JPH02162168A - Undercarriage frame for vehicle - Google Patents
Undercarriage frame for vehicleInfo
- Publication number
- JPH02162168A JPH02162168A JP63314392A JP31439288A JPH02162168A JP H02162168 A JPH02162168 A JP H02162168A JP 63314392 A JP63314392 A JP 63314392A JP 31439288 A JP31439288 A JP 31439288A JP H02162168 A JPH02162168 A JP H02162168A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- cross member
- width
- distance
- side rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005484 gravity Effects 0.000 claims abstract description 21
- 230000000694 effects Effects 0.000 description 8
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 241000270728 Alligator Species 0.000 description 3
- 238000005452 bending Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 241000270730 Alligator mississippiensis Species 0.000 description 1
- 208000019901 Anxiety disease Diseases 0.000 description 1
- 238000004026 adhesive bonding Methods 0.000 description 1
- 230000036506 anxiety Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、トラック等車両用の車台フレームに関するも
のである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a chassis frame for a vehicle such as a truck.
（従来の技術）
通常のトラックは、車体前後方向に延在する左右一対の
夫々断面形状が溝型をなすサイドレールと、車巾方向に
配置され夫々の両端を上記サイドレールに固着された複
数個のクロスメンバとからなる車台フレームを具えてお
り、同車台フレームに夫々サスペンション装置を介して
前車軸及び後車軸が取付けられ、またキャブ、エンジン
、荷台等が装架されている。(Prior Art) A normal truck has a pair of left and right side rails each extending in the longitudinal direction of the vehicle and each having a groove-shaped cross section, and a plurality of side rails arranged in the vehicle width direction and having both ends fixed to the side rails. The vehicle is equipped with a chassis frame consisting of two cross members, and a front axle and a rear axle are attached to the chassis frame via suspension devices, respectively, and a cab, engine, cargo platform, etc. are mounted on the chassis frame.
上記クロスメン・々には、断面形状が溝型をなす部材及
び！型をなす部材、並びにサイドレールに結合される両
端部分に７字状の拡開部を具えた所謂アリゲータ型クロ
スメンバ等が適宜に採用されている。The above-mentioned crossmen include members whose cross-sectional shape is groove-shaped and! A so-called alligator-shaped cross member having a 7-shaped widening portion at both end portions connected to the side rails is appropriately employed.
（発明が解決しようとする課題）
トラック等の車両が、例えば過積載状態で激しい凹凸を
有する悪路を高速走行する場合、車体フレームには大き
な捩り荷重が作用し、そのクロスメンバには、特にサイ
ドレールとの結合部付近に大きな応力が発生する。従来
の車台フレームにおけるサイト０レール及びクロスメン
バ結合部分の典型的な構成を第２３図について説明する
と、図中符号１０は総括的に車台フレームを示し、同車
台フレームは車体前後方向に延在する左右一対の断面形
状が溝型をなすサイドレール１２を具えている。（図で
は左側のサイドレールのみが図示されている）サイドレ
ール１２内に断面形状が溝型をなすがセット１４が装入
され、同ガセット１４は１６は断面形状が溝型をなすク
ロスメンバでありて、その上下のフランジ１６ｆの車体
前後方向（図においてＸ方向）の巾Ｙ。は車巾方向（図
においてＸ方向）の全長に亘って実質的に同一であり、
かつ夫々両端部を上記がセット１４の上下フラン−）
１４ ｗに多数のリベット８もによって固着されている
。(Problem to be Solved by the Invention) When a vehicle such as a truck is overloaded and travels at high speed on a rough road with severe unevenness, a large torsional load acts on the body frame, and the cross member is particularly affected. Large stress occurs near the joint with the side rail. A typical configuration of the site 0 rail and cross member connecting portion in a conventional undercarriage frame will be explained with reference to FIG. 23. In the figure, reference numeral 10 generally indicates an undercarriage frame, and the undercarriage frame extends in the longitudinal direction of the vehicle body. A pair of left and right side rails 12 each having a groove-shaped cross section are provided. (Only the left side rail is shown in the figure.) A set 14, which has a groove-shaped cross section, is inserted into the side rail 12, and the gusset 14 is a cross member 16, which has a groove-shaped cross section. The width Y of the upper and lower flanges 16f in the vehicle body longitudinal direction (X direction in the figure). is substantially the same over the entire length in the width direction (X direction in the figure),
And the above is the upper and lower flan of set 14 at both ends respectively)
A large number of rivets 8 are also fixed to 14w.
上記クロスメンバ１６を具えた車台フレーム１０につい
て捩り試験を行ないクロスメンバフランツ１６ｆの自由
端縁に発生する応力を調べたところ、第２２図に点線Ｓ
、で示すような結果が得られた。第２２図において、縦
軸は発生応力σｋｙｔ／からの距離Ｘを示しておりｚＸ
ｌは上記がセット１４との交点を、またｘ２はクロスメ
ン−４１６の車巾方向外側端を夫々示している。上記曲
線Ｓ、で示されているように、フランジ１６ｆの端縁に
発生する応力は、車両対称面から車巾方向外方に遠ざか
るにつれて次第に増加しガセソ）１４との交点Ｘ。A torsion test was conducted on the chassis frame 10 equipped with the cross member 16, and the stress generated at the free edge of the cross member flange 16f was investigated.
The results shown in , were obtained. In Fig. 22, the vertical axis indicates the distance X from the generated stress σkyt/, and zX
l indicates the intersection of the above with set 14, and x2 indicates the outer end of the crossmen 416 in the vehicle width direction. As shown by the curve S, the stress generated at the edge of the flange 16f gradually increases as it moves outward in the vehicle width direction from the plane of symmetry of the vehicle.
で最大値に達し、その後車巾方向の外側端ｘ２に向うに
つれて急速に減少するが、ガセット１４との交点ＸＢ付
近に大きな応力が発生し、この部分で亀裂等の欠陥が発
生し易いことが確認された。It reaches a maximum value at , and then rapidly decreases toward the outer end x2 in the width direction, but a large stress is generated near the intersection XB with the gusset 14, and defects such as cracks are likely to occur in this area. confirmed.
本発明は、車台フレームのクロスメンバにおいてサイド
レールとの結合部付近に発生する応力を低減してクロス
メンバの破損を効果的に回避し、車台フレームの耐久性
、信頼性を向上することを目的とするものである。An object of the present invention is to reduce the stress generated in the cross member of the undercarriage frame near the joint with the side rail, effectively avoid damage to the cross member, and improve the durability and reliability of the undercarriage frame. That is.
