VEHICLE CHASSIS STRUCTURE

专利摘要:
vehicle chassis structure. the present invention relates to a vehicle chassis (10) which includes: left and right floor frames (15.15) to support a floor panel (19); left and right side frames (11,11) extended from the vicinity of the ends (15a, 15a) of the left and right floor frames in the front-rear direction, so as to be separated in the front-rear direction of the vehicle chassis from the rear frames. left and right floor and a sub-frame (41) provided below the left and right side frames. the left and right floor frames have a substantially u-shaped cross section. left and right bulkheads (75.75) and hollow sections of the left and right collar (76.76), which are provided in the left and right bulkheads, are provided within the left and right floor frames. the subframe has end sections of the left and right subframe (51,51) extending to the end sections (15a, 15a) of the left and right floor frames. the left and right subframe end sections are connected to the left and right collar sections by left and right connection elements (78.78) in order to be able to oscillate vertically.
公开号:BR112013010332B1
申请号:R112013010332-9
申请日:2011-10-26
公开日:2021-04-06
发明作者:Ken Yasui；Hitoshi Mizohata；Eisei Higuchi
申请人:Honda Motor Co., Ltd.；
IPC主号:

专利说明:

[0001] [001] The present invention relates to an improved vehicle chassis structure to efficiently absorb the collision force applied to the front or rear surface of the vehicle chassis. Background of the Technique
[0002] [002] In recent years, development has been undertaken in techniques to absorb the introduction of the collision force from the front of a vehicle through the vehicle chassis at the time of the so-called frontal collision in which the collision force acts on the front surface of the vehicle. For example, as the collision force from the front surface is introduced at the front ends of the left and right front side frames, the left and right front side frames deform to absorb the collision force. It is preferable that the progress of the deformation of the left and right front side frames is not impeded by a lower frame. From Patent Literature 1, a different type of technique is known that causes the lower frame to be separated from the left and right front side frames in response to the introduction of a collision force.
[0003] [003] In the front section of the vehicle chassis revealed in Patent Literature 1, the left and right front side frames are arranged in front of, or in front of, a lower instrument panel dividing the vehicle chassis in a front- rear. A motor is mounted between the left and right front side frames, and the lower frame for mounting the steering device is immediately behind or behind the motor. The lower frame has a rear end portion superimposed under the lower surfaces of the rear end portions of the left and right front side frames and vertically tightened by means of screws and nuts. The nuts can be separated from the front left and right side frames when a predetermined load acts on them. Namely, the rear end portion of the lower frame is mounted on the rear end portions of the left and right front side frames in such a way that it can be separated in response to the predetermined load having acted on it.
[0004] [004] When a frontal collision of the vehicle occurs, the collision force from the front causes the front left and right side frames to deform towards the rear of the vehicle chassis. As the deformation of the front left and right side frames progresses, the collision force from the front is transmitted from the front left and right side frames to the engine. The engine then moves to the rear of the vehicle chassis to collide with the lower frame. As a consequence, the bottom frame is separated from the front left and right side frames, so that the engine can move further to the rear of the vehicle chassis. Thus, the collision force from the front can be absorbed by the deformation of the front left and right side frames progressing further due to the collision force.
[0005] [005] In the case of such a lower frame, there is a need to consider the possibility of the occurrence of a so-called curvature phenomenon in which, upon receiving the collision force, the portion of the rear end of the lower frame curves downwards in its region intermediate in the front-rear direction before being separated from the front left and right side frames. If such a curvature phenomenon occurs, the lower instrument panel would receive the collision force from the rear end portion of the lower frame when the rear end portion of the lower frame hits the lower instrument panel. Because the passenger compartment is located behind the lower instrument panel, it is preferable that the collision force transmitted from the lower frame to the lower instrument panel is suppressed as much as possible.
[0006] [006] Literature on the prior art:
[0007] [007] Patent Literature 1: Japanese Patent No. 4325351 Summary of the invention Technical problem:
[0008] [008] Therefore, it is an objective to provide a technique that, when a collision force acts on the front or rear surface of the vehicle in the front-rear direction of the vehicle chassis, it cannot only absorb the collision force without the deformation of the left and right side frames are hampered by the bottom frame, but also prevent the collision force from transmitting from the bottom frame to the bottom instrument panel. Solution to the problem:
[0009] [009] According to claim 1 of the present application, a vehicle chassis structure is presented comprising: left and right floor frames extended in a front-rear direction of the vehicle chassis to support a floor panel; left and right side frames extended in the front-rear direction of the vehicle chassis away from the proximity of the respective end portions, in the front-rear direction, of the left and right floor frames; and a bottom frame arranged below the left and right side frames, which is characterized in that the left and right floor frames each have a cross-sectional shape generally U-shape and each includes a bottom section of the floor frame and a pair of sidewall sections of the floor frame projecting upward from the opposite side ends, in the direction of the vehicle width, from the bottom section of the floor frame, the left and right floor frames each include in an interior space of the shape of the cross-section generally U-shape, a left or right bulkhead projecting upwards from the bottom section of the floor frame, and a section of the left or right collar in a hollow shape provided in the left bulkhead or right and extended towards the width of the vehicle, the bottom frame includes sections of one end of the bottom left and right frame extended to the end portions of the left and right floor frames right, the end sections of the bottom left and right frame each have a cross-sectional shape generally U-shaped and include a bottom section of the bottom frame and a pair of side wall sections of the bottom frame projected upwards to from the opposite side ends, in the direction of the vehicle width, from the bottom section of the bottom frame, and the pair of sections of the side wall of the bottom frame of each of the sections of one end of the lower left and right frame is mounted on the pair of the sidewall sections of the floor frame of the left or right floor frame, but also connected to the pair of sidewall sections of the floor frame of the left or right floor frame, by means of a connecting element passed through the collar section of the left and right floor frame, in such a way that the pair of sections of the side wall of the lower frame is pivotable in an upward-downward direction of the vehicle chassis. O.
[0010] [0010] Preferably, as mentioned in claim 2, each of the left and right bulkheads has a bottom end joined in the bottom section of the floor frame of the left or right floor frame, and the left and right collar sections are, each, joined at an upper end of the left or right bulkhead.
[0011] [0011] Preferably, as stated in claim 3, the bottom section of the bottom frame of each of the one end sections of the left and right bottom frame has a distal end portion opposite the end portion of the left floor frame or right, the portion of the distal end being lowered.
[0012] [0012] Preferably, as stated in claim 4, the vehicle chassis structure of the present invention further comprises a lower instrument panel disposed in front of the floor panel for dividing the vehicle chassis in the front-rear direction. The lower instrument panel includes a vertically oriented split plate formed to divide the vehicle chassis in the front-rear direction, and an inclined plate tilting back and down from the bottom end of the partition plate. The lower frame includes, in its front and rear portions, fragile front and rear parts capable of bending downwards from the vehicle chassis by introducing the collision force from the front of the vehicle chassis to the rear of the vehicle chassis, and the The lower frame is arranged in front of the lower instrument panel and includes, between the fragile front and rear parts, a mounting section capable of receiving in it the assembly of an electric power steering gear box arranged in front of the inclined plate and a power unit in front of the gearbox.
[0013] [0013] Preferably, as mentioned in claim 5, the inclined plate has a lower end joined at the front end portion of the floor panel, the left and right floor frames extend from their respective front end portions, joined at the plate sloping to the rear of the vehicle chassis along a bottom surface of the floor panel and the left and right collar sections are located near the front end portions of the left and right floor frames.
[0014] [0014] Preferably, as stated in claim 6, the sections of one end of the lower left and right frame comprise separate left and right elements which are separated from the lower frame in the front-rear direction of the vehicle chassis, the separate elements left and right-hand holes have hollow holes formed in the bottom sections of the bottom frame of the left and right end sections separated from the bottom frame, the left and right end sections are secured to the bottom frame by means of fastening elements inserted through the hollow holes of the left separate elements and right, and the holes drilled from the separate left and right elements are dimensioned to be displaceable at least in the direction of the vehicle width in relation to the corresponding of the fastening elements. Advantageous effects of the invention:
