JP3848820B2

JP3848820B2 - Body structure

Info

Publication number: JP3848820B2
Application number: JP2000256956A
Authority: JP
Inventors: 裕之持留; 滋教光井; 直文永池; 興明林田
Original assignee: Mitsubishi Heavy Industries Ltd; Mitsubishi Fuso Truck and Bus Corp
Current assignee: Mitsubishi Heavy Industries Ltd; Mitsubishi Fuso Truck and Bus Corp
Priority date: 2000-08-28
Filing date: 2000-08-28
Publication date: 2006-11-22
Anticipated expiration: 2020-08-28
Also published as: JP2002067952A

Description

【０００１】
【発明の属する技術分野】
本発明は、車両同士が走行方向に沿って衝突したとき、その衝撃力を吸収して客室に作用する衝撃力を緩和する車体構造に関し、客室を有する車両や運転席を有する自動車などに用いて好適である。
【０００２】
【従来の技術】
新交通システムと呼ばれる各種の軌道型中量輸送システムとは、一般に、電動モータ、集電、車体などの鉄道技術にゴム車輪の駆動に関する自動車技術を組み合わせ、更に、コンピュータ制御を加えた新しい技術である。ゴムタイヤ式新交通車両と呼ばれる技術は、箱型車体に操舵可能なゴム製の走行車輪を装着すると共に、この走行車輪を電動モータによって駆動可能とする一方、専用の軌道及び電車線を設けたものである。従って、車両は、電動モータが走行帯の集電装置から電力の供給を受けながら走行車輪を回転駆動し、軌道に沿って走行することができる。
【０００３】
そして、このようなゴムタイヤ式新交通車両の運行管理システムでは、自動車両運転設備、信号保安設備、通信設備、電力設備、防災管理設備等を相互に連携させることで、車両のダイヤ管理、進路制御、表示制御、運行制御等を集中管理し、車両を無人で、円滑且つ安全に運行させるようにしている。
【０００４】
ところで、このゴムタイヤ式新交通車両にて、運行管理システムにおける制御機器の故障時には、運転者の手動による各種の運行操作が可能となっており、この場合、走行速度は低速に制限されている。一方、このような運転者の手動による車両の運行操作時には、誤操作等により車両同士の衝突事故が発生することが考えられるため、車両の前端部及び後端部に車両衝突時の衝撃を吸収するためのクラッシュゾーンが設けられている。
【０００５】
図１０に従来の車体構造を表す車両前端部の骨組構造体の概略を示す。図１０に示すように、車体フロア（客室）101に連続して台枠102が形成され、この台枠102の前部には平面視がＵ字形状をなすバンパ103が固定されている。一方、車体ルーフ104に連続して平面視がＵ字形状をなす前端ルーフ枠体105が固定され、この前端ルーフ枠体105とバンパ103とが複数の前部梁106及び側部梁107によって連結されている。そして、前部梁106と側部梁107とが連結梁108によって連結されている。このようにして台枠102、バンパ103、前端ルーフ枠体105、各梁106，107，108等により前妻部109が構成されている。また、台枠102の下方には座屈することで衝突時の衝撃力を吸収して緩和する緩衝部材110が配設され、後端部が車体フロア101に固定されている。なお、このように骨組により形成された構造体の外側にはＦＲＰ製の外壁111が取付けられている。
【０００６】
従って、ゴムタイヤ式新交通車両同士が正面衝突すると、互いの先端部が接触してから各部材が座屈して前妻部109が押しつぶされると共に、緩衝部材110が座屈することで、この前妻部109及び緩衝部材110により衝突による衝撃が吸収され、前妻部109の後方にある客室へ伝達される衝撃力が軽減されて変形を防止できる。
【０００７】
【発明が解決しようとする課題】
ところで、上述したような専用軌道を走行する車両は、車体のデザインや空気抵抗を考慮する意味で流線型にすることが好ましく、従来の車体は前端部が鋭角形状となっている。そして、前述した前妻部109には制御機器等が搭載されるため、衝突時の衝撃力を吸収するための緩衝部材110を台枠102の下方に配設せざるを得ない。そのため、図１１(ａ)に示すように、車両の先端部に衝突力が入力すると、図１１(ｂ)に示すように、前部梁106が後方に押しつぶされるため、この前部梁106の下部が強固に連結された台枠102（前後梁や床板等）は下方に屈曲するように変形してしまう。すると、下方に屈曲変形した台枠102が緩衝部材110を押し下げて折り曲げてしまう。そのため、緩衝部材110はその後に前端部から入力する衝撃力に対して座屈せずに更に曲げられてしまい、十分な衝撃力を吸収することができなくなってしまう。
【０００８】
また、車両同士の正面衝突時に、その衝撃力が緩衝部材110の前端部に直接入力することで、その衝撃力を確実に緩衝部材110で吸収するために、緩衝部材110の前端部を車両本体よりも前方に突出するように構成することが考えられるが、このように緩衝部材110を前方に延設すると、車両のデザインを変更することとなり、外観品質を著しく低下させてしまう。
【０００９】
本発明はこのような問題を解決するものであって、外観品質や空気抵抗を悪化させることなく、車両同士が適正に衝突して衝撃を確実に吸収することで安全性の向上を図った車体構造を提供することを目的とする。
【００１０】
【課題を解決するための手段】
上述の目的を達成するための請求項１の発明の車体構造は、客室に対して車両の前頭側に衝突時の衝撃力を吸収するクラッシュゾーンを設け、該クラッシュゾーンにおける該衝撃力の入力位置のバンパ側と車体側との間に前記車両の進行方向に沿って架設された梁部材でなる前記クラッシュゾーンの構成部材と、該構成部材の下方側で且つ前記車体側に装着され、前記衝撃力により座屈することで該衝撃力を緩和する緩衝部材を設け、前記梁部材の前部を、下方に屈曲した形状に形成して補助部材を構成すると共に、同補助部材の先端部を前記バンパの内側に接合して、前記衝撃力の入力時に前記梁部材を前記緩衝部材から離間する上方向に屈曲させることを特徴とするものである。
【００１１】
また、請求項２の発明の車体構造は、客室に対して車両の前頭側に衝突時の衝撃力を吸収するクラッシュゾーンを設け、該クラッシュゾーンにおける該衝撃力の入力位置のバンパ側と前記車両の進行方向にほぼ直交する方向に配設された補強部材との間と、該補強部材と車体側との間に架設された梁部材でなる前記クラッシュゾーンの構成部材と、該構成部材の下方側で且つ前記車体側に装着され、前記衝撃力により座屈することで該衝撃力を緩和する緩衝部材を設け、前記梁部材の前部を、下方に湾曲した形状に形成して補助部材を構成すると共に、同補助部材の先端部を前記バンパの内側に接合して、前記衝撃の入力時に前記梁部材を前記緩衝部材から離間する上方向に屈曲させることを特徴とするものである。
【００１２】
また、請求項３の発明の車体構造は、車両の前端部に衝突時の衝撃力を吸収するクラッシュゾーンとなる前妻部を設け、且つ、この前妻部にはバンパを設けており、同じ車両の前端部同士が衝突したときの衝撃力により座屈することで該衝撃力を緩和する緩衝部材を、前記バンパと車体側との間に設け、且つ、前記緩衝部材の前端部に設けた衝突部と前記バンパとの間には間隔を有しており、前記緩衝部材の前端部に設けた衝突部の前面部に、前記前妻部のバンパの下方から前方に突出した二次衝突用の突出部を形成して、同じ車両の前端部同士が衝突した一次衝突時に前記バンパが後退して前記緩衝部材を押圧する前に、同じ車両の前記突出部同士が二次衝突することにより、前記バンパの後退により前記緩衝部材の衝突部が押圧されて傾くのを防止する構成としたことを特徴とするものである。
【００１４】
【発明の実施の形態】
以下、図面に基づいて本発明の実施形態を詳細に説明する。
【００１５】
