JP6106878B2 - Vehicle frame structure - Google Patents
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- JP6106878B2 JP6106878B2 JP2014008058A JP2014008058A JP6106878B2 JP 6106878 B2 JP6106878 B2 JP 6106878B2 JP 2014008058 A JP2014008058 A JP 2014008058A JP 2014008058 A JP2014008058 A JP 2014008058A JP 6106878 B2 JP6106878 B2 JP 6106878B2
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- 230000003014 reinforcing effect Effects 0.000 claims description 34
- 230000002787 reinforcement Effects 0.000 description 8
- 230000011218 segmentation Effects 0.000 description 3
- 239000012141 concentrate Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- 239000002184 metal Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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Description
本発明は、インナー部材とアウター部材とを結合して形成された車両フレーム骨格構造に関する。 The present invention relates to a vehicle frame skeleton structure formed by joining an inner member and an outer member.
例えば特許文献１に見られるように、車両フレームの骨格構造を、溝形（チャンネル）形状に形成された板金部品を向かい合わせて接合し、閉じ断面に形成することがある。 For example, as seen in Patent Document 1, a skeleton structure of a vehicle frame may be formed in a closed cross section by joining sheet metal parts formed in a groove shape (channel) face to face.
車両前後方向に延びる長尺のサイドレールなどに上記骨格構造を採用する場合、生産技術上の制約のため、その骨格構造を構成する各部材をそれぞれ車体前後方向において複数に分割形成しなければならないことがある。そうした場合、衝突荷重が車両フレーム骨格構造に加わった際に、そうした分割部分に応力が集中して、座屈が生じる虞がある。 When the above skeleton structure is adopted for a long side rail extending in the longitudinal direction of the vehicle, each member constituting the skeleton structure must be divided into a plurality of parts in the longitudinal direction of the vehicle body due to restrictions on production technology. Sometimes. In such a case, when a collision load is applied to the vehicle frame skeleton structure, there is a possibility that stress concentrates on such a divided portion and buckling occurs.
本発明は、こうした実情に鑑みてなされたものであり、その解決しようとする課題は、インナー部材やアウター部材の分割部分における衝突時の応力集中をより好適に緩和することのできる車両フレーム骨格構造を提供することにある。 The present invention has been made in view of such a situation, and a problem to be solved is a vehicle frame skeleton structure that can more suitably relieve stress concentration at the time of collision in a divided portion of an inner member or an outer member. Is to provide.
上記課題を解決する車両フレーム骨格構造は、車両前後方向に互いにオフセットされた位置にてそれぞれ分割形成されたインナー部材およびアウター部材を結合して形成されている。そして、インナー部材の分割部分およびアウター部材の分割部分にそれぞれ補強部材が設けられている。こうした車両フレーム骨格構造では、インナー部材やアウター部材の分割部分が構造上の弱点となり、衝突時に応力が集中して、座屈の発生を招く。 A vehicle frame skeleton structure that solves the above-described problems is formed by joining an inner member and an outer member that are separately formed at positions offset from each other in the vehicle longitudinal direction. And the reinforcement member is provided in the division part of the inner member, and the division part of the outer member, respectively. In such a vehicle frame skeleton structure, the divided portions of the inner member and the outer member become structural weak points, and stress concentrates at the time of collision, which causes buckling.
こうした衝突時の分割部分の応力集中に、補強部材の板厚の増大のみで対処すれば、その成形加工性が低下して、生産技術上の問題を招く虞がある。また、別の補強部材の追加により対処すれば、部品点数の増加を招いてしまう。 If the stress concentration in the divided part at the time of collision is dealt with only by increasing the plate thickness of the reinforcing member, the molding processability may be lowered, which may cause problems in production technology. Further, if a countermeasure is added by adding another reinforcing member, the number of parts increases.
