WO2024034008A1

WO2024034008A1 - Vehicle body structure for frame vehicle

Info

Publication number: WO2024034008A1
Application number: PCT/JP2022/030410
Authority: WO
Inventors: 栄隆中村; 弘基片村; 謙志荒木; 僚小宮; 悠太篠永; 辰弥安河内
Original assignee: 三菱自動車工業株式会社
Priority date: 2022-08-09
Filing date: 2022-08-09
Publication date: 2024-02-15

Abstract

A vehicle body structure for a frame vehicle (1) according to the present disclosure comprises: a frame (2) that includes a pair of left and right side members (3) which extend in the vehicle front-rear direction; and a cabin (8) installed above the frame (2), wherein the cabin (8) has a pair of left and right side sills (10) that are disposed in the vehicle width direction on the outer sides of the respective side members (3) so as to face each other and a floor panel (11) that is connected in the vehicle width direction between the side sills (10). The vehicle body structure according to the present disclosure is provided with: stopper members (7) that are attached to the outer side surfaces in the vehicle width direction of the side members (3); and stopper receiving members (9) that are disposed on the vehicle front sides or vehicle rear sides of the stopper members (7) and that are attached to the cabin (8) over the borders between the floor panel (11) and the side sills (10).

Description

Frame vehicle body structure

This case concerns the body structure of a frame vehicle.

Conventionally, in frame vehicles in which a body (cabin) is installed on the upper part of a frame, it is known that a structure is applied between the frame and the body to reduce the impact during a vehicle collision. For example, a structure has been proposed in which a bracket (stopper part) is fixed to the side of the side member, and a bracket (stopper receiver) and crash box are fixed to the side of the side sill, and these are opposed in the longitudinal direction of the vehicle. (See Patent Document 1). With this structure, the crash box is crushed when a vehicle collides, thereby alleviating the impact.

Japanese Patent Application Publication No. 2016-078660

In the buffer structure as described above, the relative displacement between the frame and the cabin increases as the crash box is crushed during a vehicle collision. Therefore, there is a concern that the mounting device that supports the body on the frame may be damaged or the body may fall off. To address this problem, it is possible to reduce the relative displacement between the frame and the body by reducing the amount of deformation of the crash box or omitting the crash box itself. However, in this case, the impact load at the time of a vehicle collision tends to concentrate around the bracket, making it difficult to ensure rigidity and strength.

One of the purposes of this invention was created in light of the above-mentioned problems, and is to provide a frame vehicle body structure that can improve buffering performance against external forces with a simple configuration. In addition, this purpose is not limited to this purpose, and it is also possible to achieve effects derived from each configuration shown in "Details for Carrying Out the Invention" that will be described later, which cannot be obtained with conventional techniques. It is positioned as a purpose.

The disclosed frame vehicle body structure can be realized as the embodiments or application examples disclosed below, and solves at least part of the above problems.
The body structure of the disclosed frame vehicle includes a frame including a pair of left and right side members extending in the longitudinal direction of the vehicle, and a cabin installed on the upper part of the frame, and the cabin extends in the vehicle width direction for each of the side members. This is a frame vehicle body structure including a pair of left and right side sills facing each other on the outside and a floor panel connecting the side sills in the vehicle width direction. This vehicle body structure includes a stopper member attached to an outer surface of the side member in the vehicle width direction, a stopper member attached to the cabin so as to span the side sill and the floor panel, and a stopper member attached to the front or rear of the vehicle of the stopper member. and a stopper receiving member arranged therein.

According to the body structure of the disclosed frame vehicle, by attaching the stopper receiving member so as to straddle the side sill and floor panel, the load transmitted from the stopper member to the stopper receiving member is efficiently distributed and transmitted to the cabin. can. Thereby, damage to the stopper member and stopper receiving member and deformation around the members can be suppressed, and buffering performance against external forces can be improved with a simple configuration.

FIG. 2 is an exploded perspective view for explaining the body structure of the frame vehicle. FIG. 3 is a bottom view of the vehicle body structure of the frame vehicle. It is a perspective view showing the peripheral structure of a stopper member. It is a perspective view showing the peripheral structure of a stopper receiving member. It is an exploded perspective view of a stopper receiving member.

The body structure of the disclosed frame vehicle can be implemented by the following embodiments. Regarding the definition of directions in the embodiment, the longitudinal direction is defined based on the forward and backward direction of the vehicle, and the left-right direction (vehicle width direction) is defined based on the longitudinal direction. The vertical direction is determined based on the state where the vehicle is stopped on a flat road surface. Also, with the center of the frame vehicle in the vehicle width direction as a reference, the direction toward both the left and right sides is also called the outward direction, and the opposite direction (direction from both left and right sides of the frame vehicle toward the center in the vehicle width direction) is the inward direction. Also called.

