JP2006123773A - Connecting structure of rail member and frame in wing vehicle - Google Patents

Abstract

The present invention provides a connection structure capable of reducing stress generated between a rail member and a frame in a wink vehicle.
A wing vehicle includes a front frame and a rear frame, a hollow rail member that connects the front and rear frames, a first connector for connecting the rail member to the front frame, and left and right cross-sectional L-shaped wing roofs. And a plurality of pairs of wing hinge means attached to both side surfaces of the rail member for connecting each ceiling wall of the wing roof and the rail member, and a first reinforcing member disposed on the front frame side in the rail member And have. A first pair of wing hinge means is attached to the first connector, and the first reinforcing member disposed in the rail member, the rail member, and the first connector are provided by the first fixture. A first reinforcement member secured together and disposed within the rail member, and the rail member and the second pair of wing hinge means are secured together by a second fixture.
[Selection] Figure 5

Description

  The present invention relates to a connection structure between a rail member and an L-shaped roof in a wing vehicle, and more particularly to a structure that can reduce a load that occurs when the vehicle travels and prevent resonance.

  FIG. 1 shows a rear perspective view of a typical wing vehicle. In the wing vehicle 1, a rail member 4 is connected to a front frame 2 (not shown) and a rear frame 3, and a side wall that forms a ceiling roof 11 that constitutes a ceiling roof and a side roof that extends vertically from one end thereof. Wing roofs 13 and 14 having an L-shaped cross section composed of the wall 12 are pivotally attached to the rail member. The wing roofs 13 and 14 can be rotated around the rail member 4 by a cylinder or the like (not shown) to open and close the entire side surface of the vehicle.

Conventionally, the structure (refer patent document 1) which connects the rail member 3 and the front frame 2 rigidly has been employ | adopted. However, there is a possibility that a crack or the like may occur in the connecting portion due to stress generated when the vehicle travels. Connection structures have been developed to avoid this problem. This connection structure is shown in FIGS.
Japanese Patent Laid-Open No. 2001-088560

  In the connection structure of the prior art shown in FIGS. 2 and 3, a pair of L-shaped plates 21 and 22 are fixed to the front frame 2 by bolts. The tip of the rail member 4 is disposed between the plates, and the pins 23 supported by the plates 21 and 22 penetrate the rail member 4. As a result, the rail member 4 is supported so as to be rotatable about the pin 23.

  Thus, the stress acting on the frame and the rail member, which is generated when the vehicle is running, is absorbed, and therefore cracks due to the stress can be avoided. In order to reinforce the support by the pins, a reinforcing member 24 is arranged in the rail member 4 (see FIG. 3B). The rail member 3 is further welded to the upper surface of the rail member 3 with a wing hinge 25 for rotatably supporting the wing roof.

  Such pin support can absorb the stress at the time of running, but the rail member causes vibration and resonance of the chassis frame of the vehicle body, and the stress always acts on the pin. Therefore, even if the reinforcing member 24 is arranged, a force acts on the member that supports the pin, and there is a possibility that a crack may occur.

  Further, such resonance of the rail member is also transmitted to the L-shaped roofs 13 and 14 and leads to a poor opening and closing of the roof. Furthermore, it becomes difficult for the vehicle to travel safely.

  Then, an object of this invention is to provide the connection structure which can reduce the stress which arises between a rail member and a frame.

  Another object of the present invention is to provide the above connection structure that can prevent the rail member from resonating with the chassis frame of the vehicle body during traveling.

  The wing vehicle of the present invention that achieves the above object includes a front frame and a rear frame, a hollow rail member that connects the front and rear frames, a first connector for connecting the rail member to the front frame, and a ceiling wall. A rail member that connects the left and right cross-section L-shaped wing roofs, and the other end of each ceiling wall of the left and right wing roofs, and a rail member. A plurality of pairs of wing hinge means attached to both side surfaces of the frame at a predetermined interval, and a first reinforcing member disposed on the front frame side in the rail member. The first pair of wing hinge means of the wing hinge means is attached, and the first reinforcing member disposed in the rail member, the rail member, and the first coupling tool are provided by the first fixing tool. Fixed together and placed in the rail member A reinforcing member, and the rail member, and a second pair of wings hinge means of a plurality of pairs of wings hinge means are secured together by a second fastener, wherein the.

