JP2008168820A - Body connection structure - Google Patents

Abstract

A vehicle body coupling structure capable of relatively stably moving a cabin part relative to a chassis frame even during an offset collision or the like is obtained.
A non-collision-side connecting member has a bending strength about a vehicle left-right axis higher than a bending strength about a vehicle longitudinal axis between a cabin-side mounting portion and a frame-side mounting portion. Since the fragile portion 110 is formed, a load in the vehicle left-right direction is applied to the connecting member 100 using the rotational behavior of the chassis frame 10. For this reason, the break timing of the non-collision-side connecting member 100 and the break timing of the collision-side connecting member 100 can be brought close to each other, and the cabin portion 20 can be moved relative to the chassis frame 10 more stably. .
[Selection] Figure 5

Description

  The present invention relates to a vehicle body coupling structure, and more particularly, to a vehicle body coupling structure in which a chassis frame and a cabin portion, which are configured independently of each other, are relatively moved by a load input at the time of a collision.

As a conventional vehicle body coupling structure, the chassis frame and the cabin part are separated and configured independently of each other, and the cabin part is mounted on the chassis frame via connecting members respectively disposed on the left and right side parts. When the connecting member breaks due to the collision, the cabin part moves to the collision side relative to the chassis frame, and the shock at the time of the collision is effectively mitigated to the cabin part. In addition, there is known one having increased cabin strength (see, for example, Patent Document 1).
JP 2004-338421 A (6th and 8th pages, FIG. 1)

  However, in such a conventional vehicle body coupling structure, a load acts on the collision side of the chassis frame in the case of an offset collision where the vehicle collides with one side in the vehicle left-right direction. The collision load is hardly transmitted to the non-collision side which is the opposite side. This is because, for reasons such as weight reduction, the cross member that is installed in the vehicle left-right direction between the frame members that extend in the front-rear direction of the chassis frame is difficult to be rigidized, including the joint portion.

  Accordingly, since it is difficult for a shear load to be input to the connecting member that connects the chassis frame and the cabin portion on the non-collision side, the break timing of the collision-side connection member and the break timing of the non-collision-side connection member are time-consuming. There is a risk that it will be difficult to stably move the cabin portion relative to the chassis frame.

  Therefore, an object of the present invention is to obtain a vehicle body coupling structure that can move the cabin portion relative to the chassis frame more stably even during an offset collision or the like.

  In the present invention, a chassis frame on which wheels and a power train unit are mounted and a cabin part that is a occupant's living space are configured independently, and the chassis frame and the cabin part are relatively moved by load input at the time of a collision. In the vehicle body coupling structure connected via a connecting member that enables the connecting member, the connecting member connects the frame portions of the vehicle frame in the left-right direction of the vehicle body frame and the cabin part, and each connecting member has The main feature is that a weakened portion is formed between the cabin-side mounting portion and the frame-side mounting portion so that the bending strength around the vehicle lateral axis is set higher than the bending strength around the vehicle longitudinal axis.

  According to the present invention, when the vehicle has an offset collision on the front surface or the rear surface, the chassis frame rotates around the collision portion that is offset to one side in the vehicle left-right direction, while the cabin portion follows the velocity vector at the time of collision due to inertial force. In the case of an offset frontal collision, the vehicle moves forward, and in the case of an offset rearward collision, the vehicle moves rearward.

  At this time, each connecting member is formed with a fragile portion between the cabin-side mounting portion and the frame-side mounting portion, in which the bending strength around the vehicle lateral axis is set higher than the bending strength around the vehicle longitudinal axis. Therefore, by applying the vehicle lateral load to the non-collision side connection member using the rotational behavior of the chassis frame, the break timing of the non-collision side connection member and the break timing of the collision side connection member are obtained. It is possible to move closer, and the cabin can be stably moved relative to the chassis frame.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the drawings.

  (First Embodiment) FIG. 1 is an exploded perspective view of a vehicle body skeleton, FIG. 2 is a perspective view showing an attachment state of a connecting member, and FIG. 3 shows the behavior at the time of an offset frontal collision of a chassis frame and a cabin part from the upper side. FIG. 4 is a perspective view of the collision state of the connection member on the collision side as viewed from diagonally forward, FIG. 5 is a perspective view of the fracture state of the connection member on the non-collision side as viewed from diagonally behind, FIG. 6 is a perspective view of the non-collision side connecting member after being broken, as viewed obliquely from the rear.