[1. composition]
FIG. 1 is an exploded perspective view schematically showing the vehicle body structure of a frame vehicle 1 as an example, and FIG. 2 is a bottom view of the vehicle body structure. The frame vehicle 1 includes a frame 2 and a cabin 8 installed above the frame 2. The frame 2 is a structural member forming the frame of the frame vehicle 1, and includes at least a pair of left and right side members 3 extending in the front-rear direction. The cabin 8 is a body that constitutes at least a passenger compartment or a luggage compartment of the frame vehicle 1, and is mounted on the frame 2 via a plurality of cabin mounts 5. The cabin mount 5 is a shock absorber that alleviates vibrations and shocks transmitted to the cabin 8, and is, for example, a rubber mount or a viscous mount.

The side members 3 are members that extend in the front-rear direction over almost the entire length of the frame vehicle 1 from the front end to the rear end, and are provided in pairs at intervals in the vehicle width direction. The side member 3 has a cross-sectional shape, for example, a closed cross-sectional shape (circular, square, etc.) or a U-shape (groove, channel). Further, the pair of side members 3 are formed to have a substantially bilaterally symmetrical shape throughout the frame vehicle 1. The distance between the pair of side members 3 can be widened or narrowed depending on the shape of the cabin 8 and the layout of various in-vehicle devices.

The frame 2 shown in FIGS. 1 and 2 is a ladder frame formed by connecting a pair of side members 3 and a cross member 4 in a ladder shape. The frame 2 is arranged so that its longitudinal direction corresponds to the longitudinal direction of the frame vehicle 1. The cross members 4 are members that connect the pair of side members 3 in the vehicle width direction, and are provided at a plurality of locations, for example, at intervals in the front-rear direction. Similar to the side members 3, the cross-sectional shape of the cross member 4 is, for example, formed in a closed cross-sectional shape or a U-shape.

A mount bracket 6 that supports the lower part of the cabin mount 5 is fixed to the side member 3. The position of the mount bracket 6 is set, for example, according to the layout of the cabin mount 5 so that the load of the cabin 8 is appropriately transmitted to the frame 2. The mount bracket 6 shown in FIGS. 1 and 2 is fixed to the outer surface of the side member 3 in the vehicle width direction. The number of cabin mounts 5 and mount brackets 6 is, for example, an even number of four or more. If the cabin mount 5 can be fixed onto the side member 3 or cross member 4, the mount bracket 6 may be omitted.

A pair of left and right side sills 10 and a planar floor panel 11 connecting these in the vehicle width direction are provided at the lower part of the cabin 8. The side sill 10 is a member that forms the threshold of the entrance and exit, and is arranged in the vehicle longitudinal direction along the lower end of the side door opening on each of the left and right side surfaces of the cabin 8. The cross-sectional shape of the side sill 10 is formed, for example, in a closed cross-sectional shape or a U-shape.

The floor panel 11 is a member that forms the floor of a passenger compartment or luggage compartment. For example, ribs and grooves may be formed on the floor panel 11 to increase strength and rigidity. A floor cloth 12, which is a reinforcing member, is attached to the lower surface of the floor panel 11 shown in FIGS. 1 and 2. The floor cloth 12 is arranged to connect the pair of side sills 10 in the vehicle width direction. The cross-sectional shape of the floor cloth 12 is formed, for example, in a closed cross-sectional shape or a U-shape. The floor cloth 12 becomes a part supported by the cabin mount 5. In addition, near the center of the frame vehicle 1 in the vehicle width direction, there is a tunnel under the floor for storing drive system equipment (propeller shaft, exhaust pipe, etc.), piping materials (fuel piping, etc.), and wiring materials (wire harness, etc.). A structure (a portion of a shape that protrudes upward in the center portion in the vehicle width direction, a backbone structure) may be applied.

A side step 13 is fixed to the outside of the side sill 10 in the vehicle width direction. The side step 13 extends outward from the side sill 10 in the vehicle width direction. The side step 13 can be used as a foothold for passengers to get on and off from the entrance and exit, and also has the effect of reducing air resistance during driving and improving the aesthetic appearance of the side of the vehicle. The side steps 13 of this embodiment are made of resin or metal, and are fixed to each of the left and right side sills 10 via fasteners, clips, etc. (not shown).

[2. Stopper member and stopper receiving member]
As shown in FIGS. 1 and 2, a stopper member 7 is attached to the outer surface of the side member 3 in the vehicle width direction. Further, a stopper receiving member 9 is attached to the cabin 8. The stopper receiving member 9 is attached to the cabin 8 so as to span the side sill 10 and the floor panel 11, and is disposed in front of the stopper member 7 or at the rear of the vehicle. The stopper receiving member 9 shown in FIGS. 1 and 2 is arranged behind the stopper member 7 at a predetermined distance, but the positional relationship between the stopper member 7 and the stopper receiving member 9 may be reversed. Alternatively, a plurality of stopper members 7 and stopper receiving members 9 may be arranged alternately in the vehicle longitudinal direction.

