the vertical flange 16f' is fixed to the web 12W of the side rail 12 by a plurality of rivets 18. As shown in FIG. Since the plurality of rivets 18 are arranged on the web 12W of the side rails 12, the distance L _G between the equivalent center G and the vehicle symmetrical surface Y _O is substantially the vehicle width direction of the cross member 16. It is equal to 1/2 of the total length of the X direction.

The shape of the cross member 16, the planar shape that is upper and lower flanges (16f) of being formed of a vehicle-width intermediate position P _A of the vehicle body front and rear width is substantially the same Y _A as by the direction from the vehicle plane of symmetry Y _O As shown, the copper From the position P _A to the position P _B close to the outer end in the vehicle width direction, the shape of the free end edge of the flange 16f is formed so as to form a gentle convex curve having a curvature larger than the curvature L _G. More specifically, the position P _B is the distance X _A from the equivalent center is set near (of course including a center of gravity G) of G, an intermediate position P _A is the vehicle plane of symmetry Y _O with respect to the vehicle width direction wicha P distance from the vehicle-Y plane of symmetry _O of the _B X _B 1/2, in other words, it is set to the bisecting point of the straight line OP _B according to claim 23 degrees. The relationship of (Y _B / Y _A ) ² = 1.5 to 2.5 is formed between the widths Y _A and Y _{B at} the positions P _A and P _B.

The undercarriage frame having the crossmember 16 having the above-described shape was subjected to a torsion test under the same conditions as the previous undercarriage frame shown in FIG. 43, and at the free end edge of the upper and lower flanges 16f of the crossmember. As the generated stress was measured, as indicated by the solid line S ₂ in FIG. 22, the maximum stress generated near the engagement portion with the side rail 12 was sufficiently reduced, and thus the safety and the durability against the rough road driving were high. And it was confirmed that the reliability can be remarkably improved.

The test was performed by varying Y _B with respect to the width Y _A in the front and rear direction of the vehicle body of the cross member flange 16f, wherein (Y _B / Y _A ) ² = 2 is optimal, and this value is 2.5 or more. When the stress reduction effect reaches the limit, it is inconvenient to increase the weight increase unnecessarily. On the other hand, when the value is less than 1.5, the stress reduction effect is not sufficient, and the curvature of the convex curve edge is smaller than L _G. It was confirmed that the effect of stress reduction was inferior to weight gain.

Next, FIGS. 24 and 6 show a second embodiment of the present invention, in which the cross member 16 of the groove-shaped cross section having the same planar shape as that of the first embodiment has its top and bottom sides. The flange 16f is fixed to the upper and lower flanges 12f of the side rails 12 by a plurality of rivets 18. Distance from the equivalent center of the rivet the group from the vehicle plane of symmetry Y _O G substantially equal distance X _B in the position P _B flanges car width Y _B in the front-rear direction and a vehicle of (16f) in the plane of symmetry Y _O X _A = X _B (Y _B / YA) ² = 1.5 to 2.5 Preferably, a relationship of 2 is established between the width Y _A in the front and rear direction of the vehicle body at a bipartite position P _A of ^1/2 .

25 and 7 show a third embodiment of the present invention, in which the top and bottom flanges 16f of the cross member 16 of the groove-shaped cross section having the same planar shape as the first embodiment are shown in this embodiment. ) Is secured by a plurality of rivets 18 to corresponding flanges 14f of the gusset 14 having a groove-shaped cross-sectional shape, and the gussets 14 are formed on the side rails adjacent to the web 14W. It is fixed to the web 12W by the rivet 20. The width Y _{B in} the front and rear direction of the vehicle body of the flange 16f at the position P _B of the equidistant distance X _B substantially from the equivalent center G of the plurality of rivets 18 from the cold symmetrical surface Y _{O, and} from the vehicle symmetrical surface Y _O. (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship of 2 is established between the width Y _A in the front and rear direction of the body at the bipartite position P _A having a distance X _A = X _B / 2. The dimension of is determined.