（定義）
本明細書において、クロスメンバの車巾方向両端［−’
ｔサイドレールがセットを介し又は介さずして固着する
複数個のリベットに関し「等価重心」なる用語は、次の
ように定義されるものである。(Definition) In this specification, both ends of the cross member in the vehicle width direction [-'
The term "equivalent center of gravity" with respect to a plurality of rivets to which the t-side rail is secured with or without a set is defined as follows.
即ち
第８図において、任意個数（２個以上）のリペッ）Ｒ１
，、Ｒ２・・・Ｒｉ・・・Ｒｎの横弾性係数を夫々Ｃ１
Ｇ２・・・Ｇｉ・・・Ｇｎ、また各リベットの断面積を
夫々Ｊ ＋ １２・・・ＩＬ、・・・輻、各リベットの
Ｘ座標及びｙ座標を夫々１１ ＊ Ｘ２ ”’ ＸＩ
”’ Ｘｎ及びＦｌ ＊ ３’２°” ）’ Ｉとした
とき、等価重心ＧのＸ座標ｘ２及び・ｊ座標ｙは夫々次
のように表わされる。That is, in FIG. 8, an arbitrary number (2 or more) of replets) R1
, , R2...Ri...Rn's transverse elastic modulus is C1, respectively.
G2...Gi...Gn, the cross-sectional area of each rivet is J + 12...IL,...radius, the X coordinate and y coordinate of each rivet are 11 * X2 ''' XI
``'
（課題を解決するための手段）
本発明に係る車両の車台フレームは、上記目的を達成す
るために創案されたもので、車体前後方向に延在するサ
イドレールに、車巾方向に延在するクロスメンバの両端
部を夫々複数のリベットによシ締結してなるものにおい
て、上記クロスメンバが、車両対線面から車巾方向に距
離ＸＢを距てた上記複数のリベットの等価重心近傍の位
置ＰＲにおける車体前後方向の巾をＹＢとし、上記車両
対称面から車巾方向に距離ＸＡ＝ＸＢ／２を距てた位置
ＰＡにおける車体前後方向の巾をＹＡとし、更に同車両
対称面から上記等価重心までの距離をＬａとしたとき、
（ＹＩＩ／ＹＡ）２＝ １． ｓ〜２．５であって、か
つ上記ＰＡとＰ、との間の自由端縁の形状が曲率り。(Means for Solving the Problems) A vehicle chassis frame according to the present invention has been devised to achieve the above object, and includes a side rail extending in the longitudinal direction of the vehicle body and a side rail extending in the vehicle width direction. In a structure in which both ends of a cross member are fastened to each other by a plurality of rivets, the cross member is located near the equivalent center of gravity of the plurality of rivets at a distance XB from the vehicle-facing surface in the vehicle width direction. Let YB be the width in the longitudinal direction of the vehicle body in PR, and let YA be the width in the longitudinal direction of the vehicle body at position PA, which is a distance XA = XB/2 in the vehicle width direction from the vehicle symmetry plane, and then When the distance to the center of gravity is La,
(YII/YA)2=1. s~2.5, and the shape of the free edge between PA and P is curved.
より大きい曲率の凹曲線状をなす平面形状を具えている
ことを特徴とするものである。It is characterized by having a planar shape that is a concave curve with a larger curvature.
（作用）
本発明により、クロスメンバのサイドレールとの結合端
付近の平面形状を上記特殊な形状即ち複数のリベットの
等価重心位置近傍の位置ＸＢにおける車体前後方向の巾
ＹＢと、車両対称面と上記位置ＸＢとの間の２等分位置
ＸＡにおける車体前後方端縁の平面形状が曲率ＬＧよシ
大き５曲率の浅い凹曲線状をなしていることによって、
クロスメンバのサイドレールとの結合部付近に発生する
最大応力が大巾に低減される。(Function) According to the present invention, the planar shape of the cross member near the joint end with the side rail is changed to the above-mentioned special shape, that is, the width YB in the longitudinal direction of the vehicle body at the position XB near the equivalent center of gravity of the plurality of rivets, and the vehicle symmetry plane. Since the planar shape of the front and rear edges of the vehicle body at the bisecting position XA between the above position XB is a shallow concave curve with a curvature of 5 greater than the curvature LG,
The maximum stress generated near the joint of the cross member with the side rail is significantly reduced.
（実施例）
以下本発明の実施例を添付図面について具体的に説明す
る。（なお、第２３図を参照して説明した従来の構成と
実質的に同−又は対応する部材又は部分には同一の符号
を付し、重複説明は省略する。）先づ、第１図、第４図
及び第５図に示されている本発明の第１実施例において
、クロスメン・９１６はその上下フランジ１６ｆを車巾
方向外方に延長し直角方向に折り曲げて形成された縦フ
ランジ１６ｆ’を具え、同縦フランジ１６ｆ′を複数個
のリベット１８によシサイドレール１２のウェブ１２ｗ
に固着されている。上記複数個のリベット１８がサイド
レール１２のウェブ１２ｗ上に配置されているので、そ
の等価重心Ｇと車両対称面ｙ。(Example) Examples of the present invention will be specifically described below with reference to the accompanying drawings. (Members or portions that are substantially the same as or correspond to those of the conventional configuration explained with reference to FIG. 23 are given the same reference numerals, and redundant explanation will be omitted.) First, FIG. In the first embodiment of the present invention shown in FIGS. 4 and 5, the crossmen 916 has a vertical flange 16f' formed by extending its upper and lower flanges 16f outward in the vehicle width direction and bending them at right angles. The vertical flange 16f' is connected to the web 12w of the side rail 12 by a plurality of rivets 18.
is fixed to. Since the plurality of rivets 18 are arranged on the web 12w of the side rail 12, the equivalent center of gravity G and the plane of symmetry of the vehicle y.
との間の距離り。は、実質的にクロスメンバ々１６の車
巾方向即ちＸ方向の全長の部分の−に等しい。distance between. is substantially equal to - of the entire length of the cross members 16 in the vehicle width direction, that is, in the X direction.
上記クロスメン・９１６の平面形状即ち上下フランジ１
６ｆの形状は、図示のように車両対称面’ｉ。Planar shape of the above crossmen 916, i.e. upper and lower flanges 1
The shape of 6f is the vehicle symmetry plane 'i' as shown in the figure.
