WO2017217117A1 - Vehicle frame structure - Google Patents

Vehicle frame structure Download PDF

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Publication number
WO2017217117A1
WO2017217117A1 PCT/JP2017/016171 JP2017016171W WO2017217117A1 WO 2017217117 A1 WO2017217117 A1 WO 2017217117A1 JP 2017016171 W JP2017016171 W JP 2017016171W WO 2017217117 A1 WO2017217117 A1 WO 2017217117A1
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WO
WIPO (PCT)
Prior art keywords
frame
vehicle
bracket
coupled
leg
Prior art date
Application number
PCT/JP2017/016171
Other languages
French (fr)
Japanese (ja)
Inventor
賢次 稲垣
昌規 井筒
Original Assignee
本田技研工業株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2018523551A priority Critical patent/JP6572492B2/en
Priority to CN201780026843.0A priority patent/CN109070947B/en
Publication of WO2017217117A1 publication Critical patent/WO2017217117A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units

Definitions

  • the present invention relates to a frame structure of a vehicle.
  • Priority is claimed on Japanese Patent Application No. 2016-117109, filed Jun. 13, 2016, the content of which is incorporated herein by reference.
  • a bracket is attached to a rear side frame and a swing shaft portion of a trailing arm is connected to the bracket.
  • the top of the bracket protrudes upward from the opening of the rear floor panel (see, for example, Patent Document 1).
  • the top of the bracket is disposed below the rear floor pan (see, for example, Patent Document 2).
  • the aspect which concerns on this invention is made in consideration of such a situation, and it aims at providing the frame structure of the vehicle which can improve the rigidity of a flame
  • a frame structure of a vehicle includes a frame of the vehicle and a bracket attached to the frame and supporting an in-vehicle component, and at least one of the bracket and the frame It has a joint which can be expanded from one to the other and can be connected to the other.
  • At least one coupling portion of the bracket and the frame can be coupled to the other.
  • the frame can be reinforced with brackets by connecting the connecting part to the other.
  • the rigidity of the frame can be enhanced. Thereby, it is possible to suppress the frame from being deformed by impact load.
  • the rigidity of the frame can be enhanced without using a separate member such as a reinforcing member.
  • the connection portion is expanded from at least one of the bracket and the frame to the other so that the connection portion is connected to the other. Therefore, by securing the positional accuracy of the connecting portion, the bracket and the frame can be connected at the connecting portion. As a result, it is not necessary to increase the positional accuracy of the bracket and the frame more than necessary, and productivity can be improved.
  • the frame includes a frame bottom portion in which an opening for inserting the in-vehicle component is formed, and the bracket is disposed on the inner side in the vehicle width direction of the opening;
  • the inner leg having an inner flange coupled to the frame bottom, and the outer leg disposed outside the opening in the vehicle width direction and having an outer flange coupled to the frame bottom.
  • a fastening member may be fixed to at least one of the inner leg and the outer leg, and the fastening member may be fixed to the frame bottom.
  • the frame was provided with the frame bottom, and the bracket was provided with the inner leg and the outer leg. Also, the inner flange of the inner leg was connected to the bottom of the frame, and the outer flange of the outer leg was connected to the bottom of the frame. Thus, the bracket is coupled to the bottom of the frame. Further, a fastening member is fixed to at least one of the inner leg portion and the outer leg portion, and the on-vehicle component is attached to the frame bottom portion by the fastening member. The fastening member is fixed to the bottom of the frame. Thus, the bracket is connected to the bottom of the frame via the fastening member. Thus, by connecting the bracket to the bottom of the frame and further connecting the bracket to the bottom of the frame via the fastening member, the frame can be better reinforced by the bracket. Thereby, the rigidity of the frame can be further enhanced.
  • the bracket includes a top disposed above the bottom of the frame, and the top is projected to the bottom of the frame and coupled to the inner leg
  • An overhanging portion may be provided, and an outward overhanging portion projecting toward the bottom of the frame and coupled to the outer leg.
  • the inward overhang portion and the outward overhang portion were formed at the top of the bracket.
  • the inner overhanging portion was connected to the inner leg
  • the outer overhanging portion was connected to the outer leg. Therefore, even when the heights of the inner leg portion and the outer leg portion are secured, the rigidity of the bracket can be secured. As a result, even in the case of a frame having a large height from the bottom of the frame to the part facing the top, the rigidity of the frame can be easily secured by the bracket.
  • the bracket has a front leg portion which extends from the top portion to the frame bottom portion and is coupled to a portion of the frame bottom portion ahead of the opening of the vehicle body;
  • the top portion may have a rear overhang portion that protrudes from the rear end to the frame bottom side and is coupled to a frame rear wall of the frame behind the opening portion of the frame.
  • the bracket has a front leg and the front leg is connected to the bottom of the frame.
  • the front leg is located in front of the vehicle body at the opening.
  • the inner leg portion is positioned inward of the opening in the vehicle width direction
  • the outer leg portion is positioned outward of the opening in the vehicle width direction.
  • the front leg, the inner leg and the outer leg are arranged around the opening.
  • the top, the front leg, the inner leg and the outer leg of the bracket are formed like a bag around the opening, and the rigidity of the frame bottom (that is, the frame) can be further enhanced.
  • a side sill disposed outside in the vehicle width direction and extending in the vehicle longitudinal direction, and a rear side frame disposed inward in the vehicle width direction of the side sill and extending in the vehicle longitudinal direction
  • the side sill further includes an inner member having a rear portion displaced outward in the vehicle width direction, and an outrigger connecting the rear portion and the rear side frame is constituted by the frame bottom portion and the frame rear wall,
  • the frame bottom may have a connecting flange that connects to the rear.
  • the rear portion of the inner member of the side sill is displaced outward in the vehicle width direction.
  • the rear and the rear side frame were connected by an outrigger.
  • the outrigger is comprised of the frame bottom and the frame back wall. Therefore, by displacing the rear portion of the inner member outward in the vehicle width direction, the on-vehicle component can be disposed outside in the vehicle width direction.
  • the on-vehicle component as the swinging shaft portion of the trailing arm, it becomes possible to move the swinging shaft portion outward in the vehicle width direction, and the degree of freedom in determining the placement position of the suspension is increased. It can be enhanced.
  • the rear side frame includes an upper member disposed above the bottom of the frame, the connecting member is formed on the upper member, and the connecting member is directed to the top It may be a bead portion that bulges out.
  • the upper member of the rear side frame is disposed above the bottom of the frame, and a bead portion is formed on the upper member as a coupling portion.
  • a bead portion is formed on the upper member as a coupling portion.
  • the vehicle may further include a cross member extending inward in the vehicle width direction from the upper member, and the cross member may be coupled to the bracket via the upper member.
  • the cross member was coupled to the bracket via the upper member. Therefore, the impact load from the side of the vehicle body due to the side collision can be efficiently transmitted to the cross member through the upper member and the bracket. Thereby, the impact load from the vehicle body side can be supported by the cross member. Further, by connecting the cross member to the bracket via the upper member, the rigidity of the upper member (that is, the rear side frame) can be secured. Thereby, the rigidity of the rear portion of the vehicle can be secured.
  • the vehicle further includes a floor frame disposed forward of the rear side frame and extending in the vehicle longitudinal direction, and a lower member of the rear side frame is coupled to the upper member
  • the rear side frame is formed in a closed cross section by the upper member and the lower member, the lower member is connected to the floor frame, and a closed cross section is formed by the upper member, the outrigger, the side sill and the lower member.
  • the rear side frame is formed into a closed cross section by the upper member and the lower member.
  • the lower member was connected to the floor frame.
  • the frame was formed into a closed cross section by the upper member, the outrigger, the rear of the side sill and the rear side frame. Therefore, when an impact load is input to the rear side frame from the rear of the vehicle body, part of the impact load can be efficiently transmitted to the floor frame through the rear side frame. Also, the remainder of the impact load can be efficiently transmitted to the side sill through the closed cross section of the frame. That is, the impact load input from the rear of the vehicle body to the rear side frame can be smoothly distributed to the floor frame and the side sill. Thereby, the impact load can be well supported by the floor frame and the side sill.
  • the frame can be reinforced by the bracket by connecting at least one of the coupling portions of the bracket and the frame to the other.
  • the rigidity of the frame can be enhanced.
  • FIG. 1 is an exploded perspective view showing a frame structure of a vehicle in a first embodiment of the present invention.
  • FIG. 3 is a cross-sectional view taken along line III-III of FIG. 1 showing a rear side frame in the first embodiment of the present invention. It is sectional drawing in alignment with the IV-IV line of FIG. 1 which shows the inclination part in 1st Embodiment of this invention.
  • FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. 1 showing the frame and the bracket in the first embodiment of the present invention.
  • FIG. 8 is a perspective view showing a frame structure of a vehicle according to a first embodiment of the present invention broken along line VIII-VIII in FIG. 1;
  • FIG. 9 is a cross-sectional view taken along line IX-IX of FIG. 2 showing the frame and the bracket in the first embodiment of the present invention. It is sectional drawing which shows the flame
  • the arrow FR points to the front of the vehicle
  • the arrow UP points to the upper side of the vehicle
  • the arrow LH points to the left of the vehicle.
  • the left side portion and the right side portion have a substantially left-right symmetrical configuration, and hereinafter, the respective component portions of the left side portion and the right portion are given the same reference numerals. explain in detail.
  • the vehicle 10 includes a side sill 12, a rear side frame 13, an outrigger 14, a floor frame 15, a bracket 16, and a cross member 18.
  • the side sill 12 is disposed on the left outside in the vehicle width direction, and extends in the front-rear direction of the vehicle body. Specifically, the side sill 12 is provided with an outer member 21 disposed on the outer side in the vehicle width direction and an inner member 22 provided on the inner side in the vehicle width direction of the outer member 21.
  • the outer member 21 is formed in a substantially hat-shaped cross section by an outer bulging portion 23 having a substantially U-shaped cross section, an upper flange 24, and a lower flange 25.
  • the inner member 22 is formed in a substantially hat-shaped cross section by an inner bulging portion 26 having a substantially U-shaped cross section, an upper flange 27 and a lower flange 28.
  • the upper flange 24 of the outer member 21 and the upper flange 27 of the inner member 22 are coupled. Further, the lower flange 25 of the outer member 21 and the lower flange 28 of the inner member 22 are coupled.
  • the side sill 12 is formed by the outer member 21 and the inner member 22 in a closed cross section with high rigidity.
  • the inner member 22 has a rear portion 31 (see also FIG. 5) at a position facing the bracket 16. In the rear portion 31, the inner bulging portion 26 is displaced outward in the vehicle width direction from the upper flange 27 and the lower flange 28.
  • a rear side frame 13 is disposed on the vehicle rear side of the side sill 12.
  • the rear side frame 13 is disposed inward in the vehicle width direction than the side sill 12 and extends in the longitudinal direction of the vehicle body.
  • the rear side frame 13 includes an upper member 34 and a lower member 35.
  • the lower member 35 is formed in a substantially U-shaped cross section by the inner wall 36, the outer wall 37, and the bottom portion 38.
  • the upper opening portion 39 of the lower member 35 is covered with the upper member 34 by the upper member 34 being coupled to the upper end portion of the lower member 35.
  • the rear side frame 13 is formed by the upper member 34 and the lower member 35 in a closed cross section with high rigidity.
  • the left end portion of the floor pan 41 is sandwiched between the upper member 34 and the lower member 35.
  • the upper member 34 extends substantially horizontally from the front end 13a of the rear side frame 13 to the side sill 12 toward the front of the vehicle body (see FIG. 1).
  • the outrigger 14 is a portion that connects the rear portion 31 of the inner member 22 and the rear side frame 13.
  • the outrigger 14 comprises a frame bottom 44 and a frame back wall 45.
  • the outrigger 14 will be described in detail later.
  • the front end portion 35 a of the lower member 35 is connected to the floor frame 15 via the inclined portion 47. That is, the inclined portion 47 extends downward from the front end 35a of the lower member 35 toward the front of the vehicle body.
  • the floor frame 15 extends substantially horizontally from the front end 47a of the inclined portion 47 toward the front of the vehicle body.