The first and second embodiment and the performing the respective torsion test with respect to the third embodiment obtained stunning results in the bar, all the 22-degree curve S ₂ were examined the generation stress of the free end edge of the cross member flange (16f), the side It was confirmed that the maximum stress generated in the flange 16f in the vicinity of the engaging portion with the rail 12 can be reduced more effectively than before.

FIG. 26 shows a fourth embodiment of the second invention, in which a crossmember 16 having an I-shaped cross-sectional shape as shown in FIG. 12 is used. The cross member 16 has a vertical flange 16f 'similar to that of FIG. 4 formed by extending the upper and lower flanges 16f outward and bending it in an upward direction to the plurality of rivets 18 to form a side rail web 12W. Stuck on

The cross member 16 is located slightly on the vehicle symmetrical surface Y _O from the equivalent centers G of the plurality of rivets 18, and the distance from the co-symmetrical surface Y _O is front and rear of the vehicle body of the flange 16f at the position P _B of X _B. the width in Y _B, and from the vehicle plane of symmetry Y _O X _a = X _B / 2 time as much as a distance hayeoteul the width of the vehicle body front-rear direction of the flange (16f) of the P _a to Y _a, Y _B and Y _A relationship between (Y _B / Y _A ) ² = 1.5 to 2.5, preferably 2, is established between _A and the shape of the flange 16f is greater than the curvature L _G between P _A and P _B. It is formed to show a smooth convex curve shape.

As described above, a chassis frame having a cross member 16 having a planar shape in which a portion adjacent to the side rail 12 is extended outwardly convexly curved, and a width in the front and rear direction of the vehicle body through the entire length is substantially The undercarriage test was carried out on a chassis frame having a cross section of a normal I-shaped cross section equal to, and the stress at the free end of the top and bottom flanges 16f of the cross member was prepared in the groove type. As in the case of the cross-member of the cross section, it was confirmed that the maximum stress was remarkably reduced and thus the durability and reliability could be effectively improved than the conventional cross member.

FIG. 27 shows the fifth embodiment of the second invention. In this embodiment, the cross member 16 having an I-shaped cross section having the same planar shape as that of the fourth embodiment has the upper and lower flanges 16f. A plurality of rivets 18 are fixed to the upper and lower flanges 12f of the side rails 12. Distance from the vehicle of the vehicle body from the plane of symmetry Y _O The rivet group equivalent center G and substantially equidistant flanges (16f) at the position P _B of X _B in the front-rear direction width YB, and a vehicle plane of symmetry Y _O X _A = X _B / 2 between two equally divided positions between the width _a of the vehicle body front-rear direction Y of the P _a, and is formed such that ^{_{(Y B / Y a) 2}} = 1.5 ~ 2.5, preferably from 2 relationship is satisfied.

28 shows a sixth embodiment of the second invention. In this embodiment, the cross member 16 having an I-shaped cross section having the same planar shape as that of the fifth embodiment is formed with the upper and lower flanges 16f. Is fixed to the corresponding flanges 14f of the gutter seat 14 having the groove-shaped cross section by a plurality of rivets 18, and the cohabitation sheet 14 has a web of side rails adjacent to the web 14W. 12W) is fixed by the rivet 20. From the symmetrical surface Y _O of the vehicle, the width Y _{B in} the front and rear direction of the vehicle body of the distance flange 16f at the position P _B of the equidistant X _B substantially equal to the equivalent center G of the plurality of rivets 18 and the vehicle symmetrical surface Y _O. (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship is established between the width Y _A in the front and rear direction of the vehicle body at a bipartite position P _A having a distance X _A = X _B / 2 Each part is dimensioned as much as possible.

Torsion tests were carried out for the fifth and sixth embodiments, respectively, and the stresses generated at the free end edges of the cross member flanges 16f were examined so that the width of the copper flange 16f in the front-rear direction of the vehicle body was in the entire length of the vehicle-width direction. Compared with the generated stress at the edge of the flange free end of the cross member of the cross section of the I-shaped cross section, which is substantially equivalent, the result is almost similar to the curves S2 and S1 in FIG. 22, and in the fifth and sixth embodiments, In addition, it was confirmed that the maximum stress generated was remarkably reduced, and thus the improvement in durability and reliability could be effectively achieved. In addition, instead of the cross member 16 having a so-called integrated I-shaped cross-sectional shape as shown in FIG. 12, the grooved end faces 16a and 16b as shown in FIG. It was confirmed that substantially similar effects can be obtained also in the assembled crossmember 16 which is integrally coupled by the rivet 22 to form an I-shaped cross section.