  As shown in FIG. 1, the vehicle body coupling structure of the present embodiment separates a chassis frame 10 on which wheels and power train units (not shown) are mounted and a cabin portion 20 that is a occupant's living space. The chassis frame 10 and the cabin part 20 are connected to each other via a connecting member 100 that enables relative movement by a load input at the time of a collision.

  The chassis frame 10 includes left and right side frames 11L and 11R that extend in the vehicle front-rear direction on both sides of the vehicle in the vehicle front-rear direction and serve as skeleton parts. The left and right side frames 11L and 11R include the cabin portion 20. A flat floor portion 12 positioned below, front and rear kick-up portions 13F and 13R that form inclined surfaces 13a and 13b on the vehicle front and rear sides of the floor portion 12, and a vehicle front side of the front kick-up portion 13F. A front end portion 14F and a rear end portion 14R provided on the rear side of the rear kick-up portion 13R are formed.

  Further, the front and rear end portions of the left and right side frames 11L and 11R are connected by a front end cross member 15F and a rear end cross member 15R, respectively, and the front side portion and the rear side portion of the floor portion 12 are The front floor portion cross member 16F and the rear floor portion cross member 16R are connected to each other, and the front / rear floor portion cross members 16F, 16R are connected to each other in the front-rear direction intermediate portion by a center floor portion cross member 16C.

  At this time, the upper surfaces of the front, rear, and center floor cross members 16F, 16R, and 16C are set so as not to protrude upward from the upper surfaces of the left and right side frames 11L and 11R. It is formed.

  In the chassis frame 10 having the above-described configuration, the front end portion 14F and the rear end portion 14R are substantially equal in rigidity / strength balance with respect to inputs from the front and rear of the vehicle, while the front / rear kick-up portions 13F, 13R. And the floor portion 12, and the front and rear kick-up portions 13F, 13R and the floor portion 12 on the rear side of the vehicle are set larger than the front end portion 14F and the rear end portion 14R on the front side of the vehicle. It is preferable that the strength of the end portion 14F≈the strength of the rear end portion 14R <the strength of the front and rear kick-up portions 13F, 13R≈the strength of the floor portion 12.

  The lower surface of the cabin portion 20 is formed flat, and left and right sill portions 21L and 21R extending in the front-rear direction are provided at both lateral ends of the vehicle as a lower skeleton. The vehicle front end portions of the left and right sill portions 21L and 21R are connected by a front cross member 22F, the vehicle rear end portion is connected by a rear cross member 22R, and the center portion in the front-rear direction is a center cross member 22C. It is connected.

  A front pillar 24A is erected at the front end of the left and right sill portions 21L and 21R, a center pillar 24B is erected at the front and rear center portion, and a rear pillar 24C is erected at the rear end portion. Left and right roof side rails 25L and 25R are connected to respective upper ends.

  A floor panel 26 (see FIG. 2) is laid on the lower surface of the cabin 20 over the lower side of each cross member 22F, 22R, 22C, and the floor panel 26 is attached to each cross member 22F, 22R, Bonded to 22C.

  Further, the left and right front pillars 24 </ b> A are connected from below by a dash cross member 27 at a predetermined height position, and the dash cross member 27 is covered by a dash panel 28.

  Also, as shown in FIG. 2, by joining the flat inner panels 21La, 21Ra and the outer panels 21Lb, 21Rb curved so as to protrude outward in the vehicle left-right direction at the upper and lower ends, The left and right sill portions 21L and 21R are each formed in a closed cross section.

  At this time, the distance W1 between the left and right sill portions 21L and 21R in the left-right direction of the vehicle is formed a predetermined amount larger than the distance W2 between the left and right side frames 11L and 11R of the chassis frame 10 in the left-right direction of the vehicle. The part 20 protrudes from the chassis frame 10 to the left and right.