[0015] [0015] In the invention cited in claim 1, the lower frame includes the sections of one end of the lower left and right frames extended to the end portions of the left and right floor frames, respectively. The left and right floor frames, each having a generally U-shaped cross section, each include the bottom section of the floor frame and the pair of sidewall sections of the floor frame. Each of the left and right floor frames includes, in the interior space of the cross-sectional shape generally U-shaped, the left or right collar section extended in the direction of the vehicle width. The sections at one end of the lower left and right frames each have a cross-sectional shape generally U-shaped and include the bottom section of the lower frame and the pair of side wall sections of the lower frame. The pair of side wall sections of the bottom frame of each of the one end sections of the bottom left and right frame is mounted on the pair of side wall sections of the floor frame of the left or right floor frame, but also connected to the pair of the side wall sections of the floor frame of the left or right floor frame, by means of the connecting element passed through the collar section of the left or right floor frame, in such a way that the pair of sections of the side wall of the floor frame of the left or right floor frame. bottom frame is pivotable in the vertical or upward-downward direction of the vehicle chassis.
[0016] [0016] Thus, in response to the collision force, introduced into the vehicle from the front or rear of the vehicle, transmitting to the lower frame, the sections of one end of the lower left and right frame can articulate far below the vehicle chassis. around the connecting elements extended towards the width of the vehicle; namely, the sections of one end of the lower left and right frame pivot down below the left and right floor frames. Thus, the deformation action of the left and right side frames in response to the collision force would not be impaired by the lower frame. In addition, the present invention can guarantee a sufficient deformation range in which the left and right side frames can deform in response to the collision force. By deformation in an appropriate manner like this, the left and right side frames can sufficiently absorb the collision force. In addition, due to the fact that the bottom frame is very pivotable in the downward direction of the vehicle chassis around the connecting elements, the bottom frame would not collide against the bottom instrument panel. In this way, the present invention can prevent the collision force from transmitting from the lower frame to the lower instrument panel.
[0017] [0017] Additionally, in the invention cited in claim 1, the left or right collar section extended in the direction of the vehicle width is located in the interior space of the cross-sectional shape generally U of each of the left and right floor frame. Thus, the pair of sections of the side wall of the frame can be supported by the section of the collar against the curvature for the interior space of the floor frame.
[0018] [0018] In the invention cited in claim 2, the left and right collar sections are each joined at the top end of the left or right bulkhead, and each of the left and right bulkheads has their bottom end joined in the bottom section of the floor frame of the left or right floor frame. The left and right floor frames are highly rigid by reinforcing the bottom sections of the floor frame with the left and right bulkheads. The highly rigid left and right floor frames can sufficiently articulately support the sections of one end of the lower left and right frame via the left and right connecting elements passed through the left and right collar sections. Thus, the bottom frame can pivot in the downward direction of the vehicle chassis in response to the collision force, introduced from the front or rear of the vehicle, with even greater reliability. The present invention can guarantee a sufficient deformation range in which the left and right side frames can deform in response to the collision force. The left and right side frames can sufficiently absorb the collision force by sufficient deformation in response to the collision force. Additionally, even when the sections of one end of the bottom left and right frame hit the left and right floor frames during the downward articulated movement of the bottom frame, the deformation of the left and right floor frames can be suppressed because the left floor frames and right have a high stiffness. Thus, the present invention can prevent the introduced collision force from being transmitted from the lower frame to the lower instrument panel via the left and right floor frames.
[0019] [0019] In the invention cited in claim 3, the bottom section of the bottom frame of each of the one end sections of the left and right bottom frame has the distal end portion opposite the left or right end frame portion , and the distal end portion is lowered. Thus, when the bottom frame pivots down around the left and right connecting elements, the bottom sections of the bottom left and right frame would not hit the end portions of the left and right floor frames. Thus, the collision force introduced in the lower frame can be well absorbed by the lower frame articulating a lot.
[0020] [0020] In the invention cited in claim 4, the bottom frame includes the front and rear fragile parts, and the mounting section disposed between the front and rear fragile parts. The fragile front and rear parts are curved in a downward direction of the vehicle chassis in response to the collision force introduced from the front of the vehicle chassis. The power unit can be mounted on a front portion of the bezel, while the electric power steering gearbox can be mounted on a rear portion of the bezel. Thus, when the left and right side frames deform in response to the collision force, the fragile front and rear parts curve downward, but also the sections of one end of the lower left and right frame articulate downward around the connecting elements. As a consequence, the electric power steering gearbox is guided behind and below the vehicle chassis. Namely, due to the fact that the gearbox moves, or is moved, back and down, it can move a lot, or it can be moved a lot, without hitting the inclined plate. Thus, the lower frame and the left and right side frames having received the collision force can deform a lot in order to absorb the collision force well. Furthermore, due to the fact that the electric power steering gearbox is guided back and down the vehicle chassis, the present invention can even more effectively prevent the collision force from being introduced via the lower frame in the panel. of inferior instruments.
[0021] [0021] In the invention cited in claim 5, the inclined plate of the lower instrument panel has its lower end joined at the front end portion of the floor panel. Thus, the stiffness in and near a corner portion between the angled plate and the substantially horizontal floor panel is great. The left and right floor frames extend from the front end portions, joined on the inclined plate, to the rear of the vehicle chassis along the bottom surface of the floor panel. The left and right collar sections are located near the front end portions of the left and right floor frames. Namely, the left and right collar sections are located in close proximity to the highly rigid corner portion. Thus, the sections of one end of the lower left and right frame are vertically pivotally connected in the regions of the left and right floor frames near the front end portions, that is, close to the high rigidity corner portion. Thus, from the left and right floor frames, the regions having the sections of one end of the lower left and right frame vertically articulated to it have a great rigidity. Because the sections of one end of the lower left and right frame can be sufficiently supported by the high rigidity regions of the left and right floor frames, the present invention can improve the vehicle's operating stability, that is, the stability of the vehicle. vehicle movement.
[0022] [0022] In the invention cited in claim 6, the sections of one end of the lower left and right frame comprise separate left and right elements that are separated from the lower frame in the front-rear direction of the vehicle chassis. Because the sections of one end of the lower left and right frame are separated from the lower frame, the lower frame can be reduced in size. In addition, the drilled holes are formed in the left and right end sections separated from the bottom frame. The left and right end sections are secured to the bottom frame by means of fastening elements inserted through the left and right holes. The left and right hollow holes are dimensioned, or set to a size, such that they are movable or movable in relation to the left and right fastening elements at least in the direction of the vehicle width. Thus, the present invention can absorb the size tolerance, in the direction of the vehicle width, of the separate left and right elements for the bottom frame. Thus, the separate left and right elements can be easily mounted on the bottom frame. Brief description of the drawings
[0023] [0023] Figure 1 is a perspective view of the bottom showing the front section of the chassis of a vehicle in a first embodiment of the present invention,
[0024] [0024] Figure 2 is a sectional view on the left showing the relationship between a left floor frame, a lower frame and the lower instrument panel shown in figure 1,
[0025] [0025] Figure 3 is an exploded view showing the relationship between the left floor frame and a section of one end of the lower left frame shown in figure 2,
[0026] [0026] Figure 4 is a partially cropped view showing the relationship between the left floor frame and the end section of the lower left frame shown in figure 2,
[0027] [0027] Figure 5 is an exploded view showing the relationship between the left floor frame and the end section of the lower left frame shown in figure 4,
[0028] [0028] Figure 6 is a perspective view of the bottom showing the main elements in the front section of the vehicle chassis shown in figure 1 on an enlarged scale,
[0029] [0029] Figure 7 is a view showing in enlarged scale a section circled in 7 in figure 6,
[0030] [0030] Figure 8 is a sectional view taken along line 88 of figure 7,
[0031] [0031] Figure 9 is a sectional view taken along line 99 of figure 7,
[0032] [0032] Figure 10 is an exploded view partially cropped showing the main elements in a connection from the section of one end of the lower left frame to the left floor frame shown in figure 4,
[0033] [0033] Figure 11 is a view showing in enlarged scale a section circled in 11 in figure 2,
[0034] [0034] Figure 12 is an explanatory view of the case in which the collision force acted from the front of the vehicle in the front section of the vehicle chassis shown in figure 2,
[0035] [0035] Figure 13 is a sectional view taken along line 13 - 13 of figure 12,
[0036] [0036] Figure 14 is an explanatory view in an exemplary manner in which the vehicle chassis absorbs a collision force having acted on the front section of the vehicle chassis shown in figure 12,
[0037] [0037] Figure 15 is an exploded view partially cropped showing the relationship of a bulkhead and a collar section to the left floor frame of the vehicle chassis in a second embodiment of the present invention;
[0038] [0038] Figure 16 is a partially cropped view showing the main elements in a connection from the section of one end of the lower left frame to the left floor frame in a third embodiment of the present invention,
[0039] [0039] Figure 17 is a sectional view on the left side of the front section of the vehicle chassis in a fourth embodiment of the present invention,