The stopper member 7 and the stopper receiving member 9 are provided at least on either the right side or the left side of the frame vehicle 1, and preferably a pair is provided on the left and right sides. The stopper member 7 is provided on an outer surface in the vehicle width direction opposite to the side sill 10 in the vehicle width direction, and is spaced apart from both the stopper receiving member 9 and the side sill 10. Similarly, the stopper receiving member 9 is provided on the inner side surface in the vehicle width direction opposite to the side member 3 in the vehicle width direction, and is spaced apart from both the stopper member 7 and the side member 3.

Here, the functions and functions of the stopper member 7 and the stopper receiving member 9 will be explained. When an external force is applied to the frame 2 from the front of the frame 2 during a frontal collision of the vehicle, the frame 2 moves rearward relative to the cabin 8, and the stopper member 7 comes into contact with the stopper receiving member 9. At this time, the stopper receiving member 9 acts to prevent the stopper member 7 from moving rearward, thereby suppressing the frame 2 from moving rearward with respect to the cabin 8.

As a result, the injury value (an index value representing the degree of damage to the dummy doll in the vehicle safety performance evaluation test) in the frame vehicle 1 is significantly reduced. Furthermore, since the relative displacement of the frame 2 with respect to the cabin 8 is reduced, the load on the cabin mount 5 is reduced. This prevents the cabin mount 5 from deforming or breaking, for example, and reduces the possibility that the cabin 8 will separate or fall off.

On the other hand, when an external force acts on the cabin 8 from the outside of the side sill 10 during a vehicle side collision, the cabin 8 moves inward in the vehicle width direction relative to the frame 2, and the stopper member 7 comes into contact with the side sill 10. At the same time, the stopper receiving member 9 comes into contact with the side member 3. At this time, the stopper member 7 acts to prevent the side sill 10 from moving inward in the vehicle width direction, and deformation of the cabin 8 is suppressed. At the same time, the side member 3 acts to prevent the stopper receiving member 9 from moving inward in the vehicle width direction, and deformation of the cabin 8 is further suppressed. Therefore, it becomes easier to secure space in the passenger compartment and luggage compartment, and the injury value is significantly reduced.

Further, when an external force is applied to the cabin 8 from behind the cabin 8 during a rear collision of the vehicle, the cabin 8 moves forward relative to the frame 2, and the stopper receiving member 9 comes into contact with the stopper member 7. At this time, the stopper member 7 acts to prevent the stopper receiving member 9 from moving forward, thereby suppressing the cabin 8 from moving forward with respect to the frame 2. This significantly reduces injury values. Further, the fuel filler hose is prevented from falling off, deformed, or damaged due to the forward movement of the cabin 8.

The specific structures of the stopper member 7 and stopper receiving member 9 in this embodiment will be explained. FIG. 3 is a perspective view of the stopper member 7 attached to the left side member 3. The stopper member 7 is formed in a box shape and is welded and fixed to the upper surface 14 and outer surface 15 of the side member 3. The stopper member 7 is provided with a front surface portion 16 (front surface), a rear surface portion 17 (rear surface), an outer surface portion 18 (outer surface), a lower surface portion 19 (lower end surface), and an upper surface portion 20 (upper end surface). These five surfaces and the outer surface 15 of the side member 3 form a substantially box-shaped closed space.

The front surface portion 16 is a surface forming the front end surface of the stopper member 7, and the rear surface portion 17 is a surface forming the rear end surface of the stopper member 7. The rear surface portion 17 is a facing surface portion disposed opposite to a front surface 36 of the stopper receiving member 9, which will be described later. Each of the front surface part 16 and the rear surface part 17 is provided substantially perpendicularly to the outer surface 15, and is arranged so that the normal line thereof faces in the longitudinal direction of the vehicle.

The front face part 16 is provided with a front flange part 21 extending forward from the inner end in the vehicle width direction, and the rear face part 17 is provided with a front flange part 21 extending rearward from the inner end in the vehicle width direction. A rear flange portion 22 is provided. The front flange portion 21 and the rear flange portion 22 are fixed to the outer surface 15 by, for example, fillet welding (arc welding) while being in surface contact with the outer surface 15.

The outer surface portion 18 is a surface that forms the outer end surface of the stopper member 7, and is a surface that connects the outer edges of the front surface portion 16 and the rear surface portion 17. The outer surface portion 18 is provided substantially parallel to the outer surface 15. As a result, the outer surface portion 18 becomes a surface that faces substantially parallel to an inner surface 32 of the side sill 10, which will be described later.

The lower surface portion 19 is a portion forming the lower surface of the stopper member 7, and is formed in a planar shape inclined from the lower end side of the outer surface portion 18 toward the outer surface 15. The direction of inclination of the lower surface portion 19 is set, for example, so that the normal line faces outward and downward from the vehicle. The lower surface portion 19 is provided with a lower flange portion 23 extending downward from the inner end in the vehicle width direction. The lower flange portion 23 is in surface contact with the outer surface 15 and is fixed to the outer surface 15 by, for example, fillet welding.