  Here, as shown in FIG. 1, the connecting member 100 that connects the chassis frame 10 and the cabin part 20 has a front part and a rear part on both sides in the vehicle left-right direction of the floor part 12 provided in the center part of the chassis frame 10. Are arranged in four locations (indicated by P in the figure). The locations where the connecting members 100 are disposed are portions corresponding to the front and rear portions on both sides in the vehicle left-right direction below the cabin portion 20.

  As shown in FIG. 2, each connecting member 100 includes frame parts on both sides in the vehicle left-right direction of the chassis frame 10 and the cabin part 20, that is, the left and right side frames 11 </ b> L and 11 </ b> R in the chassis frame 10. In the cabin portion 20, corresponding ones of the left and right sill portions 21 </ b> L and 21 </ b> R are connected to each other, and each connecting member 100 is connected to the vehicle front-rear direction between the cabin-side attachment portion 101 and the frame-side attachment portion 102 ( A fragile portion 110 is formed in which the bending strength around the axis in the left-right direction of the vehicle (substantially perpendicular to the plane of the drawing in the drawing) is set higher than the bending strength around the axis in the drawing.

  This connecting member 100 is formed as a single block body in a vertically long shape by die casting made of a light metal such as an aluminum alloy. The connecting member 100 forms a cabin side mounting portion 101 at the upper portion and a frame side mounting portion 102 at the lower portion. It is formed.

  The cabin-side mounting portion 101 has a substantially cubic shape as a whole, and the vehicle lateral direction outer side surface is a mounting surface 101a. Moreover, the frame side attaching part 102 becomes the substantially rectangular parallelepiped shape extended so that it might become elongate in the vehicle front-back direction, The vehicle left-right direction inner side surface becomes the attachment surface 102a.

  The cabin-side attachment portion 101 is attached to the inner panels 21La and 21Ra of the left and right sill portions 21L and 21R, and the frame-side attachment portion 102 is disposed below the outer surfaces 11La and 11Ra of the left and right side frames 11L and 11R. It is attached.

  At this time, the cabin-side attachment portion 101 is offset (offset amount K) above the frame-side attachment portion 102, and the fragile portion 110 is disposed in the vicinity of the frame-side attachment portion 102.

  When the cabin-side attachment portion 101 is attached to the inner panels 21La and 21Ra of the left and right sill portions 21L and 21R, the connecting member 100 and the inner panel 21La are connected via the pin member 130 inserted through the attachment portion 101. , 21Ra are coupled to each other.

  The pin member 130 is arranged such that the central axis direction thereof is along the vehicle left-right direction, and the cabin side mounting portion 101 and the left / right sill portions 21L, 21R are around the vehicle left-right axis about the pin member 130. Can be rotated relative to each other.

  Further, the frame-side mounting portion 102 is coupled to the left and right side frames 11L and 11R via a plurality of bolts 131 that are arranged at appropriate intervals in the vehicle longitudinal direction.

  The fragile portion 110 has a rectangular cross-sectional shape elongated in the vehicle front-rear direction by thinning the connecting member 100 in a block shape in the vehicle left-right direction (substantially perpendicular to the paper surface in FIG. 2) at the portion reaching the frame-side mounting portion 102. It is formed as a thin part.

  Here, in the present embodiment, the connecting members 100 that are paired in the front and rear are arranged in the rear part based on the bending strength around the vehicle longitudinal axis of the fragile part 110 formed in each of the connecting members 100 arranged in the front part. The bending strength around the vehicle longitudinal axis of the fragile portion 110 formed in each of the connecting members 100 provided is increased.

  The floor 12 of the chassis frame 10 is provided with front / rear floor cross members 16F, 16R and a center floor cross member 16C. Any one of these cross members 16F, 16R, 16C is provided in the left-right direction of the vehicle. In this embodiment, the rear floor cross member 16R is disposed on a line connecting the left and right connecting members 100 at the rear of the vehicle. Has been placed.

  Therefore, according to the vehicle body coupling structure according to the present embodiment, as shown in FIG. 3, when the vehicle has an offset frontal collision (portside offset), the front end of the left side frame 11L of the chassis frame 10 interferes with the collision target C. Then, the front end portion 14F of the portion is crushed (a state in which the portion is compressed and crushed in the axial direction). In FIG. 3, Wf represents a front wheel and Wr represents a rear wheel.