から車巾方向の中間位置ＰＡまでは車体前後の巾が実質
的に等しくＹＡに形成され、同位置ＰＡから車巾方向外
側端に近い位置ＰＲまではフランジ１６ｆの自由端縁の
形状が曲率ＬＧより大きい曲率の浅い凹曲線をなすよう
に形成されている。更に詳細には、上記位置Ｐ、は、車
巾方向に関して上記等価重心Ｇの近傍（勿論重心位置Ｇ
を含む）に設定され、中間位置ＰＡ、はその車両対称面
ｙＯからの距離ＸＡが位置ＰＢの車両対称面ｙｏからの
距離ＸＢの１／２、換言すれば８ｇ１図において直線Ｏ
ＰＢの三笠分点に設定されている。そして、上記位置Ｐ
Ａ及びＰ、における巾ＹＡとＹＢとの間には、（ＹＢ／
ＹＡ）２＝２なる関係が成立するように形成されている
。From the position PA to the intermediate position PA in the vehicle width direction, the front and rear widths of the vehicle body are substantially equal to YA, and from the same position PA to the position PR near the outer end in the vehicle width direction, the shape of the free edge of the flange 16f has a curvature of LG. It is formed into a shallow concave curve with a larger curvature. More specifically, the above-mentioned position P is near the above-mentioned equivalent center of gravity G in the width direction (of course, the center of gravity position G
), and the intermediate position PA is set so that the distance XA from the vehicle symmetry plane yO is 1/2 of the distance XB from the vehicle symmetry plane yo at the position PB, in other words, the straight line O in the 8g1 diagram
It is set at the Mikasa equinox of PB. And the above position P
Between the widths YA and YB at A and P, (YB/
YA) 2=2 is established.
上記形状を有するクロスメンバ１６を具えた車台フレー
ム１０について、第２３図に示した従前の車台フレーム
と同一の条件で捩り試験を行ないクロスメンバの上下フ
ランジ１６ｆの自由端縁における発生応力を測定したと
ころ、第２２図に実線Ｓ２で示されているように、サイ
ドレール１２との結合部付近に発生する最大応力が十分
に低減され、従って過負荷状態での悪路走行に対して安
全性が高く、耐久性及び信頼性を著しく向上し得ること
が確認された。また、第５図は上記クロスメンバ１６を
サイドレール１２のウェブ１２ Ｗ Ｋ リベット１８
によ力結合する際に、クロスメンバ１６のウェブ１６ｖ
に縦７ランジ１６ｗ′を形成し、同縦フランジ１６ｗ′
をサイドレールのウェブ１２Ｗに結合した第１実施例の
変形例であるが、この構成でも、クロスメンバフランジ
１６ｆの最大応力を第４図の場合と実質的に同様に低減
することができる。The undercarriage frame 10 equipped with the cross member 16 having the above shape was subjected to a torsion test under the same conditions as the previous undercarriage frame shown in FIG. 23, and the stress generated at the free edges of the upper and lower flanges 16f of the cross member was measured. However, as shown by the solid line S2 in FIG. 22, the maximum stress generated in the vicinity of the joint with the side rail 12 is sufficiently reduced, and therefore safety is achieved when driving on rough roads under overload conditions. It was confirmed that the durability and reliability could be significantly improved. FIG. 5 also shows that the cross member 16 is connected to the web 12 of the side rail 12 through the
When the web 16v of the cross member 16 is force-coupled,
7 vertical flanges 16w' are formed on the 7 vertical flanges 16w'.
This is a modification of the first embodiment in which the cross member flange 16f is coupled to the web 12W of the side rail, but even with this configuration, the maximum stress of the cross member flange 16f can be reduced substantially in the same way as in the case of FIG.
また、上記クロスメンバフランジ１６ｆの車体前後方向
の巾ＹＡに対しＹＢを種々変化させて試験を行ったとこ
ろ、上記（ＹＢ／ＹＡ）２＝２が最適で、この値が２．
５以上になると応力低減効果は頭打ちして徒らＶｃＭ量
増大を招く不具合があシ、一方上記値が１．５以下にな
ると応力低減効果が十分でなく強度上の不安が増大し、
更に上記凹曲線状端縁の曲率がＬＧより小さいと重量増
大の割に応力低減の効果が劣ることが確認された。Further, when tests were conducted by varying YB with respect to the width YA of the cross member flange 16f in the longitudinal direction of the vehicle body, the above (YB/YA) 2=2 was optimal, and this value was 2.
If the value is 5 or more, the stress reduction effect reaches a ceiling and there is a problem that the amount of VcM increases unnecessarily.On the other hand, if the above value is 1.5 or less, the stress reduction effect is not sufficient and anxiety about strength increases.
Furthermore, it has been confirmed that when the curvature of the concave curved edge is smaller than LG, the stress reduction effect is inferior in spite of the increased weight.
次に、第２図及び第６図は本発明の第２実施例を示し、
この実施例では、第１実施例と同様の平面形状を有する
溝型断面のクロスメンバ１６が、その上下フランジ１６
ｆをサイドレール１２の対応する上下フランジ１２ｆに
複数のリベット１８によって固着されている。車両対称
面ｙｏから上記リベット群の等価重心Ｇと実質的に等距
離ＸＢの位置ＰＢにおけるフランツ１６ｆの車体前後方
向の巾ＹＢと、車両対称面ｙｏからの距離ＸＡ＝ＸＢ／
２なる三等分位置ＰＡにおける車体前後方向の巾ＹＡと
の間に、（ＹＢ／ＹＡ）２＝ １．５〜２．５、好まし
くは２なる関係が成立するように形成されている。Next, FIGS. 2 and 6 show a second embodiment of the present invention,
In this embodiment, a cross member 16 having a groove-shaped cross section and having a planar shape similar to that of the first embodiment has upper and lower flanges 16.
f is fixed to the corresponding upper and lower flanges 12f of the side rail 12 by a plurality of rivets 18. Width YB of the Franz 16f in the vehicle body longitudinal direction at a position PB that is substantially equidistant from the vehicle symmetry plane yo to the equivalent center of gravity G of the rivet group, and distance XA from the vehicle symmetry plane yo = XB/
The width YA in the longitudinal direction of the vehicle body at the trisecting position PA, which is 2, is formed so that a relationship of (YB/YA)2=1.5 to 2.5, preferably 2, is established.