The upper surface portion 20 is a portion forming the upper surface of the stopper member 7, and is formed in a planar shape extending inward in the vehicle width direction from the upper end side of the outer surface portion 18. The upper surface part 20 is arranged so as to be substantially flush with the upper surface 14 of the side member 3, and is fixed to the upper surface 14. The upper surface portion 20 is provided with an upper flange portion 24 that is located near the inner end in the vehicle width direction. That is, unlike the front flange 21, the rear flange 22, and the lower flange 23, the upper flange 24 is arranged so as to be substantially flush with the upper surface 20 (not bent relative to the upper surface 20). provided. The upper flange portion 24 is in surface contact with the upper surface 14 and is fixed to the upper surface 14 by, for example, fillet welding.

As shown in FIG. 3, the upper ends of the front surface section 16 and the rear surface section 17 are formed in a shape that protrudes higher than the upper surface section 20. Further, the lower ends of the front surface section 16 and the rear surface section 17 are formed in a shape that projects further downward than the lower surface section 19 . As a result, the contact area between the stopper member 7 and the stopper receiving member 9 increases, and the load is transmitted between the frame 2 and the cabin 8 more reliably.

FIG. 4 is a perspective view of the stopper receiving member 9 attached to the left side sill 10, and FIG. 5 is an exploded perspective view thereof. The stopper receiving member 9 is formed in a box shape and is welded and fixed to the lower surface 31 of the floor panel 11 and the inner surface 32 and lower surface 33 of the side sill 10. As shown in FIGS. 4 and 5, the stopper receiving member 9 is provided with a front side surface 36, a rear side surface 37, a lower end surface 38, and an inner side surface 39. These four surfaces, the lower surface 31 of the floor panel 11, and the inner surface 32 of the side sill 10 form a substantially box-shaped closed space. Further, a reinforcing member 50 is provided inside the stopper receiving member 9, and a connecting member 60 is provided below the stopper receiving member 9.

The front side surface 36 is a surface forming the front end surface of the stopper receiving member 9, and is a surface that can come into surface contact with the rear surface portion 17 of the stopper member 7 in the event of a frontal vehicle collision, for example. The front side surface 36 is provided substantially perpendicularly to the inner side surface 32, and is arranged so that its normal line faces in the longitudinal direction of the vehicle. Further, the rear side surface 37 is a surface forming a rear end surface of the stopper receiving member 9, and is arranged substantially parallel to the front side surface 36.

The lower end surface 38 is a surface forming the lower end surface of the stopper receiving member 9, and is formed in a planar shape connecting the lower end sides of the front side surface 36 and the rear side surface 37. The lower end surface 38 is provided substantially parallel to the lower surface 31 of the floor panel 11. The inner surface 39 is a surface forming the inner end surface in the vehicle width direction of the stopper receiving member 9, and is formed in a planar shape that connects the inner ends of the front surface 36 and the rear surface 37 in the vehicle width direction. It is also connected to the inner edge of the lower end surface 38 in the vehicle width direction. The inner surface 39 is provided substantially parallel to the inner surface 32. Thereby, the inner surface 39 becomes a surface substantially parallel to and facing the outer surface 15 of the side member 3.

A first flange portion 41 and a second flange portion 42 are provided on the front side surface 36. The first flange portion 41 is a planar portion that extends forward from the inner end of the front side surface 36 in the vehicle width direction and is joined to the inner side surface 32 of the side sill 10 . The first flange portion 41 is fixed to the inner surface 32 by spot welding, for example, while being in surface contact with the inner surface 32. Further, the second flange portion 42 is a planar portion that extends forward from the upper end side of the front side surface 36 and is joined to the lower surface 31 of the floor panel 11. The second flange portion 42 is fixed to the lower surface 31 by spot welding, for example, while being in surface contact with the lower surface 31.

A third flange portion 43 and a fourth flange portion 44 are provided on the rear side surface 37. The third flange portion 43 is a planar portion that extends rearward from the inner end of the rear side surface 37 in the vehicle width direction and is joined to the inner side surface 32 of the side sill 10 . The third flange portion 43 is fixed to the inner surface 32 by spot welding, for example, while being in surface contact with the inner surface 32. Further, the fourth flange portion 44 is a planar portion that extends rearward from the upper end side of the rear side surface 37 and is joined to the lower surface 31 of the floor panel 11. The fourth flange portion 44 is fixed to the lower surface 31 by spot welding, for example, while being in surface contact with the lower surface 31.

The lower end surface 38 is provided with a fifth flange portion 45 extending from the outer end in the vehicle width direction. The fifth flange portion 45, unlike the other flange portions 41 to 44 and 46, is provided so as to be substantially flush with the lower end surface 38 (not bent relative to the lower end surface 38). The fifth flange portion 45 is provided substantially horizontally along the lower surface 33 of the side sill 10, and is fixed to the lower surface 33 by spot welding, for example. Further, the inner side surface 39 is provided with a sixth flange portion 46 extending inward in the vehicle width direction from the upper end side thereof. The sixth flange portion 46 is in surface contact with the lower surface 31 of the floor panel 11 and is fixed to the lower surface 31 by spot welding, for example.