図１に本発明の第１実施形態に係る車体構造を表す車両前端部の骨組構造体の概略、図２に台枠先端部の概略斜視、図３に図２のIII−III断面、図４に図２のIV−IV断面、図５に正面衝突時における車両前端部の変形状態を表す概略、図６に車両の側面視、図７に車両の正面視を示す。
【００１６】
本実施形態の車体構造が適用された車両は、軌道型中量輸送システムとして、電動モータが軌道上の電車線から電力の供給を受けながら走行車輪を回転駆動し、専用軌道上を無人で自動走行するゴムタイヤ式新交通車両に適用している。
【００１７】
即ち、本実施形態において、図６及び図７に示すように、車両１１は中央に客室１２が形成され、前後端部にクラッシュゾーンとなる前妻部１３及び後妻部１４が形成されて構成されている。車体下部には前後に左右一対の車輪１５，１６が装着され、各車輪１５，１６は駆動モータを有する駆動装置１７，１８により駆動回転可能であると共に、操舵装置１９，２０により操舵可能となっている。また、車体側部には左右一対の案内車輪２１，２２が装着され、各案内車輪２１，２２は左右の案内軌条２３，２４に転動自在となっている。更に、車体側部には左右一対の集電装置２５，２６が装着され、各集電装置２５，２６は左右の側壁２７，２８に付設された電車線２９，３０に摺接している。なお、前述した前妻部１３及び後妻部１４に駆動装置１７，１８や操舵装置１９，２０等のための制御機器が搭載されている。
【００１８】
従って、駆動装置１７，１８は電車線２９，３０から集電装置２５，２６を介して電力が供給され、車輪１５，１６を回転駆動し、案内車輪２１，２２が案内軌条２３，２４に転動して案内され、操舵装置１９，２０が車輪１５，１６を操舵することで、車両は所定の走行軌道に沿って走行することができる。そして、ゴムタイヤ式新交通車両１１は案内車輪２１，２２及び案内軌条２３，２４からなる軌道に拘束されて走行することから、車両同士の衝突事故が発生したときに、車両１１同士は左右方向にずれることなく衝突するが、前妻部１３及び後妻部１４がクラッシュゾーンとなって押しつぶされることでその衝撃を吸収することができる。
【００１９】
このようなゴムタイヤ式新交通車両１１の前妻部１３において、図１乃至図４に示すように、車体の両側に位置する側部フレーム３１の前後端部には、Ｕ字形状をなす内側バンパ３２（後端部の内側バンパは省略）の各端部が連結されており、側部フレーム３１は閉断面形状で、内側バンパ３２は後方に開口した断面コ字形状となっている。台枠３３は側部フレーム３１及び内側バンパ３２の内方に図示しない複数の横梁が架設され、その上に床板３４が取付けられて構成されている。この台枠３３の前端部には両側に左右一対の側部補強梁部材３５が配設され、前端部が内側バンパ３２に、後端部が横梁にそれぞれ連結され、左右の側部補強梁部材３５は閉断面形状をなす横補強梁部材３６によって連結されている。また、台枠３３の前端部には中央に左右一対の中央部補強梁部材３７が配設され、前端部が内側バンパ３２に、後端部が横梁にそれぞれ連結され、横補強梁部材３６と交差して連結されている。このように台枠３３を側部補強梁部材３５と横補強梁部材３６と中央部補強梁部材３７により補強することで、クラッシュゾーンの構成部材を構成している。
【００２０】
この場合、内側バンパ３２はやや弧状に湾曲した中央部３２ａとその両側に傾斜して一体に形成された側部３２ｂとから構成され、中央部３２ａの両側部分と両側部３２ｂには複数の孔３２ｃが穿設されている。また、側部補強梁部材３５は断面Ｌ字形状をなし、前後に延びる水平部３５ａと前下方への屈曲部３５ｂとが一体に形成され、この屈曲部３５ｂの先端部が内側バンパ３２の上下に傾斜した中央部３２ａに接合されており、この側部補強梁部材３５の前部に複数の孔３５ｃが穿設されている。更に、中央部補強梁部材３７は断面Ｌ字形状の後部梁３７ａと平板形状で前下方へ弧状に湾曲した前部梁３７ｂとが別体に形成され、後部梁３７ａは横補強梁部材３６と横梁との間に架設され、前部梁３７ｂは内側バンパ３２と横補強梁部材３６との間に架設され、この前部梁３７ｂの先端部が内側バンパ３２の上下に傾斜した中央部３２ａに接合されている。
【００２１】
また、台枠３３の前端部には左右一対の緩衝部材３９，４０が配設されている。各緩衝部材３９，４０はほぼ同様の構成をなし、四角筒で複数の開口３９ａ，４０ａが形成された本体３９ｂ，４０ｂの基端部が補強用ブラケット３９ｃ，４０ｃにより横梁にボルト締結され、前端部に箱型の衝突部３９ｄ，４０ｄがボルト締結されており、各衝突部３９ｄ，４０ｄは連結杆４１により連結されている。なお、この衝突部３９ｄ，４０ｄは内側バンパ３２と若干の間隔をもって位置しており、突出部３９ｅ，４０ｅが内側バンパ３２の下方から前方に突出している。
【００２２】
ところで、ゴムタイヤ式新交通車両１１同士の衝突事故が発生したとき、車両１１は左右方向が軌道に拘束されていることから、所謂、オフセット衝突の発生の確率は少ないが、デザインを考慮して流線型をなしているため、車両１１同士の衝突時には、車両１１の前端部、即ち、内側バンパ３２のやや上部に衝突時の衝撃力が入力する。この場合、内側バンパ３２の下方に側部補強梁部材３５と中央部補強梁部材３７が位置しているため、内側バンパ３２の上部に衝撃力が入力すると、各補強梁部材３５，３７と共に床板３４が下方に折り曲がり、緩衝部材３９，４０に上方から曲げ荷重が作用して折り曲がり、この緩衝部材３９，４０は前方から入力する衝撃力を座屈により適正に吸収することができない。
【００２３】
そのため、本実施形態では、車両１１の前端部に衝撃力が入力したとき、各補強梁部材３５，３７が緩衝部材３９，４０から離間する方向、つまり、上方に屈曲するように補助部材として、側部補強梁部材３５に屈曲部３５ｂを、中央部補強梁部材３７に湾曲状の前部梁３７ｂをそれぞれ設けている。また、車両１１の前端部同士が衝突した一次衝突にて、内側バンパ３２の後退によって各緩衝部材３９，４０の衝突部３９ｄ，４０ｄが押されて傾かないように、衝突部３９ｄ，４０ｄの前面部には二次衝突用の突出部３９ｅ，４０ｅが形成されている。
【００２４】
また、台枠３３の両側には図示しない側構を介してルーフ本体が設けられており、このルーフ本体の前端部にはＵ字形状をなすルーフ枠体４２が固定され、ルーフ横梁４３とこのルーフ枠体４２との間には連結梁４４が架設されている。一方、内側バンパ３２の外側には断面Ｖ字形状をなす外側バンパ４５が前後に所定隙間をもって固定されており、この外側バンパ４５は、前述した内側バンパ３２とほぼ同様に、中央部４５ａとその両側に傾斜して一体に形成された側部４５ｂとから構成され、中央部４５ａの両側部分と両側部４５ｂには複数の孔４５ｃが穿設されており、中央部４５ａの上面部には補強材４６が固定されている。そして、ルーフ枠体４２と外側バンパ４５との間には断面Ｌ字形状をなす左右一対の前部梁４７，４８と断面コ字形状をなす左右一対の側部梁４９が架設され、端部が溶接によって固定されている。そして、左右の前部梁４８と側部梁４９とが連結梁５０によって連結されており、この連結梁５０の屈曲部には複数の孔５０ａが形成されている。
【００２５】
そして、前妻部１３を構成する左右の前部梁４７，４８は車両１１の流線型のデザインに合わせて傾斜し、且つ、湾曲しており、下端部には鉛直方向に沿ったストレート部４７ａ，４８ａが形成されている。この各ストレート部４７ａ，４８ａの長さは車両１１の走行時における上下変位量に応じて設定されている。つまり、車両１１が走行時に上下変位するその変位量は、走行する路面状態や車両１１運転状態等、あるいは、この車両１１の車体剛性や懸架装置の性能などにより異なるため、予め試験や計算を行って上下変位量を算出し、その上下変位量に応じてストレート部４７ａ，４８ａの長さを設定する。この場合、車両１１の上下変位量が最大でＬであれば、車両１１同士の衝突時には最大で２Ｌ上下にずれる可能性があるため、ストレート部４７ａ，４８ａの長さを２Ｌよりも大きく設定すればよい。
【００２６】