FIG. 29 shows the seventh embodiment of the 27th invention of the present invention. In this embodiment, as shown in FIG. 17, the upper member (most of which has a hat-shaped cross-sectional shape in most of its length except for both ends) 16u) and the lower member 16l are integrally combined by a plurality of rivets 24, and almost the entire length except the ends is of a closed cross-sectional structure, and the upper member 16u and the lower member 16l are provided at both ends. ), The vice-versus crossmember 16 is used in which the mounting flanges 16'u and 16L 'are formed at each tip end thereof in a V-shape. The copper cross member 16 is fixed to the copper side rail 12 by fastening the mounting flanges 16u 'and 16l' to the side rail web 12W by a plurality of rivets 18. (The lower member 16L of the cross member 16 is a member having a hat-shaped cross section similarly to the upper member 16u, and is integrally joined by the rivets 24 so as to face each other so that the cross member 16 can be integrated. It may form a.)

Wherein the cross member 16 and the width of the vehicle body front-rear direction at the position P _B substantially coincides with the equivalent center G of a plurality of rivets (18) and placed a distance X _B from the vehicle plane of symmetry Y _O to Y _B, When Y _A is the width of the vehicle body in the front-rear direction at the position P _A separated by the distance X _A = X _B / 2 from the vehicle symmetrical surface Y _O (Y _B / Y _A ) ² = between Y _B and Y _A 1.5 to 2.5 Preferably, a two-way relationship is established, and between P _A and P _B , the planar shape of the cross member is formed so that the curvature larger than the curvature L _G is formed to have a gentle convex curve shape.

The torsion frame with the cross member 16 having the planar shape as described above and the undercarriage frame with the conventional vice-indented cross member having substantially the same width in the front and rear direction over the entire length are twisted in almost the same condition. The test was carried out to investigate the generated stresses at the front and rear end edges of the crossmembers. As in the case of the crossmembers of the groove-shaped cross section and the crossmembers of the I-shaped cross section, the maximum stress was remarkable in this embodiment as compared with the conventional one. It was confirmed that the reduction was achieved, and thus improvement in durability and reliability were achieved.

30 and 18 show an eighth embodiment of the present invention. In this embodiment, as in the seventh embodiment, end portions in the vehicle width direction of the upper member 16u and the lower member 16l of the erect cross-member 16 having a planar shape are respectively provided on the plurality of rivets 18. The upper and lower flanges 12f of the side rails 12 are fastened to each other. The cross member 16 is equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O G with substantially the width of the vehicle body front-rear direction at the position of equal distance P _B to Y _B, and the distance from the vehicle plane of symmetry Y _O X _A = X _B / 2 time as much as hayeoteul the width of the vehicle body front-rear direction at the position apart P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 and preferably two Relationships are formed.

31 and 19 show a ninth embodiment of the second invention, in which the upper member (1) of the erode cross member 16 having the same planar shape as that of the seventh embodiment ( 16u) and the end portion in the vehicle width direction of the lower member 16L are fixed to the corresponding flange 14f of the gutter 14 having a groove-shaped cross section by a plurality of rivets 18, respectively. ) Is fixed to the web 14W by the rivet 20 to the web 12W of the adjacent side rail. The cross member 16 from the vehicle plane of symmetry Y _O a width of the vehicle body front-rear direction of the equivalent center G substantially the position P _B to the equal distance X _B of the plurality of rivets 18 to the Y _B, and the vehicle plane of symmetry distance from the _{Y O X a = X B /} 2 time as much as hayeoteul a position apart the width of the vehicle body front-rear direction of the P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 Preferably, a relationship of two is established.