  • the inclined portion 47 is formed to have a substantially U-shaped cross section by the inner wall 51, the outer wall 52, and the bottom portion 53, similarly to the lower member 35 (see FIG. 3) of the rear side frame 13. .
  • the floor frame 15 is formed to have a substantially U-shaped cross section by the inner wall 54, the outer wall 55, and the bottom portion 56 in the same manner as the inclined portion 47.
  • a rear floor panel 58 is coupled to the upper end of the inclined portion 47. Therefore, a rigid closed cross section is formed by the inclined portion 47 and the rear floor panel 58. Further, a rear floor panel 58 is coupled to the upper end portion of the floor frame 15. Thus, a rigid closed cross section is formed by the floor frame 15 and the rear floor panel 58.
  • the cross member 18 is bridged in the vehicle width direction between the front end 13a of the left rear side frame 13 and the front end 13a of the right rear side frame 13.
  • the cross member 18 is formed in a substantially U-shaped cross section by the upper portion 61, the front wall 62 and the rear wall 63.
  • a rear floor panel 58 is coupled to the cross member 18 from below.
  • a rigid closed cross section is formed by the cross member 18 and the rear floor panel 58.
  • the cross member 18 also has an upper flange 64, a front longitudinal flange 65, and a rear longitudinal flange 66 at the left end 18a.
  • An upper flange 64, a front vertical flange 65 and a rear vertical flange 66 are joined to the upper member 34 at the front end 13 a of the rear side frame 13.
  • the cross member 18 extends inward in the vehicle width direction from the upper member 34 at the front end portion 13 a of the rear side frame 13.
  • the bracket 16 is attached to the frame 70.
  • the frame 70 includes an outrigger upper portion 71, a rear portion 31 of the inner member 22, an outrigger 14, and an outer wall 37 of the rear side frame 13 (specifically, the lower member 35).
  • the outrigger upper portion 71 is a portion of the upper member 34 (see also FIG. 2) that is located above the outrigger 14 and at a portion facing the top 95 of the bracket 16.
  • a frame 70 is formed in a closed cross section in the vehicle width direction by the outrigger upper portion 71, the rear portion 31 of the inner member 22, the outrigger 14, and the outer wall 37 of the rear side frame 13.
  • the outrigger upper portion 71 has a horizontal upper portion 72 disposed horizontally and a vertical upper portion 73 bent downward from the inner end of the horizontal upper portion 72.
  • the horizontal top 72 is spaced above the frame bottom 44.
  • a plurality of bead portions 75 are formed in the horizontal upper portion 72.
  • the plurality of bead portions 75 are fixed seating surfaces arranged at intervals in the longitudinal direction of the vehicle body and linearly extending in the vehicle width direction (see FIG. 2).
  • the bead portion 75 bulges from the horizontal upper portion 72 toward the top portion 95 of the bracket 16. With the bead portion 75 in contact with the top portion 95, the bead portion 75 is joined to the top portion 95 by spot welding or the like.
  • the frame 70 is reinforced by the bracket 16.
  • the rigidity of the frame 70 is enhanced.
  • the rigidity of the frame 70 can be enhanced without using a separate member such as a reinforcing member.
  • the bead portion 75 of the horizontal upper portion 72 to the top portion 95 of the bracket 16, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top portion 95 more than necessary. That is, by securing the positional accuracy of the bead portion 75, the horizontal upper portion 72 can be coupled to the top portion 95 by the bead portion 75. As a result, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top 95 more than necessary, and the productivity of the vehicle frame structure 11 can be improved.
  • a plurality of bead portions 75 extend in a straight line in the vehicle width direction.
  • the bead portion 75 can secure a resistance to the impact load F1 from the side of the vehicle body due to the side collision.
  • the outrigger 14 includes the frame bottom 44 and the frame back wall 45 (see also FIG. 5) as described above.
  • the frame bottom portion 44 is disposed substantially horizontally between the outer wall 37 of the rear side frame 13 and the inner member 22 of the side sill 12.
  • the frame bottom portion 44 has an inner flange 44a formed at the inner end and an outer flange 44b formed at the outer end.
  • An inner flange 44 a is coupled to the outer wall 37. Further, an outer flange 44 b is connected to the rear portion 31 of the inner member 22 and the front side portion 22 a (see FIG. 2) of the rear portion 31. Thus, the outer wall 37 and the inner member 22 are connected at the frame bottom 44.
  • a substantially rectangular opening 77 is formed at the center of the frame bottom 44.
  • a first nut 78 is fixed to the inside of the opening 77 in the vehicle width direction of the upper surface of the frame bottom 44. Further, a second nut 79 is fixed to the outer side of the opening 77 in the vehicle width direction of the upper surface of the frame bottom 44. Collar nuts are used for the first nut 78 and the second nut 79.
  • a first bolt 81 is fastened to the first nut 78 from below. Therefore, the inner shaft 84 a of the swing shaft 84 is fastened to the frame bottom 44 by the first nut 78 and the first bolt 81. Further, a second bolt 82 is fastened to the second nut 79 from below. Accordingly, the outer shaft portion 84 b of the swing shaft portion 84 is fastened to the frame bottom portion 44 by the second nut 79 and the second bolt 82. Thereby, the swinging shaft portion 84 is attached to the frame bottom portion 44. In this state, the upper half 84 c of the swing shaft 84 is inserted into the bracket 16 from the opening 77.
  • the swinging shaft portion 84 is provided at the front end portion of the trailing arm 85 for the rear suspension.
  • the trailing arm 85 is supported so as to be movable in the vertical direction with the inner shaft portion 84 a and the outer shaft portion 84 b of the rocking shaft portion 84 as an axis.
  • the rear portion 31 of the inner member 22 is displaced outward in the vehicle width direction with respect to the inner bulging portion 26 (see FIG. 5).
  • the rear portion 31 is connected to the outer wall 37 of the rear side frame 13 by the outrigger 14.
  • the outrigger 14 is composed of a frame bottom 44 and a frame back wall 45. Therefore, by displacing the rear portion 31 of the inner member 22 to the outer side in the vehicle width direction, the opening 77 of the frame bottom portion 44 can be disposed on the outer side in the vehicle width direction (arrow A direction).
  • the swinging shaft portion 84 of the trailing arm 85 can be disposed on the outer side in the vehicle width direction, and the degree of freedom in determining the arrangement position of the suspension can be enhanced.
  • the frame rear wall 45 is bent upward from the rear end 44c of the frame bottom 44.
  • the frame rear wall 45 is located behind the opening 77 in the vehicle body.
  • An inner end 45 a of the frame rear wall 45 is coupled to the outer wall 37 of the rear side frame 13. Further, the outer end 45 b of the frame rear wall 45 is coupled to the rear end 22 b of the inner member 22.
  • the frame 70 is formed in a closed cross section in the vehicle width direction by the outrigger upper portion 71, the rear portion 31 of the inner member 22, the outrigger 14, and the outer wall 37 of the rear side frame 13.
  • the rear side frame 13 is formed in a closed cross section by the upper member 34 and the lower member 35 (see also FIG. 3).
  • the lower member 35 is connected to the floor frame 15 via the inclined portion 47.
  • the impact load F2 when the impact load F2 is input to the rear side frame 13 from the rear of the vehicle body, a part F3 of the impact load F2 can be efficiently transmitted from the rear side frame 13 to the floor frame 15 through the inclined portion 47. Further, the remaining portion F4 of the impact load F2 can be efficiently transmitted to the side sill 12 through the closed cross section of the frame 70. That is, the impact load F2 input to the rear side frame 13 from the rear of the vehicle body can be dispersed to the floor frame 15 and the side sill 12 smoothly. Thereby, the impact load F2 can be favorably supported by the floor frame 15 and the side sill 12.
  • the bracket 16 is coupled to the frame bottom 44 and the frame rear wall 45.
  • the bracket 16 is disposed within the closed cross section of the frame 70.
  • the frame 70 and the bracket 16 constitute the frame structure 11 of the vehicle.
  • the bracket 16 is a member for supporting the swinging shaft portion 84 (see FIG. 6) of the trailing arm 85.
  • the bracket 16 includes a bracket main body 91, an inner leg 92, and an outer leg 93.
  • the inner leg portion 92 has an inner flange 92a projecting inward in the vehicle width direction from the lower end.
  • the inner flange 92 a is coupled to the inside of the frame bottom portion 44 in the vehicle width direction of the opening 77. Therefore, the inner leg 92 is mounted in a state where it is raised inside the opening 77 in the vehicle width direction.
  • the outer leg portion 93 has an outer flange 93a (see FIG. 6) protruding from the lower end to the outer side in the vehicle width direction.
  • the outer flange 93 a is connected to the outside of the frame bottom portion 44 in the vehicle width direction of the opening 77. Therefore, the outer leg 93 is attached to the outside of the opening 77 in the vehicle width direction.
  • a bracket body 91 is attached to the inner leg 92 and the outer leg 93.
  • the bracket body 91 has a top 95 disposed above the frame bottom 44 and a front leg 96 disposed in front of the opening 77 in the vehicle body.
  • the top 95 is formed in a substantially rectangular shape in plan view at the rear end, the front end, the inner end, and the outer end.
  • the top 95 has an outer overhang 95a, an outer overhang 95b, and a rear overhang 95c on the outer periphery.
  • the inner overhanging portion 95 a projects from the inner end of the top 95 to the frame bottom 44 side.
  • the inner overhanging portion 95 a is coupled to the upper end 92 b of the inner leg 92.
  • the outer overhanging portion 95 b projects from the outer end of the top 95 to the frame bottom 44 side.
  • the outer overhanging portion 95 b is coupled to the upper end portion 93 b (see also FIG. 6) of the outer leg portion 93.
  • the rear overhanging portion 95 c is projected from the rear end of the top 95 to the frame bottom 44 side.
  • the rear overhang 95 c is coupled to the frame rear wall 45.
  • the front leg 96 extends from the front end of the top 95 to the frame bottom 44.
  • a front flange 96b projects from the lower end 96a of the front leg 96 toward the front of the vehicle body.
  • the front flange 96 b is coupled to a portion 44 d of the frame bottom 44 in front of the opening 77 at the vehicle body. That is, the front leg 96 is coupled to a portion 44 d on the front side of the vehicle body of the opening 77 via the front flange 96 b.
  • the inner overhang portion 95 a of the top 95 is coupled to the inner leg 92.
  • the outer overhang 95 b of the top 95 is coupled to the outer leg 93.
  • the rear overhang 95 c of the top 95 is connected to the frame back wall 45.
  • a forefoot 96 is coupled to the frame bottom 44. Therefore, the rigidity of the top 95 is secured by the inner leg 92, the outer leg 93, the frame rear wall 45 and the front leg 96.
  • the rigidity of the bracket 16 can be secured. Therefore, even in the case of the frame 70 in which the height dimension H1 from the frame bottom 44 to the outrigger upper portion 71 is large, the frame 70 can be reinforced by the bracket 16, and the rigidity of the frame 70 can be easily secured.
  • the front leg 96 is located on the vehicle body front side of the opening 77.
  • the inner leg 92 is located inward of the opening 77 in the vehicle width direction.
  • the outer leg 93 is located on the outer side in the vehicle width direction of the opening.
  • the rear overhang portion 95c is located at the rear of the vehicle body at the opening.
  • the front leg 96, the inner leg 92 and the outer leg 93 are disposed around the opening 77.
  • the front leg 96, the inner leg 92 and the outer leg 93 form a wall surface continuous in the circumferential direction of the bracket 16.
  • the top 95, the front leg 96, the inner leg 92, and the outer leg 93 are formed in the shape of a highly rigid bag.
  • the rigidity of the frame bottom 44 i.e., the frame 70
  • the outer periphery of the first nut 78 is fixed to the inner surface of the inner leg portion 92.
  • the first nut 78 is fixed to the top surface of the frame bottom 44.
  • the inner leg 92 is connected to the frame bottom 44 via the first nut 78.
  • the outer periphery of the second nut 79 is fixed to the inner surface of the outer leg 93.
  • the second nut 79 is fixed to the top surface of the frame bottom 44.
