CN1314276A - Chasis - Google Patents

Abstract

The present invention provides a vehicle frame, which can actively control the deformation mode and deformation load when a frontal collision occurs. On the pair of side members 2, 2, at positions near the rear of the front wheels 4, curved portions 5 that are curved inwardly in the vehicle width direction and upwardly in the vehicle height direction are respectively formed. The concave portion 10 is formed at the position of the concave fold portion during a collision. In addition, a wheel stopper 9 may be provided on the side surface of the side beam 2, which stops the front wheel 4 that moves backward with the concave folding of the concave portion 10 of the above-mentioned curved portion 5 when a frontal collision occurs.

Description

frame

The present invention relates to vehicle frames used for RV (recreational vehicles), SUVs, trucks, etc., and particularly relates to a novel vehicle frame capable of controlling the deformation mode (crush mode) of side beams in the event of a frontal collision.

As a vehicle frame used for vehicles such as RV (recreational vehicle), SUV, and truck, there are known a pair of side members (side members) arranged at a certain interval in the vehicle width direction, and a side member straddling between the pair of side members. The so-called trapezoidal frame composed of cross members. The left and right side members of this type of vehicle frame are formed with bent portions bent inward in the vehicle width direction and upward in the vehicle height direction at positions near the rear of the front wheels. When such a side beam is subjected to a frontal collision, since a bending moment is applied to the above-mentioned bent portion, the bent portion will be folded and deformed.

Here, since the bent part is the weakest part, it will inevitably be folded, so which part becomes the bending point cannot be positively controlled. That is, even if the bent portion is designed to accommodate a predetermined deformation load, the designed product will inevitably fold because the bent portion is the weakest part, and the deformation mode cannot be controlled. Controlling the deformation mode means that the kink point is not limited solely by the shape of the designed frame, and that areas that are not strong enough to bend may also bend.

SUMMARY OF THE INVENTION An object of the present invention conceived in consideration of the above-mentioned circumstances is to provide a vehicle frame which can control the deformation mode in the event of a frontal collision.

The vehicle frame of the present invention created in order to achieve the above-mentioned purpose is: on a pair of side beams, at positions near the rear of the front wheels, curved portions are respectively formed to bend inward in the vehicle width direction and upward in the vehicle height direction. On the part, a recessed part is formed at the position as the part of the recessed part in the case of a frontal collision.

In addition, a wheel stopper may be provided on the side surface of the side member to restrain the front wheel from retreating due to the concave bending of the concave portion of the curved portion in the event of a frontal collision.

In addition, the concave portion may be constituted by an upper concave portion and a lower concave portion respectively formed at the same linear position on the upper portion and the lower portion of the side surface of the curved portion.

Furthermore, the recesses may be formed on the inner and outer surfaces of the curved portion in the vehicle width direction, respectively.

In addition, a reinforcement member may be provided at a position where no bending occurs in the above-mentioned bending portion at the time of a frontal collision.

Furthermore, holes may be formed on the side surfaces of the bent portion instead of the concave portion.

Fig. 1 is an explanatory view showing a vehicle frame of an embodiment of the present invention, Fig. 1 (a) is a plan view, and Fig. 1 (b) is a side view;

Fig. 2 is a sectional view along line II-II of Fig. 1;

Fig. 3 is the side view of above-mentioned vehicle frame when crashing in the front (off-position collision);

Fig. 4 is a side view of the vehicle frame of the comparative example in frontal collision (off-position collision).

An embodiment of the present invention will be described below with reference to the accompanying drawings.

As shown in FIGS. 1( a ) and ( b ), a vehicle frame 1 has a pair of side beams 2 , 2 arranged at regular intervals in the vehicle width direction, and a cross beam 3 spanning between the pair of side beams 2 , 2 . As shown in FIG. 2 , each side member 2 is composed of an outer sheet 2 a and an inner sheet 2 b having a U-shaped cross section welded to each other so that one is placed in the other.

The side members 2 are formed with bent portions 5 bent inward in the vehicle width direction and upward in the vehicle height direction at positions near the rear of the front wheels 4 . That is, the side member 2 has the said curved part 5, the front side linear part 6 in front of it, and the rear side linear part 7 in the rear. The distance W1 between the left and right front straight portions 6, 6 is set to ensure a constant steering angle of the front wheels 4, and the distance W2 between the rear straight portions 7, 7 is set wider. Furthermore, the height H1 of the front straight portion 6 is also higher than the height H2 of the rear straight portion 7 .