In the eighth and ninth embodiments, the torsion test was carried out to investigate the generated stresses at the front and rear edges of the crossmembers. As in the seventh embodiment, the vicinity of the coupling portion with the side rails 12 was observed. It was confirmed that the maximum stress generated in the retardation was significantly reduced than before. In addition, in the erode cross member 16 shown in FIGS. 17 to 19, both the upper member 16u and the lower member 16L extend over the entire length of the cross member, and the V-shaped portions at both ends of the vehicle width direction are provided. The closed section is formed in the middle part except the part to have a relatively high torsional rigidity, but as shown in FIG. 20, the lower member 16L is fixed only to the end of the upper member 16u so that one side of the V-shape is formed. Thus, the intermediate portion of the cross member is composed of only the upper member 16u of the open end face, so that the same effect can be obtained substantially in the erecting cross member 16 having a relatively low torsional rigidity.

Next, according to the tenth embodiment of the second invention shown in FIG. 32, two crossmembers 16 of the groove-shaped cross sections similar to those of the first to third embodiments are arranged side by side at intervals C in the front and rear directions of the vehicle body. As one thing, the said space | interval C is 30 mm-80 mm, for example. Each cross member 16 is fixed to each of the upper and lower flanges 16f by the plurality of rivets 18 on the upper and lower flanges 14f of the common gusset 14 having a cross-sectional groove. The web 14W is fixed to the web 12W of the side rail by a plurality of rivets 20.

Also in this embodiment, each cross member 16 is configured similarly to the third embodiment shown in FIG. 25, so that the maximum stress generated at the free end edge of each cross member flange 16f can be reduced. In addition, the durability of the cross member can be effectively prevented and the reliability and reliability can be improved. In addition, the two parallel members 16 are fastened to the web 12W of the side rail 12 by a plurality of rivets 18, as in the first embodiment shown in FIG. Similarly to the second embodiment shown in FIG. 24, even in the case where the plurality of rivets 18 are fixed to the upper and lower flanges 12f of the side rails 12, the planar shape of each cross member 16 is respectively made. The same effect as that of the tenth embodiment can be obtained by forming 23 degrees and almost the same as that of FIG. 24.

In addition, in all the embodiments of the present invention, even if the cross member 16 is bent upward and downward in order to avoid interference with the differential gear device, floppler shaft, or the like, the effects and advantages of the present invention are substantially unchanged.

As described above, the vehicle chassis frame according to the second invention is formed by fastening both ends of cross members extending in the vehicle width direction by a plurality of rivets to side rails extending in the front and rear directions of the vehicle body. The width of the vehicle body front-back direction at the position P _B near the equivalent center of the plurality of rivets having the distance X _B in the vehicle width direction from the vehicle symmetry surface is Y _B , and the distance in the vehicle width direction from the vehicle symmetry surface X _A = When the width in the front-rear direction at the position P _A at X _B / 2 is Y _A , and the distance from the same vehicle symmetric surface to the equivalent center is L _G , (Y _B / Y _A ) ² = 1.5 to 2.5, and the shape of the end of the free end between P _A and P _B has a planar shape that forms a convex curve of curvature larger than curvature L _G , Since the stress generated in the member can be effectively reduced to prevent the breakage, there is an advantage that the durability and reliability of the cross member, and further, the chassis frame, can be improved.

Next, an embodiment of the third invention will be described in detail with reference to the accompanying drawings.

First, in the first embodiment of the third invention shown in FIGS. 33 and 4, the cross member 16 is formed by extending the upper and lower flanges 16f outward in the vehicle width direction and bending them at right angles. The vertical flange 16f 'is provided, and the vertical flange 16f' is fixed to the web 12W of the side rail 12 by a plurality of rivets 18. As shown in FIG. Since the plurality of rivets 18 are arranged on the web 12W of the side rail 12, the distance L _G between the equivalent center G and the vehicle symmetrical surface Y _O is substantially the vehicle width direction of the cross member 16, that is, X It is equal to 1/2 of the total length of the direction.