[0040] [0040] Figure 18 is an explanatory view in an exemplary manner in which the vehicle chassis structure absorbs a collision force having acted on the front section of the vehicle chassis shown in figure 17,
[0041] [0041] Figure 19 is a perspective view of the bottom showing the front section of the vehicle chassis in a fifth embodiment of the present invention,
[0042] [0042] Figure 20 is an exploded view showing the relationship between the left floor frame, the bottom frame and the lower instrument panel shown in figure 19,
[0043] [0043] Figure 21 is an exploded view showing the relationship between the left floor frame and the end section of the lower left frame shown in figure 20,
[0044] [0044] Figure 22 is a partially cropped view showing the relationship between the left floor frame and the end section of the lower left frame shown in figure 20,
[0045] [0045] Figure 23 is an exploded view showing the relationship between the left floor frame and the end section of the lower left frame shown in figure 22,
[0046] [0046] Figure 24 is a perspective view of the bottom showing the main elements in the front section of the vehicle chassis shown in figure 19 on an enlarged scale,
[0047] [0047] Figure 25 is a view showing in enlarged scale a section circled in 25 in figure 24,
[0048] [0048] Figure 26 is a sectional view taken along line 26 - 26 in figure 25,
[0049] [0049] Figure 27 is an exploded view partially cut out showing the main elements in the connection of the section from one end of the lower left frame to the left floor frame shown in figure 22,
[0050] [0050] Figure 28 is a view showing in enlarged scale a section circled at 28 in figure 20,
[0051] [0051] Figure 29 is an explanatory view of an example in which the collision force acted on the front section of the vehicle chassis shown in figure 20,
[0052] [0052] Figure 30 is a sectional view taken along line 30 - 30 in figure 29,
[0053] [0053] Figure 31 is an explanatory view in an exemplary manner in which the vehicle chassis structure absorbs the collision force having acted on the front section of the vehicle chassis shown in figure 29,
[0054] [0054] Figure 32 is a sectional view on the left showing the relationship between the left floor frame, the bottom frame and the lower instrument panel shown in a sixth embodiment of the present invention and
[0055] [0055] Figure 33 is an explanatory view in an exemplary manner in which the vehicle chassis structure absorbs the collision force having acted on the front section of the vehicle chassis shown in figure 32. Description of modalities
[0056] [0056] Now, a description of modalities of the present invention will be provided with reference to the accompanying drawings. Mode 1
[0057] [0057] The following describes a first embodiment of a vehicle chassis structure of the present invention. As shown in figures 1 to 3, a vehicle chassis 10 in the first modality is a monocoque type chassis popularly used in several vehicles, such as passenger cars, and formed in left-right symmetry with respect to a CL centerline that extends in a front-rear direction of the vehicle chassis centrally across the width of the vehicle. Within the vehicle chassis 10, a power unit accommodation compartment 25 is provided in the front section of the vehicle chassis 10 and a passenger compartment 26 located immediately behind, or immediately behind, the power unit accommodation compartment. 25.
[0058] [0058] Vehicle chassis 10 includes: left and right floor frames 15 extended in the front-rear direction of vehicle chassis 10 to support a floor panel 19; left and right side frames 11 extended in the front-rear direction of the vehicle chassis from close to respective end portions 15a, in the front-rear direction of the left and right floor frames 15 (front end portions 15a of the frames 15 in the illustrated example) and away from the left and right floor frames 15 and a lower frame 41 disposed below the left and right side frames 11.
[0059] [0059] The following details the modality of the present invention in relation to the case where the left and right side frames 11 and the bottom frame 41 are arranged in the "front section" of the vehicle chassis 10. Note that, in the case where the left and right side frames 11 and the bottom frame 41 are arranged in a "rear section" of the vehicle chassis 10, the construction and behavior of the left and right side frames 11 and the bottom frame 41 are substantially the same as those in the case wherein the left and right side frames 11 and the bottom frame 41 are arranged in the front section of the vehicle chassis 10.
[0060] [0060] As shown in figures 1 to 3, half of the front section of the vehicle chassis 10 includes: the left and right side frames 11 (front side frames 11); a front screen 12; left and right struts 13; left and right side sills 14; left and right floor frames 15; a lower instrument panel 16 and the floor panel 19.
[0061] [0061] The left and right side frames 11 are located on the left and right sides of the front section of the vehicle frame 10 and extend in the front-rear direction of the vehicle frame 10. The rear end portions 11a of the left and side frames right 11 tilt back and down.
[0062] [0062] The front panel 12 is provided between the respective front ends of the left and right side frames 11.
[0063] [0063] The left and right struts 13 extend from the rear end portions 11a of the left and right side frames 11, out towards the width of the vehicle, towards the left and right side sills 14.
[0064] [0064] The left and right side sills 14 are elements located on the left and right sides of a middle section (that is, a section located behind the lower instrument panel 16) of the vehicle chassis 10, and the left and right side sills right 14 extend to the rear of the vehicle chassis from the outer end portions, towards the width of the vehicle, from the left and right struts 13.
[0065] [0065] The left and right floor frames 15 are elements located below the passenger compartment 26 to support the floor panel 19. The left and right floor frames 15 extend from the rear end portions 11a of the left and right side frames 11 to the rear of the vehicle chassis while tilting to the centrally extended axis across the width of the vehicle chassis.
[0066] [0066] As shown in figures 1 and 2, the lower instrument panel 16 is a partition wall that is located behind the left and right side frames 11 to divide the vehicle chassis 10 in the front-rear direction, that is, partition between the front power unit accommodation compartment 25 and the rear passenger compartment 26. The lower instrument panel 16 comprises the upper section half formed as a vertically oriented partition plate 17 and the lower section half formed as a inclined plate 18. The dividing plate 17 is a substantially vertical element disposed on the rear end portions 11a of the left and right side frames 11 and formed to divide the vehicle chassis 10 in the front-rear direction.
[0067] [0067] The inclined plate 18 extends from the lower end of the partition plate 17 back and down along the inclined upper surfaces of the rear end portions 11a of the left and right side frames 11. A substantially horizontal flat flange 18b is formed integrally with the lower end of the sloped plate 18 to extend behind it. The flange 18b is superimposed underneath on the lower surface of a portion of the front end 19b of the floor panel 19 and joined to the portion of the front end 19b of the floor panel 19.
[0068] [0068] The floor panel 19, which is an element of a generally flat sheet shape constituting the floor of the passenger compartment 26, extends between the left and right side sills 14 and is superimposed and joined on the upper surfaces of the left and right floor 15.
[0069] [0069] The following describes in detail the left floor frame 15. The right floor frame 15 is identical in construction to the left floor frame 15, except that it is symmetrical to the left floor frame 15 with respect to the centerline CL that extends centrally across the width of the vehicle and thus the description of the right floor frame 15 is omitted to avoid unnecessary duplication.
[0070] [0070] As shown in figures 4 to 8, the left floor frame 15 is a component part formed by the compression of a steel sheet. More specifically, the left floor frame 15 is an elongated element in the front-rear direction of the vehicle chassis and includes the front end portion 15a constituting half of the front portion thereof and a horizontal section 15b constituting half of the rear portion thereof. . The front end portion 15a is joined to the rear end portion 11a of the left side frame 11 (see figure 2). In addition, the front end portion 15a slopes back and down along an inclined surface 18a of the inclined plate 18 facing the housing compartment of the power unit 25 and is joined to the inclined surface 18a of the inclined plate 18. The section horizontal 15b extends from the front end portion angled backwards and downwards 15a horizontally to the rear of the vehicle chassis. More specifically, the horizontal section 15b extends along and is joined on the flat flange 18b of the inclined plate 18 and on the bottom surface 19a of the floor panel 19.
[0071] [0071] Additionally, as shown in figures 3 to 5 and figure 8, the left floor frame 15 has a cross-sectional shape generally in a U shape opening to the inclined plate 18 and the bottom surface 19a of the floor panel 19. More specifically , the left floor frame 15 has a bottom section of the floor frame 23 and a pair of sidewall sections of the floor frame 24 projecting upward from the opposite side ends, in the direction of the vehicle width, from the bottom of the floor frame 23. A flange 24a is formed at the top end (opening end) of each of the pair of side wall sections of the floor frame 24. As shown in figures 4 and 8, the left floor frame 15 it is joined at the flanges 24a of the side wall sections of the floor frame 24 on the inclined plate 18 and the floor panel 19, so that the left floor frame 15 is joined on the inclined plate 18 and the floor panel 19.
[0072] [0072] Additionally, as shown in figures 5 and 9, the left floor frame 15 has a pair of hollow holes 36 formed in the predetermined support portions 35 (near the front end portion 15a) of the horizontal section 15b. More specifically, the pair of hollow holes 36 (frame communication holes 36) extends through the pair of sections of the sidewall of the floor frame 24 towards the width of the vehicle and is located in coaxial alignment with each other. As shown in figure 5, the position of the hollowed holes 36 (and therefore the position of the support portions 35) is spaced backwards by a predetermined distance Le from the front end of the left front end portion 15a.
[0073] [0073] As shown in figures 1 and 2, a lower frame unit 40 is provided at the front of the vehicle chassis 10 and in front of the lower instrument panel 16. The lower frame unit 40 includes the lower frame 41 and a gearbox 71a for an electric power steering 71 (gearbox of the electric power steering 71a) and a power unit 72 mounted on the bottom frame 41.