なお、前部梁４７のストレート部４７ａの長さに対して、前部梁４８のストレート部４８ａの長さが長く形成されているが、これは車両１１のデザインの関係でストレート部４８ａを長く形成できたものであり、より高い安全性を考慮している。そして、車両１１は案内車輪２１，２２及び案内軌条２３，２４からなる軌道に左右方向の変位が拘束されているとはいえ、部品の製造誤差や取付誤差等のため、僅かではあるが左右方向にずれる可能性があるため、この各ストレート部４７ａ，４８ａの幅もそのずれ量を考慮して設定されている。
【００２７】
そして、このように台枠３３、各バンパ３２，４５、ルーフ枠体４２、各梁４７，４８，４９等により前妻部１３が構成されており、客室１２と前妻部１３と後妻部１４を含む骨組により形成された構造体の外側に図示しないＦＲＰ製の外壁が取付けられることで、車両１１が構成されている。
【００２８】
なお、上述した実施形態の説明では、車両１１の客室１２に対して一方に前妻部１３を形成して他方に後妻部１４を形成し、前妻部１３のみを詳細に説明したが、後妻部１４も前妻部１３と同様の構造をなすものであって、クラッシュゾーンであり、ストレート部をも有している。また、車両１１は前妻部１３が進行方向前方であるとしたが、後妻部１４を進行方向前方として走行することも可能となっている。
【００２９】
以上のように構成されたゴムタイヤ式新交通車両１１は、運行管理システムにより無人で、円滑且つ安全に運行させるようにしているが、制御機器の故障時には、運転者の手動による各種の運行操作が可能となっており、この場合、走行速度は低速に制限されている。そして、この運転者の手動による車両１１の運行操作時には、誤操作等により車両１１同士の衝突事故が発生することが考えられるため、前述したように、客室１２の前後にクラッシュゾーンとなる前妻部１３及び後妻部１４を形成すると共に、この前妻部１３及び後妻部１４の下方に緩衝部材３９，４０を装着している。
【００３０】
そして、本実施形態では、この緩衝部材３９，４０が適正に機能するように、前妻部１３及び後妻部１４を構成する構成部材としての各補強梁部材３５，３７に補助部材としての屈曲部３５ｂ及び前部梁３７ｂを設け、衝突時に補強梁部材３５，３７が緩衝部材３９，４０から離間する上方に屈曲するようにしている。また、各緩衝部材３９，４０の衝突部３９ｄ，４０ｄに二次衝突用の突出部３９ｅ，４０ｅを形成し、車両１１の前端部同士が衝突した一次衝突時に各バンパ３２，４５の後退により緩衝部材３９，４０の衝突部３９ｄ，４０ｄが押されて傾かないように、突出部３９ｅ，４０ｅ同士が二次衝突するようにしている。
【００３１】
即ち、車両１１同士が衝突する場合、正面衝突時に前妻部１３同士あるいは後妻部１４同士が衝突する場合と、追突時に前妻部１３と後妻部１４が衝突する場合が考えられる。車両１１は、案内車輪２１，２２及び案内軌条２３，２４により左右方向の変位がほぼ拘束されて走行するが、上下方向の変位は拘束されておらず、車体剛性や懸架装置の性能、路面の凹凸形状や坂道、発進停止時や加減速時に上下方向に振動（変位）することがある。ところが、前妻部１３の各前部梁４７，４８にストレート部４７ａ，４８ａがあるため、その衝撃力がこのストレート部４７ａ，４８ａを介して前妻部１３及び後妻部１４に伝達されることとなり、この前妻部１３及び後妻部１４がクラッシュゾーンとなって押しつぶされることでその衝撃力を吸収することができ、客室１２へ伝達される衝撃力を緩和できる。
【００３２】
このクラッシュゾーンによる衝撃力の緩和方法を具体的に説明すると、前妻部１３（後妻部１４）がクラッシュゾーンとして押しつぶされるとき、衝突時の衝撃力はＦＲＰ製の外壁から外側パンパ４５に入力し、ストレート部４７ａ，４８ａを介して各前部梁４７，４８に入力すると共に、緩衝部材３９，４０の衝突部３９ｄ，４０ｄ（突出部３９ｅ，４０ｅ）に入力する。すると、まず、各バンパ３２，４５の中央部３２ａ，４５ａ（補強材４６）が押されて複数の孔３２ｃ，４５ｃにより両側部３２ｂ，４５ｂが長手方向に座屈すると共に、側部補強梁部材３５が複数の孔３５ｃにより、中央部補強梁部材３７が前部梁３７ｂにより、連結梁５０が複数の孔５０ａによりそれぞれ座屈、屈曲して変形する。また、各緩衝部材３９，４０同士が衝突して前後に座屈を開始する。続いて、ルーフ枠体４２や台枠３３が座屈を開始し、前妻部１３全体が押しつぶされることで、衝突時の衝撃力を吸収することができる。
【００３３】
このように正面衝突したときに、前妻部１３が押しつぶされて衝撃力を吸収することから、客室１２へ伝達される衝撃力を緩和でき、客室１２にいる乗員や乗客を安全に確保することができる。この場合、例えば、客室１２への乗車率が約１００％の２４ton である車両１１同士が１１km/hで正面衝突した場合の実験を行った結果として、客室１２（重心位置）に作用する荷重は、従来の車体構造では４．５Ｇであって客室１２に変形があったが、本発明の車体構造では３．５Ｇとなって客室１２に変形はなかった。
【００３４】
そして、車両１１の衝突時の衝撃力は台枠３３よりも上方にある前部梁４７，４８のストレート部４７ａ，４８ａに入力するため、前部梁４７，４８を介して押しつぶされた各パンパ４５，３２がこの台枠３３を変形させる。本実施形態では、図５に示すように、各側部補強梁部材３５の前端部に下方へ屈曲する屈曲部３５ｂを、各中央部補強梁部材３７の前端部に下方へ湾曲する前部梁３７ｂをそれぞれ設けているため、車両１１の衝突時の衝撃力が各パンパ４５，３２を介して各補強梁部材３５，３７に入力すると、この補強梁部材３５，３７は屈曲あるいは湾曲している上方へ緩衝部材３９，４０から離間するように折れ曲がって変形することとなる。そのため、各補強梁部材３５，３７と共に床板３４が下方に折り曲がって緩衝部材３９，４０に上方から曲げ荷重を作用させて変形させることはなく、緩衝部材３９，４０は長手方向の座屈によって衝撃力を吸収するという本来の機能を損なうことはない。
【００３５】
また、この緩衝部材３９，４０は、前端の衝突部３９ｄ，４０ｄの下部に突出部３９ｅ，４０ｅが形成されており、衝撃力により押しつぶされた各パンパ４５，３２が各緩衝部材３９，４０の上部を押圧して衝突部３９ｄ，４０ｄを傾かせようとするが、その前に突出部３９ｅ，４０ｅが衝突した相手の突出部３９ｅ，４０ｅと二次衝突するため、この衝突部３９ｄ，４０ｄの傾きが防止され、この緩衝部材３９，４０は前方から入力する衝撃力により長手方向に適正に座屈し、衝突力を確実に吸収することができる。
【００３６】
更に、車両１１の正面衝突の初期時に、各バンパ３２，４５の中央部４５ａ（補強材４６）に入力した衝撃力により、両側部４５ｂが複数の孔４５ｃにより長手方向に座屈して中央部４５ａが真っ直ぐ後方に変位するため、衝突時の衝撃力を側方に逃がさずに前妻部１３で真っ直ぐに受け止めて吸収することとなり、衝突後の車両同士のずれを阻止して周辺への被害の拡大を防止できる。
【００３７】
また、側部補強梁部材３５に複数の孔３５ｃを設け、中央部補強梁部材３７の前部梁３７ｂを板形状にし、連結梁５０に複数の孔５０ａを設けたことで、衝突時における各部材の座屈をコントロールして前妻部１３で確実に受け止めて吸収することができる。
【００３８】
なお、上述の実施形態では、衝撃力の入力時に各補強部材３５，３７を緩衝部材３９，４０から離間する方向に屈曲させる補助部材として、この各補強部材３５，３７に屈曲部３５ｂ及び湾曲状の前部梁３７ｂを設けたが、この構造に限定されるものではない。
【００３９】
図８に本発明の第２実施形態に係る車体構造を表す前妻部の要部縦断面を示す。なお、前述した実施形態で説明したものと同様の機能を有する部材には同一の符号を付して重複する説明は省略する。本実施形態では、図８に示すように、前妻部１３において、台枠３３の前端部に水平状をなす側部補強梁部材６１が配設され、前端部が内側バンパ３２に、後端部が横梁にそれぞれ連結されている。そして、この側部補強梁部材６１の前部には前下方に沿った補助部材６２が配設され、この補助部材６２の先端部が内側バンパ３２の上下に傾斜した中央部３２ａに接合され、基端部が側部補強梁部材６１の前端下部に接合されている。従って、車両１１の衝突時に、衝撃力が各パンパ４５，３２を介してこの側部補強梁部材６１に入力すると、この側部補強梁部材６１は下方が補助部材６２により支持されているために上方へ屈曲へ、つまり、緩衝部材３９から離間するように折れ曲がって変形することとなり、この側部補強梁部材６１や床板３４が緩衝部材３９を上方から折り曲げることはなく、緩衝部材３９は、前方から衝撃力が入力して長手方向に適正に座屈し、衝突力を確実に吸収することができる。