The shape of the cross member 16, the planar shape that is upper and lower flanges (16f) of being formed of a vehicle-width intermediate position P _A of the vehicle body front and rear width is substantially the same Y _A as by the direction from the vehicle plane of symmetry Y _O As shown, the copper From the position P _A to the position P _B close to the outer edge in the vehicle width direction, the shape of the free end edge of the flange 16f is formed so as to form a gentle convex curve having a curvature larger than the curvature L _G. More specifically, the position P _B is set near the equivalent center G (including the center position G of course) with respect to the vehicle width direction, and the intermediate position P _A differs from the distance X _A from the vehicle symmetry plane Y _O. 1/2 of the distance X _B from the vehicle symmetrical surface Y _O of P _B , in other words, in FIG. 23, is set at the bisecting point of the straight line OP _B. The relationship of (Y _B / Y _A ) ² = 1.5 to 2.5 is formed between the widths Y _A and Y _{B at} the positions P _A and P _B.

The undercarriage frame having the crossmember 16 having the above-described shape was subjected to a torsion test under the same conditions as the previous undercarriage frame shown in FIG. 43, and at the free end edge of the upper and lower flanges 16f of the crossmember. As the generated stress was measured, as indicated by the solid line S ₂ in FIG. 22, the maximum stress generated near the engagement portion with the side rail 12 was sufficiently reduced, and thus the safety and the durability against the rough road driving were high. And it was confirmed that the reliability can be remarkably improved.

The test was performed by varying Y _B in the width Y _A of the cross member flange 16f in the front and rear directions of the vehicle body, and the value (Y _B / Y _A ) ² = 2 was optimal, and this value was 2.5 or more. When the stress reduction effect reaches the limit, it is inconvenient to increase the weight increase unnecessarily. On the other hand, when the value is less than 1.5, the stress reduction effect is not sufficient, and the curvature of the convex curve edge is larger than L _G. When it was small, it was confirmed that the effect of stress reduction was inferior to the weight increase.

34 and 6 show a second embodiment of the present invention, in which the cross member 16 of the groove-shaped cross section having the same planar shape as that of the first embodiment is formed. The flange 16f is fixed to the upper and lower flanges 12f of the side rails 12 by a plurality of rivets 18. Equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O X _G is substantially the distance from the equal distance X _B in the position P _B flange and the width Y _B of the vehicle body front-rear direction of (16f), the vehicle in the plane of symmetry Y _O X _A = (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship of 2 is established between the width Y _A in the front and rear direction of the vehicle body at the bipartite position P _A of X _B / 2.

35 and 7 show a third embodiment of the third invention, in which the upper and lower flanges of the cross member 16 of the groove-shaped cross section having the same planar shape as the first embodiment are shown in FIG. 16f is fixed by a plurality of rivets 18 to a corresponding flange 14f of the gutter 14 having a groove-shaped cross section, the gutter 14 being a side rail adjacent the web 14W. Is fixed to the web 12W by the rivet 20. The width Y _{B in} the front and rear direction of the vehicle body of the flange 16f at the position P _B of the equidistant distance X _B substantially from the equivalent center G of the plurality of rivets 18 from the cold symmetrical surface Y _{O, and} from the vehicle symmetrical surface Y _O. (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship of 2 is established between the width Y _A in the front and rear direction of the body at the bipartite position P _A having a distance X _A = X _B / 2. The dimension of is determined.

The first and second embodiment and the performing the respective torsion test with respect to the third embodiment obtained stunning results in the bar, all the 22-degree curve S ₂ were examined the generation stress of the free end edge of the cross member flange (16f), the side It was confirmed that the maximum stress generated in the flange 16f in the vicinity of the engaging portion with the rail 12 can be reduced more effectively than before.

FIG. 36 shows a fourth embodiment of the third invention, in which a crossmember 16 having an I-shaped cross section as shown in FIG. 12 is used. The cross member 16 has a vertical flange 16f 'similar to that of FIG. 4 formed by extending the upper and lower flanges 16f outward and bending it in an upward direction to the plurality of rivets 18 to form a side rail web 12W. Stuck on

The cross member 16 is located slightly on the vehicle symmetrical surface Y _O from the equivalent centers G of the plurality of rivets 18, and the distance from the co-symmetrical surface Y _O is front and rear of the vehicle body of the flange 16f at the position P _B of X _B. the width in Y _B, and from the vehicle plane of symmetry Y _O X _a = X _B / 2 time as much as a distance hayeoteul the width of the vehicle body front-rear direction of the flange (16f) of the P _a to Y _a, Y _B and Y _A relationship between (Y _B / Y _A ) ² = 1.5 to 2.5, preferably 2, is established between _A and the curvature of the flange 16f larger than the curvature L _G between P _A and P _B. It is formed to show a smooth convex curve shape.