The reinforcing member 50 is a member that is provided inside the stopper receiving member 9 and reinforces the stopper receiving member 9. The reinforcing member 50 is preferably provided so as to straddle the stopper receiving member 9 and the side sill 10. Further, the reinforcing member 50 is preferably formed in a planar shape along the lower end surface 38 of the stopper receiving member 9 and is joined to the lower surface 33 of the side sill 10. For example, as shown in FIG. 5, the reinforcing member 50 is provided with a first reinforcing flange portion 51, a second reinforcing flange portion 52, a third reinforcing flange portion 53, a fourth reinforcing flange portion 54, and a reinforcing surface portion 55. The reinforcing surface portion 55 is a planar portion placed over the lower end surface 38 of the stopper receiving member 9, and is formed in a planar shape along the lower end surface 38. The reinforcing surface portion 55 is preferably installed inside the stopper receiving member 9 in a state in which it is in surface contact with the lower end surface 38.

The first reinforcing flange portion 51 is a planar portion that extends upward from the front end side of the reinforcing surface portion 55 and is joined to the front side surface 36 of the stopper receiving member 9. The first reinforcing flange portion 51 is fixed to the front side surface 36 by spot welding, for example, while being in surface contact with the inside of the front side surface 36 . Similarly, the second reinforcing flange portion 52 is a planar portion that extends upward from the rear end side of the reinforcing surface portion 55 and is joined to the rear side surface 37 of the stopper receiving member 9 . The second reinforcing flange portion 52 is fixed to the rear side surface 37 by spot welding, for example, while being in surface contact with the inner side of the rear side surface 37.

The third reinforcing flange portion 53 is a planar portion that extends upward from the inner end in the vehicle width direction of the reinforcing surface portion 55 and is joined to the inner surface 39 of the stopper receiving member 9. The third reinforcing flange portion 53 is fixed to the inner surface 39 by spot welding, for example, while being in surface contact with the inner side of the inner surface 39.

The fourth reinforcing flange portion 54 is a portion of the reinforcing surface portion 55 near the outer end in the vehicle width direction. Unlike the other flange parts 51 to 53, the fourth reinforcing flange part 54 of this embodiment is provided so as to be substantially flush with the reinforcing surface part 55 (without being bent with respect to the reinforcing surface part 55). The fourth reinforcing flange portion 54 is provided substantially horizontally along the lower surface 33 of the side sill 10, and is fixed to the lower surface 33 by spot welding, for example. Preferably, the lower surface 33 of the side sill 10, the fifth flange portion 45 of the stopper receiving member 9, and the fourth reinforcing flange portion 54 of the reinforcing member 50 are welded and fixed together in three layers. Note that the fourth reinforcing flange portion 54 may be bent relative to the reinforcing surface portion 55, or the fourth reinforcing flange portion 54 may be fixed to the inner surface 32 of the side sill 10.

The connecting member 60 is a member that is provided below the stopper receiving member 9 and connects the stopper receiving member 9 and the side step 13. As shown in FIG. 5, the connection member 60 is provided with a first surface portion 61, a second surface portion 62, a third surface portion 63, a front connection flange portion 64, and a rear connection flange portion 65. The overall shape of the connecting member 60 is a crank shape when viewed from the front of the vehicle, and is shaped like a staircase ascending from the outside in the vehicle width direction to the inside in the vehicle width direction.

The first surface portion 61 is a portion that supports the lower end surface 38 of the stopper receiving member 9, and is formed in a planar shape that makes surface contact with the lower end surface 38. The first surface portion 61 may be fastened and fixed to the lower end surface 38 via a fastener (not shown), for example, or may be fixed by fillet welding or spot welding.
The third surface portion 63 is a portion that supports the lower surface 35 of the side step 13, and is formed in a planar shape that makes surface contact with the lower surface 35. The third surface portion 63 may be fastened and fixed to the lower surface 35 via a fastener (not shown), for example, or may be fixed to the lower surface 35 by fillet welding or spot welding.

The second surface portion 62 is a portion that connects the first surface portion 61 and the third surface portion 63. The second surface portion 62 may be formed into a planar shape that makes surface contact with the inner surface 34 of the side step 13 . Alternatively, it may be formed in a curved shape that smoothly connects the first surface portion 61 and the third surface portion 63. Further, the second surface portion 62 may be fastened and fixed to the inner surface 34 via, for example, a fastener (not shown), or may be fixed to the inner surface 34 by fillet welding or spot welding.

The front connecting flange portion 64 is an edge portion formed by bending the front end sides of the first surface portion 61, the second surface portion 62, and the third surface portion 63 substantially perpendicularly to each surface portion. Similarly, the rear connection flange portion 65 is an edge formed by bending the rear end sides of the first surface portion 61, the second surface portion 62, and the third surface portion 63 substantially perpendicularly to each surface portion. By providing the front connection flange portion 64 and the rear connection flange portion 65, sufficient rigidity of the connection member 60 is ensured.