【００４０】
なお、この方法以外に、例えば、水平状をなす側部補強梁部材の下側に切欠を形成したり、下側の板厚を薄くして剛性を低下させることで、この側部補強梁部材を上方に折れ曲がるようにしてもよい。また、補助部材を設けるためのクラッシュゾーンの構成部材として各補強部材３５，３７を適用したが、これらの部材に限らず、緩衝部材３９，４０に隣接する部材であればどの部材であっても適用することができ、いずれの場合であっても前述したものと同様の作用効果を奏することができる。
【００４１】
また、上述の実施形態では、緩衝部材３９，４０を四角筒の本体３９ｂ，４０ｂに複数の開口３９ａ，４０ａを形成して構成し、基端部を横梁に、前端部に衝突部３９ｄ，４０ｄ及び突出部３９ｅ，４０ｅを形成したが、この構造に限定されるものではない。
【００４２】
図９に本発明の第３実施形態に係る車体構造を表す前妻部の要部縦断面を示す。本実施形態では、図９に示すように、基端部が図示しない横梁に固定された緩衝部材７１は、複数の開口７１ａが形成された四角筒の本体７１ｂの前端部に連結部材７１ｃを介して衝突部７１ｄが連結され、この衝突部７１ｄに突出部７１ｅ形成されて構成されている。この連結部材７１ｃを設けたことで、床板３４の下方にスペースを確保することができ、このスペースに他の部材を装着することができる。また、緩衝部材の本体の形状も四角筒に限らず、円筒、断面コ字形状等にしてもよい。
【００４３】
更に、上述の実施形態では、クラッシュゾーン（前妻部１３）における衝撃力の入力位置の下方側に補強部材と緩衝部材を設け、衝撃力の入力時に補強部材が緩衝部材から離間する方向、つまり、上方に屈曲するようにしたが、クラッシュゾーンにおける衝撃力の入力位置の上方側に補強部材と緩衝部材を設けた場合、補強部材が緩衝部材から離間する方向、つまり、下方に屈曲するように補助部材を設ければよいものである。そして、本発明の車体構造をゴムタイヤ式新交通車両に適用して説明したが、一般的な鉄道の車両や自動車の車両の適用することもできる。
【００４４】
【発明の効果】
以上、実施形態において詳細に説明したように請求項１の発明の車体構造によれば、客室に対して車両の前頭側に衝突時の衝撃力を吸収するクラッシュゾーンを設け、該クラッシュゾーンにおける該衝撃力の入力位置のバンパ側と車体側との間に前記車両の進行方向に沿って架設された梁部材でなる前記クラッシュゾーンの構成部材と、該構成部材の下方側で且つ前記車体側に装着され、前記衝撃力により座屈することで該衝撃力を緩和する緩衝部材を設け、前記梁部材の前部を、下方に屈曲した形状に形成して補助部材を構成すると共に、同補助部材の先端部を前記バンパの内側に接合して、前記衝撃力の入力時に前記梁部材を前記緩衝部材から離間する上方向に屈曲させることを特徴とするので、車両の衝突時の衝撃力がクラッシュゾーンの構成部材に入力すると、この構成部材は補助部材により緩衝部材から離間する上方向に屈曲することとなり、構成部材が緩衝部材を上方から押し曲げることはなく、緩衝部材は長手方向の座屈によって衝撃力を吸収するという本来の機能を損なうことはなく、車両同士が衝突した衝撃を確実に吸収することで安全性を向上することができる。また、クラッシュゾーンを構成する梁部材としての機能を損なうことなく、安価で容易に補助部材を構成でき、衝突時には梁部材を緩衝部材側へ変形させてこの緩衝部材の変形による機能の損失を防止することができる。
【００４５】
また、請求項２の発明の車体構造によれば、客室に対して車両の前頭側に衝突時の衝撃力を吸収するクラッシュゾーンを設け、該クラッシュゾーンにおける該衝撃力の入力位置のバンパ側と前記車両の進行方向にほぼ直交する方向に配設された補強部材との間と、該補強部材と車体側との間に架設された梁部材でなる前記クラッシュゾーンの構成部材と、該構成部材の下方側で且つ前記車体側に装着され、前記衝撃力により座屈することで該衝撃力を緩和する緩衝部材を設け、前記梁部材の前部を、下方に湾曲した形状に形成して補助部材を構成すると共に、同補助部材の先端部を前記バンパの内側に接合して、前記衝撃の入力時に前記梁部材を前記緩衝部材から離間する上方向に屈曲させることを特徴とするので、車両の衝突時の衝撃力がクラッシュゾーンの構成部材に入力すると、この構成部材は補助部材により緩衝部材から離間する上方向に屈曲することとなり、構成部材が緩衝部材を上方から押し曲げることはなく、緩衝部材は長手方向の座屈によって衝撃力を吸収するという本来の機能を損なうことはなく、車両同士が衝突した衝撃を確実に吸収することで安全性を向上することができる。また、クラッシュゾーンを構成する梁部材としての機能を損なうことなく、安価で容易に補助部材を構成でき、衝突時には梁部材を緩衝部材側へ変形させてこの緩衝部材の変形による機能の損失を防止することができる。
【００４６】
また、請求項３の発明の車体構造によれば、車両の前端部に衝突時の衝撃力を吸収するクラッシュゾーンとなる前妻部を設け、且つ、この前妻部にはバンパを設けており、同じ車両の前端部同士が衝突したときの衝撃力により座屈することで該衝撃力を緩和する緩衝部材を、前記バンパと車体側との間に設け、且つ、前記緩衝部材の前端部に設けた衝突部と前記バンパとの間には間隔を有しており、前記緩衝部材の前端部に設けた衝突部の前面部に、前記前妻部のバンパの下方から前方に突出した二次衝突用の突出部を形成して、同じ車両の前端部同士が衝突した一次衝突時に前記バンパが後退して前記緩衝部材を押圧する前に、同じ車両の前記突出部同士が二次衝突することにより、前記バンパの後退により前記緩衝部材の衝突部が押圧されて傾くのを防止する構成としたことを特徴とするので、車両の衝突時の衝撃力がクラッシュゾーンに入力すると、衝撃力により押しつぶされた構成部材が緩衝部材を押圧して傾かせるように変形させようとするが、その前に二次衝突用の突起部が衝突するため、この衝突部の傾きが防止され、この緩衝部材は前方から入力する衝撃力により長手方向に適正に座屈し、衝突力を確実に吸収することができる。
【図面の簡単な説明】
【図１】本発明の第１実施形態に係る車体構造を表す車両前端部の骨組構造体の概略図である。
【図２】台枠先端部の概略斜視図である。
【図３】図２のIII−III断面図である。
【図４】図２のIV−IV断面図である。
【図５】正面衝突時における車両前端部の変形状態を表す概略図である。
【図６】車両の側面図である。
【図７】車両の正面図である。
【図８】本発明の第２実施形態に係る車体構造を表す前妻部の要部縦断面図である。
【図９】本発明の第３実施形態に係る車体構造を表す前妻部の要部縦断面図である。
【図１０】従来の車体構造を表す車両前端部の骨組構造体の概略図である。
【図１１】正面衝突時における従来の車体構造の変形状態を表す概略図である。
【符号の説明】
１１車両
１２客室
１３前妻部（クラッシュゾーン）
１４後妻部（クラッシュゾーン）
３２内側バンパ
３３台枠
３４床板
３５側部補強梁部材
３５ｂ屈曲部（補助部材）
３７中央部補強梁部材
３７ｂ前部梁（補助部材）
３９，４０緩衝部材
３９ｄ衝突部
３９ｅ突起部（二次衝突用突起部）
４５外側バンパ
４７，４８前部梁
６１側部補強梁部材
６２補助部材
７１緩衝部材
７１ｄ衝突部
７１ｅ突起部（二次衝突用突起部）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle body structure that absorbs the impact force of a vehicle when the vehicles collide with each other in the traveling direction to mitigate the impact force acting on the passenger cabin, and is used for a vehicle having a passenger cabin or an automobile having a driver's seat. Is preferred.