その点、上記課題を解決する車両フレーム骨格構造では、インナー部材、アウター部材のうちのいずれか一方の部材側の補強部材を、車両前後方向における他方の部材の分割部分の位置にまで延長するようにしている。こうした場合、インナー部材側、アウター部材側の双方の補強部材により分割部分の補強がなされるため、各補強部材の板厚をあまり大きくせずとも、衝突時の分割部分の応力集中を十分緩和することができる。また、元より設けられた補強部材の形状を変更しているだけであるため、部品点数の増加を招くこともない。したがって、インナー部材やアウター部材の分割部分における衝突時の応力集中をより好適に緩和することができる。 In that respect, in the vehicle frame skeleton structure that solves the above problem, the reinforcing member on one of the inner member and the outer member is extended to the position of the divided portion of the other member in the vehicle longitudinal direction. I have to. In such a case, since the divided portions are reinforced by the reinforcing members on both the inner member side and the outer member side, the stress concentration of the divided portions at the time of collision is sufficiently relieved without increasing the thickness of each reinforcing member. be able to. Moreover, since only the shape of the reinforcing member provided from the beginning is changed, the number of parts is not increased. Therefore, the stress concentration at the time of a collision in the divided part of the inner member or the outer member can be more preferably alleviated.
以下、車両フレーム骨格構造の一実施形態を、図１〜図４を参照して詳細に説明する。なお、各図において、矢印ＦＲは車両前方を、矢印ＲＲは車両後方を、矢印ＬＨは車両幅方向左方を、矢印ＲＨは車両幅方向右方を、矢印ＩＮは車両幅方向内側を、矢印ＯＵＴは車両幅方向外側を、矢印ＵＰは車両上方を、矢印ＤＷは車両下方を、それぞれ示している。 Hereinafter, an embodiment of a vehicle frame skeleton structure will be described in detail with reference to FIGS. In each figure, the arrow FR indicates the front of the vehicle, the arrow RR indicates the rear of the vehicle, the arrow LH indicates the left in the vehicle width direction, the arrow RH indicates the right in the vehicle width direction, the arrow IN indicates the inner side in the vehicle width direction, OUT indicates the vehicle width direction outer side, arrow UP indicates the vehicle upper side, and arrow DW indicates the vehicle lower side.
図１に示すように、車両フレームは、車両前後方向に延びる、車両フレーム骨格構造としての２本のサイドレール１０を有する。それら２本のサイドレール１０は、車両フレームの両側にそれぞれ設けられ、それらの間には、車両幅方向に延びる複数のクロスメンバー１１が架け渡されている。 As shown in FIG. 1, the vehicle frame has two side rails 10 as a vehicle frame skeleton structure extending in the vehicle front-rear direction. The two side rails 10 are provided on both sides of the vehicle frame, and a plurality of cross members 11 extending in the vehicle width direction are bridged between them.
図２に示すように、サイドレール１０は、その車両幅方向内側の部分を構成するインナー部材１２と、車両幅方向外側の部分を構成するアウター部材１３とを接合することで形成される。インナー部材１２およびアウター部材１３は、溝形（チャンネル）形状にそれぞれ形成され、互いの開かれた側を向かい合わせて接合されている。 As shown in FIG. 2, the side rail 10 is formed by joining an inner member 12 constituting an inner portion in the vehicle width direction and an outer member 13 constituting an outer portion in the vehicle width direction. The inner member 12 and the outer member 13 are each formed in a groove shape (channel) shape, and are joined with their open sides facing each other.
また、インナー部材１２およびアウター部材１３はそれぞれ、車両前後方向において２つに分割形成されている。すなわち、インナー部材１２は、前部インナー部材１２ａと後部インナー部材１２ｂとに分割形成され、アウター部材１３は、前部アウター部材１３ａと後部アウター部材１３ｂとに分割形成されている。前部インナー部材１２ａおよび後部インナー部材１２ｂ、並びに前部アウター部材１３ａおよび後部アウター部材１３ｂは、例えば突合せ溶接により互いに接合されている。 Each of the inner member 12 and the outer member 13 is divided into two parts in the vehicle front-rear direction. That is, the inner member 12 is divided into a front inner member 12a and a rear inner member 12b, and the outer member 13 is divided into a front outer member 13a and a rear outer member 13b. The front inner member 12a and the rear inner member 12b, and the front outer member 13a and the rear outer member 13b are joined to each other by, for example, butt welding.