更に、第３図及び第７図は本発明の第３実施例を示し、
この実施例では第１．実施例と同様の平面形状を有する
溝型断面のクロスメンバ１６の上下フランジ１６ｆが、
溝型の断面形状を有するガセット１４の対応する７ラン
ジ１４ｆに複数個のリベット１８によって固層され、上
記ガセット１４はそのウェブ１４ｖｒを隣接するサード
レールのウェブ１２ｗにリベット２０によシ固層されて
いる。Furthermore, FIGS. 3 and 7 show a third embodiment of the present invention,
In this embodiment, the first. The upper and lower flanges 16f of the cross member 16 having a groove-shaped cross section having a planar shape similar to that of the embodiment,
A gusset 14 having a groove-shaped cross-sectional shape is fixed to the corresponding seven flange 14f by a plurality of rivets 18, and the web 14vr of the gusset 14 is fixed to the web 12w of an adjacent third rail by a rivet 20. ing.
車両対称面ｙｏから上記複数のりペラ）１８の等価重心
Ｇと実質的に等距離ＸＢの位置ＰＢｌＣおける７ランジ
１６ｆの車体前後方向の巾ＹＢと、車両対称面ｙｏから
の距離ＸＡ＝＋ＸＢ／２なる三等分位置ＰＡにおける車
体前後方向の巾ＹＡとの間に、（ＹＢ／ＹＡ）２＝１．
５〜２．５、好ましくは２なる関係が成立するように各
部の寸法が定められている。Width YB of the 7 langes 16f in the longitudinal direction of the vehicle body at a position PBlC substantially equidistant from the equivalent center of gravity G of the plurality of lifters) 18 from the plane of vehicle symmetry yo, and distance XA from the plane of vehicle symmetry yo = +XB/2 (YB/YA)2=1.
The dimensions of each part are determined so that a relationship of 5 to 2.5, preferably 2, is established.
上記第２実施例及び第３実施例につｈて夫々捩シ試験を
行ないクロスメンバフランジ１６ｆの自由端縁の発生応
力を調べたところ、何れも第２２図の曲線Ｓ２に近似し
た結果が得られ、サイドレール１２との結合部付近にお
いてフランジ１６ｆに発生する最大応力を従来よシ効果
的に低減し得ることが確認された。When a torsion test was conducted for each of the second and third embodiments and the stress generated at the free edge of the cross member flange 16f was investigated, the results approximated the curve S2 in FIG. 22 in both cases. It was confirmed that the maximum stress generated in the flange 16f near the joint with the side rail 12 can be reduced more effectively than in the past.
第９図は本発明の第４実施例を示し、この実施例では第
１２図に示されているようなＩ型の断面形状を有するク
ロスメンバ１６がｍ−られてｈる。FIG. 9 shows a fourth embodiment of the present invention, in which a cross member 16 having an I-shaped cross-sectional shape as shown in FIG. 12 is assembled.
クロスメンバ１６は、その上下のフランジ１６ｆを外方
に延長し上下方向に折り曲げて形成した第４図と同様の
縦フランジ１６ｆ′を複数個のリベット１８によりサイ
ドレールのウェブ１２Ｗに固着されている。The cross member 16 has a vertical flange 16f' similar to that shown in FIG. 4, which is formed by extending the upper and lower flanges 16f outward and bending them in the vertical direction, and is fixed to the web 12W of the side rail by a plurality of rivets 18. .
上記クロスメンバ１６は、複数のリベット１８の等価重
心Ｇより僅かに車両対称面ｙｏ側に位置し同対称面ｙｏ
からの距離がＸＢの位置ＰＢにおける７ランジ１６ｆの
車体前後方向の巾をＹ、とし、上記車両対称面ｙｏから
距離ＸＡ＝ＸＢ／２だけ距たった位置ＰＡにおける７ラ
ンジ１６ｆの車体前後方向の巾をＹＡとしたとき、Ｙ、
とＹＡとの間に（ＹＢ／ＹＡ）２＝１．５〜２．５、好
ましくは２なる関係が成立し、かつＰＡ及びＰＢ間にお
いて上記フランジ１６ｆの形状が曲率ＬＧより大きい曲
率の浅い凹曲線状を呈するように形成されている。The cross member 16 is located slightly on the vehicle symmetry plane yo side from the equivalent center of gravity G of the plurality of rivets 18, and is located slightly on the vehicle symmetry plane yo side.
Let Y be the width of the 7-lunge 16f in the longitudinal direction of the vehicle body at the position PB where the distance from When is YA, Y,
and YA, (YB/YA) 2 = 1.5 to 2.5, preferably 2, and the shape of the flange 16f between PA and PB is a shallow concave with a curvature larger than LG. It is formed to have a curved shape.
上記のようにサイドレール１２との結合部付近が外方に
凹曲線状に拡開した平面形状を有するりｏスタンパ１６
を具えた車台フレームと、全長にわたって車体前後方向
の巾が実質的に等しい通常のｌ型断面のクロスメンバを
具えた車台フレームとについて、略同−条件で捩シ試験
を行ないクロスメンバの上下フランジ１６ｆの自由端縁
における発生応力を対比したところ、前記溝型断面のク
ロスメンバの場合と同様に、従来の同種クロスメンバを
具えたものよル最大応力が著しく低減し従って耐久性、
信頼性を効果的に改善し得ることが確認された。As described above, the stamper 16 has a planar shape in which the vicinity of the joint with the side rail 12 expands outward in a concave curved shape.
The upper and lower flanges of the cross member were subjected to a torsion test under substantially the same conditions for an undercarriage frame equipped with a cross member having a normal L-shaped cross section and a cross member having substantially the same width in the longitudinal direction of the vehicle body over its entire length. Comparing the stress generated at the free edge of 16f, it was found that, as in the case of the cross member with the grooved cross section, the maximum stress was significantly lower than that of the cross member with the same type of conventional cross member.
It was confirmed that reliability could be effectively improved.
第１０図は本発明の第５実施例を示し、この実施例では
第４実施例と同様の平面形状を有するｌ型断面のクロス
メンバ１６が、その上下フランジ１６ｆをサイドレール
１２の対応する上下フランジ１２ｆに複数のリベット１
８によって固着されている。車両対称面ｙｏから上記リ
ベット群の等価重心Ｇと実質的に等距離ＸＢの位置ＰＲ
における７ランジ１６ｆの車体前後方向の巾ＹＢと、車
両対称面ｙＯからの距離ＸＡ＝ＸＢ／２なる三等分位置
ＰＡにおける車体前後方向の巾ＹＡとの間に、（ｙＢ／
ＹＡ ） ２＝１．５〜２，５、好ましくは２なる関係
が成立するように形成されて−る。FIG. 10 shows a fifth embodiment of the present invention. In this embodiment, a cross member 16 having an L-shaped cross section and having a planar shape similar to that of the fourth embodiment has its upper and lower flanges 16f connected to the corresponding upper and lower sides of the side rail 12. Multiple rivets 1 on flange 12f
It is fixed by 8. A position PR that is substantially equidistant from the vehicle symmetry plane yo to the equivalent center of gravity G of the rivet group
Between the width YB of the 7 lunge 16f in the longitudinal direction of the vehicle body and the width YA of the longitudinal direction of the vehicle body at the trisecting position PA where the distance from the plane of vehicle symmetry yO is XA=XB/2, (yB/
YA) 2=1.5 to 2.5, preferably 2, is established.