[0002]
[Prior art]
The various types of track-type medium-duty transportation systems, called new transportation systems, are generally new technologies that combine railway technology such as electric motors, current collectors, and vehicle bodies with vehicle technology for driving rubber wheels, and add computer control. is there. The technology called a rubber tire type new transportation vehicle is equipped with a rubber running wheel that can be steered to a box-shaped car body, and this running wheel can be driven by an electric motor, while providing a dedicated track and train line. It is. Accordingly, the vehicle can travel along the track by rotationally driving the traveling wheels while the electric motor is supplied with electric power from the current collector in the traveling zone.
[0003]
In such an operation management system for a rubber tire type new traffic vehicle, automatic vehicle driving equipment, signal security equipment, communication equipment, electric power equipment, disaster prevention management equipment, etc. are linked to each other, thereby managing vehicle diagram management and route control. Centralized management of display control, operation control, etc. allows the vehicle to operate unattended, smoothly and safely.
[0004]
By the way, in this rubber tire type new transportation vehicle, when the control device in the operation management system breaks down, various operation operations can be manually performed by the driver. In this case, the traveling speed is limited to a low speed. On the other hand, when the driver manually operates the vehicle, a collision accident between the vehicles may occur due to an erroneous operation or the like. Therefore, the impact at the time of the vehicle collision is absorbed in the front end portion and the rear end portion of the vehicle. A crash zone is provided.
[0005]
FIG. 10 shows an outline of a frame structure at the front end portion of the vehicle representing a conventional vehicle body structure. As shown in FIG. 10, a frame 102 is formed continuously on the vehicle body floor (guest room) 101, and a bumper 103 having a U shape in plan view is fixed to the front of the frame 102. On the other hand, a front end roof frame 105 having a U-shape in plan view is fixed to the vehicle body roof 104, and the front end roof frame 105 and the bumper 103 are connected by a plurality of front beams 106 and side beams 107. Has been. The front beam 106 and the side beam 107 are connected by a connecting beam 108. In this way, the front end 109 is constituted by the frame 102, the bumper 103, the front end roof frame 105, the beams 106, 107, 108, and the like. Further, a buffer member 110 that absorbs and relaxes an impact force at the time of collision by buckling is disposed below the underframe 102, and a rear end portion is fixed to the vehicle body floor 101. In addition, an outer wall 111 made of FRP is attached to the outside of the structure formed of the skeleton.
[0006]
Therefore, when a rubber tire type new transportation vehicle collides head-to-head with each other, each member buckles and the front wife 109 is crushed, and the buffer member 110 buckles, so that the front wife 109 and The shock due to the collision is absorbed by the buffer member 110, and the impact force transmitted to the cabin behind the front wife 109 is reduced, thereby preventing deformation.
[0007]
[Problems to be solved by the invention]
By the way, the vehicle traveling on the exclusive track as described above is preferably streamlined in consideration of the design of the vehicle body and air resistance, and the conventional vehicle body has an acute-angle front end. In addition, since the control device or the like is mounted on the front end portion 109 described above, the buffer member 110 for absorbing the impact force at the time of collision must be disposed below the underframe 102. Therefore, as shown in FIG. 11A, when a collision force is input to the front end of the vehicle, the front beam 106 is crushed backward as shown in FIG. The underframe 102 (front and rear beams, floor boards, etc.) with the lower part firmly connected will be deformed to bend downward. Then, the underframe 102 bent and deformed downward pushes down the buffer member 110 and bends it. Therefore, the buffer member 110 is further bent without buckling against the impact force input from the front end portion thereafter, and cannot sufficiently absorb the impact force.
[0008]
In addition, when a frontal collision occurs between vehicles, the impact force is directly input to the front end portion of the buffer member 110, so that the shock force can be absorbed by the buffer member 110 to ensure that the front end portion of the buffer member 110 is However, if the cushioning member 110 is extended forward in this way, the design of the vehicle is changed, and the appearance quality is significantly deteriorated.
[0009]
The present invention solves such problems, and the vehicle body is designed to improve safety by properly impacting each other and absorbing impacts without deteriorating appearance quality and air resistance. The purpose is to provide a structure.
[0010]
[Means for Solving the Problems]
In order to achieve the above object, the vehicle body structure of the invention of claim 1 is provided with a crash zone for absorbing impact force at the time of collision on the front side of the vehicle with respect to the cabin, and the input position of the impact force in the crash zone. A component of the crash zone comprising a beam member erected between the bumper side and the vehicle body side of the vehicle along the traveling direction of the vehicle, and mounted on the vehicle body side below the component member and on the vehicle body side. A buffer member is provided to relieve the impact force by buckling with force, and the front part of the beam member is formed in a downward bent shape to constitute an auxiliary member, and the tip end part of the auxiliary member is attached to the bumper The beam member is bent upward so as to be separated from the buffer member when the impact force is input.
[0011]
The vehicle body structure of the invention of claim 2 is provided with a crash zone for absorbing impact force at the time of collision on the front side of the vehicle with respect to the cabin, and the bumper side of the impact force input position in the crash zone and the vehicle Between the reinforcing member disposed in a direction substantially perpendicular to the traveling direction of the vehicle, the structural member of the crash zone comprising a beam member laid between the reinforcing member and the vehicle body side, and the lower part of the structural member It mounted and on the vehicle body side on the side, a buffer member alleviating the impact force by buckling by the impact force is provided, constituting the auxiliary member front portion of the beam member, formed in a shape curved downward while, by joining the leading end of the auxiliary member to the inside of the bumper, it is characterized in that bending the said beam member at the input of the impact direction on away from the cushioning member.
[0012]
Further, the vehicle body structure of the third aspect of the present invention, the former wife portion to be crush zone for absorbing an impact force at the time of collision to the front end of the vehicles provided, and has provided a bumper on the former wife unit, the same vehicle A shock-absorbing member is provided between the bumper and the vehicle body side, and a shock-absorbing member is provided at the front-end portion of the shock-absorbing member. And a bumper that protrudes forward from below the front bumper bumper on the front surface of the bumper provided at the front end of the cushioning member. And the bumper retreats and presses the buffer member at the time of a primary collision in which the front ends of the same vehicle collide with each other, so that the protrusions of the same vehicle collide with each other, The collision part of the buffer member is pressed by the retreat and tilted. It is characterized in that it has a structure to prevent the.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0015]
FIG. 1 is a schematic diagram of a framework structure at the front end of a vehicle representing the vehicle body structure according to the first embodiment of the present invention, FIG. 2 is a schematic perspective view of a front end of a frame, FIG. 3 is a cross-sectional view along III-III in FIG. 2 is a cross-sectional view taken along the line IV-IV in FIG. 2, FIG. 5 is a schematic diagram showing a deformation state of the front end portion of the vehicle at the time of a frontal collision, FIG.
[0016]
The vehicle to which the vehicle body structure of the present embodiment is applied is a track-type medium-duty transportation system, in which an electric motor rotates and drives a traveling wheel while receiving power from a train line on the track, and is automatically unmanned on a dedicated track. It is applied to a rubber tire type new transportation vehicle that runs.
[0017]
That is, in this embodiment, as shown in FIGS. 6 and 7, the vehicle 11 has a cabin 12 formed in the center, and a front wife portion 13 and a rear wife portion 14 serving as a crash zone at the front and rear end portions. Yes. A pair of left and right wheels 15 and 16 are attached to the lower part of the vehicle body at the front and rear, and the wheels 15 and 16 can be driven and rotated by drive devices 17 and 18 having drive motors, and can be steered by steering devices 19 and 20. ing. In addition, a pair of left and right guide wheels 21 and 22 are mounted on the side of the vehicle body, and each guide wheel 21 and 22 can roll to the left and right guide rails 23 and 24. Further, a pair of left and right current collectors 25 and 26 is mounted on the side of the vehicle body, and each current collector 25 and 26 is in sliding contact with train lines 29 and 30 attached to the left and right side walls 27 and 28. Note that control devices for the drive devices 17 and 18 and the steering devices 19 and 20 are mounted on the front wife portion 13 and the rear wife portion 14 described above.