こうしたインナー部材１２の分割部分Ｘ（前部インナー部材１２ａおよび後部インナー部材１２ｂの接合部分）と、アウター部材１３の分割部分Ｙ（前部アウター部材１３ａおよび後部アウター部材１３ｂの接合部分）は、車両前後方向に互いにオフセットされている。このサイドレール１０では、インナー部材１２の分割部分Ｘは、アウター部材１３の分割部分Ｙよりも、長さδ分、車両後方に位置されている。 Such a divided part X of the inner member 12 (joint part of the front inner member 12a and the rear inner member 12b) and a split part Y of the outer member 13 (joint part of the front outer member 13a and the rear outer member 13b) are vehicles. They are offset from each other in the front-rear direction. In the side rail 10, the divided portion X of the inner member 12 is positioned behind the vehicle by a length δ from the divided portion Y of the outer member 13.
このように、本実施形態では、強度上の弱点となるインナー部材１２、アウター部材１３の分割部分Ｘ，Ｙを、車両前後方向に互いにオフセットした位置に設定することで、衝突時のサイドレール１０の座屈を抑えている。さらに本実施形態では、これらの分割部分Ｘ，Ｙに補強部材による補強を施している。 As described above, in this embodiment, the divided portions X and Y of the inner member 12 and the outer member 13 which are weak points in strength are set at positions offset from each other in the vehicle front-rear direction, so that the side rail 10 at the time of collision is obtained. Suppresses buckling. Further, in the present embodiment, these divided portions X and Y are reinforced by a reinforcing member.
図３に、一般的な態様での補強部材の設定例を示す。同図の設定例では、インナー部材１２の分割部分Ｘ、およびアウター部材１３の分割部分Ｙに、インナー側補強部材１１４、およびアウター側補強部材１１５がそれぞれ設けられる。インナー側補強部材１１４は、分割部分Ｘの周囲を覆うとともに、分割部分Ｘの車両前側および車両後側において、前部インナー部材１２ａおよび後部インナー部材１２ｂの稜線部分に、すなわちそれらの車両幅方向内側における車両上方の隅部および車両下方の隅部に接合されている。また、アウター側補強部材１１５も同様に、分割部分Ｙの周囲を覆うとともに、分割部分Ｙの車両前側および車両後側において、それぞれ前部アウター部材１３ａおよび後部アウター部材１３ｂの稜線部分に、すなわちそれらの車両幅方向外側における車両上方の隅部および車両下方の隅部に接合されている。 In FIG. 3, the example of a setting of the reinforcement member in a general aspect is shown. In the setting example shown in the figure, an inner side reinforcing member 114 and an outer side reinforcing member 115 are provided in the divided portion X of the inner member 12 and the divided portion Y of the outer member 13, respectively. The inner side reinforcing member 114 covers the periphery of the divided portion X, and on the ridge line portions of the front inner member 12a and the rear inner member 12b on the vehicle front side and the vehicle rear side of the divided portion X, that is, the vehicle width direction inner side thereof. Are joined to the upper corner of the vehicle and the lower corner of the vehicle. Similarly, the outer side reinforcing member 115 covers the periphery of the divided portion Y, and on the ridge line portions of the front outer member 13a and the rear outer member 13b on the vehicle front side and the vehicle rear side of the divided portion Y, that is, Are joined to the upper corner of the vehicle and the lower corner of the vehicle on the outer side in the vehicle width direction.
こうした一般的な補強部材の設定例では、インナー側補強部材１１４とアウター側補強部材１１５とが、分割部分Ｘ，Ｙをそれぞれ個別に補強する。しかしながら、インナー部材１２側の分割部分Ｘには、衝突時の応力集中により、特に高い応力が発生するため、インナー側補強部材１１４だけでこれに対処するには、その板厚をかなり大きくせざるを得なくなり、その成形加工性が悪化する。また、インナー部材１２におけるサイドレール１０の内周側の部分などに別の補強部材を追加設置することで対処すれば、部品点数の増加を招いてしまう。 In such a general reinforcing member setting example, the inner side reinforcing member 114 and the outer side reinforcing member 115 individually reinforce the divided portions X and Y, respectively. However, since a particularly high stress is generated in the divided portion X on the inner member 12 side due to the stress concentration at the time of collision, in order to cope with this only by the inner side reinforcing member 114, the plate thickness must be considerably increased. The molding processability deteriorates. Further, if another reinforcing member is additionally installed in the inner member 12 on the inner peripheral side of the side rail 10 or the like, the number of parts will increase.