  Here, the first reinforcement member disposed in the rail member, the rail member, the first connector, and the first pair of wing hinge means among the plurality of pairs of wing hinge means are the first You may fix together with a fixing tool.

  Preferably, the first reinforcing member has at least a length from a fixing position of the first fixing tool to a fixing position of the second fixing tool.

  The wing vehicle of the present invention preferably further includes a second reinforcing member disposed on the rear frame side in the rail member. Here, the rail member is connected to the rear frame by the second connector attached to the rear frame, and the third pair of wing hinge means of the plurality of pairs of wing hinge means is connected to the second connector. A second reinforcement member mounted and disposed within the rail member, the rail member, and the second connector are secured together by a third fastener and disposed within the rail member. The member, the rail member, and the fourth pair of wing hinge means of the plurality of pairs of wing hinge means are fixed together by a fourth fixture.

  The second reinforcing member disposed in the rail member, the rail member, the second connector, and the third pair of wing hinge means of the plurality of pairs of wing hinge means are third fixed. It may be fixed together by a tool. The second reinforcing member preferably has a length from at least the fixing position of the third fixing tool to the fixing position of the fourth fixing tool.

  The auxiliary member is disposed in the hollow rail member, and the reinforcing member, the rail member, and the connecting member attached to the frame are fixed together by the fixing member, so that the reinforcing member, the rail member, Since the wing hinge means is fixed together by another fixing tool, the stress acting on the rail member is distributed to the reinforcing member.

  Furthermore, since the substantial vibration is suppressed at the portion of the rail member where the reinforcing member is fixed by the two fixtures, the natural frequency of the rail member is increased and the vibration and resonance of the chassis frame are prevented. Is done.

  4A and 4B show the plane and side of the connecting structure of the present invention, respectively. In the connection structure of the present invention, two L-shaped plates 41 and 42 are fixed to the upper surface of the front frame 2 by bolts (see FIGS. 4, 5A, and 5C). The first wing hinges 43 and 44 among a plurality of pairs of wing hinges attached at predetermined intervals for rotatably supporting the wing roofs 13 and 14 are fixed to these plates, respectively. A rail member 4 is disposed between the plates.

  The rail member 4 is a hollow body, and a reinforcing member 60 is disposed therein. As shown in FIG. 5D, the reinforcing member 60 has a cross-sectional area that substantially matches the cross-sectional area of the rail member 4, and the cross-section in the direction transverse to the axial direction is U-shaped, and will be described below. Further, at least the same length as the distance between the two wing hinges is provided, and the reinforcing plates 61 and 62 are provided in a direction crossing the axial direction corresponding to the positions of the two wing hinges. These reinforcing plates prevent the reinforcing member 60 from being deformed, and may be one or three or more in addition to the two illustrated. Further, when the reinforcing member is not deformed, the reinforcing plate is unnecessary.

  The reinforcing member 60 arranged in the rail member 4, the rail member 4, and the L-shaped plates 41 and 42 are fixed together by bolts 45 and 46 (see FIG. 5A). Here, although the wing hinges 43 and 44 are attached to the plates 41 and 42, they may be fixed to the plates 41 and 42 together by bolts 45 and 46, respectively. As described above, the reinforcing plate 61 is provided at a position fixed by the bolt.

  Furthermore, the reinforcing member 60 disposed in the rail member 4, the rail member 4, and the second wing hinges 47 and 48 are fixed together by bolts 49 and 50 (see FIG. 5B). As described above, the reinforcing plate 62 is provided at a position fixed by the bolt.

  Thus, the front frame side of the auxiliary member 60 arranged in the rail member 4 is fixed to the rail member 4 by the bolts 45 and 46 together with the L-shaped plates 41 and 42 attached to the front frame 2, and further, the rail member Since the rear frame side of the auxiliary member 60 arranged in 4 is fixed to the rail member 4 with bolts 49, 50 together with the wing hinges 47, 48, the stress acting on the front frame and the rail member is To be distributed.