[0074] [0074] The direction of the electric force 71 is a device that helps the steering force of a steering wheel not shown by means of an electric motor. The power steering gear box 71a is an element that is elongated in the direction of the vehicle's width and located in front of the inclined plate 18, and which accommodates in it the gear mechanism that converts the steering force of the steering wheel in the directed force acting in a direction to the left or right of the vehicle chassis.
[0075] [0075] The power unit 72, which generates the driving force of the vehicle's movement, is built, for example, by the integral combination of an engine and a transmission. The power unit 72 is located in front of the electric power steering gear box 71a.
[0076] [0076] As shown in figures 1 and 6, the bottom frame 41 is arranged in front of the bottom instrument panel 16 and below the left and right side frames 11. Namely, the bottom frame 41 is connected in the regions of the left side frames and right adjacent to the rear end portions 11a, the left and right lower end portions 12a of the front bulkhead 12 and the front end portions 15a of the left and right floor frames 15. The bottom frame 41 comprises a frame of the bottom frame 42 , left and right front posts 48 and left and right rear posts 51.
[0077] [0077] The lower frame chassis 42 mentioned above is an integral component part formed, for example, by die casting, which includes: an assembly section 43; front left and right mounting sections 44 extended from the front left and right ends of mounting section 43 to the front of the vehicle chassis; left and right rear mounting sections 45 extending from the left and right rear ends of mounting section 43 to the rear of the vehicle chassis and left and right side mounting sections 46 extending from the left and right sides of the mounting section 43 out towards the width of the vehicle.
[0078] [0078] The mounting section 43 (base of the frame 43) is an element capable of receiving in it the assembly of the gearbox of the electric power steering 71a and the power unit 72.
[0079] [0079] The front end portions 44a of the left and right front mounting sections 44 are connected to the lower left and right end portions 12a of the front bulkhead 12. Namely, the front end portions 48a of the left and right front posts 48 are vertically attached to the lower left and right end portions 12a of the front bulkhead 12 by means of screws and nuts 56. the rear end portions 48b of the left and right front posts 48 are vertically attached to the front end portions 44a of the mounting sections front left and right 44 by means of screws and nuts 57. The left and right front posts 48 are each, for example, a component part formed by the compression of a steel sheet and slightly tilted back and down from from the front end portions 48a towards the rear end portions 48b.
[0080] [0080] A left end portion 46a of the left side mounting section 46 is vertically attached to a region of the left side frame 11 adjacent to the rear end portion 11a. When a collision force Fc is introduced into the vehicle chassis structure via the front end portion 48a of the left front prop 48, that is, the front end portion 48a of the lower frame 41, to the rear of the vehicle chassis, the left-hand mounting section 46 is capable of breaking; for example, the bolt and nut 66 can break. As a consequence, the left side mounting section 46 can be separated from the region of the left side frame 11 adjacent to the rear end portion 11a. The mounting construction of the right-hand mounting section 46 is similar to that of the left-hand mounting section 46 and thus will not be described here to avoid unnecessary duplication.
[0081] [0081] Additionally, as shown in figures 5 to 7, the front end portion 51a (proximal end portion 51a) of the left rear post 51 is integrated with the lower frame chassis 42, for example, being welded or integrally formed with a portion of the rear end 45a of the left rear mounting section 45. The left rear post 51 extends from the rear end portion 45a of the left rear mounting section 45 to the rear of the vehicle chassis and to the front end portion 15a of the left floor frame 15. The right rear post 51 is of the same construction as the left rear post 51 and thus will not be described to avoid unnecessary duplication.
[0082] [0082] As shown above, the bottom frame 41 includes the left and right rear posts 51 extended from the rear end portions 45a of the left and right rear mounting sections 45 to the one end sections 15a (front end sections 15a) of the left and right floor frames 15. The left and right rear posts 51 below will sometimes be referred to as “sections of one end of the bottom left and right frame 51”.
[0083] [0083] As shown in figures 4 to 8, the sections of one end of the lower left and right frame 51 are each an elongated element in the front-rear direction and formed, for example, by the compression of a steel plate. Each of the sections of one end of the lower left and right frame 51 has a cross-sectional shape generally U-shaped opening to the bottom surface 19a of the floor panel 19. More specifically, each of the sections of one end of the lower left frame and right 51 has a bottom frame bottom section 81 and a pair of side frame sections of the bottom frame 82 projecting upward from the opposite side ends, in the direction of the vehicle width, of the bottom section of the bottom frame 81. One flange 82b is formed at the upper end (opening end) of each of the pair of side wall sections 82.
[0084] [0084] As shown in figure 8, the distance between the sidewall sections of the lower frame 82 is defined, such that the pair of sidewall sections of the lower frame 82 can be mounted on the outer surfaces of the sidewall sections 24 of the left floor frame 15. Preferably, the side wall sections of the lower frame 82 are constructed so as to be able to compress between them the external surfaces of the side wall sections of the floor frame 24 with a predetermined compressive force, i.e. , constructed in such a way that they are able to be pressure-fitted underneath the sidewall sections of the floor frame 24. Thus, a predetermined frictional force occurs between the pair of the sidewall sections of the lower frame 82 and the pair of sections of the floor frame. sidewall of the floor frame 24. As shown in figures 5 and 9, a pair of hollow holes 88 is formed in respective portions of an end 82a (rear end portions 82a) of the side wall sections of the lower frame 82.
[0085] [0085] Additionally, as shown in figures 3, 6 and 10, the distal end regions 51b of the end sections of the lower left and right frame 51 are connected to the support portions 35 of the left and right floor frames 15 via mechanisms left and right pivot 53 in such a way that they can articulate in a vertical or upward-downward direction of the vehicle chassis. The following describes in detail the left pivot mechanism 53. Note that the right swing mechanism 53 is of the same construction as the left pivot mechanism 53 and thus will not be described here to avoid unnecessary duplication.
[0086] [0086] The left pivot mechanism 53 includes a left bulkhead 75, a left collar section 76 and a left connecting element 78 (left screw 78). The left bulkhead 75 projecting upward from the bottom section of the floor frame 23 and the left collar section 76 produced on the left bulkhead 75 are located in an inner portion 15c (inner space 15c) of the shape of the U cross section of the left floor frame 15.
[0087] [0087] Additionally, as shown in figures 3 and 9, the left bulkhead 75 is an element formed by pressure in a substantially L shape. More specifically, the left bulkhead 75 includes a horizontal support section 94 joined at the bottom section of the floor frame 23 and a section of the vertical collar support wall 93 extended from the support section 94. Namely, the left bulkhead 75 is joined at its lower end (support section 94) in the bottom section of the floor frame 23 The support wall section of collar 93 projects upward to substantially divide the internal space 15c of the left floor frame 15 in the front-rear direction.
[0088] [0088] Additionally, as shown in figures 5 and 9, the left collar section 76 is a hollow element that extends in the direction of the vehicle width in coaxial alignment with the pair of hollowed holes 36 and joined at the upper end of the left bulkhead 75, that is, in a portion of the upper end 93a of the support wall section of the collar 93. Thus, the left collar section 76 is located near the front end portion 15a of the left floor frame 15. The end surfaces 76a, in the direction of the vehicle width, of the left collar section 76 are maintained in substantial contact with the inner surfaces of the pair of sidewall sections of the floor frame 24 of the left floor frame 15. In this way, the collar section left 76 can support the sidewall sections of the floor frame 24 in such a way that the sidewall sections of the floor frame 24 do not fall towards each other.
[0089] [0089] The upper end portion 93a of the collar wall support section 93 has a width W1 slightly less than the distance W2 between the inner surfaces of the pair of sidewall sections of the floor frame 24. The wall section support collar 93 is formed in a substantially inverse trapezoidal shape with its upper end portion 93a larger in width than its lower end. The left floor frame 15 can be in a sectional fashion matching that of the support wall section of collar 93. For example, the distance W2 between the inner surfaces of the pair of sidewall sections of the floor frame 24 can be chosen to gradually become small in one direction towards the bottom section of the floor frame 23. The section of one end of the bottom frame 51 mounted on the floor frame 15 can have a sectional shape equaling that of the left floor frame 15. Thus, the current modality can improve the degree of freedom in defining the sectional shapes of the left floor frame 15 and one end section of the lower frame 51, thereby increasing the design freedom of the vehicle chassis 10.
[0090] [0090] Left screw 78 (connecting element 78) is an element that is passed through the pair of hollow holes 36, the left collar section 76 and the pair of hollow holes 88 to connect the distal end region 51b of the section an end of the lower left frame 51 on the left floor frame 15 for the articulated movement in the vertical or upward-downward direction of the vehicle chassis.
[0091] [0091] More specifically, with the pair of side wall sections of the lower frame 82 mounted on the pair of side wall sections of the floor frame 24, the pair of hollow holes 36, the left collar section 76 and the pair of hollow holes 88 are located in collinear alignment with each other. A nut 79 is screwed into the left screw 78 after the screw 78 is passed through the pair of hollow holes 36, the left collar section 76 and the pair of hollow holes 88. Thus, the pair of the side wall sections of the lower frame 82 of the one end section of the lower frame 51 is connected to the support portion 35 of the pair of side wall sections 24 of the left floor frame 15 in such a way that they can pivot in the upward-downward direction of the vehicle chassis.