[3. action, effect]
(1) The vehicle body structure of the frame vehicle 1 of this embodiment includes a stopper member 7 and a stopper receiving member 9. The stopper member 7 is attached to the outer surface of the side member 3 in the vehicle width direction. The stopper receiving member 9 is attached to the cabin 8 so as to straddle the side sill 10 and the floor panel 11, and is disposed in front or behind the stopper member 7 (in this embodiment, rearward). By attaching the stopper receiving member 9 so as to span the side sill 10 and the floor panel 11, the buffering performance against external forces can be improved with a simple configuration.

For example, in the event of a frontal collision of the vehicle, the load transmitted from the stopper member 7 to the stopper receiving member 9 can be efficiently distributed and transmitted to the cabin 8. Thereby, damage to the stopper member 7 and stopper receiving member 9 and deformation around the members can be suppressed. Further, in the event of a side collision of the vehicle, the load can be reliably transmitted from the stopper receiving member 9 to the side member 3, and deformation of the cabin 8 can be suppressed. Note that the stopper member 7 and the stopper receiving member 9 act to fill the gap between the side member 3 and the side sill 10. Therefore, compared to a structure without the stopper member 7 and stopper receiving member 9, the cabin 8 is less likely to collapse in the vehicle width direction. Even in the event of a rear collision of the vehicle, the rigidity of the stopper receiving member 9 is increased, so that the stopper member 7 can more reliably prevent rearward movement of the stopper receiving member 9.

(2) The stopper receiving member 9 of this embodiment is arranged behind the stopper member 7. With this configuration, when an external force is applied to the frame 2 during a frontal collision of the vehicle, the stopper member 7 can be caused to collide with the stopper receiving member 9, and the backward movement of the frame 2 can be suppressed more reliably. Further, the relative displacement of the frame 2 with respect to the cabin 8 can be more reliably reduced, and the cabin mount 5 can be prevented from deforming or breaking.

(3) As shown in FIGS. 4 and 5, the stopper receiving member 9 of this embodiment has a front side surface 36 forming a front end surface, a rear side surface 37 forming a rear end surface, and a lower end surface forming a lower end surface. 38, and an inner surface 39 forming an inner end surface in the vehicle width direction. With this configuration, a box-shaped closed space (that is, a space in which all six sides, top, bottom, left, right, front, and back) are closed, can be formed between the lower surface 31 of the floor panel 11 and the inner surface 32 of the side sill 10. Therefore, the rigidity of the stopper receiving member 9 can be increased with a simple configuration, and the cushioning performance of the frame vehicle 1 can be improved.

(4) The stopper receiving member 9 of this embodiment has a first flange portion 41, a second flange portion 42, a third flange portion 43, and a fourth flange portion 44. The first flange portion 41 extends from the front side surface 36 and is joined to the inner side surface 32 of the side sill 10 in the vehicle width direction. The second flange portion 42 extends from the front side surface 36 and is joined to the lower surface 31 of the floor panel 11. The third flange portion 43 extends from the rear side surface 37 and is joined to the inner side surface 32 of the side sill 10 in the vehicle width direction. The fourth flange portion 44 extends from the rear side surface 37 and is joined to the lower surface 31 of the floor panel 11. Thereby, the stopper receiving member 9, the side sill 10, and the floor panel 11 can be stably and firmly fixed. Moreover, the load transmitted from the stopper member 7 to the stopper receiving member 9 at the time of a frontal collision of the vehicle can be efficiently distributed. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(5) The stopper receiving member 9 of this embodiment has a fifth flange portion 45 extending from the lower end surface 38 and joined to the lower surface 33 of the side sill 10. Thereby, the stopper receiving member 9 can be more firmly fixed to the side sill 10, and it is possible to prevent the stopper receiving member 9 from peeling off from the cabin 8 when the stopper member 7 and the stopper receiving member 9 collide. In addition, the load transmitted during a frontal collision of the vehicle can be efficiently distributed. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(6) The stopper receiving member 9 of this embodiment has a sixth flange portion 46 extending from the inner surface 39 and joined to the lower surface 31 of the floor panel 11. Thereby, the stopper receiving member 9 can be more firmly fixed to the side sill 10, and it is possible to prevent the stopper receiving member 9 from peeling off from the cabin 8 when the stopper member 7 and the stopper receiving member 9 collide. In addition, the load transmitted during a frontal collision of the vehicle can be efficiently distributed. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(7) A reinforcing member 50 for reinforcing the stopper receiving member 9 is provided inside the stopper receiving member 9 of this embodiment. Thereby, the rigidity of the stopper receiving member 9 can be increased and it can be made difficult to deform. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(8) The reinforcing member 50 of this embodiment is provided so as to straddle the stopper receiving member 9 and the side sill 10. Thereby, the impact on the stopper receiving member 9 can be transmitted to the side sill 10 via the reinforcing member 50. Therefore, the buffering performance of the frame vehicle 1 can be further improved. Note that the reinforcing member 50 may be joined to the inner surface 32 of the side sill 10 or may be joined to the lower surface 33 of the side sill 10.