[0018]
Therefore, the drive devices 17 and 18 are supplied with electric power from the train lines 29 and 30 via the current collectors 25 and 26, and rotate the wheels 15 and 16, so that the guide wheels 21 and 22 are transferred to the guide rails 23 and 24. The vehicle is driven and guided, and the steering devices 19 and 20 steer the wheels 15 and 16 so that the vehicle can travel along a predetermined travel path. Since the rubber tire type new transportation vehicle 11 travels while being restrained by a track made up of the guide wheels 21 and 22 and the guide rails 23 and 24, when the collision accident between the vehicles occurs, the vehicles 11 move in the left-right direction. Although it collides without slipping, the impact can be absorbed by the front wife portion 13 and the rear wife portion 14 becoming a crash zone and being crushed.
[0019]
In the front end portion 13 of the rubber tire type new transportation vehicle 11, as shown in FIGS. 1 to 4, the front and rear end portions of the side frames 31 located on both sides of the vehicle body are U-shaped inner bumpers 32. (The inner bumper at the rear end is omitted) are connected to each other, the side frame 31 has a closed cross-sectional shape, and the inner bumper 32 has a U-shaped cross section that opens rearward. The underframe 33 is constructed by laying a plurality of cross beams (not shown) on the inner side of the side frames 31 and the inner bumper 32 and mounting a floor plate 34 thereon. A pair of left and right side reinforcing beam members 35 are disposed on both sides of the front end portion of the frame 33, the front end portion is connected to the inner bumper 32, and the rear end portion is connected to the horizontal beam. 35 are connected by a lateral reinforcing beam member 36 having a closed cross-sectional shape. In addition, a pair of left and right central reinforcing beam members 37 are disposed at the front end of the frame 33, the front end is connected to the inner bumper 32, and the rear end is connected to the horizontal beam. Crossed and connected. In this way, the base frame 33 is reinforced by the side reinforcing beam member 35, the lateral reinforcing beam member 36, and the central reinforcing beam member 37, thereby constituting a constituent member of the crash zone.
[0020]
In this case, the inner bumper 32 includes a central portion 32a that is slightly curved in an arc shape, and side portions 32b that are integrally formed to be inclined on both sides thereof, and a plurality of holes are formed in both side portions and both side portions 32b of the central portion 32a. 32c is drilled. Further, the side reinforcing beam member 35 has an L-shaped cross section, and a horizontal portion 35 a extending in the front-rear direction and a bent portion 35 b in the front and lower direction are integrally formed. A plurality of holes 35 c are formed in the front part of the side reinforcing beam member 35. Further, the central reinforcing beam member 37 is formed of a rear beam 37a having an L-shaped cross section and a front beam 37b having a flat plate shape and curved in an arc shape in the front and lower direction. The front beam 37 b is installed between the inner bumper 32 and the lateral reinforcing beam member 36, and the front end of the front beam 37 b is formed on a central portion 32 a inclined upward and downward of the inner bumper 32. It is joined.
[0021]
A pair of left and right buffer members 39 and 40 are disposed at the front end of the frame 33. The buffer members 39, 40 have substantially the same configuration, and the base end portions of the main bodies 39b, 40b, each of which is a square tube and formed with a plurality of openings 39a, 40a, are bolted to the cross beams by the reinforcing brackets 39c, 40c. Box-shaped collision parts 39d, 40d are bolted to the parts, and the collision parts 39d, 40d are connected by a connecting rod 41. Note that the collision portion 39d, 40d is an inner bumper 32 is located with a slight spacing, protruding portions 39e, 40e are protruded from the lower side of the inner bumper 32 to the front.
[0022]
By the way, when a collision accident occurs between the rubber tire type new transportation vehicles 11, since the vehicle 11 is restrained in the left-right direction by the track, the probability of occurrence of the so-called offset collision is small, but the streamlined type is considered in consideration of the design. Therefore, when the vehicles 11 collide with each other, the impact force at the time of the collision is input to the front end portion of the vehicles 11, that is, slightly above the inner bumper 32. In this case, since the side reinforcing beam member 35 and the central reinforcing beam member 37 are positioned below the inner bumper 32, when an impact force is input to the upper portion of the inner bumper 32, the floor plate is brought together with the reinforcing beam members 35 and 37. 34 bends downward, the buffer members 39 and 40 are bent by a bending load acting from above, and the buffer members 39 and 40 cannot properly absorb the impact force input from the front by buckling.
[0023]
Therefore, in the present embodiment, when an impact force is input to the front end portion of the vehicle 11, the reinforcing beam members 35 and 37 are separated from the buffer members 39 and 40, that is, as auxiliary members so as to bend upward. The side reinforcing beam member 35 is provided with a bent portion 35b, and the central reinforcing beam member 37 is provided with a curved front beam 37b. Further, in the primary collision in which the front end portions of the vehicle 11 collide with each other, the front surfaces of the collision portions 39d and 40d are prevented so that the collision portions 39d and 40d of the buffer members 39 and 40 are not pushed and tilted by the retreat of the inner bumper 32. Protrusions 39e and 40e for secondary collision are formed on the part.
[0024]
Further, a roof main body is provided on both sides of the base frame 33 via a side structure (not shown), and a U-shaped roof frame body 42 is fixed to a front end portion of the roof main body. A connecting beam 44 is provided between the roof frame body 42 and the roof frame body 42. On the other hand, an outer bumper 45 having a V-shaped cross section is fixed to the outside of the inner bumper 32 with a predetermined gap in the front and rear. The outer bumper 45 has a central part 45a and its It is composed of side portions 45b that are integrally formed to be inclined on both sides, and a plurality of holes 45c are formed in both side portions and both side portions 45b of the central portion 45a, and the upper surface portion of the central portion 45a is reinforced. A material 46 is fixed. Between the roof frame 42 and the outer bumper 45, a pair of left and right front beams 47, 48 having an L-shaped cross section and a pair of left and right side beams 49 having a U-shaped cross section are installed. Is fixed by welding. The left and right front beams 48 and the side beams 49 are connected by a connecting beam 50, and a plurality of holes 50 a are formed in the bent portion of the connecting beam 50.
[0025]
The left and right front beams 47 and 48 constituting the front end portion 13 are inclined and curved in accordance with the streamlined design of the vehicle 11, and straight portions 47a and 48a along the vertical direction are formed at the lower end portion. Is formed. The lengths of the straight portions 47a and 48a are set according to the amount of vertical displacement when the vehicle 11 is traveling. In other words, the amount of displacement of the vehicle 11 that moves up and down during traveling varies depending on the road surface condition in which the vehicle 11 is traveling, the driving state of the vehicle 11, the vehicle body rigidity of the vehicle 11, the performance of the suspension device, and the like. Thus, the vertical displacement amount is calculated, and the lengths of the straight portions 47a and 48a are set according to the vertical displacement amount. In this case, if the vertical displacement amount of the vehicle 11 is L at the maximum, there is a possibility that the vehicle 11 may shift up and down by 2L at the maximum when the vehicles 11 collide with each other, so the length of the straight portions 47a and 48a should be set to be larger than 2L. That's fine.
[0026]
In addition, although the length of the straight part 48a of the front beam 48 is formed longer than the length of the straight part 47a of the front beam 47, this lengthens the straight part 48a due to the design of the vehicle 11. It has been formed, and higher safety is taken into consideration. And although the vehicle 11 is restrained in the left-right direction displacement by the track | orbit which consists of the guide wheels 21 and 22 and the guide rails 23 and 24, due to a manufacturing error, installation error, etc. of parts, it is a little left-right direction. Therefore, the widths of the straight portions 47a and 48a are also set in consideration of the shift amount.
[0027]
And the front wife part 13 is comprised by the base frame 33, each bumper 32,45, the roof frame body 42, each beam 47,48,49, etc. in this way, and the cabin 12, the front wife part 13, and the rear wife part 14 are included. The vehicle 11 is configured by attaching an FRP outer wall (not shown) to the outside of the structure formed by the framework.
[0028]
In the above description of the embodiment, the front wife portion 13 is formed on one side with respect to the cabin 12 of the vehicle 11 and the rear wife portion 14 is formed on the other side, and only the front wife portion 13 is described in detail. Has a structure similar to that of the front end portion 13, is a crash zone, and also has a straight portion. Further, although the vehicle 11 is assumed that the front wife portion 13 is forward in the traveling direction, the vehicle 11 can also travel with the rear wife portion 14 being forward in the traveling direction.
[0029]
The rubber tire type new transportation vehicle 11 configured as described above is operated unmanned, smoothly and safely by the operation management system. However, when the control device breaks down, various operation operations manually performed by the driver are performed. In this case, the traveling speed is limited to a low speed. When the driver manually operates the vehicle 11, a collision accident between the vehicles 11 may occur due to an erroneous operation or the like. Therefore, as described above, the front wife portion 13 that becomes a crash zone before and after the passenger cabin 12. In addition, the rear wife portion 14 is formed, and buffer members 39 and 40 are mounted below the front wife portion 13 and the rear wife portion 14.