更に第１１図は本発明の第６実施例を示し、この実施例
では、第５実施例と同様の平面形状を有するｌ型断面の
クロスメンバ１６が、その上下のフランジ１６ｆを溝型
断面を有するがセット１４の対応する７ランジ１４ｆに
夫々複数個のリベット１８によって固着され、また同が
セット１４はそのウェブ１４ｗを隣接するサイドレール
のウェブ１２ｗにリベット２０により固層されている。Furthermore, FIG. 11 shows a sixth embodiment of the present invention. In this embodiment, a cross member 16 having an L-shaped cross section and a planar shape similar to that of the fifth embodiment has upper and lower flanges 16f having a groove-shaped cross section. The set 14 has its web 14w secured to the corresponding seven flange 14f of the set 14 by a plurality of rivets 18, respectively, and the set 14 has its web 14w secured to the adjacent web 12w of the side rail by a rivet 20.
車両の対称面ｙｏから上記複数のり４ツト１８の等価重
心Ｇと実質的に等距離ＸＢの位置ＰＲにおけるフランジ
１６ｆの車体前後方向の巾ＹＢと、車両対称面ｙｏから
の距離ＸＡ＝ＸＢ／２なる三等分位置ＰＡにおける車体
前後方向の巾ＹＡとの間に、（ＹＢ／ＹＡ）２＝１．５
〜２．５、好ましくは２なる関係が成立するように各部
の寸法が定められている。Width YB of the flange 16f in the longitudinal direction of the vehicle body at a position PR that is substantially equidistant from the plane of symmetry yo of the vehicle to the equivalent center of gravity G of the plurality of slats 18, and distance XA from the plane of symmetry yo of the vehicle = XB/2 (YB/YA)2=1.5
The dimensions of each part are determined so that a relationship of ~2.5, preferably 2, is established.
上記第５及び第６実施例について夫々捩シ試験を行ない
クロスメンバフランジ１６ｆの自由端縁の発生応力を調
べ、同フラ／ジ１６ｆの車体前後方向の巾が車巾方向の
全長に亘って実質的に等しか通常の！型断面のクロスメ
ンバのフランジ自由端縁の発生応力と比較したところ、
第２２図の曲線Ｓ２及びＳ・、に略相似した結果が得ら
れ、第５及び第６実施例においては、発生する最大応力
が著しく低減し、従゛りて耐久性及び信頼性の向上が効
果的に達成されることが認められた。また、第１２図に
示されているような謂わば一体形の■聖断面形状を有す
るクロスメンバ１６に代え、第１３図に示されているよ
うな溝型断面の部材１６ａ及び１６ｂを背中合せにして
リベット２２により一体的に結合して■型断面を形成し
た組立式のクロスメンバ１６においても、実質的に同様
の効果が得られることが確認された。A torsion test was conducted for each of the fifth and sixth embodiments, and the stress generated at the free edge of the cross member flange 16f was investigated. Just like normal! When compared with the stress generated at the free edge of the flange of the cross member in the mold cross-section,
Results substantially similar to the curves S2 and S・ in FIG. 22 were obtained, and in the fifth and sixth embodiments, the maximum stress generated was significantly reduced, and therefore durability and reliability were improved. It was recognized that this could be achieved effectively. Furthermore, instead of the cross member 16 having a so-called integral cross-sectional shape as shown in FIG. 12, members 16a and 16b having a groove-shaped cross section as shown in FIG. 13 are used back to back. It has been confirmed that substantially the same effect can be obtained even in the assembly type cross member 16 which is integrally connected by rivets 22 to form a square cross section.
第１４図は本発明の第７実施例を示し、この実施例では
第１７図に示されて−るように、両端部を除く全長の大
部分がハツト型の断面形状を呈する上方部材１６ｕと平
らな板からなる下方部材１６ｔとを多数のりペラ）２４
によって一体的に結合し、両端部を除く略全長を閉断面
構造とし、両端部分では上方部材１６ｕ及び下方部材１
６ｔを７字状に拡開して夫々の先端に取付フランジ１６
ｕ′及び１６ｔ′を形成したアリゲータ型クロスメンバ
１６が用いられている。同タロスメンパ１６は上記取付
７ランジ１６ｕ′及び１６ｔ′を複数のリベット１８に
よシサイドレールウエプ１２ｗに締着されることによっ
て同サイドレール１２に固着されている。（なお、クロ
スメンバ１６の下方部材１６ｔを、上方部材１６ｕと同
様に・・ット型断面の部材とし、両者を向い合わせてリ
ベット２４によシ一体的に結合してクロスメンバ１６を
形成することもある。）
上記クロスメンバ１６は、複数のリベット１８０等価重
心Ｇと実質的に一致し車両対称面ｙＯから距離ＸＢを距
てた位置ＰＢＫおける車体前後方向の巾をＹＢとし、上
記車両対称面ｙＯから距離ＸＡ＝ＸＢ／２だけ距たった
位置ＰＡにおける車体前後方向の巾をＹＡとしたとき、
ＹＢとＹＡとの間に（Ｙ８／ＹＡ）２＝１．５〜２．５
、好ましくは２なる関係が成立し、かつＰＡ及びＰＢ間
において上記クロスメンノ々の平面形状が曲率Ｌ６より
太き一曲率の凹曲線状をなして拡開するように形成され
てｈる。FIG. 14 shows a seventh embodiment of the present invention, and in this embodiment, as shown in FIG. 17, the upper member 16u has a hat-shaped cross-sectional shape over most of its entire length excluding both ends. A lower member 16t consisting of a flat plate and a number of gluing rollers) 24
The upper member 16u and the lower member 1
Expand the 6t into a 7-shape and install a mounting flange 16 at each tip.