[0092] [0092] Additionally, as shown in figure 9, the pair of hollow holes 36 is located in a substantially average position, in the vertical direction, of the pair of sections of the sidewall of the floor frame 24. More specifically, the height H1 of each one of the pair of holes drilled 36 for the upper end of the pair of sections of the sidewall of the floor frame 24 is substantially equal to the height H2 of each of the holes drilled 36 for the bottom section of the floor frame 23. When a force collision barrier Fc is introduced into the vehicle chassis structure from the front of the vehicle chassis, it transmits from screw 78 to the bottom section of floor frame 23 via collar section 76, but also transmits from screw 78 to portions substantially medium, in the vertical direction, of the pair of side wall sections 24, as shown in figure 11. Thus, the collision force Fc can be efficiently received by the left floor frame 15.
[0093] [0093] Additionally, in the bottom sections of the lower left and right frames 81, as shown in figures 6 and 7, the distal end portions 81a opposite the portions of an end 15a (front end portions 15a) of the left floor frames and right 15 are recessed into the proximal end sections 51a. Namely, the recessed portions 87 are formed in the distal end portions 81a of the bottom sections of the lower left and right frame 81.
[0094] [0094] Thus, as the bottom frame 41 pivots down around the left and right screws 78, the bottom sections of the bottom left and right frame 81 would not hit the end portions 15a of the left and right floor frames 15. Thus, the collision force Fc introduced in the lower frame 41 can be effectively absorbed by the lower frame 41 by pivoting a lot.
[0095] [0095] Additionally, as shown in figures 2 and 6, the lower frame chassis 42 has greater rigidity than the left and right front posts 48 and the end sections of the lower left and right frame 51. For example, the left and right front mounting sections 44 and left and right rear mounting sections 45 of the lower frame chassis 42 are highly rigid as they are reinforced with ribs extending in the front-rear direction of the vehicle chassis.
[0096] [0096] More specifically, the left and right front posts 48 are constructed to be more fragile than the left and right front mounting sections 44 of the lower frame chassis 42. Thus, the front portion 58 of the left front post 48 is particularly fragile in relation to the left front support part 48 connected to the front end portion 44a of the left front mounting section 44. Thus, the front part 58 of the left front support 48 will hereinafter be referred to as the “front fragile part 58” (part of curvature allowance 58). Similarly, the front part 58 of the right front post 48 will hereinafter be referred to as the "front fragile part 58" (curvature allowance part 58).
[0097] [0097] Additionally, the sections of one end of the lower left and right frame 51 are constructed to be more fragile than the left and right rear mounting sections 45 of the frame of the lower frame 42. Thus, the rear 85 of the section of one end of the lower left frame 51 is particularly fragile with respect to the section of one end of the lower left frame 51 integrated with the rear end portion 45a of the left rear mounting section 45. Thus, the rear portion 85 of the section of a end of the lower left frame 51 will hereinafter be referred to as “fragile rear part 85” (curvature allowance part 85). Similarly, the rear portion 85 of an end section of the lower right frame 51 will hereinafter be referred to as the "rear fragile portion 85" (curvature allowance portion 85).
[0098] [0098] The material, sectional shape, thickness, presence / absence of a rim, presence / absence of a recess, etc. of the front fragile parts 58 are chosen, such that the front fragile parts 58 are more fragile than the left and right front mounting sections 44. Similarly, the material, sectional shape, thickness, presence / absence of a rim, presence / absence recess, etc. of the fragile rear parts 85 are chosen, such that the fragile rear parts 85 are more fragile than the left and right rear mounting sections 45.
[0099] [0099] Namely, the left front and rear fragile parts 58 and 85 and the right front and rear fragile parts 58 and 85 that are curved in the downward direction of the vehicle chassis in response to the collision force Fc introduced from the front of the vehicle. vehicle chassis to the rear of the vehicle chassis are provided in the front and rear portions of the lower frame 41. Mounting section 43 is located between the left front and rear fragile parts 58 and 85 and between the right front and rear fragile parts 58 and 85.
[0100] [00100] Additionally, as shown in figures 4, 6, 10 and 11, the inclined plate 18 of the lower instrument panel 16 is joined at its lower end portion at the front end portion 19b of the floor panel 19. Thus, the stiffness in and around a corner portion between the angled plate 18 and the substantially horizontal floor panel 19 is great. The left and right floor frames 15 extend from the front end portions 15a, joined on the inclined plate 18, to the rear of the vehicle chassis along the bottom surface 19a of the floor panel 19. The left and right collar sections 76 they are located near the front end portions 15a of the left and right floor frames 15. Namely, the left and right collar sections 76 are located in close proximity to the high rigidity corner portion.
[0101] [00101] Thus, the sections of one end of the lower left and right frame 51 are vertically pivotally connected in the regions of the left and right floor frames 15 close to the front end portions 15a, that is, close to the corner portion of high rigidity. Thus, of the left and right floor frames 15, the regions having the sections of one end of the lower left and right frame 51 connected vertically articulatively to them have a great rigidity. Because the sections of one end of the lower left and right frame 51 can be sufficiently supported by the high rigidity regions of the left and right floor frames 15, the current mode can increase the stability of the vehicle's operation, that is, the vehicle movement stability.
[0102] [00102] The following paragraphs describe, with reference to figures 12 and 14, how, at the moment of the occurrence of a so-called frontal collision in which a collision force acts on the front surface of the vehicle, the structure of the vehicle chassis behaves to absorb the collision force Fc from the front. Note that the behavior of only the components on the left side of the vehicle chassis structure will be described below to facilitate understanding of the collision force absorption behavior of the vehicle chassis structure.
[0103] [00103] As shown in figure 12, the collision force Fc from the front is transmitted via the bulkhead 12 to the front end portion 48a of the left side frame 41. By the collision force Fc, the left fragile front part 58 curves downward as indicated by arrow A1. Thus, the downward pulling force acts on the left-hand mounting section 46 as indicated by arrow A2. Consequently, the left side mounting section 46 fractures or breaks and is separated from and falls from the rear end portion 11a of the left side frame 11, as indicated by arrow A2. As a consequence, the left frontal fragile part 58 curves further down as indicated by the arrow A1. In this way, the downward pulling force acts on a portion of the rear end 45a of the left rear mounting section 45 of the lower frame 41, as indicated by the arrow A3.
[0104] [00104] Thus, as shown in figures 12 and 13, the downward tensile force acting as indicated by the arrow A3 becomes greater than the frictional force (compressive force) between the pair of the sidewall sections of the lower frame 82 and the pair of sections of the sidewall of the floor frame 24, so that the pair of sections of the sidewall of the lower frame 82 is separated from the pair of sections of the sidewall of the floor frame 24. Consequently, the downward pulling force acts directly on the left fragile rear part 85, as indicated by the arrow A3.
[0105] [00105] Additionally, as shown in figure 14, the downward tractive force causes the fragile rear part 85 to curve downwards. The end section of the lower left frame and the rear fragile part 85 pivot very low around the left connecting element 78, as indicated by the arrow A4. Thus, the chassis of the lower frame 42 moves a lot back while tilting a lot back and down. As the chassis of the lower frame 42 moves a lot back and forth like this, the electric power steering gear box 71a and the power unit 72 move a lot back along the inclined plate 18 of the lower instrument panel 16 while tilting a lot back and down.
[0106] [00106] Namely, as shown in figures 2 and 4, the sections of one end of the lower left and right frame 51 are very articulating in the downward direction of the vehicle chassis around the connecting elements 78, extended in the direction of the width of the vehicle, in response to the collision force Fc transmitting to the lower frame 41; that is, in response to the collision force Fc transmitting to the lower frame 41, the sections of one end of the lower left and right frame 51 pivot down below the left and right floor frames 15. Thus, the deformation action of the frames left and right sides 11 responsive to the collision force Fc would not be hindered by the lower frame 41. In addition, the current modality can guarantee a sufficient deformation range in which the left and right side frames 11 can deform in response to the collision force Fc . By deformation in an appropriate manner like this, the left and right side frames 11 can sufficiently absorb the collision force Fc. In addition, due to the fact that the lower frame 41 is highly articulated in the downward direction of the vehicle chassis around the corresponding connection elements 78, the lower frame 41 would not collide against the lower instrument panel 16. In this way, the current mode can prevent the collision force Fc from being transmitted from the lower frame 41 to the lower instrument panel 16.
[0107] [00107] In other words, as the left and right side frames 11 deform in response to the collision force Fc, not only the front fragile parts 58 and the rear fragile parts 85 curve downward, but also the end sections of the lower left and right frame 51 pivot downward around the connecting elements 78. As a result, the electric power steering gear box 71a is guided back and down the vehicle chassis 10. Namely, by the fact that that the gear box 71a moves, or is moved, back and forth generally along the inclined plate 18 of the lower instrument panel 16, it can move a lot without hitting the inclined plate 18. Thus, the lower frame 41 and the left and right side frame 11 having received the collision force Fc can deform a lot to absorb enough of the collision force Fc in this way. In addition, because the electric power steering gear box 71a is guided back and down the vehicle chassis 10, the current mode can prevent even more reliably that the collision force Fc is introduced via the frame lower 41 on the lower instrument panel 16.