[0030]
In this embodiment, the reinforcing beam members 35 and 37 as the constituent members constituting the front wife portion 13 and the rear wife portion 14 are provided with the bent portions 35b as auxiliary members so that the buffer members 39 and 40 function properly. In addition, the front beam 37b is provided so that the reinforcing beam members 35 and 37 are bent upward away from the buffer members 39 and 40 in the event of a collision. Further, protrusions 39e and 40e for secondary collision are formed on the collision parts 39d and 40d of the buffer members 39 and 40, and the bumpers 32 and 45 are buffered by the retreat of the bumpers 32 and 45 at the time of the primary collision when the front end parts of the vehicle 11 collide with each other. The projecting portions 39e and 40e collide with each other so that the colliding portions 39d and 40d of the members 39 and 40 are not pushed and tilted.
[0031]
That is, when the vehicles 11 collide, the front wife part 13 or the rear wife part 14 may collide at the time of a frontal collision, or the front wife part 13 and the rear wife part 14 may collide at the time of a rear-end collision. The vehicle 11 travels with the displacement in the left-right direction substantially restricted by the guide wheels 21 and 22 and the guide rails 23, 24, but the displacement in the up-down direction is not restricted, and the vehicle body rigidity, the performance of the suspension device, the road surface It may vibrate (displace) in the vertical direction when it is uneven, on a hill, when starting, or when accelerating or decelerating. However, since the front beams 47 and 48 of the front wife portion 13 have straight portions 47a and 48a, the impact force is transmitted to the front wife portion 13 and the rear wife portion 14 through the straight portions 47a and 48a. The front wife portion 13 and the rear wife portion 14 are crushed as a crash zone, so that the impact force can be absorbed and the impact force transmitted to the cabin 12 can be reduced.
[0032]
Specifically, the impact force mitigating method by the crash zone will be described. When the front end portion 13 (rear end portion 14) is crushed as a crash zone, the impact force at the time of collision is input to the outer bumper 45 from the outer wall made of FRP. The signals are input to the front beams 47 and 48 through the straight portions 47a and 48a, and are input to the collision portions 39d and 40d (protruding portions 39e and 40e) of the buffer members 39 and 40. Then, first, the central portions 32a and 45a (reinforcing material 46) of the bumpers 32 and 45 are pushed, and the side portions 32b and 45b are buckled in the longitudinal direction by the plurality of holes 32c and 45c. Are bent and bent by the plurality of holes 35c, the central reinforcing beam member 37 by the front beam 37b, and the connecting beam 50 by the plurality of holes 50a, respectively. Further, the buffer members 39 and 40 collide with each other and start buckling back and forth. Subsequently, the roof frame 42 and the base frame 33 start to buckle, and the entire front end portion 13 is crushed, so that the impact force at the time of collision can be absorbed.
[0033]
In this way, when the frontal collision occurs, the front wife 13 is crushed and absorbs the impact force, so that the impact force transmitted to the cabin 12 can be alleviated and the passengers and passengers in the cabin 12 can be secured safely. it can. In this case, for example, as a result of conducting an experiment in the case where a vehicle 11 having a passenger rate of about 100% and having a ton rate of 24 tons collides head-on at 11 km / h, the load acting on the cabin 12 (center of gravity position) is The conventional vehicle body structure is 4.5G and the passenger compartment 12 is deformed, but the vehicle body structure of the present invention is 3.5G and the passenger compartment 12 is not deformed.
[0034]
Since the impact force at the time of the collision of the vehicle 11 is input to the straight portions 47a and 48a of the front beams 47 and 48 above the frame 33, each of the bumpers crushed through the front beams 47 and 48 is used. 45 and 32 deform the frame 33. In the present embodiment, as shown in FIG. 5, a bent portion 35 b that is bent downward at the front end portion of each side reinforcing beam member 35, and a front beam that is bent downward at the front end portion of each central reinforcing beam member 37. 37b is provided, so that when the impact force at the time of collision of the vehicle 11 is input to the reinforcing beam members 35 and 37 via the bumpers 45 and 32, the reinforcing beam members 35 and 37 are bent or curved. It will bend and deform | transform so that it may space apart from the buffer members 39 and 40 upwards. Therefore, the floor plate 34 together with the reinforcing beam members 35 and 37 is not bent and deformed by applying a bending load to the buffer members 39 and 40 from above, and the buffer members 39 and 40 are not bent by the longitudinal buckling. The original function of absorbing impact force is not impaired.
[0035]
Further, the buffer members 39, 40 are formed with projecting portions 39e, 40e below the front end collision portions 39d, 40d, and the bumpers 45, 32 that are crushed by the impact force are provided on the buffer members 39, 40. The upper part is pressed to incline the collision parts 39d and 40d, but since the protrusions 39e and 40e collide with the opposite protrusions 39e and 40e before the collision, the collision parts 39d and 40d Inclination is prevented, and the buffer members 39 and 40 can be properly buckled in the longitudinal direction by the impact force input from the front, and can reliably absorb the collision force.
[0036]
Furthermore, at the initial stage of the frontal collision of the vehicle 11, due to the impact force input to the central portion 45a (reinforcing material 46) of each bumper 32, 45, both side portions 45b are buckled in the longitudinal direction by the plurality of holes 45c and the central portion 45a. Since it is displaced straight back, the impact force at the time of collision will be received and absorbed straight by the front end portion 13 without escaping to the side, and the displacement of vehicles after the collision will be prevented and the damage to the surroundings will be expanded Can be prevented.
[0037]
In addition, the side reinforcing beam member 35 is provided with a plurality of holes 35c, the front beam 37b of the central reinforcing beam member 37 is formed in a plate shape, and the connecting beam 50 is provided with a plurality of holes 50a. The buckling of the member can be controlled and reliably received and absorbed by the front end portion 13.
[0038]
In the above-described embodiment, as the auxiliary member that bends the reinforcing members 35 and 37 in the direction away from the buffer members 39 and 40 when the impact force is input, the reinforcing members 35 and 37 have a bent portion 35b and a curved shape. However, the present invention is not limited to this structure.
[0039]
FIG. 8 shows a longitudinal section of a main part of a front end portion representing a vehicle body structure according to a second embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in embodiment mentioned above, and the overlapping description is abbreviate | omitted. In the present embodiment, as shown in FIG. 8, in the front end portion 13, a horizontal side reinforcing beam member 61 is disposed at the front end portion of the base frame 33, the front end portion is disposed on the inner bumper 32, and the rear end portion is disposed. Are connected to the cross beams. Then, an auxiliary member 62 along the front lower side is disposed at the front portion of the side reinforcing beam member 61, and the tip end portion of the auxiliary member 62 is joined to the central portion 32a inclined up and down of the inner bumper 32, The base end portion is joined to the lower portion of the front end of the side reinforcing beam member 61. Therefore, when an impact force is input to the side reinforcing beam member 61 through the bumpers 45 and 32 at the time of the collision of the vehicle 11, the side reinforcing beam member 61 is supported by the auxiliary member 62 at the lower side. The side reinforcement beam member 61 and the floor plate 34 are not bent from above, so that the buffer member 39 is bent forward. Therefore, the impact force can be input and the body can be properly buckled in the longitudinal direction, so that the collision force can be reliably absorbed.
[0040]
In addition to this method, for example, by forming a notch below the horizontal side reinforcing beam member, or by reducing the rigidity by reducing the thickness of the lower plate, this side reinforcing beam member May be bent upward. Moreover, although each reinforcement member 35 and 37 was applied as a structural member of the crush zone for providing an auxiliary member, not only these members but any member as long as it is a member adjacent to the buffer members 39 and 40. In any case, the same effects as those described above can be achieved.
[0041]
Further, in the above-described embodiment, the buffer members 39, 40 are configured by forming a plurality of openings 39a, 40a in the rectangular tube main bodies 39b, 40b, the base end portion is a horizontal beam, and the collision portions 39d, 40d are at the front end portion. Although the protrusions 39e and 40e are formed, the present invention is not limited to this structure.