  Then, the collision load F is transmitted from the left side frame 11L side to the kick-up portion 13F and is transmitted as it is to the port side rear-side kick-up portion 13R, but is further non-collision via the front floor cross member 16F. It is also transmitted to the right side frame 11R.

  At this time, with respect to the collision load in the vehicle longitudinal direction, the collision side is larger than the non-collision side. Further, the collision load F input in the vehicle front-rear direction propagates to the connecting member 100 and breaks the fragile portion 110, so that the cabin portion 20 is relatively on the collision side (front of the vehicle) with respect to the chassis frame 10. Move relative to.

  Here, if the breaking load in the vehicle front-rear direction of the connecting member is simply set high in order to control the deceleration when the cabin part 20 moves relative to the vehicle, the input load on the non-collision side in the case of an offset collision is Since it becomes small, a connection member will no longer be fractured.

  Further, as the collision phenomenon progresses, the deformation of the front end portion 14F on the collision side is completed, and the chassis frame 10 rotates counterclockwise in FIG. Since the portion 20 moves relative to the direction of the velocity vector at the initial stage of the collision due to the inertia force, that is, forward of the vehicle, the cabin portion 20 and the chassis frame 10 are relatively displaced in the lateral direction of the vehicle. For this reason, in order to move the cabin part 20 forward stably along the chassis frame 10, it is necessary to suppress relative deviation.

  Here, the lateral acceleration generated during normal traveling of the vehicle is about 0G to 5G, but it has been confirmed that the lateral acceleration during the rotational behavior of the chassis frame 10 due to the offset collision reaches 30G to 40G.

  Considering these points, in the vehicle body coupling structure of the present embodiment, the collision load F input to the collision side (the port side in the present embodiment) in the offset frontal collision is transmitted to the vehicle on the collision side left side frame 11L. In the collision-side connecting member 100 transmitted to the rear, the fragile portion 110 is broken by a load in the vehicle longitudinal direction as shown in FIG.

  On the other hand, the non-collision-side connecting member 100 is set to have a bending strength around the vehicle left-right axis higher than the bending strength around the vehicle longitudinal axis between the cabin-side mounting portion 101 and the frame-side mounting portion 102. Since the fragile portion 110 is formed, the fragile portion 110 is broken by a load in the left-right direction of the vehicle accompanying the rotational behavior of the chassis frame 10 as shown in FIG.

  Therefore, by appropriately adjusting the bending strength of the fragile portion 110 around the vehicle longitudinal axis and the bending strength around the vehicle longitudinal axis, the breaking timing of the non-collision side coupling member 100 and the collision side coupling member 100 are adjusted. Can be brought closer to each other, and the cabin portion 20 can be relatively moved relative to the chassis frame 10 in the vehicle front-rear direction.

  At this time, in each connecting member 100, since the cabin side mounting portion 101 is offset upward from the frame side mounting portion 102, the bending moment is concentrated on the fragile portion 110, and the fragile portion 110 is more likely to break. .

  In the present embodiment, since the fragile portion 110 is disposed in the vicinity of the frame-side mounting portion 102, when the fragile portion 110 breaks, as shown in FIG. The broken remaining portion 103 of the portion is left in the cabin portion 20.

  For this reason, when the chassis frame 10 and the cabin portion 20 are displaced relative to each other in the lateral direction of the vehicle due to the rotational behavior of the chassis frame 10 at the time of the offset collision, the remaining fracture portion 103 is located on the right side of the chassis frame 10. By interfering with the side surface of the frame 11R, the shift can be suppressed, and thus the cabin portion 20 can be relatively moved along the chassis frame 10 in the front-rear direction more stably.

  Further, since the cabin side attachment portion 101 couples the connecting member 100 and the left / right sill portions 21L and 21R via the pin member 130 inserted through the attachment portion 101, a load F is applied to the chassis frame 10 at the time of a collision. In this case, a shear load is applied to the mounting portion of the mounting portion 101. At this time, the portion connected to the cabin portion 20 side of the connecting member 100 is pin-coupled to set the bending moment maximum point to the frame side mounting portion 102. It is possible to concentrate on the fragile portion 110 provided in the vicinity of, so that the fragile portion 110 can be broken more stably.