[0108] [00108] Additionally, as shown in figures 2, 9 and 12, the left and right bulkheads 75 are joined at their upper end in the left and right collar sections 76 and at their lower end in the bottom sections of the floor frame 23 of the left and right floor frames 15. The left and right floor frames 15 are highly rigid by reinforcing the bottom sections of the floor frame 23 with the left and right bulkheads 75. The left and right floor frames 15 are highly rigid they can sufficiently articulately support the sections of one end of the lower left and right frame 51 by means of the left and right connecting elements 78 passed through the left and right collar sections 76.
[0109] [00109] Thus, the lower frame 41 can pivot in the downward direction of the vehicle chassis in response to the collision force Fc with an even higher reliability. Therefore, the current modality can guarantee a sufficient deformation range in which the left and right side frames 11 can deform in response to the collision force Fc. The left and right side frames 11 can sufficiently absorb the collision force Fc by deforming sufficiently in response to the collision force Fc. Mode 2
[0110] [00110] The following describes, with reference to figure 15, a second embodiment of the vehicle chassis structure of the present invention. The vehicle chassis structure 10A in the second embodiment of the vehicle chassis structure is characterized by including a modified left bulkhead 75A and a modified left collar section 76A shown in figure 15 in place of left bulkhead 75 and left collar section 76 of figure 10 used in the first modality. The other components of the vehicle chassis 10A in the second embodiment are substantially identical in construction to the corresponding components of the vehicle chassis 10 in the first embodiment and represented by the same reference numerals as the corresponding components of the first embodiment, and these other vehicle chassis components. in the second mode they will not be described here to avoid unnecessary duplication. Although not particularly shown and described, the right bulkhead and the right collar section are of the same construction as the left bulkhead 75A and the left collar section 76A.
[0111] [00111] As shown in figure 15, the left bulkhead 75A and the left collar section 76A in the second embodiment are each a component part formed by the curvature of a steel plate, or a component part entirely cast or forged . The left bulkhead 75A includes a horizontal support section 94A and a section of the support wall of the vertical collar 93A.
[0112] [00112] In the first embodiment described above, the bulkhead 75 and the collar section 76 are separate elements joined together as shown in figure 10. In the second embodiment, however, the bulkhead 75A and the collar section 76A are integrally formed from one unique material and thus the number of component parts required can be reduced advantageously. Mode 3
[0113] [00113] The following describes, with reference to figure 16, a third embodiment of the vehicle chassis structure of the present invention. The vehicle chassis 10B in the third embodiment, the vehicle chassis structure is characterized in that the bottom section 81 of the one end section of the lower left frame 51b has a modified distal end portion 81aB shown in figure 16 in place of the portion distal end 81a of figure 10 used in the first embodiment. The other components of the vehicle chassis 10B in the third embodiment are substantially identical in construction to the corresponding components of the vehicle chassis 10 in the first embodiment and represented by the same reference numerals as the corresponding components of the vehicle chassis 10 in the first embodiment and these other components vehicle chassis 10B in the third mode will not be described here to avoid unnecessary duplication. Although not particularly shown and described, the region of the distal end of the bottom section of the lower right frame is of the same construction as the region of the distal end of the bottom section of the lower left frame 81.
[0114] [00114] As shown in figure 16, the bulkhead 75A and the collar section 76A used in the third embodiment are of the same construction as in the second embodiment shown in figure 15. Alternatively, the bulkhead 75 and collar section 76 provided in the first embodiment can be used in the third modality.
[0115] [00115] In the third embodiment, the distal end portion 81aB of the bottom section of the lower left frame 81 does not have the recessed portion 87 (see figure 7) formed therein. Thus, when the lower frame 41 pivots downwardly around the connecting element 78, the distal end portion 81aB heats in the bottom section of the lower frame 23.
[0116] [00116] In the third embodiment, however, the support section 94A of the bulkhead 75A is provided on and joined in a portion of the bottom section of the floor frame 23 which is reached by the distal end portion 81aB. Thus, in the third embodiment, the bottom section portion of the floor frame 23 that would be reached by the distal end portion 81aB is reinforced with the bulkhead 75A. In this way, the bottom section of the floor frame 23 can sufficiently withstand the impact of a blow when the distal end portion 81aB reaches that portion.
[0117] [00117] Namely, even when the end section of the lower frame 51 reaches the left floor frame 15 during the downward articulated movement of the lower frame 41, the deformation of the left floor frame 15 can be suppressed because the floor frame left 15 has a high stiffness. Thus, the current mode can prevent the collision force Fc introduced from being transmitted from the lower frame 41 to the lower instrument panel 16 via the left floor frame 15. Mode 4
[0118] [00118] The following describes, with reference to figures 17 and 18, a fourth embodiment of the vehicle chassis structure of the present invention. The vehicle chassis 10C in the fourth embodiment is substantially of the same construction as the vehicle chassis 10 in the first embodiment, except that the assembly section of the power unit 72 in the first embodiment shown in figure 2 is modified. The other components of the vehicle chassis 10C in the fourth embodiment are substantially identical in construction to the corresponding components of the vehicle chassis 10 in the first embodiment and represented by the same reference numerals as the corresponding components of the vehicle chassis 10 in the first embodiment and those components of the vehicle chassis 10C in the fourth mode will not be described here to avoid unnecessary duplication.
[0119] [00119] The fourth mode is characterized in that the force unit 72 is mounted on the left and right side frames 11 as shown in figure 17. As shown in figure 18, when a collision force Fc is introduced in the left and right side frames 11, it is transmitted to the front end portion 48a of the lower frame 41. In the same manner as in the first embodiment shown in figure 14, the lower frame 41 moves back and down. In response to such movement or displacement, the electric power steering gear box 71a moves back and down from the vehicle chassis 10C, as indicated by the arrow A6. Thus, gearbox 71a does not prevent the power unit 72 from moving horizontally backwards as indicated by arrow A7. By the force unit 72 moving far back as indicated by the arrow A7 thus, the left and right side frames 11 can sufficiently absorb the collision force Fc introduced from the front of the vehicle chassis. Mode 5
[0120] [00120] The following describes, with reference to figures 19 to 31, a fifth embodiment of the vehicle chassis structure of the present invention. The vehicle chassis 10D in the fifth embodiment of the vehicle chassis structure is characterized by including sections of one end of the lower left and right frame 51D of a lower frame 41D shown in figures 21 to 26 in place of the sections of one end of the frame lower left and right 51 of the lower frame 41 in the first embodiment shown in figures 5 and 6. The other components of the vehicle chassis 10D in the fifth embodiment of the vehicle chassis structure are substantially identical in construction to the corresponding components of the vehicle chassis 10 in first embodiment of the vehicle chassis structure and represented by the same reference numerals as the corresponding components of the vehicle chassis 10 in the first embodiment, and those components of the fifth embodiment will not be described here to avoid unnecessary duplication.
[0121] [00121] In the first embodiment described above, as shown in figures 5 to 7, the front end portions 51a (proximal end portions 51a) of the front end sections of the lower left and right frame 51 are integrally formed in the lower frame 41.
[0122] [00122] In the fifth embodiment, on the other hand, the sections of one end of the lower left and right frame 51D are in the form of separate left and right elements that are separated from the lower frame 41D in the front-rear direction of the vehicle chassis 10D. The lower frame 41D in the fifth embodiment is of substantially the same construction as the lower frame 41 in the first embodiment, except that it has separate end sections of the left and right lower frame 51D. The sections at one end of the lower left and right 51D frame below will sometimes be referred to as "separate left and right 51D elements".
[0123] [00123] In each of the separate left and right elements 51D, as shown in figures 21 to 24, hollow holes 83 are formed in the bottom sections of the respective bottom frame 81 of the left and right end portions 51a (front end portions 51a ). The left and right end portions 51a are fastened to the lower frame 41D by means of the fastening elements 31 passed through the left and right hollowed holes 83. The fasteners 31, for example, are in the form of screws.
[0124] [00124] The holes left and right 83 are dimensioned, or defined to a size, such that they are movable or movable in relation to the left and right fastening elements 31 (screws 31) at least in the direction of the width of the vehicle. For example, the hollow holes left and right 83 are elongated in the direction of the vehicle width.
[0125] [00125] Additionally, as shown in figures 21, 22 and 26, a mounting hole 28 is formed in a portion of the front end 23a of the bottom section of the floor frame 23. A weld nut 32 is arranged on the inner surface 23b of the bottom section of the floor frame 23 in alignment with the axial center line of the mounting hole 28. The weld nut 32 is welded to the inner surface 23b of the bottom section of the floor frame 23 in such a way that it can be separated of the inner surface 23b by a predetermined impact force.
[0126] [00126] Additionally, as shown in figures 22 to 26, the rear end portion 45a of the left rear mounting section 45 and the distal end portion 81a (an end portion 81a) of the left separate element 51D are superimposed on the bottom surface the front end portion 23a of the bottom section of the left floor frame 23 in the order mentioned and secured together by means of screw 31 and nut 32.