[0042]
FIG. 9 shows a longitudinal section of a main part of a front end portion representing a vehicle body structure according to a third embodiment of the present invention. In the present embodiment, as shown in FIG. 9, the buffer member 71 whose base end portion is fixed to a cross beam (not shown) is connected to the front end portion of the main body 71b of the rectangular tube in which a plurality of openings 71a are formed via the connecting member 71c. The collision part 71d is connected, and a protrusion 71e is formed on the collision part 71d. By providing this connecting member 71c, a space can be secured below the floor plate 34, and other members can be mounted in this space. Further, the shape of the body of the buffer member is not limited to a square tube, and may be a cylinder, a U-shaped cross section, or the like.
[0043]
Furthermore, in the above-described embodiment, a reinforcing member and a buffer member are provided on the lower side of the impact force input position in the crash zone (front end portion 13), and the direction in which the reinforcing member is separated from the buffer member when the impact force is input, that is, Although it was bent upward, when a reinforcing member and a buffer member are provided above the input position of the impact force in the crash zone, the reinforcing member is assisted to bend away from the buffer member, that is, downward. What is necessary is just to provide a member. The vehicle body structure of the present invention has been described as applied to a rubber tire type new transportation vehicle. However, a general railway vehicle or automobile vehicle can also be applied.
[0044]
【The invention's effect】
As described above in detail in the embodiment, according to the vehicle body structure of the first aspect of the present invention, a crash zone that absorbs impact force at the time of a collision is provided on the front side of the vehicle with respect to the cabin, and the crash zone in the crash zone is provided. A constituent member of the crash zone, which is a beam member erected along the traveling direction of the vehicle, between the bumper side and the vehicle body side of the input position of the impact force, and below the constituent member and on the vehicle body side A shock absorbing member that is mounted and buckled by the impact force to relieve the impact force is provided, and the front portion of the beam member is formed in a bent shape downward to constitute an auxiliary member. by joining the tip portion to the inside of the bumper, so is characterized by bending the beam member at the input of the impact force in the upward direction away from the cushioning member, the impact force crash zone of collision of the vehicle If you enter the components of this component becomes to be bent upward away from the cushioning member by the auxiliary member, never component bends press cushioning member from above, by the buffer member in the longitudinal direction of buckling The original function of absorbing the impact force is not impaired, and safety can be improved by reliably absorbing the impact of collision between vehicles. In addition, the auxiliary member can be easily and inexpensively configured without impairing the function of the beam member constituting the crash zone, and in the event of a collision, the beam member is deformed to the buffer member side to prevent loss of function due to the deformation of the buffer member. can do.
[0045]
According to the vehicle body structure of the second aspect of the present invention, a crash zone for absorbing impact force at the time of collision is provided on the front side of the vehicle with respect to the cabin, and the bumper side of the input position of the impact force in the crash zone is provided. A component member of the crash zone comprising a beam member provided between the reinforcing member disposed in a direction substantially perpendicular to the traveling direction of the vehicle and the reinforcing member and the vehicle body side; and the component member of mounted and the vehicle body side at the lower side, the buffer member to relieve the impact force by buckling by the impact force is provided, the front part of the beam member, the auxiliary member formed in a shape curved downward And the front end of the auxiliary member is joined to the inside of the bumper, and the beam member is bent upward away from the buffer member when the impact is input. Impact force at the time of collision If you enter the components of the lash zone, this component becomes to be bent upward away from the cushioning member by the auxiliary member, never component bends press cushioning member from above, the buffer member in the longitudinal seat The original function of absorbing the impact force by bending is not impaired, and safety can be improved by reliably absorbing the impact of collision between vehicles. In addition, the auxiliary member can be easily and inexpensively configured without impairing the function of the beam member constituting the crash zone, and in the event of a collision, the beam member is deformed to the buffer member side to prevent loss of function due to the deformation of the buffer member. can do.
[0046]
Further, according to the body structure of the invention of claim 3, the former wife portion to be crush zone for absorbing an impact force at the time of collision to the front end of the vehicles provided, and has provided a bumper on the ex-wife unit, A buffer member that relieves the impact force by buckling with the impact force when the front ends of the same vehicle collide with each other is provided between the bumper and the vehicle body side, and is provided at the front end of the buffer member. There is a gap between the collision part and the bumper, and the front part of the collision part provided at the front end of the cushioning member is used for a secondary collision projecting forward from below the front bumper bumper. Before the bumper moves backward and presses the buffer member at the time of a primary collision where the front ends of the same vehicle collide with each other by forming a protrusion, the protrusions of the same vehicle collide secondarily, The collision part of the buffer member is pressed by the retreat of the bumper. Because characterized by being configured to prevent the tilting Te, the impact force of collision of the vehicle is inputted to the crash zone, modified as component members crushed by impact force tilted presses the cushioning member However, since the projecting part for secondary collision collides before that, the inclination of the colliding part is prevented, and the buffer member is properly buckled in the longitudinal direction by the impact force input from the front, Power can be absorbed reliably.
[Brief description of the drawings]
FIG. 1 is a schematic view of a framework structure of a vehicle front end portion representing a vehicle body structure according to a first embodiment of the present invention.
FIG. 2 is a schematic perspective view of a front end portion of a frame.
3 is a sectional view taken along line III-III in FIG.
4 is a cross-sectional view taken along the line IV-IV in FIG.
FIG. 5 is a schematic view showing a deformed state of the front end portion of the vehicle at the time of a frontal collision.
FIG. 6 is a side view of the vehicle.
FIG. 7 is a front view of the vehicle.
FIG. 8 is a longitudinal sectional view of a main part of a front end portion showing a vehicle body structure relating to a second embodiment of the present invention.
FIG. 9 is a longitudinal sectional view of an essential part of a front end portion showing a vehicle body structure relating to a third embodiment of the present invention.
FIG. 10 is a schematic view of a skeleton structure of a vehicle front end portion showing a conventional vehicle body structure.
FIG. 11 is a schematic view showing a deformation state of a conventional vehicle body structure at the time of a frontal collision.
[Explanation of symbols]
11 Vehicle 12 Guest Room 13 Front Wife (Crash Zone)
14 rear wife (crash zone)
32 Inner bumper 33 Underframe 34 Floor plate 35 Side reinforcing beam member 35b Bending portion (auxiliary member)
37 Center reinforcement beam member 37b Front beam (auxiliary member)
39, 40 Buffer member 39d Colliding portion 39e Protruding portion (secondary colliding protruding portion)
45 Outer bumpers 47, 48 Front beam 61 Side reinforcing beam member 62 Auxiliary member 71 Buffer member 71d Colliding portion 71e Protruding portion (protruding portion for secondary collision)

Claims

A crash zone that absorbs an impact force at the time of a collision is provided on the front side of the vehicle with respect to the passenger compartment, and the traveling direction of the vehicle is between the bumper side and the vehicle body side of the input position of the impact force in the crash zone. A component of the crash zone comprising a beam member installed; and
Provided on the lower side of the structural member and on the vehicle body side, and provided with a buffer member that relaxes the impact force by buckling with the impact force,
A front part of the beam member is formed in a shape bent downward to constitute an auxiliary member, and a tip end part of the auxiliary member is joined to the inside of the bumper so that the beam member is inserted when the impact force is input. A vehicle body structure characterized by bending upwardly away from the buffer member.

A crash zone that absorbs impact force at the time of collision is provided on the front side of the vehicle with respect to the passenger compartment, and is disposed in a direction substantially perpendicular to the bumper side of the impact force input position in the crash zone and the traveling direction of the vehicle. A component of the crush zone comprising a beam member installed between the reinforcing member and the reinforcing member and the vehicle body side;
Provided on the lower side of the structural member and on the vehicle body side, and provided with a buffer member that relaxes the impact force by buckling with the impact force,
A front part of the beam member is formed in a downwardly curved shape to constitute an auxiliary member, and a tip end part of the auxiliary member is joined to the inside of the bumper so that the beam member is A vehicle body structure, wherein the vehicle body structure is bent upwardly away from the buffer member.

The ex-wife unit comprising a crash zone to absorb the impact force of the collision on the front end of the vehicles provided, and has provided a bumper on the ex-wife unit,
A buffer member that relieves the impact force by buckling with the impact force when the front ends of the same vehicle collide with each other is provided between the bumper and the vehicle body side, and is provided at the front end of the buffer member. There is a gap between the collision part and the bumper,
The front part of the same vehicle collided with the front end part of the same vehicle by forming a projecting part for secondary collision projecting forward from below the bumper of the front end part on the front part of the collision part provided at the front end part of the buffer member Before the bumper retreats and presses the buffer member at the time of a collision, the projecting parts of the same vehicle collide with each other, so that the collision part of the buffer member is pressed and tilted by the retreat of the bumper. A vehicle body structure characterized by being configured to prevent .