On the front straight portion 6, the front wheel 4 is attached via a suspension mechanism 8 (double wishbone type). Furthermore, on the bent portion 5, a wheel stopper 9 is installed to stop the front wheel 4 (refer to FIG. 3 ) which recedes along with the deformation of the side beam 2 in the event of a frontal collision. The mounting rigidity of the wheel stopper 9 is set so strongly that the front wheel 4 can be prevented from moving backward in the event of a frontal collision.

As shown in FIG. 1( b ), the front portion 9 a of the wheel stopper 9 is located on a rising portion (rising portion bent upward) of the side member 2 from the rear straight portion 7 to the curved portion 5 . The upward curvature refers to the difference between the height H1 of the front straight portion 6 and the height H2 of the rear straight portion 7 . The side width of the rear straight portion 7 is larger than that of the front straight portion 6, and basically has high rigidity. At such a position basically having a high rigidity portion, the wheel stopper 9 is firmly installed.

On the outer surface of the curved portion 5 in the vehicle width direction, a recessed portion 10 is formed at a position that becomes a concave fold portion in the event of a frontal collision. In the example shown in the figure, the recessed portion 10 is formed in the approximate middle position between the suspension mechanism 8 and the wheel stopper 9, and is located in a position where the position rises ( The part where the bending moment occurs in a frontal collision). The term "offset" refers to a deviation in the vehicle width direction between the front straight portion 6 and the rear straight portion 7 .

Further, the concave portion 10 is constituted by an upper concave portion 10 a and a lower concave portion 10 b respectively formed on the upper portion (corner portion) and the lower portion (corner portion) of the side surface of the curved portion 5 . The upper concave portion 10a and the lower concave portion 10b are arranged on a vertical line. In this way, when a frontal collision occurs, the line (plumb line) connecting the upper concave portion 10a and the lower concave portion 10b is bent as the concave folding line 14 . The straight line connecting the upper concave portion 10a and the lower concave portion 10b is not limited to a vertical line, and may be an oblique line. What is important is that the upper concave portion 10a and the lower concave portion 10b may be arranged so as to conform to a line that is a concave folding line when a frontal collision occurs. This sets the warp mode.

The size and depth of the recessed portion 10 are set to accommodate the required load causing bending in the event of a frontal collision. That is, when the size and depth of the concave portion 10 are large, the “load to cause bending” becomes small, and when the size and depth of the concave portion 10 are small, the “load to cause bending” becomes large. The total "size and depth" of the upper concave portion 10a and the lower concave portion 10b are set according to a preset "load causing bending". This sets the deformation load.

In addition, the recessed part 10 may be only either one of the upper recessed part 10a and the lower recessed part 10b. Moreover, in the example in the figure, the concave portion 10 is formed only on the outer surface in the vehicle width direction, but it may also be formed on the inner surface in the vehicle width direction as shown by a dotted line 11, and may be formed only on the inner surface. on the side. When the concave portion is formed on the inner surface as indicated by the dotted line 11, it is preferably formed in the vicinity of the second reinforcing member 12 which will be described later. Of course, the concave portion can also be formed as a concave folded portion when a frontal collision occurs.

In addition, on the outer surface of the curved portion 5, a first reinforcement member 13 is provided at a position where no bending occurs in a frontal collision. In the example in the figure, the first reinforcing member 13 is located immediately behind the suspension mechanism 8 and at the front part of the upper concave part 10a (the part with the weakest strength, the part that inevitably bends), and is installed by welding or the like. . In addition, the first reinforcement member 13 may be provided not only at the upper portion but also at the lower portion of the outer surface of the bent portion 5 as shown in FIG. 1( b ). The first reinforcing member 13 may also be omitted if the recessed portion 10 alone can ensure the generation of the concave fold.

In addition, as shown in FIG. 2 , a second reinforcement member 12 is welded and housed inside the bent portion 5 and the rear straight portion 7 . The second reinforcement member 12 improves the rigidity of the side beam 2 near the wheel stopper 9, and when the rearward front wheel 4 presses against the wheel stopper 9 during a frontal collision, the side beam generated by the pressing force is suppressed. Deformation of beam 2.

The action of the present embodiment having the above-mentioned structure will be described below.