As described above, a chassis frame including a cross member 16 having a planar shape in which the engaging portion with the side rail 12 is extended outwardly in a convex curve shape, and the width in the front and rear direction of the vehicle body substantially over the entire length thereof. The undercarriage of the chassis frame having the same cross section of the normal I-shaped cross section was subjected to a torsion test under almost the same conditions to prepare the generated stress at the free end edge of the upper and lower flanges 16f of the cross member. As in the case of the cross member, the maximum stress was remarkably reduced compared with the conventional cross member of the same type, and thus, durability and reliability could be effectively improved.

FIG. 37 shows the fifth embodiment of the third invention. In this embodiment, the cross member 16 having an I-shaped cross section having the same planar shape as that of the fourth embodiment has the upper and lower flanges 16f. A plurality of rivets 18 are fixed to the upper and lower flanges 12f of the side rails 12. Equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O G substantially equal distance away from the width Y _B, and a vehicle plane of symmetry Y _O of the vehicle body front-rear direction of the flange (16f) at the position P _B of X _B X _A = X _B / 2 between the two halves with a width Y position _a of the vehicle body front-rear direction of the _{P a, (Y B / Y} a) 2 = 1.5 ~ 2.5, and preferably is formed so that the second relation is satisfied.

38 shows the sixth embodiment of the third invention. In this embodiment, the cross member 16 having an I-shaped cross section having the same planar shape as that of the fifth embodiment is formed with the upper and lower flanges 16f. Is fixed to the corresponding flanges 14f of the gutter seat 14 having the groove-shaped cross section by a plurality of rivets 18, and the cohabitation sheet 14 has a web of side rails adjacent to the web 14W. 12W) is fixed by the rivet 20. From the symmetrical surface Y _O of the vehicle, from the equivalent center G of the plurality of rivets 18, the width Y _{B in} the front and rear direction of the vehicle body of the flange 16f at the position P _B of the equidistant distance X _B and from the vehicle symmetrical surface Y _O (Y _B / Y _A ) ² = 1.5 to 2.5 Preferably, a relationship is established between the width Y _A in the front and rear direction of the body at the bipartite position P _A having a distance X _A = X _B / 2 The dimensions of each part are determined.

Torsion tests were carried out for the fifth and sixth embodiments, respectively, and the stresses generated at the free end edges of the cross member flanges 16f were examined so that the width of the copper flange 16f in the front-rear direction of the vehicle body was in the entire length of the vehicle-width direction. Compared with the generated stress of the flange free end edge of the cross member of the cross section of the I-shaped cross section, which is substantially equivalent, the result is almost similar to the curves S ₂ and S ₁ in FIG. 22, and the fifth and sixth embodiments In the present invention, it was confirmed that the maximum stress generated was remarkably reduced, and thus the improvement in durability and reliability could be effectively achieved. Further, instead of the cross member 16 having a so-called integral I-shaped cross-sectional shape as shown in FIG. 12, the members 16a and 16b of the groove-shaped cross-section as shown in FIG. It was confirmed that substantially the same effect can be obtained also in the assembled crossmember 16 which integrally couple | bonded with the rivet 22 and formed the I-shaped cross section.

FIG. 39 shows the seventh embodiment of the third invention of the present invention. In this embodiment, as shown in FIG. 17, the upper member (most of which has a hat-shaped cross-sectional shape at most of its entire length except for both ends) 16u) and the lower member 16l are integrally combined by a plurality of rivets 24, and almost the entire length except the ends is of a closed cross-sectional structure, and the upper member 16u and the lower member 16l are provided at both ends. ), The vice-versus crossmember 16 is used in which the mounting flanges 16'u and 16L 'are formed at each tip end thereof in a V-shape. The copper cross member 16 is fixed to the verb rail 12 by fastening the mounting flanges 16u 'and 16l' to the side rail web 12W by a plurality of rivets 18. (The lower member 16L of the cross member 16 is a member having a hat-shaped cross section similarly to the upper member 16u, and is integrally joined by the rivets 24 so as to face each other so that the cross member 16 can be integrated. It may form a.)