  • the outer leg 93 is connected to the frame bottom 44 via the second nut 79.
  • an inner flange 92 a of the inner leg 92 is coupled to the frame bottom 44.
  • the outer leg outer flange 93a is connected to the frame bottom 44.
  • the front flange 96 b (see FIG. 9) of the front leg 96 is coupled to the frame bottom 44.
  • the bracket 16 is connected to the bottom of the frame via the first nut 78 and the second nut 79.
  • a bracket 16 is connected to the frame bottom 44 by the inner leg 92, the outer leg 93 and the front leg 96.
  • the bracket 16 is rigidly connected to the frame bottom 44. This further reinforces the frame 70 with the bracket 16 and further enhances the rigidity of the frame 70.
  • the vertical upper portion 73 of the outrigger upper portion 71 is in contact with the inner leg portion 92 of the bracket 16 from the inside in the vehicle width direction.
  • the front vertical flange 65 of the cross member 18 is in contact with the vertical upper portion 73 from the inside in the vehicle width direction.
  • the front vertical flange 65, the vertical upper portion 73 and the inner leg portion 92 are joined by spot welding or the like in a state where they are overlapped. That is, the left end 18 a of the cross member 18 is coupled to the bracket 16 via the outrigger upper portion 71.
  • the input impact load F1 can be efficiently transmitted to the cross member 18 through the outrigger upper portion 71 and the bracket 16.
  • the cross member 18 can support the impact load F1 from the side of the vehicle body.
  • the left end 18 a of the cross member 18 is coupled to the bracket 16 via the outrigger upper portion 71.
  • the outrigger upper portion 71 is reinforced by the cross member 18 and the bracket 16. Thereby, the rigidity of the outrigger upper part 71 (that is, the rear part of the vehicle body of the vehicle 10) can be secured.
  • FIG. 10 the frame structure 100 of the vehicle has a plurality of bead portions 105 formed on the bracket 102, and the other configuration is the same as that of the first embodiment.
  • the bracket 102 has a plurality of bead portions 105 formed on the top portion 103. Similar to the bead portion 75 of the first embodiment, the plurality of bead portions 105 are disposed at an interval in the longitudinal direction of the vehicle body, and extend linearly in the vehicle width direction. The bead portion 105 is expanded from the top portion 103 of the bracket 102 toward the horizontal upper portion 72. With the bead portion 105 in contact with the horizontal upper portion 72, the bead portion 105 is coupled to the horizontal upper portion 72 by spot welding or the like.
  • the same effect as that of the first embodiment can be obtained. That is, by connecting the bead portion 105 of the top portion 103 to the horizontal upper portion 72, the frame 70 is reinforced by the bracket 102. Thus, the rigidity of the frame 70 is enhanced. Thereby, when the impact load F1 is input to the side sill 12 from the side of the vehicle body due to the side collision, the deformation of the frame 70 due to the impact load F1 is suppressed. Further, by reinforcing the frame 70 with the bracket 102, the rigidity of the frame 70 can be enhanced without using a separate member such as a reinforcing member. Thereby, weight reduction and cost reduction of the frame structure 100 of a vehicle can be achieved.
  • the top portion 103 can be coupled to the horizontal upper portion 72 by the bead portion 105. Accordingly, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top portion 103 more than necessary, and the productivity of the vehicle frame structure 100 can be improved.
  • the swinging shaft portion 84 of the trailing arm 85 is illustrated as an on-vehicle component, but the invention is not limited thereto. It is also possible to use the on-vehicle component as another member such as a silencer or a canister.
  • the present invention is not limited to this. .
  • the number of the bead portions 75 of the first embodiment and the bead portions 105 of the second embodiment can be changed as appropriate.
  • the first nut 78 is fixed to the inner leg 92 and the second nut 79 is fixed to the outer leg 93.
  • the present invention is not limited to this.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

A vehicle frame structure is provided with a frame, and a bracket (16) attached to the frame. The frame is provided with an outrigger upper part (71), a rear part (31) of an inner-member (22), an outrigger (14), and an outer wall (37) of a rear side frame (13). A swinging shaft part of a trailing arm is supported by the bracket (16). A plurality of bead parts (75) are formed in the outrigger upper part (71). The bead parts (75) are expanded outward from the outrigger top part (71) to the peak part (95) of the bracket (16) and are joined to the peak part (95).

Description

車両のフレーム構造Vehicle frame structure
　本発明は、車両のフレーム構造に関する。
　本願は、２０１６年６月１３日に出願された日本国特願２０１６－１１７１０９号に基づき優先権を主張し、その内容をここに援用する。 The present invention relates to a frame structure of a vehicle.
Priority is claimed on Japanese Patent Application No. 2016-117109, filed Jun. 13, 2016, the content of which is incorporated herein by reference.
　車両のフレーム構造として、リヤサイドフレームにブラケットが取り付けられ、ブラケットにトレーリングアームの揺動軸部が連結されたものが知られている。このフレーム構造のなかには、ブラケットの頂部がリヤフロアパネルの開口部から上方に突出されているものがある（例えば、特許文献１参照）。あるいは、ブラケットの頂部がリヤフロアパンの下方に配置されているものがある（例えば、特許文献２参照）。 As a frame structure of a vehicle, one in which a bracket is attached to a rear side frame and a swing shaft portion of a trailing arm is connected to the bracket is known. In some of the frame structures, the top of the bracket protrudes upward from the opening of the rear floor panel (see, for example, Patent Document 1). Alternatively, there is one in which the top of the bracket is disposed below the rear floor pan (see, for example, Patent Document 2).
日本国特開２００６－６９４７５号Japanese Patent Application Laid-Open No. 2006-69475 日本国特開２００７－２２２９３号Japanese Patent Application Laid-Open No. 2007-22293
　しかしながら、特許文献１のフレーム構造は、ブラケットの頂部がリヤフロアパネルの開口部から離れている。また、特許文献２のフレーム構造は、ブラケットの頂部がリヤフロアパンから離れている。このため、車両のフレームの剛性をブラケットで高めることが難しい。 However, in the frame structure of Patent Document 1, the top of the bracket is separated from the opening of the rear floor panel. In the frame structure of Patent Document 2, the top of the bracket is separated from the rear floor pan. For this reason, it is difficult to increase the rigidity of the vehicle frame with the bracket.
　本発明に係る態様は、このような事情を考慮してなされたものであり、フレームの剛性を高めることができる車両のフレーム構造を提供することを目的とする。 The aspect which concerns on this invention is made in consideration of such a situation, and it aims at providing the frame structure of the vehicle which can improve the rigidity of a flame | frame.
　上記の課題を解決するために、本発明は以下の態様を採用した。
（１）本発明の一態様に係る車両のフレーム構造は、車両のフレームと、前記フレームに取り付けられて、車載部品を支えるブラケットと、を備え、前記ブラケット、前記フレームの少なくとも一方には、該一方から他方へ膨出されて、前記他方に結合可能な結合部を有する。 In order to solve the above-mentioned subject, the present invention adopted the following modes.
(1) A frame structure of a vehicle according to an aspect of the present invention includes a frame of the vehicle and a bracket attached to the frame and supporting an in-vehicle component, and at least one of the bracket and the frame It has a joint which can be expanded from one to the other and can be connected to the other.
　このように、ブラケット、フレームの少なくとも一方の結合部を他方に結合可能とした。結合部を他方に結合させることにより、フレームをブラケットで補強できる。よって、フレームの剛性を高めることができる。これにより、フレームが衝撃荷重で変形することを抑えることができる。
　また、フレームをブラケットで補強することにより、補強部材などの別部材を用いることなく、フレームの剛性を高めることができる。これにより、車両のフレーム構造の軽量化や、低コスト化が図れる。
　さらに、ブラケット、フレームの少なくとも一方から他方へ結合部を膨出させて、結合部を他方に結合させるようにした。よって、結合部の位置精度を確保することにより、結合部でブラケットとフレームとを結合できる。これにより、ブラケット、フレームの位置精度を必要以上に高める必要がなく、生産性を高めることができる。 Thus, at least one coupling portion of the bracket and the frame can be coupled to the other. The frame can be reinforced with brackets by connecting the connecting part to the other. Thus, the rigidity of the frame can be enhanced. Thereby, it is possible to suppress the frame from being deformed by impact load.
Further, by reinforcing the frame with the bracket, the rigidity of the frame can be enhanced without using a separate member such as a reinforcing member. Thereby, the weight reduction and cost reduction of the frame structure of a vehicle can be achieved.
Further, the connection portion is expanded from at least one of the bracket and the frame to the other so that the connection portion is connected to the other. Therefore, by securing the positional accuracy of the connecting portion, the bracket and the frame can be connected at the connecting portion. As a result, it is not necessary to increase the positional accuracy of the bracket and the frame more than necessary, and productivity can be improved.
（２）上記（１）の態様において、前記フレームは、前記車載部品を挿入する開口部が形成されたフレーム底部を備え、前記ブラケットは、前記開口部の車幅方向内側に配置され、かつ、前記フレーム底部に結合される内側フランジを有する内脚部と、前記開口部の車幅方向外側に配置され、かつ、前記フレーム底部に結合される外側フランジを有する外脚部と、を備え、前記内脚部、前記外脚部の少なくとも一方に締結部材が固定され、前記締結部材が前記フレーム底部に固定されてもよい。 (2) In the aspect of (1), the frame includes a frame bottom portion in which an opening for inserting the in-vehicle component is formed, and the bracket is disposed on the inner side in the vehicle width direction of the opening; The inner leg having an inner flange coupled to the frame bottom, and the outer leg disposed outside the opening in the vehicle width direction and having an outer flange coupled to the frame bottom. A fastening member may be fixed to at least one of the inner leg and the outer leg, and the fastening member may be fixed to the frame bottom.
　このように、フレームにフレーム底部を備え、ブラケットに内脚部および外脚部を備えた。また、内脚部の内側フランジをフレーム底部に結合し、外脚部の外側フランジをフレーム底部に結合した。よって、ブラケットがフレーム底部に結合される。
　さらに、内脚部、外脚部の少なくとも一方に締結部材を固定し、締結部材でフレーム底部に車載部品を取り付けるようにした。締結部材はフレーム底部に固定されている。よって、ブラケットが締結部材を介してフレーム底部に連結される。
　このように、ブラケットをフレーム底部に結合し、さらに、ブラケットを締結部材を介してフレーム底部に連結することにより、フレームをブラケットで一層良好に補強できる。これにより、フレームの剛性を一層高めることができる。 Thus, the frame was provided with the frame bottom, and the bracket was provided with the inner leg and the outer leg. Also, the inner flange of the inner leg was connected to the bottom of the frame, and the outer flange of the outer leg was connected to the bottom of the frame. Thus, the bracket is coupled to the bottom of the frame.
Further, a fastening member is fixed to at least one of the inner leg portion and the outer leg portion, and the on-vehicle component is attached to the frame bottom portion by the fastening member. The fastening member is fixed to the bottom of the frame. Thus, the bracket is connected to the bottom of the frame via the fastening member.
Thus, by connecting the bracket to the bottom of the frame and further connecting the bracket to the bottom of the frame via the fastening member, the frame can be better reinforced by the bracket. Thereby, the rigidity of the frame can be further enhanced.
（３）上記（２）の態様において、前記ブラケットは、前記フレーム底部の上方に配置される頂部を備え、前記頂部は、前記フレーム底部側に張り出されて前記内脚部に結合される内張出部と、前記フレーム底部側に張り出されて前記外脚部に結合される外張出部と、を有してもよい。 (3) In the aspect of the above (2), the bracket includes a top disposed above the bottom of the frame, and the top is projected to the bottom of the frame and coupled to the inner leg An overhanging portion may be provided, and an outward overhanging portion projecting toward the bottom of the frame and coupled to the outer leg.