(9) The reinforcing member 50 of this embodiment is formed into a planar shape along the lower end surface 38 of the stopper receiving member 9, and is joined to the lower surface of the side sill 10. Thereby, the impact on the stopper receiving member 9 can be efficiently transmitted to the side sill 10 via the reinforcing member 50 while preventing deformation of the connecting portion between the stopper receiving member 9 and the side sill 10. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(10) In this embodiment, the lower surface 33 of the side sill 10, the reinforcing member 50, and the fifth flange portion 45 of the stopper receiving member 9 can be welded and fixed together in three layers. With this configuration, not only the lower end surface 38 of the stopper receiving member 9 but also the joint portion between the stopper receiving member 9 and the side sill 10 can be efficiently reinforced. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(11) The reinforcing member 50 of this embodiment includes a first reinforcing flange portion 51, a second reinforcing flange portion 52, and a third reinforcing flange portion 53. The first reinforcing flange portion 51 extends from a reinforcing surface portion 55 disposed along the lower end surface 38 of the stopper receiving member 9 and is joined to the front side surface 36 of the stopper receiving member 9 . The second reinforcing flange portion 52 extends from the reinforcing surface portion 55 and is joined to the rear side surface 37 of the stopper receiving member 9. The third reinforcing flange portion 53 extends from the reinforcing surface portion 55 and is joined to the inner surface 39 of the stopper receiving member 9. With such a configuration, the entire lower end surface 38 can be efficiently reinforced, and the cushioning performance of the frame vehicle 1 can be further improved.

(12) The vehicle body structure of this embodiment is provided with a side step 13 and a connecting member 60. The side step 13 is fixed to the side sill 10 and extends outward from the side sill 10 in the vehicle width direction. The connecting member 60 connects the stopper receiving member 9 and the side step 13. With such a configuration, the fixed state of the side step 13 can be stabilized. Further, external force input to the side step 13 at the time of a vehicle side collision can be efficiently dispersed to the side sill 10 and the floor panel 11. Therefore, deformation of the cabin 8 can be suppressed, and the cushioning performance of the frame vehicle 1 can be further improved.

(13) The stopper member 7 of this embodiment has a front surface portion 16 (front side surface) forming the front end surface of the vehicle, a rear surface portion 17 (rear surface surface) forming the rear end surface of the vehicle, and a lower surface portion 19 (lower surface forming the lower end surface). It has a box-like shape having an outer surface portion 18 (an outer end surface) and an outer end surface (an outer end surface) in the vehicle width direction. Further, the front surface portion 16 (front side surface) of the stopper member 7 or the rear surface portion 17 (rear side surface) of the stopper member 7 is arranged to face the stopper receiving member 9 . With such a configuration, the rigidity of the stopper member 7 can be increased with a simple configuration. Further, for example, in the event of a frontal collision of the vehicle, the stopper member 7 and the stopper receiving member 9 can be brought into surface contact, and the load can be transmitted more reliably. Therefore, the buffering performance of the frame vehicle 1 can be further improved.

(14) The stopper member 7 of this embodiment has an upper surface portion 20 fixed to the upper surface 14 of the side member 3. As shown in FIG. 3, the front surface portion 16 (front side surface) of the stopper member 7 and the rear surface portion 17 (rear side surface) of the stopper member 7 are formed in a shape that projects upwardly from the upper surface portion 20. With such a configuration, the shape stability of the stopper member 7 can be improved. Moreover, the contact area between the stopper member 7 and the stopper receiving member 9 can be increased, for example, in the event of a frontal collision of the vehicle, and the load can be transmitted more reliably. Therefore, the buffering performance of the frame vehicle 1 can be further improved. Further, the front surface portion 16 and the rear surface portion 17 are formed in a shape that projects further downward than the lower surface portion 19 . Thereby, the above-mentioned contact area can be further increased, and the cushioning performance of the frame vehicle 1 can be further improved.

[4. others]
The above-described embodiments are merely illustrative, and there is no intention to exclude the application of various modifications and techniques not specified in the present embodiments. Each configuration of this embodiment can be modified and implemented in various ways without departing from the spirit thereof. In addition, each configuration of this embodiment can be selected or selected as necessary, or can be appropriately combined with various configurations included in known techniques.

For example, the specific shapes and structures of the stopper member 7 and the stopper receiving member 9 are not limited to those of the above embodiments, and may be, for example, a bracket shape other than a box shape, or a polygonal prism shape. It may also have a polyhedral shape. A stopper member 7 is attached to at least the outer surface 15 of the side member 3 in the vehicle width direction, and a stopper receiving member 9 is arranged in front or behind the stopper member 7, so that the stopper receiving member 9 straddles the side sill 10 and the floor panel 11. By attaching it to the cabin 8 in this manner, it is possible to obtain the same functions and effects as in the above-described embodiment.

This invention can be used in the frame vehicle manufacturing industry, and can also be used in the frame and cabin manufacturing industry applied to frame vehicles.