  Further, since the fragile portion 110 is formed as a thin portion having a rectangular cross section which is long in the vehicle front-rear direction by thinning the connecting member 100 in the left-right direction of the vehicle, the weak portion 110 is rotated around the vehicle front-rear direction axis by the section coefficient of the thin portion. It becomes easier to increase the bending strength around the vehicle left-right axis than the bending strength, and the connecting member 100 on the non-collision side can be more reliably broken from the fragile portion 110 during an offset collision.

  Furthermore, with respect to the connecting member 100 arranged in a pair at the front and rear portions of the cabin portion 20, bending of the fragile portion 110 formed on the connecting member 100 arranged at the front portion around the vehicle longitudinal axis. Since the bending strength around the vehicle longitudinal axis of the fragile portion 110 formed in the connecting member 100 disposed at the rear portion is larger than the yield strength, the chassis frame 10 and the cabin portion 20 move in the vehicle left-right direction at the time of a front offset collision. When a relative displacement occurs in the lateral direction about the collision point that is offset from the center, the amount of displacement increases toward the rear side, so that the bending strength applied around the vehicle longitudinal axis of the connecting member 100 disposed at the rear portion By enlarging, the breaking timing of both the front and rear connecting members 100 can be made closer, and the cabin portion 20 can be more stably moved along the chassis frame 10 in the vehicle front-rear direction. It can be dynamic.

  Further, the chassis frame 10 is provided with a cross member (in this embodiment, the rear floor cross member 16R) at a position connecting the left and right connecting members 100 arranged in pairs in the left-right direction of the vehicle. When the chassis frame 10 and the cabin portion 20 are displaced relative to each other in the lateral direction, the vehicle lateral load is efficiently transmitted to the non-collision side coupling member 100 via the cross member 16R, and the non-collision side coupling is performed. Breaking of the member 100 can be promoted.

  Needless to say, the front floor cross member 16F is not limited to the rear floor cross member 16R that connects the left and right connecting members 100 at the rear of the vehicle, and may be provided at a position that connects the left and right connecting members 100 disposed in front of the vehicle. .

  (Second Embodiment) FIG. 7 is a perspective view of a non-collision side connecting member as viewed obliquely from the rear. Note that the vehicle body coupling structure according to the present embodiment includes the same components as those of the vehicle body coupling structure according to the first embodiment. Therefore, the same components are denoted by common reference numerals, and redundant description is omitted.

  As shown in FIG. 7, the vehicle body coupling structure according to the present embodiment basically has the same configuration as that of the first embodiment. That is, a cabin side mounting portion 101 is formed at the upper portion of the connecting member 100 formed of a block body, and a frame side mounting portion 102 is formed at the lower portion, and the cabin side mounting portion 101 has left and right sill portions 21L, Attached to the inner panels 21La and 21Ra of the 21R, the frame side attaching portion 102 is attached to the lower portions of the outer surfaces 11La and 11Ra of the left and right side frames 11L and 11R, and the fragile portion 110 is provided in the vicinity of the frame side attaching portion 102. Is formed.

  Further, the cabin side mounting portion 101 is configured to couple the connecting member 100 and the inner panels 21La and 21Ra via a pin member 130A inserted through the mounting portion 101. In the present embodiment, the pin member 130A is coupled to the cabin side mounting portion 101. Is arranged such that its central axis direction is along the vehicle longitudinal direction.

  Both ends of the pin member 130A that passes through the cabin-side mounting portion 101 in the vehicle front-rear direction have brackets 132 having side walls 132a, 132b that protrude from the inner panels 21La, 21Ra so as to sandwich both front and rear side surfaces of the cabin-side mounting portion 101. The cabin side mounting portion 101 can be relatively rotated around the vehicle longitudinal axis between the side walls 132a and 132b around the pin member 130A.

  Therefore, according to the vehicle body coupling structure according to the present embodiment, the same effect as that of the first embodiment can be obtained, and in particular, the cabin side mounting portion 101 is provided around the vehicle longitudinal axis via the pin member 130A. Therefore, when a load in the lateral direction of the vehicle is input to the connecting member 100 at the time of an offset collision, it becomes easier to concentrate the bending moment on the fragile portion 110, and the fragile portion 110 breaks more reliably. Can be made.