　このように、ブラケットの頂部に内張出部と外張出部とを形成した。また、内張出部を内脚部に結合し、外張出部を外脚部に結合した。よって、内脚部や外脚部の高さを確保した場合でも、ブラケットの剛性を確保できる。これにより、フレーム底部から、頂部に対向する部位までの高さ寸法が大きなフレームの場合でも、フレームの剛性をブラケットで容易に確保できる。 Thus, the inward overhang portion and the outward overhang portion were formed at the top of the bracket. Also, the inner overhanging portion was connected to the inner leg, and the outer overhanging portion was connected to the outer leg. Therefore, even when the heights of the inner leg portion and the outer leg portion are secured, the rigidity of the bracket can be secured. As a result, even in the case of a frame having a large height from the bottom of the frame to the part facing the top, the rigidity of the frame can be easily secured by the bracket.
（４）上記（３）の態様において、前記ブラケットは、前記頂部から前記フレーム底部まで延び、かつ、前記フレーム底部のうち前記開口部の車体前方の部位に結合される前脚部を有し、前記頂部は、後端から前記フレーム底部側に張り出され、かつ、前記フレームのうち前記開口部の車体後方のフレーム後壁に結合される後張出部を有してもよい。 (4) In the aspect of the above (3), the bracket has a front leg portion which extends from the top portion to the frame bottom portion and is coupled to a portion of the frame bottom portion ahead of the opening of the vehicle body; The top portion may have a rear overhang portion that protrudes from the rear end to the frame bottom side and is coupled to a frame rear wall of the frame behind the opening portion of the frame.
　このように、ブラケットに前脚部を有し、前脚部をフレーム底部に結合した。ここで、前脚部が開口部の車体前方に位置する。また、内脚部が開口部の車幅方向内側に位置し、外脚部が開口部の車幅方向外側に位置する。
　よって、前脚部、内脚部および外脚部が開口部の周囲に配置される。これにより、ブラケットの頂部、前脚部、内脚部および外脚部が開口部の周りに袋状に形成され、フレーム底部（すなわち、フレーム）の剛性を一層高めることができる。 Thus, the bracket has a front leg and the front leg is connected to the bottom of the frame. Here, the front leg is located in front of the vehicle body at the opening. Further, the inner leg portion is positioned inward of the opening in the vehicle width direction, and the outer leg portion is positioned outward of the opening in the vehicle width direction.
Thus, the front leg, the inner leg and the outer leg are arranged around the opening. Thereby, the top, the front leg, the inner leg and the outer leg of the bracket are formed like a bag around the opening, and the rigidity of the frame bottom (that is, the frame) can be further enhanced.
（５）上記（４）の態様において、前記車幅方向外側に配置され、車体前後方向へ延びるサイドシルと、前記サイドシルの前記車幅方向内側に配置され、前記車体前後方向へ延びるリヤサイドフレームと、をさらに備え、前記サイドシルは、前記車幅方向外側に変位された後部を有するインナ部材を備え、前記後部と前記リヤサイドフレームとを連結するアウトリガが前記フレーム底部および前記フレーム後壁で構成され、前記フレーム底部は、前記後部に結合する結合フランジを有してもよい。 (5) In the aspect of the above (4), a side sill disposed outside in the vehicle width direction and extending in the vehicle longitudinal direction, and a rear side frame disposed inward in the vehicle width direction of the side sill and extending in the vehicle longitudinal direction The side sill further includes an inner member having a rear portion displaced outward in the vehicle width direction, and an outrigger connecting the rear portion and the rear side frame is constituted by the frame bottom portion and the frame rear wall, The frame bottom may have a connecting flange that connects to the rear.
　このように、サイドシルのインナ部材のうち、後部を車幅方向外側に変位させた。この後部とリヤサイドフレームとをアウトリガで連結した。アウトリガは、フレーム底部およびフレーム後壁で構成される。よって、インナ部材の後部を車幅方向外側に変位させることにより、車載部品を車幅方向外側に配置できる。
　これにより、例えば、車載部品をトレーリングアームの揺動軸部とすることにより、揺動軸部を車幅方向外側に移動することが可能になり、サスペンションの配置個所を決める際の自由度を高めることができる。 Thus, the rear portion of the inner member of the side sill is displaced outward in the vehicle width direction. The rear and the rear side frame were connected by an outrigger. The outrigger is comprised of the frame bottom and the frame back wall. Therefore, by displacing the rear portion of the inner member outward in the vehicle width direction, the on-vehicle component can be disposed outside in the vehicle width direction.
As a result, for example, by using the on-vehicle component as the swinging shaft portion of the trailing arm, it becomes possible to move the swinging shaft portion outward in the vehicle width direction, and the degree of freedom in determining the placement position of the suspension is increased. It can be enhanced.
（６）上記（５）の態様において、前記リヤサイドフレームは、前記フレーム底部の上方に配置される上部材を備え、前記上部材に前記結合部が形成され、前記結合部は、前記頂部へ向けて膨出するビード部であってもよい。 (6) In the aspect of the above (5), the rear side frame includes an upper member disposed above the bottom of the frame, the connecting member is formed on the upper member, and the connecting member is directed to the top It may be a bead portion that bulges out.
　このように、リヤサイドフレームの上部材をフレーム底部の上方に配置し、上部材に結合部としてビード部を形成した。これにより、側面衝突による車体側方からの衝撃荷重に対する耐力をビード部で確保できる。 Thus, the upper member of the rear side frame is disposed above the bottom of the frame, and a bead portion is formed on the upper member as a coupling portion. As a result, it is possible to secure, at the bead portion, a resistance against impact load from the side of the vehicle body due to a side collision.
（７）上記（６）の態様において、前記上部材から前記車幅方向内側へ延びるクロスメンバをさらに備え、前記クロスメンバが前記上部材を介して前記ブラケットに結合されてもよい。 (7) In the aspect of (6), the vehicle may further include a cross member extending inward in the vehicle width direction from the upper member, and the cross member may be coupled to the bracket via the upper member.
　このように、クロスメンバを上部材を介してブラケットに結合した。よって、側面衝突による車体側方からの衝撃荷重を、上部材およびブラケットを経てクロスメンバに効率よく伝えることができる。これにより、車体側方からの衝撃荷重をクロスメンバで支えることができる。
　また、クロスメンバを上部材を介してブラケットに結合することにより、上部材（すなわち、リヤサイドフレーム）の剛性を確保できる。これにより、車体後部の剛性を確保できる。 Thus, the cross member was coupled to the bracket via the upper member. Therefore, the impact load from the side of the vehicle body due to the side collision can be efficiently transmitted to the cross member through the upper member and the bracket. Thereby, the impact load from the vehicle body side can be supported by the cross member.
Further, by connecting the cross member to the bracket via the upper member, the rigidity of the upper member (that is, the rear side frame) can be secured. Thereby, the rigidity of the rear portion of the vehicle can be secured.
（８）上記（６）の態様において、前記リヤサイドフレームの前記車体前方に配置され、前記車体前後方向へ延びるフロアフレームをさらに備え、前記上部材に前記リヤサイドフレームの下部材が結合されることにより、前記上部材と前記下部材とで前記リヤサイドフレームが閉断面に形成され、前記下部材が前記フロアフレームに連結され、前記上部材、前記アウトリガ、前記サイドシルおよび前記下部材で閉断面が形成されてもよい。 (8) In the above aspect (6), the vehicle further includes a floor frame disposed forward of the rear side frame and extending in the vehicle longitudinal direction, and a lower member of the rear side frame is coupled to the upper member The rear side frame is formed in a closed cross section by the upper member and the lower member, the lower member is connected to the floor frame, and a closed cross section is formed by the upper member, the outrigger, the side sill and the lower member. May be
　このように、リヤサイドフレームを上部材と下部材とで閉断面に形成する。この下部材をフロアフレームに連結した。また、上部材、アウトリガ、サイドシルの後部およびリヤサイドフレームでフレームを閉断面を形成した。
　よって、車体後方からリヤサイドフレームに衝撃荷重が入力した際に、衝撃荷重の一部をリヤサイドフレームを経てフロアフレームに効率よく伝えることができる。また、衝撃荷重の残りをフレームの閉断面を経てサイドシルに効率よく伝えることができる。
　すなわち、リヤサイドフレームに車体後方から入力した衝撃荷重をフロアフレームとサイドシルとに円滑に分散できる。これにより、衝撃荷重をフロアフレームとサイドシルとで良好に支えることができる。 Thus, the rear side frame is formed into a closed cross section by the upper member and the lower member. The lower member was connected to the floor frame. Also, the frame was formed into a closed cross section by the upper member, the outrigger, the rear of the side sill and the rear side frame.
Therefore, when an impact load is input to the rear side frame from the rear of the vehicle body, part of the impact load can be efficiently transmitted to the floor frame through the rear side frame. Also, the remainder of the impact load can be efficiently transmitted to the side sill through the closed cross section of the frame.
That is, the impact load input from the rear of the vehicle body to the rear side frame can be smoothly distributed to the floor frame and the side sill. Thereby, the impact load can be well supported by the floor frame and the side sill.
　本発明に係る態様によれば、ブラケット、フレームの少なくとも一方の結合部を他方に結合させることにより、フレームをブラケットで補強できる。これにより、フレームの剛性を高めることができる。 According to the aspect of the present invention, the frame can be reinforced by the bracket by connecting at least one of the coupling portions of the bracket and the frame to the other. Thereby, the rigidity of the frame can be enhanced.
本発明の第１実施形態における車両のフレーム構造を示す斜視図である。It is a perspective view showing frame structure of vehicles in a 1st embodiment of the present invention. 本発明の第１実施形態における車両のフレーム構造を示す分解斜視図である。FIG. 1 is an exploded perspective view showing a frame structure of a vehicle in a first embodiment of the present invention. 本発明の第１実施形態におけるリヤサイドフレームを示す図１のＩＩＩ－ＩＩＩ線に沿う断面図である。FIG. 3 is a cross-sectional view taken along line III-III of FIG. 1 showing a rear side frame in the first embodiment of the present invention. 本発明の第１実施形態における傾斜部を示す図１のＩＶ－ＩＶ線に沿う断面図である。It is sectional drawing in alignment with the IV-IV line of FIG. 1 which shows the inclination part in 1st Embodiment of this invention. 本発明の第１実施形態におけるフレームおよびブラケットを示す分解斜視図である。It is an exploded perspective view showing a frame and a bracket in a 1st embodiment of the present invention. 本発明の第１実施形態におけるフレームおよびブラケットを示す図１のＶＩ－ＶＩ線に沿う断面図である。FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. 1 showing the frame and the bracket in the first embodiment of the present invention. 本発明の第１実施形態における車両のフレーム構造を左側方から見た状態を示す斜視図である。It is a perspective view which shows the state which looked at the frame structure of the vehicle in 1st Embodiment of this invention from the left side. 本発明の第１実施形態における車両のフレーム構造を図１のＶＩＩＩ－ＶＩＩＩ線に沿って破断した状態を示す斜視図である。FIG. 8 is a perspective view showing a frame structure of a vehicle according to a first embodiment of the present invention broken along line VIII-VIII in FIG. 1; 本発明の第１実施形態におけるフレームおよびブラケットを示す図２のＩＸ－ＩＸ線に沿う断面図である。FIG. 9 is a cross-sectional view taken along line IX-IX of FIG. 2 showing the frame and the bracket in the first embodiment of the present invention. 本発明の第２実施形態におけるフレームおよびブラケットを示す断面図である。It is sectional drawing which shows the flame | frame and bracket in 2nd Embodiment of this invention.
　次に、本発明の実施形態を図面に基づいて説明する。図面において、矢印ＦＲは車両の前方、矢印ＵＰは車両の上方、矢印ＬＨは車両の左側方を指すものとする。
　なお、実施形態の車両１０は、左側部と右側部とが略左右対称の構成であり、以下、左側部と右側部との各構成部に同じ符号を付し、左側部の各構成部について詳しく説明する。 Next, an embodiment of the present invention will be described based on the drawings. In the drawings, the arrow FR points to the front of the vehicle, the arrow UP points to the upper side of the vehicle, and the arrow LH points to the left of the vehicle.
In the vehicle 10 according to the embodiment, the left side portion and the right side portion have a substantially left-right symmetrical configuration, and hereinafter, the respective component portions of the left side portion and the right portion are given the same reference numerals. explain in detail.