An alligator-shaped cross member 16 formed with u' and 16t' is used. The Talos member 16 is fixed to the side rail 12 by fastening the mounting 7 flange 16u' and 16t' to the side rail web 12w with a plurality of rivets 18. (In addition, the lower member 16t of the cross member 16 is a member with a dot-shaped cross section like the upper member 16u, and the cross member 16 is formed by facing each other and integrally joining with the rivet 24. ) The cross member 16 has a width YB in the longitudinal direction of the vehicle body at a position PBK that substantially coincides with the equivalent center of gravity G of the plurality of rivets 180 and is a distance XB from the vehicle symmetry plane yO, and When YA is the width of the vehicle body in the longitudinal direction at a position PA that is distanced from the surface yO by a distance XA = XB/2,
Between YB and YA (Y8/YA)2=1.5~2.5
, preferably two relationships are established, and the planar shape of the cross-mennos is formed so as to expand into a concave curve shape with a curvature thicker than the curvature L6 between PA and PB.
上記のような平面形状を有するクロスメンバ１６を具え
た車台フレームと、全長に亘って車体前後方向の巾が実
質的に等しい通常のアリゲータ型クロスメンバを具えた
車台フレームとにつｈて、路間−の条件で捩シ試験を行
ないクロスメンバの前後自由端縁における発生応力を調
べたところ、前記溝型断面のクロスメンノ４及び■型断
面のクロ艷
スメンパの場合と略同様に、本実施例では縦曲のものよ
）最大応力が著しく低減し、従って耐久性及び信頼性の
向上が達成されることが確認された。The undercarriage frame equipped with the cross member 16 having the planar shape as described above and the undercarriage frame equipped with a normal alligator-shaped cross member whose width in the longitudinal direction of the vehicle body is substantially equal over the entire length. A torsion test was carried out under the conditions of - and the stress generated at the front and rear free edges of the cross member was investigated. As a result, it was found that the stress of this example It has been confirmed that the maximum stress (in the case of longitudinal bending) is significantly reduced and thus an improvement in durability and reliability is achieved.
第１５図及び第１８図は本発明の第８実施例を示す。こ
の実施例では第７実施例と同様の平面形状を有するアリ
ゲータ型クロスメンバ１６の上方部材１６ｕ及び下方部
材１６ｔの車巾方向の端部が、夫々複数のリベット１８
によってサイドレール１２の上下フランジ１２ｆに締着
されている。15 and 18 show an eighth embodiment of the present invention. In this embodiment, the ends in the vehicle width direction of the upper member 16u and lower member 16t of the alligator cross member 16 having the same planar shape as the seventh embodiment are provided with a plurality of rivets 18, respectively.
It is fastened to the upper and lower flanges 12f of the side rail 12 by.
上記クロスメンバ１６は、車両対称面ｙｏから上記リベ
ット群の等価重心Ｇと実質的に等距離の位置ＰＲにおけ
る車体前後方向の巾をＹＢとし、上記車両対称面ｙｏか
ら距離ＸＡ＝ＸＢ／２だけ距たった位置Ｐ における車
体前後方向の巾をＹＡとしたとき、Ｙ、とＹＡとの間に
（ＹＢ／ＹＡ）２＝ １．５〜２．５、好ましくは２な
る関係が成立するように形成されている。The width of the cross member 16 in the longitudinal direction of the vehicle body at a position PR substantially equidistant from the vehicle symmetry plane yo to the equivalent center of gravity G of the rivet group is YB, and the width of the cross member 16 is a distance XA=XB/2 from the vehicle symmetry plane yo. When the width in the longitudinal direction of the vehicle body at the distant position P is defined as YA, it is formed so that a relationship of (YB/YA) 2 = 1.5 to 2.5, preferably 2, is established between Y and YA. has been done.
また、第１６図及び第１９図は本発明の第９実施例を示
し、この実施例では第７実施例と同様の平面形状を有す
るアリゲータ型クロスメンバー６の上方部材１６ｕ及び
下方部材１６ｔの車巾方向の端部が、夫々複数のリベッ
ト１８によって溝型の断面形状を有するガセッ）１４の
対応する７ランジ１４ｆに固着され、同ガセット１４は
そのウェブ１４ｗを隣接するサイドレールのウェブ１２
ｗＫリベット２０によって固着されている。上記クロス
メンバー６は、車両対称面ｙＯから上記複数のリベット
１８の等価重心Ｇと実質的に等距離ＸＢの位置Ｐ、にお
ける車体前後方向の巾をＹＢとし、上記車両対称面ｙｏ
から距離ＸＡ＝ ＸＢ／２だけ距たった位置ＰＡにおけ
る車体前後方向の巾をＹＡとしたとき、ＹＢとＹＡとの
間に（ＹＢ／ＹＡ）２＝１．５〜２．５、好ましくは２
なる関係が成立するように形成されている。Further, FIGS. 16 and 19 show a ninth embodiment of the present invention, and in this embodiment, the upper member 16u and lower member 16t of the alligator-shaped cross member 6 have the same planar shape as the seventh embodiment. The ends in the width direction are fixed by a plurality of rivets 18 to the corresponding seven flange 14f of a gusset 14 having a groove-shaped cross section, and the gusset 14 connects its web 14w to the web 12 of the adjacent side rail.
It is fixed with wK rivets 20. The cross member 6 has a width YB in the longitudinal direction of the vehicle body at a position P that is substantially equidistant from the vehicle symmetry plane yO to the equivalent center of gravity G of the plurality of rivets 18, and the width of the cross member 6 in the vehicle body longitudinal direction is YB.
When YA is the width in the longitudinal direction of the vehicle body at position PA, which is a distance XA=XB/2 from
It is formed so that the following relationship is established.
上記第８実施例及び第９実施例について、夫々捩シ試験
を行ないクロスメンバの前後端縁における発生応力を調
査したところ、前記第７実施例と同様にサイドレール１
２との結合部付近において発生する最大応力が従来より
大巾に低減することが認められた。更に、第１７図ない
し第１９図に示されているアリゲータ型クロスメンバ１
６は、何れも上方部材１６ｕと下方部材１６ｔとがクロ
スメンバの全長に亘って延びており車巾方向両端の７字
型部分を除く中間部分に閉断面部が形成された相対的に
高い捩シ剛性を有するものであるが、第２０図に示され
ているように、下方部材１６ｔが上方部材１６ｕの端部
のみに固着されて７字型の接手部を形成し、従ってクロ
スメンバの中間部分は開断面の上方部材１６ｕだけから
構成されていて捩シ剛性が相対的に低い了りゲータ型ク
ロスメンバ１６においても、実質的に同様の効果が奏せ
られる。Regarding the above-mentioned 8th and 9th embodiments, a torsion test was conducted to investigate the stress generated at the front and rear edges of the cross member. As in the 7th embodiment, the side rail
It was found that the maximum stress generated near the joint with No. 2 was significantly reduced compared to the conventional method. Furthermore, the alligator type cross member 1 shown in FIGS. 17 to 19
6 is a relatively high torsion in which the upper member 16u and the lower member 16t extend over the entire length of the cross member, and a closed cross section is formed in the middle part except for the 7-shaped part at both ends in the vehicle width direction. However, as shown in FIG. 20, the lower member 16t is fixed only to the end of the upper member 16u to form a figure-7 joint, so that the middle part of the cross member Substantially the same effect can be achieved in the gator type cross member 16, although the portion is composed only of the upper member 16u with an open cross section and has relatively low torsional rigidity.