  (Third Embodiment) FIG. 8 is a perspective view of a non-collision side connecting member as viewed obliquely from the rear. Note that the vehicle body coupling structure according to the present embodiment includes the same components as the vehicle body coupling structure according to the first or second embodiment. Therefore, the same components are denoted by common reference numerals, and redundant description is omitted.

  As shown in FIG. 8, the vehicle body coupling structure according to the present embodiment basically has a configuration substantially similar to that of the first embodiment. That is, in the connecting member 100, the cabin side mounting portion 101 provided in the upper portion and the frame side mounting portion 102 provided in the lower portion are offset in the vertical direction (K: offset amount), and the fragile portion 110 is It is arranged in the vicinity of the side mounting portion 102 and is formed as a thin portion having a rectangular cross section that becomes longer in the vehicle front-rear direction by being thinned in the vehicle left-right direction.

  In the present embodiment, the fragile portion 110 is formed with a groove 111 having a V-shaped cross section along the vehicle longitudinal direction.

  Therefore, according to the vehicle body coupling structure according to the present embodiment, the same effects as in the first embodiment can be obtained, and in particular, the fragile portion 110 is formed with the groove 111 along the vehicle longitudinal direction. Accordingly, when the offset collision occurs, the chassis frame 10 and the cabin portion 20 are displaced in the lateral direction of the vehicle with the collision position as the center O, and when the load in the lateral direction of the vehicle is input to the connecting member 100, 110, the bending strength around the vehicle longitudinal axis is lower than the bending strength around the vehicle lateral axis, so that the non-collision-side connecting member 100 can be broken more quickly and more stably. become able to.

  Moreover, although the case where the said weak part 110 was applied to the connection member 100 of 1st Embodiment was illustrated in this embodiment, of course, it is applicable also to the connection member 100 of 2nd Embodiment. .

  (Fourth Embodiment) FIG. 9 is a perspective view of a non-collision side connecting member as viewed obliquely from the rear. The vehicle body coupling structure according to this embodiment includes the same components as the vehicle body coupling structure according to the first to third embodiments. Therefore, the same components are denoted by common reference numerals, and redundant description is omitted.

  As shown in FIG. 9, the vehicle body coupling structure according to the present embodiment basically has substantially the same configuration as that of the second embodiment. In other words, in the connecting member 100, the cabin side mounting portion 101 provided at the upper portion can be relatively rotated on the side walls 132a and 132b of the bracket 132 via the pin member 130A arranged so that the central axis direction thereof is in the posture along the vehicle longitudinal direction. In this embodiment, in particular, a rubber bush 133 as a cushioning material is provided on the outer periphery of the pin member 130A.

  That is, in the cabin side mounting portion 101, an insertion hole 134 for inserting the pin member 130A is formed in the vehicle front-rear direction. In the present embodiment, the insertion hole 134 is formed with a larger diameter than the pin member 130A. A rubber bushing 133 is interposed between the outer periphery of the pin member 130A and the inner periphery of the insertion hole 134. At this time, the rubber bush 133 may be press-fitted, but it is particularly preferable that the rubber bush 133 is vulcanized and bonded.

  Therefore, according to the vehicle body coupling structure according to the present embodiment, the same effect as that of the second embodiment is obtained, and in particular, since the rubber bush 133 is provided on the outer periphery of the pin member 130A, When traveling, noise such as road surface vibration and engine vibration transmitted from the chassis frame 10 to the cabin portion 20 is efficiently absorbed by the rubber bushing 133, and the quietness in the vehicle interior can be improved.

  Further, since the rubber bush 133 is provided on the outer periphery of the pin member 130A, a predetermined rotational resistance acts on the connecting member 100 around the vehicle longitudinal axis with respect to the sill portions 21L and 21R. At this time, since the torsional strength of the rubber bush 133 is significantly lower than the bending strength of the fragile portion 110, the load can be supported when the deformation of the rubber bushing 133 bottoms out during an offset collision. The same effect as the form can be achieved.

  Moreover, although the case where the rubber bush 133 was applied to the connecting member 100 of the second embodiment was illustrated in the present embodiment, it is needless to say that the present invention can also be applied to the connecting member 100 of the first embodiment.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiments, and various modifications can be made. For example, the connecting member 100 can be formed by bending a thin steel plate so as to have a U-shaped cross section or a closed cross section without forming a block body by die-casting, thereby further reducing the weight.