[0127] [00127] More specifically, the screw 31 is passed through the mounting hole 28, hollow hole 61 and hollow hole 83 and a threaded portion 31a of the screw 31 projecting out of the mounting hole 28 is screwed into the welding nut 32. Consequently, the rear end portion 45a of the left rear mounting section 45 is compressed between the bottom section of the floor frame 23 of the left floor frame 15 and the bottom section of the lower frame 81 of the left separate element 51D and secured in the bottom section of the floor frame 23 by means of the screw 31 and the welding nut 32 in such a compressed state.
[0128] [00128] When a collision force Fc is introduced via the front end portion 48a of the lower frame 41D (see figure 24) to the rear of the vehicle chassis in the aforementioned state, the collision force Fc is transmitted to the lock nut. weld 32 by means of screw 31. As a result, the solder nut 32 is separated from the bottom section of the floor frame 23 to push and expand the mounting hole 28 of the bottom section of the floor frame 23. Then, the nut weldment 32 falls through the expanded mounting hole 28 down below the bottom section of the floor frame 23. Namely, the rear end portion 45a of the left rear mounting section 45 is connected to an end portion 15a of the frame left-hand floor 15 by means of screw 31 and weld nut 32 in such a way that the rear end portion 45a can be separated from the end portion 15a due to the collision force Fc. The rear mounting section 45 is of the same construction as the left rear mounting section 45.
[0129] [00129] As shown in figures 23 and 24, the distal end portion 81a (left end portion 81a) of the left separate element 51D is connected to the rear end portion 45a of the left rear mounting section 45 by means of the fastener element 31 (that is, by means of screw 31 and welding nut 32). The rear part 85 is particularly fragile in relation to the part of the left separate element 51D connected to the rear end portion 45a of the left rear mounting section 45. The rear part 85 will hereinafter be referred to as the "rear fragile part 85". Similarly, the rear part 85 of the right separate element 51D will hereinafter be referred to as "rear fragile part 85".
[0130] [00130] Additionally, as shown in figures 23 and 26, the hollow hole 83 is an elongated hole having a length D2 in the direction of the vehicle width greater than the diameter D1 of the screw 31. Thus, the screw 31 passed through the hole hollow 83 is movable or displaceable with respect to the hollow hole 83 in the direction of the vehicle width before being firmly tightened by the welding nut 32.
[0131] [00131] The reason why the screw 31 and the hollow hole 83 are movable in relation to each other in the direction of the width of the vehicle is as follows. Namely, the pair of side wall sections of the lower frame 82 of the left separate element 51D is constructed to be adaptable over the pair of side wall sections of the floor frame 24. However, due to machining tolerance and / or tolerance of assembly, it can sometimes be difficult for the pair of side wall sections of the bottom frame 82 to be fitted over the pair of side wall sections of the floor frame 24.
[0132] [00132] However, due to machining tolerance and mounting tolerance, it may be difficult for the pair of side wall sections of the bottom frame 82 to be adapted over the pair of side wall sections of the floor frame 24.
[0133] [00133] Thus, the hollow hole 83 is formed as an elongated hole displaceable with respect to the screw 31 in the direction of the vehicle width, so that the machining tolerance and the mounting tolerance of the left floor frame 15 and the separate element left 51D can be absorbed by the length of the hollowed hole 83. In this way, the pair of side wall sections of the lower frame 82 can be easily mounted on the pair of side wall sections of the floor frame 24.
[0134] [00134] The following paragraphs describe, with reference to figures 29 to 31, how, at the moment of the occurrence of the so-called frontal collision in which a collision force acts on the front surface of the vehicle, the structure of the vehicle chassis behaves to absorb the collision force Fc from the front. Note that the behavior of only the components on the left side of the vehicle chassis structure will be described below to facilitate understanding of the collision force absorption behavior.
[0135] [00135] As shown in figure 29, the collision force Fc from the front is transmitted via the bulkhead 12 to the front end portion 48a of the left side frame 41D. By the collision force Fc, the left frontal fragile part 58 curves downwards as indicated by the arrow A1. Thus, the downward pulling force acts on the left-hand mounting section 46 as indicated by arrow A2. Consequently, the left side mounting section 46 fractures or breaks and is separated from and falls from the rear end portion 11a of the left side frame 11 as indicated by arrow A2. As a consequence, the left frontal fragile part 58 curves further down as indicated by the arrow A1. In this way, the downward pulling force acts on the rear end portion 45a of the left rear mounting section 45 of the lower frame 41 as indicated by the arrow A3.
[0136] [00136] Thus, as shown in figures 29 and 30, the welding nut 32 is separated from the bottom section of the floor frame 23 by the downward pulling force acting as indicated by the arrow A3, to push and expand the mounting hole 28 from the bottom section of the floor frame 23. In addition, the weld nut 32 falls through the expanded mounting hole 28 down below the bottom section of the floor frame 23 as indicated by the arrow A3.
[0137] [00137] Consequently, as shown in figure 31, the downward pulling force causes the fragile rear part 85 to curve downwards. The one end section of the lower left frame 51D and the rear fragile part 85 pivot very low around the left connecting element 78, as indicated by the arrow A4. Thus, the chassis of the lower frame 42 moves a lot back while tilting a lot back and down. As the chassis of the lower frame 42 moves a lot back and forth like this, the electric power steering gear box 71a and the power unit 72 move a lot back along the inclined plate 18 of the lower instrument panel 16 while tilting quite a bit back and down.
[0138] [00138] The preceding description of the fifth modality can be summarized as follows. Because the bottom frame 41D and the end sections of the left and right bottom frame 51D are separated from each other as shown in figures 23 and 24, the bottom frame 41D can be reduced in size. In addition, hollow holes 83 are formed in the left and right end portions 51a of the separate left and right elements 51D separated from the lower frame 41D. The left and right hollowed holes 83 are dimensioned such that they are movable or movable with respect to the left and right fastening elements 31 at least in the direction of the vehicle width. For example, the hollow holes left and right 83 are elongated in the direction of the width of the vehicle. The left and right end portions 51a are secured to the lower frame 41D by means of the fastening elements 31 passed through the left and right hollowed holes 83. Due to the fact that the hollowed holes 83 are elongated in the direction of the vehicle width, the current mode it can absorb the size tolerance, in the direction of the vehicle width, from the separate left and right elements 51D to the bottom frame 41D. Thus, the separate left and right elements 51D can be easily mounted on the bottom frame 41D. Mode 6
[0139] [00139] The following describes, with reference to figures 32 and 33, a sixth embodiment of the vehicle chassis structure of the present invention. The vehicle chassis 10E in the sixth modality of the vehicle chassis structure is substantially of the same construction as the vehicle chassis 10 in the fifth modality of the vehicle chassis structure, except that the section in which the power unit 72 is mounted in the fifth The modality of figure 20 is modified from the corresponding section in the fifth modality. The other components of the vehicle chassis 10E in the sixth embodiment are substantially identical in construction to the corresponding components of the vehicle chassis 10D in the fifth embodiment of the vehicle chassis structure and represented by the same reference numerals as the corresponding components of the vehicle chassis 10 in the fifth mode, and these other vehicle chassis components in the sixth mode will not be described here to avoid unnecessary duplication.
[0140] [00140] The sixth modality is characterized in that the force unit 72 is mounted on the left and right side frames 11 as shown in figure 32. As shown in figure 33, when a collision force Fc is introduced in the left and right side frames 11, it is transmitted to the front end portion 48a of the lower frame 41D. In the same way as in the fifth embodiment shown in figure 31, the lower frame 41D deforms backwards and downwards. In response to such movement or displacement of the lower frame 41D, the electric power steering gear box 71a moves back and down from the vehicle chassis 10E, as indicated by the arrow A6. Thus, gearbox 71a does not prevent the power unit 72 from moving horizontally backwards as indicated by arrow A7.
[0141] [00141] Namely, the amount of horizontal movement of the force unit 72 can be increased. By the force unit 72 moving far back as indicated by the arrow A7 thus, the left and right side frames 11 can sufficiently absorb the collision force Fc introduced from the front of the vehicle chassis.
[0142] [00142] Note that in the present invention, the connecting element 78 of the pivot mechanism 58 is not necessarily limited to the screw as shown in figure 9 and can be, for example, a rod.
[0143] [00143] Additionally, the section of the support wall of the collar 93, 93A may be different from the substantially inverted trapezoidal shape as shown in figure 9, such as a rectangular shape.
[0144] [00144] Additionally, the hollow hole 83 shown in figures 26 and 27 only has to be set to a size, such that it is displaceable in relation to the fastener element 31 at least in the direction of the vehicle width. For example, the hollow hole 83 may be a circular hole larger in size than the diameter D1 of the screw. Industrial applicability
[0145] [00145] The vehicle chassis structure of the present invention is suitable for application in passenger cars in which a lower frame is provided in a front or rear section of the vehicle chassis. Subtitle: 10, 10A - 10E ... vehicle chassis, 11 ... side frame, 15 ... floor frame, 15a ... one end portion in the front-rear direction (front end portion), 16 .. lower instrument panel, 17 ... split plate, 18 ... inclined plate, 19 ... floor panel, 19a ... bottom surface, 23 ... bottom section of floor frame, 24. .. section of the sidewall of the floor frame, 31 ... fastener element, 41. bottom frame, 43. mounting section, 51. section of one end of the lower frame (separate element), 51a ... left and right end portions separated from the lower frame, 58 ... fragile front part, 71 ... direction of electrical force, 72 ... unit of force, 75, 75A ... bulkhead, 76, 76A ... collar section, 78 ... connecting element, 81 ... bottom section of the lower frame, 81a ... distal end portion, 82. .. side wall section of the lower frame, 83 ... hollow hole, 85 ... fragile rear part, Fc ... collision force