In the event of a vehicle frontal collision (during a deflection collision), as shown in Figure 3, due to the strength difference between the recessed part 10 and the first reinforcing member 13, the preset recessed part 10 shown in Figure 1 (a) and (b) It becomes a concave fold, so that the side beam 2 is folded. Specifically, the line connecting the upper concave portion 10a and the lower concave portion 10b becomes a concave folding line 14, and is folded along this line. In addition, when forming a concave portion shown by a dotted line 11, due to the difference in strength between the concave portion and the second reinforcement member 12, the concave portion becomes a concave folded portion, thereby being folded.

Then, the front wheel 4 and the suspension mechanism 8 (hereinafter referred to as the front wheel etc.) recede thereupon and contact the wheel stopper 9 to suppress this receding. Therefore, the front wheels 4 and the like do not retreat more than the above-mentioned, and intrusion into the vehicle body 15 is reduced. As a result, it is possible to suppress the possibility that the vehicle body 15 is deformed by the front wheels 4 and the like and intrude into the footrest space in the cab, and the occupant space (particularly, the leg area) in the event of a frontal collision can be ensured.

That is, the positions and sizes of the concave portion 10 and the first reinforcing member 13 are set such that the front wheel 4 and the like come into contact with the wheel stopper 9 when the bent portion 5 is deformed as shown in FIG. 3 . This actively controls the deformation pattern, which in turn controls the deceleration during a frontal collision. In addition, the bending load of the concave portion 10 along the concave folding line 14 can be controlled by adjusting the size and depth of the upper concave portion 10a and the lower concave portion 10b. Therefore, deformation load can also be actively controlled.

In this way, when the front wheel 4 or the like contacts the wheel stopper 9 and pushes the stopper, a large load is applied to the side member 2 near it, but this part is due to the second reinforcement provided in the side member 2. Since the member 12 is reinforced to have high rigidity, deformation of the side member 2 near the wheel stopper 9 can be suppressed. Therefore, in the event of a frontal collision, the rearward front wheel 4 is strongly blocked by the wheel stopper 9, which has high rigidity in the vicinity of the mounting part due to the second reinforcing member 12, so that the front wheel 4 can also be suppressed. Intrusion of wheels 4 etc. into the pedal space.

On the other hand, in the absence of the above-mentioned concave portion 10 and the first reinforcing member 13, when the vehicle front collides (during an offset collision), since the weakest part of the bending portion 5 shown in FIG. 4 is bound to bend, Therefore, the deformation mode cannot be controlled, and there is a possibility that the rearward front wheel 4 and the like move over the wheel stopper 9 and move backward. In this case, the front wheels 4 and the like deform the vehicle body 15 and may greatly intrude into the pedal space in the cab.

Furthermore, instead of the recessed portion 10 in this embodiment, forming a perforated cavity on the side surface of the side member 2 can also control the deformation mode. In this case, the deformation load can be controlled by adjusting the size of the hole. In this way, this embodiment does not need to change the plate thickness or structure of the side beam 2, and the deformation mode and deformation load can be controlled only by providing the recess 10 or the hole, so that it can be realized at a very low cost.

According to the vehicle frame of the present invention described above, it is possible to actively control the deformation mode and deformation load in the event of a frontal collision.

Claims (6)

1. A vehicle frame characterized in that: on a pair of side members, at positions near the rear of the front wheels, curved portions are respectively formed to bend inwardly in the vehicle width direction and upwardly in the vehicle height direction, and on the curved portions, as A concave portion is formed at the portion of the concave fold portion during a frontal collision. 2. The vehicle frame according to claim 1, wherein a wheel stopper is provided on the side surface of the side member, and the stopper prevents the wheel from moving backwards due to the concave folding of the concave part of the bending part when a frontal collision occurs. front wheel. 3. The vehicle frame according to claims 1-2, wherein the concave portion is formed by an upper concave portion and a lower concave portion respectively formed at the same linear position on the upper portion and the lower portion of the side surface of the curved portion. 4. The vehicle frame according to claims 1 to 3, wherein the recesses are formed on the inner side and the outer side of the bent portion in the vehicle width direction, respectively. 5. The vehicle frame according to claims 1 to 4, characterized in that a reinforcing member is provided on the bending portion at a portion that does not bend when a frontal collision occurs. 6. 5. The vehicle frame according to claims 1 to 5, wherein holes are formed on the side of said bent portion instead of said concave portion.

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