そこで本実施形態では、以下の態様で、より効率的に分割部分Ｘの補強を実現している。
図４に、本実施形態の補強部材の設定態様を示す。なお、同図４は、車両幅方向左側のサイドレール１０における、図１の部分Ａの部分斜視構造を示している。同図に示すように、本実施形態においても、インナー側補強部材１４は、図３の設定例と同様に構成されている。すなわち、インナー側補強部材１４は、分割部分Ｘの周囲を覆うとともに、分割部分Ｘの車両前側および車両後側において、前部インナー部材１２ａ、後部インナー部材１２ｂに接合されている。
Therefore, in the present embodiment, the division part X is more efficiently reinforced in the following manner.
In FIG. 4, the setting aspect of the reinforcement member of this embodiment is shown. FIG. 4 shows a partial perspective structure of the portion A in FIG. 1 in the side rail 10 on the left side in the vehicle width direction. As shown in the figure, also in this embodiment, the inner side reinforcing member 14 is configured in the same manner as the setting example of FIG. That is, the inner side reinforcing member 14 covers the periphery of the divided portion X and is joined to the front inner member 12a and the rear inner member 12b on the vehicle front side and vehicle rear side of the divided portion X.
一方、アウター側補強部材１５は、その車体前側の部分は、図３の設定例と同様に形成されている。ただし、アウター側補強部材１５の車体後側は、車両前後方向におけるインナー部材１２の分割部分Ｘの位置まで延長されている。 On the other hand, the outer side reinforcing member 15 is formed in the same manner as the setting example of FIG. However, the vehicle body rear side of the outer side reinforcing member 15 is extended to the position of the divided portion X of the inner member 12 in the vehicle front-rear direction.
次に、以上のように構成された本実施形態の作用を説明する。
上記サイドレール１０では、アウター部材１３における、インナー部材１２の分割部分Ｘに対向する位置の稜線部分の剛性が、延長されたアウター側補強部材１５により高められている。そのため、衝突時に、サイドレール１０における分割部分Ｘの形成箇所に作用する応力のより多くがアウター部材１３側に分散されるようになり、インナー部材１２の分割部分Ｘの応力集中が緩和される。
Next, the operation of the present embodiment configured as described above will be described.
In the side rail 10, the rigidity of the ridge line portion of the outer member 13 at a position facing the split portion X of the inner member 12 is enhanced by the extended outer side reinforcing member 15. Therefore, at the time of a collision, more of the stress acting on the portion where the divided portion X is formed in the side rail 10 is distributed to the outer member 13 side, and the stress concentration of the divided portion X of the inner member 12 is alleviated.
以上説明した本実施形態の車両フレーム骨格構造によれば、以下の効果を奏することができる。
（１）本実施形態では、アウター側補強部材１５を、車両前後方向におけるインナー部材１２の分割部分Ｘの位置まで、車両後方に延長することで、分割部分Ｘの追加補強を行っている。そのため、インナー側補強部材１４やアウター側補強部材１５の板厚をあまり大きくせずとも、分割部分Ｘにおける衝突時の応力集中を十分緩和することができる。また、元より設けられたアウター側補強部材１５の形状を変更しているだけであるため、部品点数の増加を招くこともない。したがって、インナー部材１２の分割部分Ｘにおける衝突時の応力集中をより好適に緩和することができる。
According to the vehicle frame skeleton structure of the present embodiment described above, the following effects can be obtained.
(1) In the present embodiment, the outer side reinforcing member 15 is extended to the rear of the vehicle to the position of the divided portion X of the inner member 12 in the vehicle front-rear direction, thereby performing additional reinforcement of the divided portion X. Therefore, the stress concentration at the time of collision in the divided portion X can be sufficiently relaxed without increasing the plate thickness of the inner side reinforcing member 14 and the outer side reinforcing member 15 too much. Moreover, since the shape of the outer side reinforcing member 15 provided from the beginning is only changed, the number of parts is not increased. Therefore, the stress concentration at the time of the collision in the divided portion X of the inner member 12 can be more suitably mitigated.