　（第１実施形態）
　図１、図２に示すように、車両１０は、サイドシル１２と、リヤサイドフレーム１３と、アウトリガ１４と、フロアフレーム１５と、ブラケット１６と、クロスメンバ１８とを備える。 First Embodiment
As shown in FIGS. 1 and 2, the vehicle 10 includes a side sill 12, a rear side frame 13, an outrigger 14, a floor frame 15, a bracket 16, and a cross member 18.
　サイドシル１２は、車幅方向左外側に配置され、車体前後方向へ延びている。具体的には、サイドシル１２は、車幅方向外側に配置されるアウタ部材２１と、アウタ部材２１の車幅方向内側に設けられたインナ部材２２とを備えている。
　アウタ部材２１は、断面略Ｕ字状のアウタ膨出部２３と、上フランジ２４と、下フランジ２５とで断面略ハット状に形成されている。インナ部材２２は、断面略Ｕ字状のインナ膨出部２６と、上フランジ２７と、下フランジ２８とで断面略ハット状に形成されている。 The side sill 12 is disposed on the left outside in the vehicle width direction, and extends in the front-rear direction of the vehicle body. Specifically, the side sill 12 is provided with an outer member 21 disposed on the outer side in the vehicle width direction and an inner member 22 provided on the inner side in the vehicle width direction of the outer member 21.
The outer member 21 is formed in a substantially hat-shaped cross section by an outer bulging portion 23 having a substantially U-shaped cross section, an upper flange 24, and a lower flange 25. The inner member 22 is formed in a substantially hat-shaped cross section by an inner bulging portion 26 having a substantially U-shaped cross section, an upper flange 27 and a lower flange 28.
　アウタ部材２１の上フランジ２４とインナ部材２２の上フランジ２７とが結合されている。また、アウタ部材２１の下フランジ２５とインナ部材２２の下フランジ２８とが結合されている。これにより、アウタ部材２１およびインナ部材２２でサイドシル１２が剛性の高い閉断面に形成されている。
　また、インナ部材２２は、ブラケット１６に対向する位置に後部３１（図５も参照）を有する。後部３１は、インナ膨出部２６が上フランジ２７および下フランジ２８より車幅方向外側に変位されている。 The upper flange 24 of the outer member 21 and the upper flange 27 of the inner member 22 are coupled. Further, the lower flange 25 of the outer member 21 and the lower flange 28 of the inner member 22 are coupled. Thus, the side sill 12 is formed by the outer member 21 and the inner member 22 in a closed cross section with high rigidity.
Further, the inner member 22 has a rear portion 31 (see also FIG. 5) at a position facing the bracket 16. In the rear portion 31, the inner bulging portion 26 is displaced outward in the vehicle width direction from the upper flange 27 and the lower flange 28.
　サイドシル１２の車体後方側にリヤサイドフレーム１３が配置されている。リヤサイドフレーム１３は、サイドシル１２より車幅方向内側に配置され、車体前後方向へ延びている。このリヤサイドフレーム１３は、上部材３４と、下部材３５とを備えている。 A rear side frame 13 is disposed on the vehicle rear side of the side sill 12. The rear side frame 13 is disposed inward in the vehicle width direction than the side sill 12 and extends in the longitudinal direction of the vehicle body. The rear side frame 13 includes an upper member 34 and a lower member 35.
　図３に示すように、下部材３５は、内壁３６と、外壁３７と、底部３８とで断面略Ｕ字状に形成されている。下部材３５の上端部に上部材３４が結合されることにより、下部材３５の上開口部３９が上部材３４で覆われる。これにより、上部材３４および下部材３５でリヤサイドフレーム１３が剛性の高い閉断面に形成されている。
　上部材３４および下部材３５間にフロアパン４１の左端部が挟持されている。
　また、上部材３４は、リヤサイドフレーム１３の前端部１３ａからサイドシル１２まで車体前方へ向けて略水平に延びている（図１参照）。 As shown in FIG. 3, the lower member 35 is formed in a substantially U-shaped cross section by the inner wall 36, the outer wall 37, and the bottom portion 38. The upper opening portion 39 of the lower member 35 is covered with the upper member 34 by the upper member 34 being coupled to the upper end portion of the lower member 35. Thus, the rear side frame 13 is formed by the upper member 34 and the lower member 35 in a closed cross section with high rigidity.
The left end portion of the floor pan 41 is sandwiched between the upper member 34 and the lower member 35.
The upper member 34 extends substantially horizontally from the front end 13a of the rear side frame 13 to the side sill 12 toward the front of the vehicle body (see FIG. 1).
　図２に戻って、アウトリガ１４は、インナ部材２２の後部３１とリヤサイドフレーム１３とを連結する部位である。アウトリガ１４は、フレーム底部４４と、フレーム後壁４５とを備えている。なお、アウトリガ１４については後で詳しく説明する。
　リヤサイドフレーム１３は、下部材３５の前端部３５ａが傾斜部４７を介してフロアフレーム１５に連結されている。すなわち、下部材３５の前端部３５ａから車体前方へ向けて傾斜部４７が下り勾配に延びている。また、傾斜部４７の前端部４７ａから車体前方へ向けてフロアフレーム１５が略水平に延びている。 Returning to FIG. 2, the outrigger 14 is a portion that connects the rear portion 31 of the inner member 22 and the rear side frame 13. The outrigger 14 comprises a frame bottom 44 and a frame back wall 45. The outrigger 14 will be described in detail later.
In the rear side frame 13, the front end portion 35 a of the lower member 35 is connected to the floor frame 15 via the inclined portion 47. That is, the inclined portion 47 extends downward from the front end 35a of the lower member 35 toward the front of the vehicle body. The floor frame 15 extends substantially horizontally from the front end 47a of the inclined portion 47 toward the front of the vehicle body.
　図４に示すように、傾斜部４７は、リヤサイドフレーム１３の下部材３５（図３参照）と同様に、内壁５１と、外壁５２と、底部５３とで断面略Ｕ字状に形成されている。また、フロアフレーム１５は、傾斜部４７と同様に、内壁５４と、外壁５５と、底部５６とで断面略Ｕ字状に形成されている。
　傾斜部４７の上端部にリヤフロアパネル５８が結合されている。よって、傾斜部４７およびリヤフロアパネル５８で剛性の高い閉断面が形成されている。また、フロアフレーム１５の上端部にリヤフロアパネル５８が結合されている。よって、フロアフレーム１５およびリヤフロアパネル５８で剛性の高い閉断面が形成されている。 As shown in FIG. 4, the inclined portion 47 is formed to have a substantially U-shaped cross section by the inner wall 51, the outer wall 52, and the bottom portion 53, similarly to the lower member 35 (see FIG. 3) of the rear side frame 13. . Further, the floor frame 15 is formed to have a substantially U-shaped cross section by the inner wall 54, the outer wall 55, and the bottom portion 56 in the same manner as the inclined portion 47.
A rear floor panel 58 is coupled to the upper end of the inclined portion 47. Therefore, a rigid closed cross section is formed by the inclined portion 47 and the rear floor panel 58. Further, a rear floor panel 58 is coupled to the upper end portion of the floor frame 15. Thus, a rigid closed cross section is formed by the floor frame 15 and the rear floor panel 58.
　図１に戻って、クロスメンバ１８は、左側のリヤサイドフレーム１３の前端部１３ａと、右側のリヤサイドフレーム１３の前端部１３ａとに車幅方向へ向けて架け渡されている。クロスメンバ１８は、上部６１、前壁６２および後壁６３で断面略Ｕ字状に形成されている。クロスメンバ１８にリヤフロアパネル５８が下方から結合されている。よって、クロスメンバ１８およびリヤフロアパネル５８で剛性の高い閉断面が形成されている。 Returning to FIG. 1, the cross member 18 is bridged in the vehicle width direction between the front end 13a of the left rear side frame 13 and the front end 13a of the right rear side frame 13. The cross member 18 is formed in a substantially U-shaped cross section by the upper portion 61, the front wall 62 and the rear wall 63. A rear floor panel 58 is coupled to the cross member 18 from below. Thus, a rigid closed cross section is formed by the cross member 18 and the rear floor panel 58.
　また、クロスメンバ１８は、左端部１８ａに、上フランジ６４と、前縦フランジ６５と、後縦フランジ６６とを有する。上フランジ６４、前縦フランジ６５および後縦フランジ６６が、リヤサイドフレーム１３の前端部１３ａにおいて、上部材３４に接合されている。換言すれば、クロスメンバ１８は、リヤサイドフレーム１３の前端部１３ａにおいて、上部材３４から車幅方向内側へ延びている。 The cross member 18 also has an upper flange 64, a front longitudinal flange 65, and a rear longitudinal flange 66 at the left end 18a. An upper flange 64, a front vertical flange 65 and a rear vertical flange 66 are joined to the upper member 34 at the front end 13 a of the rear side frame 13. In other words, the cross member 18 extends inward in the vehicle width direction from the upper member 34 at the front end portion 13 a of the rear side frame 13.
　図５、図６に示すように、ブラケット１６がフレーム７０に取り付けられている。フレーム７０は、アウトリガ上部７１と、インナ部材２２の後部３１と、アウトリガ１４と、リヤサイドフレーム１３（具体的には、下部材３５）の外壁３７とを備える。
　アウトリガ上部７１は、上部材３４（図２も参照）のうち、アウトリガ１４の上方で、かつ、ブラケット１６の頂部９５に対向する部位に位置する部位である。 As shown in FIGS. 5 and 6, the bracket 16 is attached to the frame 70. The frame 70 includes an outrigger upper portion 71, a rear portion 31 of the inner member 22, an outrigger 14, and an outer wall 37 of the rear side frame 13 (specifically, the lower member 35).
The outrigger upper portion 71 is a portion of the upper member 34 (see also FIG. 2) that is located above the outrigger 14 and at a portion facing the top 95 of the bracket 16.
　アウトリガ上部７１、インナ部材２２の後部３１、アウトリガ１４、リヤサイドフレーム１３の外壁３７でフレーム７０が車幅方向において閉断面に形成されている。
　アウトリガ上部７１は、水平に配置された水平上部７２と、水平上部７２の内端から下方に折り曲げられた縦上部７３とを有する。水平上部７２は、フレーム底部４４の上方に間隔をおいて配置されている。水平上部７２に複数のビード部７５が形成されている。 A frame 70 is formed in a closed cross section in the vehicle width direction by the outrigger upper portion 71, the rear portion 31 of the inner member 22, the outrigger 14, and the outer wall 37 of the rear side frame 13.
The outrigger upper portion 71 has a horizontal upper portion 72 disposed horizontally and a vertical upper portion 73 bent downward from the inner end of the horizontal upper portion 72. The horizontal top 72 is spaced above the frame bottom 44. A plurality of bead portions 75 are formed in the horizontal upper portion 72.
　複数のビード部７５は、車体前後方向に間隔をおいて配置され、かつ、車幅方向へ向けて直線上に延びる固定座面である（図２参照）。ビード部７５は、水平上部７２からブラケット１６の頂部９５へ向けて膨出されている。頂部９５にビード部７５が接触された状態で、ビード部７５が頂部９５にスポット溶接などで結合されている。 The plurality of bead portions 75 are fixed seating surfaces arranged at intervals in the longitudinal direction of the vehicle body and linearly extending in the vehicle width direction (see FIG. 2). The bead portion 75 bulges from the horizontal upper portion 72 toward the top portion 95 of the bracket 16. With the bead portion 75 in contact with the top portion 95, the bead portion 75 is joined to the top portion 95 by spot welding or the like.
　水平上部７２のビード部７５をブラケット１６の頂部９５に結合することにより、フレーム７０がブラケット１６で補強される。よって、フレーム７０の剛性が高められる。これにより、サイドシル１２に側面衝突により車体側方から衝撃荷重Ｆ１が入力した際に、衝撃荷重Ｆ１によるフレーム７０の変形が抑えられる。
　また、フレーム７０をブラケット１６で補強することにより、補強部材などの別部材を用いることなく、フレーム７０の剛性を高めることができる。これにより、車両のフレーム構造１１の軽量化や、低コスト化が図れる。 By connecting the bead portion 75 of the horizontal upper portion 72 to the top portion 95 of the bracket 16, the frame 70 is reinforced by the bracket 16. Thus, the rigidity of the frame 70 is enhanced. Thereby, when the impact load F1 is input to the side sill 12 from the side of the vehicle body due to the side collision, the deformation of the frame 70 due to the impact load F1 is suppressed.