次に、第２１図に示す本発明の第１０実施例は、第１乃
至第３実施例と同様な溝型断面のクロスメンバ１６を車
体前後方向に間隙Ｃを存して二個並設したものであって
、上記間隙Ｃは例えば３０＋ｍ〜８０ｍである。各クロ
スメンバ１６は夫々の上下フランジ１６ｆを、断面形状
が溝型をなす共通のがセット１４の上下フランジ１４ｆ
に複数個のリベット１８によって固着され、同がセット
１４はそのウェブ１４ｗをサイドレールのウェブ１２ｗ
に多数のリベット２０によって固着されている。Next, in a tenth embodiment of the present invention shown in FIG. 21, two cross members 16 having a groove-shaped cross section similar to those in the first to third embodiments are arranged side by side with a gap C in the longitudinal direction of the vehicle body. The gap C is, for example, 30+m to 80m. Each cross member 16 has a respective upper and lower flange 16f, and a common upper and lower flange 14f of the set 14 has a groove-shaped cross-section.
The set 14 connects its web 14w to the web 12w of the side rail.
It is fixed to by a large number of rivets 20.
この実施例においても、各クロスメンバ１６を第３図に
示した第３実施例と同様に構成することによって、夫々
のクロスメンパフ２ンジ１６ｆの自由端縁に発生する最
大応力を夫々低減することができ、クロスメン・９の破
損を効果的に防止しその耐久性及び信頼性を改善するこ
とができる。なお、上記二個並設されたクロスメンバ１
６を、第１図に示した第１実施例と同様に、サイドレー
ル１２のウェブ１２ｗに複数のリベット１８により締結
し、又は第２図に示した第２実施例と同様に、サイト９
レール１２の上下フランジ１２ｆに複数のリベット１８
によって固着する場合でも、各クロスメンバ１６の平面
形状を夫々第１図、第２図と略同様に形成することによ
って、上記第１０実施例と同様の効果を得ることができ
る。In this embodiment as well, by configuring each cross member 16 in the same manner as in the third embodiment shown in FIG. 3, it is possible to reduce the maximum stress generated at the free end edge of each cross member puff two index 16f. This effectively prevents damage to the crossmen 9 and improves its durability and reliability. In addition, the above two cross members 1 installed in parallel
6 is fastened to the web 12w of the side rail 12 with a plurality of rivets 18 as in the first embodiment shown in FIG.
A plurality of rivets 18 are attached to the upper and lower flanges 12f of the rail 12.
Even in the case where the cross members 16 are fixed together, the same effects as in the tenth embodiment can be obtained by forming the planar shape of each cross member 16 substantially the same as in FIGS. 1 and 2, respectively.
ナオ、上記すべての実施例において、ディファレンシャ
ルやプロペラシャフト等との干渉を回避するためクロス
メンバ１６を上下方向にわん曲させても上記本発明の効
果及び利点は実質的に不変である。In all of the above embodiments, even if the cross member 16 is bent in the vertical direction to avoid interference with the differential, propeller shaft, etc., the effects and advantages of the present invention described above remain substantially unchanged.
（発明の効果）
叙上のように、本発明に係る車両の車台フレームは、車
体前後方向に延在するサイドレールに、車巾方向に延在
するクロスメンバの両端部を夫々複数のリベットにより
締結してなるものにお−て、上記クロスメンバが、車両
対称面から車巾方向に距離ＸＢを距てた上記複数のリベ
ットの等価重心近傍の位置ＰＲにおける車体前後方向の
巾をＹ、とし、上記車両対称面から車巾方向に距離ＸＡ
＝ＸＢ／２を距てた位置ＰＡにおける車体前後方向の巾
をＹＡとし、更に同車両対称面から上記等価重心までの
距離をり。とじたとき、（ＹＢ／ＹＡ）２＝ ｉ、 ｓ
〜２．５であって、かつ上記ＰＡとＰＲとの間の自由端
縁の形状が曲率り。・より大きい曲率の凹曲線状をなす
平面形状を具えていることを特徴とし、車両の走行中、
特に過負荷状態での悪路高速走行時にクロスメンバに発
生する応力を効果的に低減してその破損を防止すること
ができるので、クロスメンバ、ひいては車台フレームの
耐久性及び信頼性を向上し得る利点がある。(Effects of the Invention) As described above, the vehicle undercarriage frame according to the present invention has side rails extending in the longitudinal direction of the vehicle body, and both ends of the cross member extending in the vehicle width direction using a plurality of rivets. In the case where the cross member is fastened, Y is the width of the cross member in the longitudinal direction of the vehicle body at a position PR near the equivalent center of gravity of the plurality of rivets, which is a distance XB from the vehicle symmetry plane in the vehicle width direction. , distance XA in the width direction from the vehicle symmetry plane
Let YA be the width of the vehicle body in the longitudinal direction at position PA at a distance of =XB/2, and further calculate the distance from the plane of symmetry of the vehicle to the above equivalent center of gravity. When closed, (YB/YA)2= i, s
~2.5, and the shape of the free edge between the PA and PR is curved.・It is characterized by having a planar shape that is a concave curve with a larger curvature, and when the vehicle is running,
In particular, the stress generated in the cross member during high-speed driving on rough roads under overload conditions can be effectively reduced and damage to the cross member can be prevented, thereby improving the durability and reliability of the cross member and, by extension, the chassis frame. There are advantages.