权利要求:
Claims (1)
[0001]
Vehicle chassis structure comprising: left and right floor frames (15, 15) extended in a front-rear direction of the vehicle chassis (10) to support a floor panel (19); left and right side frames (11, 11) extended in the front-rear direction of the vehicle chassis (10) away from the proximity of the respective end portions (15a, 15a), in the front-rear direction, of the left floor frames and right (15, 15); and a lower frame (41) arranged below the left and right side frames (11, 11), characterized by the fact that the left and right floor frames (15, 15) each have a cross-sectional shape generally U-shaped and each includes a bottom section of the floor frame (23) and a pair of sections sidewall of the floor frame (24, 24) projecting upward from the opposite side ends, in a direction of the vehicle width, from the bottom section of the floor frame (23), the left and right floor frames (15, 15) each include in an interior space in the shape of the cross-section generally U-shape, a left or right bulkhead (75) projecting upwards from the bottom section of the floor frame (23), and a section of the left or right collar (76) in a hollow shape provided in the left or right bulkhead and extended in the direction of the vehicle width, the lower frame (41) includes sections of one end of the lower left and right frames (51D, 51D) extended to the end portions of the left and right floor frames (15, 15), the sections of one end of the lower left and right frame (51D, 51D) each have a cross-sectional shape generally U-shaped and include a bottom section of the lower frame (81) and a pair of side wall sections of the lower frame (82, 82) projected upwards from the opposite side ends, in the direction of the vehicle width, from the bottom section of the lower frame, and the pair of the sidewall sections of the lower frame (82, 82) of each of the sections of one end of the lower left and right frame (51D, 51D) is mounted on the pair of the sidewall sections of the floor frame (24 , 24) of the left or right floor frame (15), but also connected to the pair of sections of the sidewall of the floor frame (24, 24) of the left or right floor frame (15), by means of a connection (78) passed through the collar section (76) of the left or right floor frame (15), in such a way that the pair of sections of the side wall of the lower frame (82, 82) is swiveling in an upward- downward from the vehicle chassis (10).

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同族专利:

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公开号 | 公开日

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MY166644A|2018-07-17|

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US9096275B2|2015-08-04|

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EP2620352A1|2013-07-31|

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WO2012060257A1|2012-05-10|

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BR112013010332A2|2016-08-02|

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EP2620352A4|2014-08-27|

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US20130200653A1|2013-08-08|

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EP2620352B1|2015-04-08|

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JP5557925B2|2014-07-23|

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JPWO2012060257A1|2014-05-12|

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CN103153759A|2013-06-12|

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CN103153759B|2016-06-08|

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法律状态:
2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-12-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-02-17| B09A| Decision: intention to grant|

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2021-04-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2010-245335|2010-11-01|

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JP2010245335|2010-11-01|

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JP2010-245265|2010-11-01|

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JP2010245265|2010-11-01|

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PCT/JP2011/074630|WO2012060257A1|2010-11-01|2011-10-26|Vehicle body structure|

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