Further, by reinforcing the frame 70 with the bracket 16, the rigidity of the frame 70 can be enhanced without using a separate member such as a reinforcing member. Thereby, the weight reduction and cost reduction of the frame structure 11 of a vehicle can be achieved.
　さらに、水平上部７２のビード部７５をブラケット１６の頂部９５に結合させることにより、水平上部７２や頂部９５の位置精度を必要以上に高める必要がない。すなわち、ビード部７５の位置精度を確保することにより、ビード部７５で水平上部７２を頂部９５に結合できる。これにより、水平上部７２や頂部９５の位置精度を必要以上に高める必要がなく、車両のフレーム構造１１の生産性を高めることができる。 Furthermore, by bonding the bead portion 75 of the horizontal upper portion 72 to the top portion 95 of the bracket 16, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top portion 95 more than necessary. That is, by securing the positional accuracy of the bead portion 75, the horizontal upper portion 72 can be coupled to the top portion 95 by the bead portion 75. As a result, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top 95 more than necessary, and the productivity of the vehicle frame structure 11 can be improved.
　また、図１に戻って、複数のビード部７５が車幅方向へ向けて直線上に延びている。これにより、側面衝突による車体側方からの衝撃荷重Ｆ１に対する耐力をビード部７５で確保できる。 Referring back to FIG. 1, a plurality of bead portions 75 extend in a straight line in the vehicle width direction. As a result, the bead portion 75 can secure a resistance to the impact load F1 from the side of the vehicle body due to the side collision.
　図６に示すように、アウトリガ１４は、前述したように、フレーム底部４４と、フレーム後壁４５（図５も参照）とを備えている。フレーム底部４４は、リヤサイドフレーム１３の外壁３７およびサイドシル１２のインナ部材２２間に略水平に配置されている。フレーム底部４４は、内端に形成される内フランジ４４ａと、外端に形成される外フランジ４４ｂとを有する。 As shown in FIG. 6, the outrigger 14 includes the frame bottom 44 and the frame back wall 45 (see also FIG. 5) as described above. The frame bottom portion 44 is disposed substantially horizontally between the outer wall 37 of the rear side frame 13 and the inner member 22 of the side sill 12. The frame bottom portion 44 has an inner flange 44a formed at the inner end and an outer flange 44b formed at the outer end.
　内フランジ４４ａが外壁３７に結合されている。また、外フランジ４４ｂがインナ部材２２の後部３１および後部３１の前側部近傍２２ａ（図２参照）に結合されている。よって、外壁３７およびインナ部材２２がフレーム底部４４で連結されている。
　フレーム底部４４の中央に略矩形状の開口部７７が形成されている。フレーム底部４４の上面のうち、開口部７７の車幅方向内側に第１ナット７８が固定されている。また、フレーム底部４４の上面のうち、開口部７７の車幅方向外側に第２ナット７９が固定されている。第１ナット７８および第２ナット７９にはカラーナットが用いられている。 An inner flange 44 a is coupled to the outer wall 37. Further, an outer flange 44 b is connected to the rear portion 31 of the inner member 22 and the front side portion 22 a (see FIG. 2) of the rear portion 31. Thus, the outer wall 37 and the inner member 22 are connected at the frame bottom 44.
A substantially rectangular opening 77 is formed at the center of the frame bottom 44. A first nut 78 is fixed to the inside of the opening 77 in the vehicle width direction of the upper surface of the frame bottom 44. Further, a second nut 79 is fixed to the outer side of the opening 77 in the vehicle width direction of the upper surface of the frame bottom 44. Collar nuts are used for the first nut 78 and the second nut 79.
　第１ナット７８に第１ボルト８１が下方から締結されている。よって、第１ナット７８および第１ボルト８１で、揺動軸部８４の内側軸部８４ａがフレーム底部４４に締結されている。また、第２ナット７９に第２ボルト８２が下方から締結されている。よって、第２ナット７９および第２ボルト８２で、揺動軸部８４の外側軸部８４ｂがフレーム底部４４に締結されている。
　これにより、揺動軸部８４がフレーム底部４４に取り付けられる。この状態において、揺動軸部８４の上半部８４ｃが開口部７７からブラケット１６内に挿入されている。 A first bolt 81 is fastened to the first nut 78 from below. Therefore, the inner shaft 84 a of the swing shaft 84 is fastened to the frame bottom 44 by the first nut 78 and the first bolt 81. Further, a second bolt 82 is fastened to the second nut 79 from below. Accordingly, the outer shaft portion 84 b of the swing shaft portion 84 is fastened to the frame bottom portion 44 by the second nut 79 and the second bolt 82.
Thereby, the swinging shaft portion 84 is attached to the frame bottom portion 44. In this state, the upper half 84 c of the swing shaft 84 is inserted into the bracket 16 from the opening 77.
　揺動軸部８４は、リヤサスペンション用のトレーリングアーム８５の前端部に設けられている。よって、トレーリングアーム８５は、揺動軸部８４の内側軸部８４ａおよび外側軸部８４ｂを軸にして上下方向に移動可能に支持される。 The swinging shaft portion 84 is provided at the front end portion of the trailing arm 85 for the rear suspension. Thus, the trailing arm 85 is supported so as to be movable in the vertical direction with the inner shaft portion 84 a and the outer shaft portion 84 b of the rocking shaft portion 84 as an axis.
　ここで、インナ部材２２の後部３１がインナ膨出部２６に対して車幅方向外側に変位されている（図５参照）。この後部３１がリヤサイドフレーム１３の外壁３７にアウトリガ１４で連結されている。アウトリガ１４は、フレーム底部４４およびフレーム後壁４５で構成される。
　よって、インナ部材２２の後部３１を車幅方向外側に変位させることにより、フレーム底部４４の開口部７７を車幅方向外側（矢印Ａ方向）に配置できる。これにより、トレーリングアーム８５の揺動軸部８４を車幅方向外側に配置でき、サスペンションの配置個所を決める際の自由度を高めることができる。 Here, the rear portion 31 of the inner member 22 is displaced outward in the vehicle width direction with respect to the inner bulging portion 26 (see FIG. 5). The rear portion 31 is connected to the outer wall 37 of the rear side frame 13 by the outrigger 14. The outrigger 14 is composed of a frame bottom 44 and a frame back wall 45.
Therefore, by displacing the rear portion 31 of the inner member 22 to the outer side in the vehicle width direction, the opening 77 of the frame bottom portion 44 can be disposed on the outer side in the vehicle width direction (arrow A direction). As a result, the swinging shaft portion 84 of the trailing arm 85 can be disposed on the outer side in the vehicle width direction, and the degree of freedom in determining the arrangement position of the suspension can be enhanced.
　図５に示すように、フレーム底部４４の後端４４ｃからフレーム後壁４５が上方へ向けて立ち上がるように折り曲げられている。フレーム後壁４５は、開口部７７の車体後方に位置している。フレーム後壁４５の内端部４５ａがリヤサイドフレーム１３の外壁３７に結合されている。また、フレーム後壁４５の外端部４５ｂがインナ部材２２の後端部２２ｂに結合されている。 As shown in FIG. 5, the frame rear wall 45 is bent upward from the rear end 44c of the frame bottom 44. The frame rear wall 45 is located behind the opening 77 in the vehicle body. An inner end 45 a of the frame rear wall 45 is coupled to the outer wall 37 of the rear side frame 13. Further, the outer end 45 b of the frame rear wall 45 is coupled to the rear end 22 b of the inner member 22.
　図６に戻って、フレーム７０は、アウトリガ上部７１、インナ部材２２の後部３１、アウトリガ１４、リヤサイドフレーム１３の外壁３７で車幅方向において閉断面に形成されている。
　図７に示すように、リヤサイドフレーム１３は、上部材３４と下部材３５とで閉断面に形成されている（図３も参照）。この下部材３５が傾斜部４７を介してフロアフレーム１５に連結されている。 Returning to FIG. 6, the frame 70 is formed in a closed cross section in the vehicle width direction by the outrigger upper portion 71, the rear portion 31 of the inner member 22, the outrigger 14, and the outer wall 37 of the rear side frame 13.
As shown in FIG. 7, the rear side frame 13 is formed in a closed cross section by the upper member 34 and the lower member 35 (see also FIG. 3). The lower member 35 is connected to the floor frame 15 via the inclined portion 47.
　よって、車体後方からリヤサイドフレーム１３に衝撃荷重Ｆ２が入力した際に、衝撃荷重Ｆ２の一部Ｆ３をリヤサイドフレーム１３から傾斜部４７を経てフロアフレーム１５に効率よく伝えることができる。また、衝撃荷重Ｆ２の残りＦ４をフレーム７０の閉断面を経てサイドシル１２に効率よく伝えることができる。
　すなわち、リヤサイドフレーム１３に車体後方から入力した衝撃荷重Ｆ２をフロアフレーム１５とサイドシル１２とに円滑に分散できる。これにより、衝撃荷重Ｆ２をフロアフレーム１５とサイドシル１２とで良好に支えることができる。 Therefore, when the impact load F2 is input to the rear side frame 13 from the rear of the vehicle body, a part F3 of the impact load F2 can be efficiently transmitted from the rear side frame 13 to the floor frame 15 through the inclined portion 47. Further, the remaining portion F4 of the impact load F2 can be efficiently transmitted to the side sill 12 through the closed cross section of the frame 70.
That is, the impact load F2 input to the rear side frame 13 from the rear of the vehicle body can be dispersed to the floor frame 15 and the side sill 12 smoothly. Thereby, the impact load F2 can be favorably supported by the floor frame 15 and the side sill 12.
　図５、図８に示すように、フレーム底部４４およびフレーム後壁４５にブラケット１６が結合されている。フレーム７０の閉断面内にブラケット１６が配置されている。フレーム７０およびブラケット１６で車両のフレーム構造１１が構成される。
　ブラケット１６は、トレーリングアーム８５の揺動軸部８４（図６参照）を支える部材である。具体的には、ブラケット１６は、ブラケット本体９１と、内脚部９２と、外脚部９３とを備える。 As shown in FIGS. 5 and 8, the bracket 16 is coupled to the frame bottom 44 and the frame rear wall 45. The bracket 16 is disposed within the closed cross section of the frame 70. The frame 70 and the bracket 16 constitute the frame structure 11 of the vehicle.
The bracket 16 is a member for supporting the swinging shaft portion 84 (see FIG. 6) of the trailing arm 85. Specifically, the bracket 16 includes a bracket main body 91, an inner leg 92, and an outer leg 93.
　内脚部９２は、下端から車幅方向内側に張り出された内側フランジ９２ａを有する。内側フランジ９２ａは、フレーム底部４４のうち、開口部７７の車幅方向内側に結合されている。よって、開口部７７の車幅方向内側に内脚部９２が立ち上げられた状態に取り付けられている。
　また、外脚部９３は、下端から車幅方向外側に張り出された外側フランジ９３ａ（図６参照）を有する。外側フランジ９３ａは、フレーム底部４４のうち、開口部７７の車幅方向外側に結合されている。よって、開口部７７の車幅方向外側に外脚部９３が立ち上げられた状態に取り付けられている。
　内脚部９２と外脚部９３とにブラケット本体９１が取り付けられている。 The inner leg portion 92 has an inner flange 92a projecting inward in the vehicle width direction from the lower end. The inner flange 92 a is coupled to the inside of the frame bottom portion 44 in the vehicle width direction of the opening 77. Therefore, the inner leg 92 is mounted in a state where it is raised inside the opening 77 in the vehicle width direction.
Further, the outer leg portion 93 has an outer flange 93a (see FIG. 6) protruding from the lower end to the outer side in the vehicle width direction. The outer flange 93 a is connected to the outside of the frame bottom portion 44 in the vehicle width direction of the opening 77. Therefore, the outer leg 93 is attached to the outside of the opening 77 in the vehicle width direction.