1 Frame vehicle 2 Frame 3 Side member 4 Cross member 5 Cabin mount 6 Mount bracket 7 Stopper member 8 Cabin 9 Stopper receiving member 10 Side sill 11 Floor panel 12 Floor cloth 13 Side step 14 Top surface 15 Outer surface 16 Front part (front side)
17 Rear part (rear side)
18 External part (outer surface)
19 Lower surface part (lower end surface)
20 Upper surface portion 21 Front flange portion 22 Rear flange portion 23 Lower flange portion 24 Upper flange portion 31 Lower surface 32 Inner surface 33 Lower surface 34 Inner surface 35 Lower surface 36 Front surface 37 Rear surface 38 Lower end surface 39 Inner surface 41 First flange portion 42 Second flange part 43 Third flange part 44 Fourth flange part 45 Fifth flange part 46 Sixth flange part 50 Reinforcement member 51 First reinforcement flange part 52 Second reinforcement flange part 53 Third reinforcement flange part 54 Fourth reinforcement flange part 55 Reinforcement surface portion 60 Connection member 61 First surface portion 62 Second surface portion 63 Third surface portion 64 Front connection flange portion 65 Rear connection flange portion

Claims

A frame including a pair of left and right side members extending in the longitudinal direction of the vehicle, and a cabin installed on the upper part of the frame, the cabin being arranged opposite to each other on the outside in the vehicle width direction with respect to each of the side members. A frame vehicle body structure comprising a side sill and a floor panel connecting the side sill in the vehicle width direction,
a stopper member attached to an outer surface of the side member in the vehicle width direction;
a stopper receiving member attached to the cabin so as to straddle the side sill and the floor panel, and disposed at the front or rear of the vehicle of the stopper member;
A frame vehicle body structure comprising:
The frame vehicle body structure according to claim 1, wherein the stopper receiving member is arranged behind the stopper member.
The stopper receiving member has a box-shaped shape having a front side surface forming a front end surface of the vehicle, a rear side surface forming a rear end surface of the vehicle, a lower end surface forming a lower end surface, and an inner surface forming an inner end surface in the vehicle width direction. The frame vehicle body structure according to claim 1 or 2, characterized in that:
The stopper receiving member includes a first flange extending from the front side surface and joined to the inner side surface of the side sill in the vehicle width direction, and a second flange extending from the front side surface and joined to the lower surface of the floor panel. a third flange portion extending from the rear side surface and joined to the inner side surface of the side sill in the vehicle width direction; a fourth flange portion extending from the rear side surface and joined to the lower surface of the floor panel; The body structure of a frame vehicle according to claim 3, characterized in that it has the following.
5. The frame vehicle body structure according to claim 3, wherein the stopper receiving member has a fifth flange extending from the lower end surface and joined to the lower surface of the side sill.
The frame vehicle body according to any one of claims 3 to 5, wherein the stopper receiving member has a sixth flange portion extending from the inner surface and joined to the lower surface of the floor panel. structure.
The frame vehicle body structure according to any one of claims 1 to 6, further comprising a reinforcing member provided inside the stopper receiving member and reinforcing the stopper receiving member.
The frame vehicle body structure according to claim 7, wherein the reinforcing member is provided so as to straddle the stopper receiving member and the side sill.
The frame vehicle body according to claim 8, which refers to claim 3, wherein the reinforcing member is formed in a planar shape along the lower end surface of the stopper receiving member and is joined to the lower surface of the side sill. structure.
The frame vehicle body structure according to claim 8 or 9, which refers to claim 5, wherein the lower surface of the side sill, the reinforcing member, and the fifth flange are integrally welded and fixed in three layers. .
The reinforcing member includes a first reinforcing flange portion extending from a reinforcing surface portion disposed along the lower end surface and joined to the front side surface, and a second reinforcing flange portion extending from the reinforcing surface portion and joining to the rear side surface. According to any one of claims 8 to 10 referring to claim 3, the reinforcing flange part includes a reinforcing flange part and a third reinforcing flange part extending from the reinforcing surface part and being joined to the inner surface. Body structure of the frame vehicle described.
a side step fixed to the side sill and extending outward from the side sill in the vehicle width direction;
a connecting member connecting the stopper receiving member and the side step;
The frame vehicle body structure according to any one of claims 1 to 11, further comprising:
The stopper member has a box-like shape, and has a front side surface that is a front end surface of the vehicle, a rear side surface that is a rear end surface of the vehicle, a lower end surface that is a lower end surface, and an outer surface that is an outer end surface in the vehicle width direction;
The frame vehicle body according to any one of claims 1 to 12, wherein the front side surface of the stopper member or the rear side surface of the stopper member is arranged to face the stopper receiving member. structure.
The stopper member has an upper surface portion fixed to the upper surface of the side member,
14. The frame vehicle body structure according to claim 13, wherein the front side surface of the stopper member or the rear side surface of the stopper member is formed in a shape that projects upwardly from the upper surface portion.