  In the conventional connection structure, the rail member is connected to the front frame and the rear frame (that is, the two frames serve as fulcrums), and thus resonates with the vibration of the chassis frame constituting the vehicle body. As described above, the rail member 4 is supported by the front frame 2 and can be vibrated until the rail member 4 is fixed by the bolts 49 and 50, so that the portion of the rail member that can vibrate is shortened. Becomes higher. Therefore, the rail member 4 is prevented from resonating with the vibration of the chassis frame (the chassis frame is the length of the vehicle body, and has a frequency corresponding to this length (the natural frequency of the chassis frame). The length that the rail member fixed by the member can vibrate is shorter than the length of the vehicle body, so that the frequency is higher than the natural vibration of the chassis frame, and resonance with the chassis frame is prevented).

  Although the connection structure of the present invention has been described with the connection between the front frame and one end of the rail member, the same connection structure can be adopted in the connection between the rear frame and the other end of the rail member. In this case, the natural frequency of the rail member is further increased, and the prevention of resonance with the chassis frame is more certain.

FIG. 1 shows a rear perspective view of a typical wing vehicle. FIG. 2A shows a plan view of a conventional connecting structure of a frame and a rail member by pin support. FIG. 2B shows a side view of a conventional connecting structure of a frame and a rail member by pin support. FIG. 3A is a partially cutaway perspective view of a conventional pin-supported frame / rail member connection structure. FIG. 3B is a partially cutaway perspective view of the reinforcing member disposed on the rail member in the connection structure of the related art in FIG. 2. FIG. 3C is a cross-sectional view of the connection structure taken along line BB in FIG. 2B. FIG. 4A shows a plan view of the connection structure between the frame and the rail member according to the present invention. FIG. 4B shows a side view of the connection structure between the frame and the rail member according to the present invention. 5A is a cross-sectional view taken along line BB in FIG. 4B. 5B is a cross-sectional view taken along line CC in FIG. 4B. FIG. 5C is a partial perspective view of a frame / rail member connection structure according to the present invention. FIG. 5D is a perspective view of a reinforcing member disposed in the rail member in the present invention.

Explanation of symbols

4 Rail member
41, 42 L-shaped plate
43, 44 Wing hinge
45, 46 volts
47, 48 Wing hinge
49, 50 volts
60 Reinforcing member
61, 62 Reinforcement plate

Claims (7)

Front and back frames,
A hollow rail member connecting the front and rear frames;
A first connector for connecting the rail member to the front frame;
Left and right cross-sectional L-shaped wing roofs comprising a ceiling wall and side walls extending vertically from one end of the ceiling wall;
A plurality of pairs of wing hinge means that connect the other end of each ceiling wall of the left and right wing roofs and the rail member, and are attached to both side surfaces of the rail member at a predetermined interval;
A first reinforcing member disposed on the front frame side in the rail member;
Have
A first pair of wing hinge means of the plurality of pairs of wing hinge means is attached to the first connector,
The first reinforcing member disposed in the rail member, the rail member, and the first coupling tool are fixed together by a first fixing tool,
The first reinforcement member disposed in the rail member, the rail member, and the second pair of wing hinge means of the plurality of pairs of wing hinge means are joined together by a second fixture. Fixed,
Wing vehicle characterized by that.   The first reinforcing member disposed in the rail member, the rail member, the first connector, and a first pair of wing hinge means of the plurality of pairs of wing hinge means The wing vehicle according to claim 1 fixed together by one fixture.   2. The wing vehicle according to claim 1, wherein the first reinforcing member has a length from at least a fixing position of the first fixing tool to a fixing position of the second fixing tool. A second connector for connecting the rail member to the rear frame; and a second reinforcing member disposed on the rear frame side in the rail member;
A third pair of wing hinge means of the plurality of pairs of wing hinge means is attached to the second connector,
The second reinforcing member disposed in the rail member, the rail member, and the second connecting tool are fixed together by a third fixing tool,
The second reinforcing member disposed in the rail member, the rail member, and a fourth pair of wing hinge means of the plurality of pairs of wing hinge means are joined together by a fourth fixture. The wing vehicle according to claim 1, which is fixed.   The second reinforcing member disposed in the rail member, the rail member, the second connector, and a third pair of wing hinge means of the plurality of pairs of wing hinge means The wing vehicle according to claim 4 fixed together by three fixtures.   5. The wing vehicle according to claim 4, wherein the second reinforcing member has a length from at least a fixing position of the third fixing tool to a fixing position of the fourth fixing tool. The reinforcing member has a U-shaped cross section;
The reinforcing member has one or more reinforcing plates perpendicular to the axial direction.
The wing vehicle according to claim 1 or 4.

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