A bracket body 91 is attached to the inner leg 92 and the outer leg 93.
　ブラケット本体９１は、フレーム底部４４の上方に配置されている頂部９５と、開口部７７の車体前方に配置されている前脚部９６とを有する。頂部９５は、後端、前端、内端および外端で平面視略矩形状に形成されている。頂部９５は、外周に、内張出部９５ａと、外張出部９５ｂと、後張出部９５ｃとを有する。 The bracket body 91 has a top 95 disposed above the frame bottom 44 and a front leg 96 disposed in front of the opening 77 in the vehicle body. The top 95 is formed in a substantially rectangular shape in plan view at the rear end, the front end, the inner end, and the outer end. The top 95 has an outer overhang 95a, an outer overhang 95b, and a rear overhang 95c on the outer periphery.
　内張出部９５ａは、頂部９５の内端からフレーム底部４４側に張り出されている。内張出部９５ａ、内脚部９２の上端部９２ｂに結合されている。また、外張出部９５ｂは、頂部９５の外端からフレーム底部４４側に張り出されている。外張出部９５ｂは、外脚部９３の上端部９３ｂ（図６も参照）に結合されている。さらに、後張出部９５ｃは、頂部９５の後端からフレーム底部４４側に張り出されている。後張出部９５ｃは、フレーム後壁４５に結合されている。 The inner overhanging portion 95 a projects from the inner end of the top 95 to the frame bottom 44 side. The inner overhanging portion 95 a is coupled to the upper end 92 b of the inner leg 92. Further, the outer overhanging portion 95 b projects from the outer end of the top 95 to the frame bottom 44 side. The outer overhanging portion 95 b is coupled to the upper end portion 93 b (see also FIG. 6) of the outer leg portion 93. Further, the rear overhanging portion 95 c is projected from the rear end of the top 95 to the frame bottom 44 side. The rear overhang 95 c is coupled to the frame rear wall 45.
　図９に示すように、前脚部９６は、頂部９５の前端からフレーム底部４４まで延びている。前脚部９６の下端９６ａから前側フランジ９６ｂが車体前方へ向けて張り出されている。前側フランジ９６ｂが、フレーム底部４４のうち開口部７７の車体前方の部位４４ｄに結合される。すなわち、開口部７７の車体前方の部位４４ｄに、前脚部９６が前側フランジ９６ｂを介して結合されている。 As shown in FIG. 9, the front leg 96 extends from the front end of the top 95 to the frame bottom 44. A front flange 96b projects from the lower end 96a of the front leg 96 toward the front of the vehicle body. The front flange 96 b is coupled to a portion 44 d of the frame bottom 44 in front of the opening 77 at the vehicle body. That is, the front leg 96 is coupled to a portion 44 d on the front side of the vehicle body of the opening 77 via the front flange 96 b.
　図５に戻って、頂部９５の内張出部９５ａが内脚部９２に結合されている。また、頂部９５の外張出部９５ｂが外脚部９３に結合されている。さらに、頂部９５の後張出部９５ｃがフレーム後壁４５に結合されている。加えて前脚部９６がフレーム底部４４に結合されている。よって、頂部９５の剛性が、内脚部９２、外脚部９３、フレーム後壁４５および前脚部９６で確保されている。
　これにより、内脚部９２、外脚部９３や前脚部９６の高さを大きく確保した場合でも、ブラケット１６の剛性を確保できる。したがって、フレーム底部４４からアウトリガ上部７１までの高さ寸法Ｈ１が大きなフレーム７０の場合でも、フレーム７０をブラケット１６で補強することが可能になり、フレーム７０の剛性を容易に確保できる。 Returning to FIG. 5, the inner overhang portion 95 a of the top 95 is coupled to the inner leg 92. Also, the outer overhang 95 b of the top 95 is coupled to the outer leg 93. Furthermore, the rear overhang 95 c of the top 95 is connected to the frame back wall 45. In addition, a forefoot 96 is coupled to the frame bottom 44. Therefore, the rigidity of the top 95 is secured by the inner leg 92, the outer leg 93, the frame rear wall 45 and the front leg 96.
Thereby, even when the heights of the inner leg 92, the outer leg 93 and the front leg 96 are secured large, the rigidity of the bracket 16 can be secured. Therefore, even in the case of the frame 70 in which the height dimension H1 from the frame bottom 44 to the outrigger upper portion 71 is large, the frame 70 can be reinforced by the bracket 16, and the rigidity of the frame 70 can be easily secured.
　さらに、前脚部９６が開口部７７の車体前方側に位置している。内脚部９２が開口部７７の車幅方向内側に位置している。外脚部９３が開口部の車幅方向外側に位置している。
　後張出部９５ｃが開口部の車体後方に位置している。よって、前脚部９６、内脚部９２および外脚部９３が開口部７７の周囲に配置される。さらに、前脚部９６、内脚部９２および外脚部９３は、ブラケット１６の周方向に連続した壁面を形成する。
　これにより、ブラケット１６は、頂部９５、前脚部９６、内脚部９２および外脚部９３が剛性の高い袋状に形成されている。したがって、フレーム底部４４（すなわち、フレーム７０）の剛性がブラケット１６で一層高められる。 Further, the front leg 96 is located on the vehicle body front side of the opening 77. The inner leg 92 is located inward of the opening 77 in the vehicle width direction. The outer leg 93 is located on the outer side in the vehicle width direction of the opening.
The rear overhang portion 95c is located at the rear of the vehicle body at the opening. Thus, the front leg 96, the inner leg 92 and the outer leg 93 are disposed around the opening 77. Further, the front leg 96, the inner leg 92 and the outer leg 93 form a wall surface continuous in the circumferential direction of the bracket 16.
As a result, in the bracket 16, the top 95, the front leg 96, the inner leg 92, and the outer leg 93 are formed in the shape of a highly rigid bag. Thus, the rigidity of the frame bottom 44 (i.e., the frame 70) is further enhanced by the bracket 16.
　図６に示すように、内脚部９２の内面には、第１ナット７８の外周が固定されている。
　第１ナット７８はフレーム底部４４の上面に固定されている。よって、内脚部９２が第１ナット７８を介してフレーム底部４４に連結されている。
　同様に、外脚部９３の内面には、第２ナット７９の外周が固定されている。第２ナット７９はフレーム底部４４の上面に固定されている。よって、外脚部９３が第２ナット７９を介してフレーム底部４４に連結されている。 As shown in FIG. 6, the outer periphery of the first nut 78 is fixed to the inner surface of the inner leg portion 92.
The first nut 78 is fixed to the top surface of the frame bottom 44. Thus, the inner leg 92 is connected to the frame bottom 44 via the first nut 78.
Similarly, the outer periphery of the second nut 79 is fixed to the inner surface of the outer leg 93. The second nut 79 is fixed to the top surface of the frame bottom 44. Thus, the outer leg 93 is connected to the frame bottom 44 via the second nut 79.
　また、内脚部９２の内側フランジ９２ａがフレーム底部４４に結合されている。さらに、外脚部の外側フランジ９３ａがフレーム底部４４に結合されている。加えて、前脚部９６の前側フランジ９６ｂ（図９参照）がフレーム底部４４に結合されている。
　このように、ブラケット１６が第１ナット７８、第２ナット７９を介してフレーム底部に連結されている。さらに、ブラケット１６が内脚部９２、外脚部９３および前脚部９６でフレーム底部４４に結合されている。よって、ブラケット１６がフレーム底部４４に強固に結合されている。これにより、フレーム７０がブラケット１６で一層良好に補強され、フレーム７０の剛性が一層高められる。 In addition, an inner flange 92 a of the inner leg 92 is coupled to the frame bottom 44. In addition, the outer leg outer flange 93a is connected to the frame bottom 44. In addition, the front flange 96 b (see FIG. 9) of the front leg 96 is coupled to the frame bottom 44.
Thus, the bracket 16 is connected to the bottom of the frame via the first nut 78 and the second nut 79. Further, a bracket 16 is connected to the frame bottom 44 by the inner leg 92, the outer leg 93 and the front leg 96. Thus, the bracket 16 is rigidly connected to the frame bottom 44. This further reinforces the frame 70 with the bracket 16 and further enhances the rigidity of the frame 70.
　図８に示すように、ブラケット１６の内脚部９２にアウトリガ上部７１の縦上部７３が車幅方向内側から接触されている。また、縦上部７３にクロスメンバ１８の前縦フランジ６５が車幅方向内側から接触されている。この状態において、前縦フランジ６５、縦上部７３および内脚部９２が重ね合わされた状態で、スポット溶接などで結合されている。
　すなわち、クロスメンバ１８の左端部１８ａがアウトリガ上部７１を介してブラケット１６に結合されている。 As shown in FIG. 8, the vertical upper portion 73 of the outrigger upper portion 71 is in contact with the inner leg portion 92 of the bracket 16 from the inside in the vehicle width direction. The front vertical flange 65 of the cross member 18 is in contact with the vertical upper portion 73 from the inside in the vehicle width direction. In this state, the front vertical flange 65, the vertical upper portion 73 and the inner leg portion 92 are joined by spot welding or the like in a state where they are overlapped.
That is, the left end 18 a of the cross member 18 is coupled to the bracket 16 via the outrigger upper portion 71.
　よって、サイドシル１２に側面衝突により車体側方から衝撃荷重Ｆ１が入力した際に、入力した衝撃荷重Ｆ１をアウトリガ上部７１およびブラケット１６を経てクロスメンバ１８に効率よく伝えることができる。これにより、車体側方からの衝撃荷重Ｆ１をクロスメンバ１８で支えることができる。
　また、クロスメンバ１８の左端部１８ａがアウトリガ上部７１を介してブラケット１６に結合されている。よって、アウトリガ上部７１がクロスメンバ１８やブラケット１６で補強される。これにより、アウトリガ上部７１（すなわち、車両１０の車体後部）の剛性を確保できる。 Therefore, when the impact load F1 is input to the side sill 12 from the side of the vehicle body due to a side collision, the input impact load F1 can be efficiently transmitted to the cross member 18 through the outrigger upper portion 71 and the bracket 16. Thereby, the cross member 18 can support the impact load F1 from the side of the vehicle body.
Further, the left end 18 a of the cross member 18 is coupled to the bracket 16 via the outrigger upper portion 71. Thus, the outrigger upper portion 71 is reinforced by the cross member 18 and the bracket 16. Thereby, the rigidity of the outrigger upper part 71 (that is, the rear part of the vehicle body of the vehicle 10) can be secured.
　（第２実施形態）
　第２実施形態に係る車両のフレーム構造１００について説明する。なお、第２実施形態において、第１実施形態と同一類似部材については同じ符号を付して詳しい説明を省略する。
　図１０に示すように、車両のフレーム構造１００は、ブラケット１０２に複数のビード部１０５を形成したもので、その他の構成は第１実施形態と同様である。 Second Embodiment
A vehicle frame structure 100 according to a second embodiment will be described. In the second embodiment, the same or similar members as those in the first embodiment are denoted by the same reference numerals and the detailed description will be omitted.
As shown in FIG. 10, the frame structure 100 of the vehicle has a plurality of bead portions 105 formed on the bracket 102, and the other configuration is the same as that of the first embodiment.
　すなわち、ブラケット１０２は、頂部１０３に複数のビード部１０５が形成されている。複数のビード部１０５は、第１実施形態のビード部７５と同様に、車体前後方向に間隔をおいて配置され、かつ、車幅方向へ向けて直線上に延びている。ビード部１０５は、ブラケット１０２の頂部１０３から水平上部７２へ向けて膨出されている。水平上部７２にビード部１０５が接触された状態で、ビード部１０５が水平上部７２にスポット溶接などで結合されている。 That is, the bracket 102 has a plurality of bead portions 105 formed on the top portion 103. Similar to the bead portion 75 of the first embodiment, the plurality of bead portions 105 are disposed at an interval in the longitudinal direction of the vehicle body, and extend linearly in the vehicle width direction. The bead portion 105 is expanded from the top portion 103 of the bracket 102 toward the horizontal upper portion 72. With the bead portion 105 in contact with the horizontal upper portion 72, the bead portion 105 is coupled to the horizontal upper portion 72 by spot welding or the like.