1 is an exploded perspective view of a vehicle body skeleton to which a vehicle body coupling structure according to a first embodiment of the present invention is applied. It is a perspective view which shows the attachment state of the connection member of the vehicle body coupling structure concerning 1st Embodiment of this invention. It is a top view which shows the behavior at the time of the offset front collision of the chassis frame and cabin part to which the vehicle body coupling structure concerning 1st Embodiment of this invention is applied. It is the perspective view which looked at the fracture | rupture state of the connection member by the side of the collision of the vehicle body coupling structure concerning 1st Embodiment of this invention from diagonally forward. It is the perspective view which looked at the fracture | rupture state of the connection member by the side of the non-collision side of the vehicle body coupling structure concerning 1st Embodiment of this invention from diagonally back. It is the perspective view which looked at the state after the fracture | rupture of the connection member of the non-collision side of the vehicle body joint structure concerning 1st Embodiment of this invention from diagonally back. It is the perspective view which looked at the connection member by the side of the non-collision of the body connection structure concerning a 2nd embodiment of the present invention from the slanting back. It is the perspective view which looked at the connection member by the side of a non-collision side of the body connection structure concerning a 3rd embodiment of the present invention from the slanting back. It is the perspective view which looked at the connection member by the side of the non-collision of the body connection structure concerning a 4th embodiment of the present invention from the slanting back.

Explanation of symbols

10 chassis frame 11L, 11R side frame (frame part)
16R Rear floor cross member (cross member provided at the position connecting the left and right connecting members)
20 cabin part 21L, 21R sill part (frame part)
DESCRIPTION OF SYMBOLS 100 Connection member 101 Cabin side attaching part 102 Frame side attaching part 110 Fragile part 111 Groove 130, 130A Pin member 133 Rubber bush (buffer material)

Claims (10)

The chassis frame on which the wheels and the powertrain unit are mounted and the cabin that is the occupant's living space are configured independently of each other, and the chassis frame and the cabin can be moved relative to each other by load input at the time of collision. In the vehicle body coupling structure connected via a connecting member,
The connecting member connects the frame portions of the both sides of the vehicle frame in the left-right direction of the chassis frame and the cabin part, and each connecting member has a vehicle longitudinal axis between the cabin side mounting part and the frame side mounting part. A vehicle body coupling structure in which a fragile portion is formed in which a bending strength around a vehicle lateral axis is set higher than a surrounding bending strength.   The vehicle body coupling structure according to claim 1, wherein the cabin side mounting portion is offset upward from the frame side mounting portion.   The vehicle body coupling structure according to claim 2, wherein the fragile portion is disposed in the vicinity of the frame-side attachment portion.   The vehicle body coupling according to any one of claims 1 to 3, wherein the connecting member and the skeleton portion of the cabin part are coupled via a pin member inserted through the cabin side mounting part. Construction.   The fragile portion is formed as a thin portion having a rectangular cross section which is long in the vehicle front-rear direction by thinning the connecting member in the vehicle left-right direction. The vehicle body coupling structure described.   The vehicle body coupling structure according to any one of claims 1 to 5, wherein the fragile portion is formed with a groove having a V-shaped cross section along the vehicle longitudinal direction. The connecting member is provided at each of the front part and the rear part of the cabin part,
The bending strength around the vehicle longitudinal axis of the fragile portion formed on the connecting member disposed at the rear is larger than the bending strength around the vehicle longitudinal axis of the fragile portion formed on the coupling member disposed at the front portion. The vehicle body coupling structure according to any one of claims 1 to 6, wherein the vehicle body coupling structure is large. The connecting member is provided side by side in the vehicle left-right direction on each of the right part and the left part of the cabin part,
The vehicle body coupling structure according to any one of claims 1 to 7, wherein a cross member as a part of a chassis frame is provided at a position connecting the connecting members arranged in the vehicle left-right direction. .   The vehicle body coupling structure according to claim 4, wherein a buffer material is provided on an outer periphery of the pin member.   The vehicle body coupling structure according to claim 1, wherein the connecting member is formed by bending a thin steel plate.

Images