The cross member 16 is Y _B as a width in the front and rear direction of the vehicle body at a position P _B substantially coincident with the equivalent center G of the plurality of rivets 18 and having a distance X _B from the vehicle symmetrical surface Y _O , between the Y _B and Y _a when the width of the vehicle body front-rear direction of the distance X _a = X _B / 2 by a distance P _a from the vehicle plane of symmetry Y _O to _{Y a (Y B / Y a} ) 2 = 1.5 to 2.5, and preferably two, open relationship is satisfied, there is also formed so that the planar shape of the cross member widening yirueoseo a curvature concave curved shape by L _G is the larger curvature gradually in between P _a and P _B.

With regard to the chassis frame having the cross member 16 having the planar shape as described above and the chassis frame having the general vice-versus cross member having substantially the same width in the front-rear direction throughout the entire length, The torsion test was carried out to investigate the generated stresses at the front and rear end edges of the crossmember. As in the case of the crossmember of the groove-shaped cross section and the crossmember of the I-shaped cross section, in this embodiment, the maximum stress is higher than the conventional one. It was confirmed that it was remarkably reduced, and thus improvement in durability and reliability were achieved.

40 and 18 show an eighth embodiment of the third invention. In this embodiment, as in the seventh embodiment, end portions in the vehicle width direction of the upper member 16u and the lower member 16l of the erect cross-member 16 having a planar shape are respectively provided on the plurality of rivets 18. The upper and lower flanges 12f of the side rails 12 are fastened to each other. The cross member 16 is equivalent to the center of the rivet the group from the vehicle plane of symmetry Y _O G with substantially the width of the vehicle body front-rear direction at the position of equal distance P _B to Y _B, and the distance from the vehicle plane of symmetry Y _O X _A = X _B / 2 time as much as hayeoteul the width of the vehicle body front-rear direction at the position apart P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 and preferably two Relationships are formed.

41 and 19 show a ninth embodiment of the third invention, in which the upper member (1) of the erode cross member 16 having the same planar shape as that of the seventh embodiment ( 16u) and the end portion in the vehicle width direction of the lower member 16L are fixed to the corresponding flange 14f of the gutter 14 having a groove-shaped cross section by a plurality of rivets 18, respectively. ) Is fixed to the web 14W by the rivet 20 to the web 12W of the adjacent side rail. The cross member 16 from the vehicle plane of symmetry Y _O a width of the vehicle body front-rear direction of the equivalent center G substantially the position P _B to the equal distance X _B of the plurality of rivets 18 to the Y _B, and the vehicle plane of symmetry distance from the _{Y O X a = X B /} 2 time as much as hayeoteul a position apart the width of the vehicle body front-rear direction of the P _a to _{Y a, (Y B / Y} a) between the Y _B and Y _a ² = 1.5 ~ 2.5 Preferably, a relationship of two is established.

In the eighth and ninth embodiments, the torsion test was carried out to investigate the generated stresses at the front and rear edges of the crossmembers. As in the seventh embodiment, the vicinity of the coupling portion with the side rails 12 was observed. It was confirmed that the maximum stress generated in the retardation was significantly reduced than before. In addition, in the erode cross member 16 shown in FIGS. 17 to 19, both the upper member 16u and the lower member 16L extend over the entire length of the cross member, and the V-shaped portions at both ends of the vehicle width direction are provided. The closed section is formed in the middle part except the part to have a relatively high torsional rigidity, but as shown in FIG. 20, the lower member 16L is fixed only to the end of the upper member 16u so that one side of the V-shape is formed. Since the middle portion of the cross member is formed of only the upper member 16u of the open end face, the same effect can be obtained substantially in the erecting cross member 16 having a relatively low torsional rigidity. .