　第２実施形態の車両のフレーム構造１００によれば、第１実施形態と同様の効果が得られる。すなわち、頂部１０３のビード部１０５を水平上部７２に結合することにより、フレーム７０がブラケット１０２で補強される。よって、フレーム７０の剛性が高められる。これにより、サイドシル１２に側面衝突により車体側方から衝撃荷重Ｆ１が入力した際に、衝撃荷重Ｆ１によるフレーム７０の変形が抑えられる。
　また、フレーム７０をブラケット１０２で補強することにより、補強部材などの別部材を用いることなく、フレーム７０の剛性を高めることができる。これにより、車両のフレーム構造１００の軽量化や、低コスト化が図れる。 According to the vehicle frame structure 100 of the second embodiment, the same effect as that of the first embodiment can be obtained. That is, by connecting the bead portion 105 of the top portion 103 to the horizontal upper portion 72, the frame 70 is reinforced by the bracket 102. Thus, the rigidity of the frame 70 is enhanced. Thereby, when the impact load F1 is input to the side sill 12 from the side of the vehicle body due to the side collision, the deformation of the frame 70 due to the impact load F1 is suppressed.
Further, by reinforcing the frame 70 with the bracket 102, the rigidity of the frame 70 can be enhanced without using a separate member such as a reinforcing member. Thereby, weight reduction and cost reduction of the frame structure 100 of a vehicle can be achieved.
　さらに、頂部１０３のビード部１０５を水平上部７２に結合させることにより、水平上部７２や頂部１０３の位置精度を必要以上に高める必要がない。すなわち、ビード部１０５の位置精度を確保することにより、ビード部１０５で頂部１０３を水平上部７２に結合できる。これにより、水平上部７２や頂部１０３の位置精度を必要以上に高める必要がなく、車両のフレーム構造１００の生産性を高めることができる。 Furthermore, by connecting the bead portion 105 of the top portion 103 to the horizontal upper portion 72, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top portion 103 more than necessary. That is, by securing the positional accuracy of the bead portion 105, the top portion 103 can be coupled to the horizontal upper portion 72 by the bead portion 105. Accordingly, it is not necessary to increase the positional accuracy of the horizontal upper portion 72 and the top portion 103 more than necessary, and the productivity of the vehicle frame structure 100 can be improved.
　なお、本発明の技術範囲は上述した実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲において種々の変更を加えることが可能である。 The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the present invention.
　例えば、前記第１実施形態および第２実施形態では、車載部品としてトレーリングアーム８５の揺動軸部８４を例示したが、これに限らない。車載部品を消音器やキャニスタなどの他の部材とすることも可能である。 For example, in the first and second embodiments, the swinging shaft portion 84 of the trailing arm 85 is illustrated as an on-vehicle component, but the invention is not limited thereto. It is also possible to use the on-vehicle component as another member such as a silencer or a canister.
　また、前記第１実施形態で水平上部７２にビード部７５を形成し、前記第２実施形態でブラケット１０２の頂部１０３にビード部１０５を形成した例について説明したが、これに限定するものではない。
　他の例として、水平上部と頂部との両方にビード部を形成することも可能である。 Although the bead portion 75 is formed on the horizontal upper portion 72 in the first embodiment and the bead portion 105 is formed on the top portion 103 of the bracket 102 in the second embodiment, the present invention is not limited to this. .
As another example, it is also possible to form a bead on both the horizontal top and the top.
　さらに、前記第１実施形態のビード部７５、前記第２実施形態のビード部１０５の個数は適宜変更が可能である。 Further, the number of the bead portions 75 of the first embodiment and the bead portions 105 of the second embodiment can be changed as appropriate.
　また、前記第１実施形態では、内脚部９２に第１ナット７８を固定し、外脚部９３に第２ナット７９を固定する例について説明したが、これに限定するものではない。例えば、内脚部９２のみに第１ナット７８を固定することも可能である。また、外脚部９３のみに第２ナット７９を固定することも可能である。 In the first embodiment, the first nut 78 is fixed to the inner leg 92 and the second nut 79 is fixed to the outer leg 93. However, the present invention is not limited to this. For example, it is also possible to fix the first nut 78 only to the inner leg 92. Further, it is also possible to fix the second nut 79 only to the outer leg portion 93.
　１０…車両
　１１，１００…車両のフレーム構造
　１２……サイドシル
　１３……リヤサイドフレーム
　１４……アウトリガ
　１５……フロアフレーム
　１６，１０２…ブラケット
　１８……クロスメンバ
　２２……インナ部材
　３１……後部
　３４……上部材
　３５……下部材
　４４……フレーム底部
　４４ｂ…外フランジ（結合フランジ）
　４５……フレーム後壁
　７０……フレーム
　７５，１０５…ビード部（結合部）
　７７……開口部
　７８……第１ナット（締結部材）
　７９……第２ナット（締結部材）
　８４……揺動軸部（車載部品）
　９２……内脚部
　９２ａ…内側フランジ
　９３……外脚部
　９３ａ…外側フランジ
　９５，１０３…頂部
　９５ａ…内張出部
　９５ｂ…外張出部
　９５ｃ…後張出部
　９６……前脚部 DESCRIPTION OF SYMBOLS 10 ... Vehicle 11, 100 ... Frame structure of vehicle 12 ... Side sill 13 ...... Rear side frame 14 ...... Out trigger 15 ...... Floor frame 16, 102 ... Bracket 18 ...... Cross member 22 ...... Inner member 31 ...... Rear 34 ... ... Upper member 35 ... Lower member 44 ... Frame bottom 44b ... Outer flange (coupling flange)
45: Frame rear wall 70: Frame 75, 105: Bead portion (joint portion)
77: Opening 78: First nut (fastening member)
79 ...... 2nd nut (fastening member)
84 ...... Swing shaft (car parts)
92: inner leg 92a: inner flange 93: outer leg 93a: outer flange 95, 103: top 95a: inner overhang 95b: outer overhang 95c: rear overhang 96: front leg

Claims (8)

  1. 　車両のフレームと、
    　前記フレームに取り付けられて、車載部品を支えるブラケットと、を備え、
    　前記ブラケット、前記フレームの少なくとも一方には、該一方から他方へ膨出されて、前記他方に結合可能な結合部を有する
    ことを特徴とする車両のフレーム構造。     With the frame of the vehicle,
    A bracket attached to the frame and supporting an in-vehicle component;
    A vehicle frame structure characterized in that at least one of the bracket and the frame has a coupling portion which can be expanded from the one to the other and can be coupled to the other.
  2. 　前記フレームは、
    　前記車載部品を挿入する開口部が形成されたフレーム底部を備え、
    　前記ブラケットは、
    　前記開口部の車幅方向内側に配置され、かつ、前記フレーム底部に結合される内側フランジを有する内脚部と、
    　前記開口部の車幅方向外側に配置され、かつ、前記フレーム底部に結合される外側フランジを有する外脚部と、を備え、
    　前記内脚部、前記外脚部の少なくとも一方に締結部材が固定され、
    　前記締結部材が前記フレーム底部に固定されている
    ことを特徴とする請求項１に記載の車両のフレーム構造。     The frame is
    It has a frame bottom in which an opening for inserting the in-vehicle component is formed,
    The bracket is
    An inner leg disposed on an inner side in the vehicle width direction of the opening and having an inner flange coupled to the frame bottom;
    And an outer leg portion disposed outside the opening in the vehicle width direction and having an outer flange coupled to the frame bottom portion.
    A fastening member is fixed to at least one of the inner leg and the outer leg,
    The vehicle frame structure according to claim 1, wherein the fastening member is fixed to the frame bottom.
  3. 　前記ブラケットは、前記フレーム底部の上方に配置される頂部を備え、
    　前記頂部は、
    　前記フレーム底部側に張り出されて前記内脚部に結合される内張出部と、
    　前記フレーム底部側に張り出されて前記外脚部に結合される外張出部と、を有する
    ことを特徴とする請求項２に記載の車両のフレーム構造。     The bracket has a top located above the bottom of the frame,
    The top is
    An inward projection which is projected to the bottom of the frame and coupled to the inner leg;
    The vehicle frame structure according to claim 2, further comprising: an outer overhang portion that protrudes to the frame bottom side and is coupled to the outer leg portion.
  4. 　前記ブラケットは、
    　前記頂部から前記フレーム底部まで延び、かつ、前記フレーム底部のうち前記開口部の車体前方の部位に結合される前脚部を有し、
    　前記頂部は、
    　後端から前記フレーム底部側に張り出され、かつ、前記フレームのうち前記開口部の車体後方のフレーム後壁に結合される後張出部を有する
    ことを特徴とする請求項３に記載の車両のフレーム構造。     The bracket is
    And a front leg portion extending from the top portion to the frame bottom portion and coupled to a portion of the frame bottom portion ahead of the opening of the vehicle body,
    The top is
    4. The vehicle according to claim 3, further comprising: a rear overhang portion projecting from the rear end to the frame bottom side and coupled to a frame rear wall of the frame at the rear of the vehicle body of the opening portion. Frame structure.
  5. 　前記車幅方向外側に配置され、車体前後方向へ延びるサイドシルと、
    　前記サイドシルの前記車幅方向内側に配置され、前記車体前後方向へ延びるリヤサイドフレームと、をさらに備え、
    　前記サイドシルは、前記車幅方向外側に変位された後部を有するインナ部材を備え、
    　前記後部と前記リヤサイドフレームとを連結するアウトリガが前記フレーム底部および前記フレーム後壁で構成され、
    　前記フレーム底部は、前記後部に結合する結合フランジを有する
    ことを特徴とする請求項４に記載の車両のフレーム構造。     A side sill disposed on the outer side in the vehicle width direction and extending in the longitudinal direction of the vehicle body;
    And a rear side frame disposed inward in the vehicle width direction of the side sill and extending in the longitudinal direction of the vehicle body,
    The side sill includes an inner member having a rear portion displaced outward in the vehicle width direction,
    An outrigger connecting the rear portion and the rear side frame is constituted by the frame bottom portion and the frame rear wall,
    5. The frame structure of a vehicle according to claim 4, wherein the frame bottom portion has a coupling flange coupled to the rear portion.
  6. 　前記リヤサイドフレームは、前記フレーム底部の上方に配置される上部材を備え、
    　前記上部材に前記結合部が形成され、
    　前記結合部は、前記頂部へ向けて膨出するビード部である
    ことを特徴とする請求項５に記載の車両のフレーム構造。     The rear side frame includes an upper member disposed above the bottom of the frame,
    The connecting portion is formed on the upper member;
    The frame structure of a vehicle according to claim 5, wherein the connecting portion is a bead portion which bulges toward the top.
  7. 　前記上部材から前記車幅方向内側へ延びるクロスメンバをさらに備え、
    　前記クロスメンバが前記上部材を介して前記ブラケットに結合される
    ことを特徴とする請求項６に記載の車両のフレーム構造。     And a cross member extending inward in the vehicle width direction from the upper member,
    The vehicle frame structure according to claim 6, wherein the cross member is coupled to the bracket via the upper member.
  8. 　前記リヤサイドフレームの前記車体前方に配置され、前記車体前後方向へ延びるフロアフレームをさらに備え、
    　前記上部材に前記リヤサイドフレームの下部材が結合されることにより、前記上部材と前記下部材とで前記リヤサイドフレームが閉断面に形成され、
    　前記下部材が前記フロアフレームに連結され、
    　前記上部材、前記アウトリガ、前記サイドシルおよび前記下部材で閉断面が形成される
    ことを特徴とする請求項６に記載の車両のフレーム構造。     It further comprises a floor frame disposed forward of the vehicle body of the rear side frame and extending in the longitudinal direction of the vehicle body,
    By connecting the lower member of the rear side frame to the upper member, the rear side frame is formed in a closed cross section by the upper member and the lower member,
    The lower member is connected to the floor frame;
    The frame structure of a vehicle according to claim 6, wherein a closed cross section is formed by the upper member, the outrigger, the side sill and the lower member.
PCT/JP2017/016171 2016-06-13 2017-04-24 Vehicle frame structure WO2017217117A1 (en)

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