なお、上記実施形態は、以下のように変更して実施することもできる。
・上記実施形態では、インナー部材１２の分割部分Ｘがアウター部材１３の分割部分Ｙよりも車体後方に設けられていたが、分割部分Ｘを分割部分Ｙよりも車体前方に設けるようにしてもよい。そうした場合にも、アウター側補強部材１５の車両前側の部分を、車両前後方向における分割部分Ｘの位置まで延長すれば、上記実施形態と同様の効果を得ることができる。
In addition, the said embodiment can also be changed and implemented as follows.
In the above embodiment, the divided portion X of the inner member 12 is provided at the rear of the vehicle body relative to the divided portion Y of the outer member 13, but the divided portion X may be provided at the front of the vehicle body relative to the divided portion Y. . Even in such a case, the same effect as that of the above embodiment can be obtained by extending the vehicle front side portion of the outer side reinforcing member 15 to the position of the divided portion X in the vehicle front-rear direction.
・アウター部材１３の分割部分Ｙの衝突時の応力集中が問題となる場合には、インナー側補強部材１４を、車両前後方向における分割部分Ｙの位置まで延長するようにするとよい。 When the stress concentration at the time of collision of the divided portion Y of the outer member 13 becomes a problem, the inner side reinforcing member 14 may be extended to the position of the divided portion Y in the vehicle front-rear direction.
・インナー側補強部材１４およびアウター側補強部材１５の双方を、車両前後方向における他方の部材の分割部分の位置までそれぞれ延長するようにしてもよい。
・上記実施形態では、サイドレールを車両フレーム骨格構造とした場合を説明した。上記実施形態での補強部材による分割部分の補強構造は、車両前後方向に互いにオフセットされた位置にてそれぞれ分割形成されたインナー部材およびアウター部材を結合して形成された車両フレーム骨格構造であれば、サイドレール以外の車両フレーム骨格構造にも、同様に適用することができる。
-You may make it extend both the inner side reinforcement member 14 and the outer side reinforcement member 15 to the position of the division | segmentation part of the other member in a vehicle front-back direction, respectively.
In the above embodiment, the case where the side rail has a vehicle frame skeleton structure has been described. The reinforcing structure of the divided part by the reinforcing member in the above embodiment is a vehicle frame skeleton structure formed by joining the inner member and the outer member that are separately formed at positions offset from each other in the vehicle longitudinal direction. The present invention can be similarly applied to vehicle frame skeleton structures other than the side rails.
１０…サイドレール（車両フレーム骨格構造）、１１…クロスメンバー、１２…インナー部材（１２ａ…前部インナー部材、１２ｂ…後部インナー部材、Ｘ…インナー部材の分割部分）、１３…アウター部材（１３ａ…前部アウター部材、１３ｂ…後部アウター部材、Ｙ…アウター部材の分割部分）、１４…インナー側補強部材、１５…アウター側補強部材。 DESCRIPTION OF SYMBOLS 10 ... Side rail (vehicle frame frame structure), 11 ... Cross member, 12 ... Inner member (12a ... Front inner member, 12b ... Rear inner member, X ... Divided part of inner member), 13 ... Outer member (13a ... Front outer member, 13b ... rear outer member, Y ... divided part of outer member), 14 ... inner side reinforcing member, 15 ... outer side reinforcing member.
Claims (1)
前記インナー部材の分割部分と前記アウター部材の分割部分とが、車両前後方向に互いにオフセットされた位置にそれぞれ設けられるとともに、
前記インナー部材、アウター部材のうちのいずれか一方の部材側の補強部材が、車両前後方向における他方の部材の分割部分の位置まで延長されている、
ことを特徴とする車両フレーム骨格構造。 The inner member and the outer member, which are separately formed at positions offset from each other in the vehicle longitudinal direction, are joined to each other, and a reinforcing member is provided at each of the divided portion of the inner member and the divided portion of the outer member. Vehicle frame structure,
The inner member divided portion and the outer member divided portion are provided at positions offset from each other in the vehicle longitudinal direction, respectively.
The reinforcing member on one of the inner member and the outer member is extended to the position of the divided portion of the other member in the vehicle front-rear direction.
A vehicle frame skeleton structure characterized by that.
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| JP6106878B2 true JP6106878B2 (en) | 2017-04-05 |
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