Next, in the tenth embodiment of the third invention shown in FIG. 42, two crossmembers 16 of the groove-shaped cross sections similar to those of the first to third embodiments are provided with a space C in the front and rear direction of the vehicle body. As one thing, the said space | interval C is 30 mm-80 mm, for example. Each cross member 16 is fixed to each of the upper and lower flanges 16f by the plurality of rivets 18 on the upper and lower flanges 14f of the common gusset 14 having a cross-sectional groove. The web 14W is fixed to the web 12W of the side rail by a plurality of rivets 20.

Also in this embodiment, each cross member 16 is configured in the same manner as in the third embodiment shown in FIG. 3, so that the maximum stress generated at the free end edge of each cross member flange 16f can be reduced. Therefore, it is possible to effectively prevent damage of the cross member, thereby improving its durability and reliability. In addition, the two parallel members 16 are fastened to the web 12W of the side rail 12 by a plurality of rivets 18, as in the first embodiment shown in FIG. Similarly to the second embodiment shown in FIG. 33, when the plurality of rivets 18 are fixed to the upper and lower flanges 12f of the side rails 12, the planar shape of each cross member 16 is respectively shown in FIG. The same effects as those of the tenth embodiment can be obtained by forming substantially the same as in Fig. 34.

Further, in all the above embodiments, even if the cross member 16 is bent upward and downward in order to avoid interference with the differential gear device, floppler shaft or the like, the effects and advantages of the third aspect of the present invention are substantially unchanged.

As described above, the vehicle chassis frame according to the first aspect of the present invention is formed by fastening both ends of cross members extending in the vehicle width direction by a plurality of rivets to side rails extending in the front and rear directions of the vehicle body. body distances in the longitudinal direction the vehicle width direction, the width to Y _B, and from the vehicle, the mirror plane of at the position P _B of a near equivalent center of said plurality of rivet-based distance X _B in the vehicle width direction from the vehicle plane of symmetry X _a = When the width in the front-rear direction at the position P _A at X _B / 2 is Y _A , and the distance from the equilateral vehicle symmetry surface to the equivalent center is L _G , (Y _B / Y _A ) ² = 1.5 to 2.5 and further characterized in that the shape of the free end between the ends of the P _a and P _B has a planar shape forms a concave curved shape of a larger curvature than the curvature L _G, and off-highway driving in a cross To effectively reduce the stress generated in the server can be prevented from its breakage, cross-member furthermore has the advantage to improve the durability and reliability of the chassis frame.

Claims (2)

Wherein both ends of the cross members extending in the vehicle width direction are fastened by a plurality of rivets, respectively, to the side rails extending in the front and rear directions of the vehicle body, wherein the plurality of cross members have a distance X _B in a vehicle width direction from the vehicle symmetrical surface. the width of the vehicle body front-rear direction at the position P _B of a near equivalent center of the rivet in the vehicle width direction from at a Y _B, and wherein the vehicle mirror plane distance X _a = X _B / 2 based position P _a vehicle body front and rear of the When the width of the direction is Y _A and the distance from the same vehicle symmetric surface to the equivalent center is L _G , (Y _B / Y _A ) ² = 1.5 to 2.5, and between P _A and P _B Vehicle frame according to claim 1, wherein the free end edge of the vehicle has a flat shape extending linearly outward in the vehicle width direction. Wherein both ends of the cross members extending in the vehicle width direction are fastened by a plurality of rivets, respectively, to the side rails extending in the front and rear directions of the vehicle body, wherein the plurality of cross members have a distance X _B in a vehicle width direction from the vehicle symmetrical surface. the width of the vehicle body front-rear direction at the position P _B of a near equivalent center of the rivet in the vehicle width direction from at a Y _B, and wherein the vehicle mirror plane distance X _a = X _B / 2 based position P _a vehicle body front and rear of the When the width in the direction is Y _A and the distance from the symmetry plane of the vehicle to the equivalent center is L _G , (Y _B / Y _A ) ² = 1.5 to 2.5, and between P _A and P _B The shape of the free end edge of the vehicle chassis frame, characterized in that it has a planar shape forming a convex curve of curvature larger than the curvature L _G.

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