第１図は本発明の第１実施例を示す平面図、第２図は本
発明の第２実施例を示す平面図、第３図は本発明の第３
実施例を示す平面図、第４図は第１図の■−■線に沿い
矢印方向に視た断面図、第５図は第４図の変形例を示し
た同様の断面図、第６図は第２図の■−■線に沿−矢印
方向に視た断面図、第７図は第３図の■−■線に沿い矢
印方向に視た断面図、第８図は複数のリベットの等価重
心を説明する線図、第９図は本発明の第４実施例を示す
平面図、第１０図は本発明の第５実施例を示す平面図、
第１１図は本発明の第６実施例を示す平面図、第１２図
は第４ないし第６実施例におけるクロスメンバの断面図
、第１３図は第１２図に示したクロスメンバの変形例を
示した同様の断面図、第１４図は本発明の第７実施例を
示す平面図、第１５図は本発明の第８実施例を示す平面
図、第１６図は本発明の第９実施例を示す平面図、第１
７図は第１４図の潤−潤線に沿い矢印方向に視た断面図
、第１８図は第１５図の罵−肩線に沿い矢印方向に視た
断面図、第１９図は第１６図の豆−蒸練に沿い矢印方向
に視た断面図、第２０図は第１７図ないし第１９図にお
けるアリゲータ型クロスメンバ１６の変形例を示す部分
的側面図、第２１図は本発明の第１０実施例を示す平面
図、第２２図は第１実施例におけるクロスメンバ１６の
応力発生態様を第２３図に示した従前の装置と対比して
示した線図、第２３図は従前の車台フレームの典型的構
成を示した部分的平面図である。
ｌＯ・・・車台フレーム、１２・・・サイＰＬ／−Ａ／
、１６・・・クロスメンバ、１８・・・リベット、Ｇ・
・・リベット１８群の等価重心。
第１６図
第１８図
牙２０図
第２２図FIG. 1 is a plan view showing a first embodiment of the invention, FIG. 2 is a plan view showing a second embodiment of the invention, and FIG. 3 is a plan view showing a third embodiment of the invention.
FIG. 4 is a sectional view taken along the line ■-■ in FIG. 1 in the direction of the arrow; FIG. 5 is a similar sectional view showing a modification of FIG. 4; FIG. is a cross-sectional view taken along the line ■-■ in Fig. 2 in the direction of the arrow, Fig. 7 is a cross-sectional view taken along the line ■-■ in Fig. 3 in the direction of the arrow, and Fig. 8 is a cross-sectional view taken along the A diagram illustrating the equivalent center of gravity, FIG. 9 is a plan view showing the fourth embodiment of the present invention, and FIG. 10 is a plan view showing the fifth embodiment of the present invention.
FIG. 11 is a plan view showing the sixth embodiment of the present invention, FIG. 12 is a sectional view of the cross member in the fourth to sixth embodiments, and FIG. 13 is a modification of the cross member shown in FIG. 12. 14 is a plan view showing a seventh embodiment of the present invention, FIG. 15 is a plan view showing an eighth embodiment of the present invention, and FIG. 16 is a plan view showing a ninth embodiment of the present invention. 1st plan view showing
7 is a sectional view taken in the direction of the arrow along the Jun-Jun line in FIG. 14, FIG. 18 is a sectional view taken in the direction of the arrow along the shoulder line in FIG. FIG. 20 is a partial side view showing a modification of the alligator cross member 16 in FIGS. 17 to 19, and FIG. 22 is a plan view showing the stress generation mode of the cross member 16 in the first embodiment in comparison with the conventional device shown in FIG. 23, and FIG. 23 is a diagram showing the conventional chassis. FIG. 2 is a partial plan view showing a typical configuration of a frame. lO...Undercarriage frame, 12...Sai PL/-A/
, 16... Cross member, 18... Rivet, G.
...Equivalent center of gravity of 18 groups of rivets. Fig. 16 Fig. 18 Fig. 20 Fig. 22
Claims (1)
延在するクロスメンバの両端部を夫々複数のリベットに
より締結してなるものにおいて、上記クロスメンバが、
車両対称面から車巾方向に距離Ｘ＿Ｂを距てた上記複数
のリベットの等価重心近傍の位置Ｐ＿Ｂにおける車体前
後方向の巾をＹ＿Ｂとし、上記車両対称面から車巾方向
に距離Ｘ＿Ａ＝Ｘ＿Ｂ／２を距てた位置Ｐ＿Ａにおける
車体前後方向の巾をＹ＿Ａとし、更に同車両対称面から
上記等価重心までの距離をＬ＿Ｇとしたとき、（Ｙ＿Ｂ
／Ｙ＿Ａ）＾２＝１．５〜２．５であって、かつ上記Ｐ
＿ＡとＰ＿Ｂとの間の自由端縁の形状が曲率Ｌ＿Ｇより
大きい曲率の凹曲線状をなす平面形状を具えていること
を特徴とする車両の車台フレームIn a vehicle in which both ends of a cross member extending in the width direction of the vehicle are fastened to side rails extending in the longitudinal direction of the vehicle body with a plurality of rivets, the cross member is
Let Y_B be the width in the longitudinal direction of the vehicle body at a position P_B near the equivalent center of gravity of the plurality of rivets, which is a distance X_B from the vehicle symmetry plane in the vehicle width direction, and distance X_A=X_B/2 from the vehicle symmetry plane in the vehicle width direction. When the width in the longitudinal direction of the vehicle body at position P_A with distance from
/Y_A)^2=1.5 to 2.5, and the above P
A vehicle chassis frame characterized in that a free edge between _A and P_B has a planar shape with a concave curve having a curvature greater than L_G.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63314392A JPH0790796B2 (en) | 1988-12-13 | 1988-12-13 | Vehicle undercarriage frame |
| KR1019900008603A KR0138987B1 (en) | 1988-12-13 | 1990-06-12 | Frame for a truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63314392A JPH0790796B2 (en) | 1988-12-13 | 1988-12-13 | Vehicle undercarriage frame |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02162168A true JPH02162168A (en) | 1990-06-21 |
| JPH0790796B2 JPH0790796B2 (en) | 1995-10-04 |
Family
ID=18052792
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63314392A Expired - Lifetime JPH0790796B2 (en) | 1988-12-13 | 1988-12-13 | Vehicle undercarriage frame |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0790796B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106627766A (en) * | 2017-02-21 | 2017-05-10 | 北京汽车研究总院有限公司 | Automobile frame and automobile |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60124381U (en) * | 1984-01-31 | 1985-08-22 | 日野自動車株式会社 | Automobile chassis frame structure |
| JPS62153182U (en) * | 1986-03-24 | 1987-09-29 |
-
1988
- 1988-12-13 JP JP63314392A patent/JPH0790796B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60124381U (en) * | 1984-01-31 | 1985-08-22 | 日野自動車株式会社 | Automobile chassis frame structure |
| JPS62153182U (en) * | 1986-03-24 | 1987-09-29 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106627766A (en) * | 2017-02-21 | 2017-05-10 | 北京汽车研究总院有限公司 | Automobile frame and automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0790796B2 (en) | 1995-10-04 |
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