JPH05680A - Rigidity variable car body - Google Patents

Abstract

PURPOSE:To provide a driver with a satisfactory brake operating feeling and road surface feeling by improving the bending rigidity and torsional rigidity of a car main body when a vehicle is detected to be set in a predetermined braking condition in travelling. CONSTITUTION:Door part rigidity adjusting mechanisms 36, 33, engine hood part rigid adjusting mechanisms 34, 35 and rear gate part rigidity adjusting mechanisms 36, 37 are set selectively to a movable part restraining condition of restraining left and right doors 3, 4, engine hood 7 and rear gate 9 to a car main body 11 under the closed state and the movable part opening condition of opening the hood 7 and rear gate 9 from the restrained state. Also, when a predetermined braking condition of a vehicle is detected by a G sensor 55, a circuit composing part 57 sets the rigidity adjusting mechanisms 30-37 to the movable restraining condition to increase the bending rigidity and torsional rigidity of the car main body 11 accompanied by the left and right doors 3, 4, engine hood 7 and rear gate 9, so that a driver can obtain a satisfactory brake operating feeling and road surface feeling.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has a vehicle body main body provided with an opening and a movable portion for opening and closing the opening, and changing its torsional rigidity and bending rigidity according to the situation. And a variable rigidity vehicle body.

[0002]

2. Description of the Related Art A vehicle body is provided with a cabin opening, an engine room opening, a trunk space opening and the like, and a cabin opening, an engine room opening, a trunk space opening and the like are opened and closed, respectively. It has a basic structure in which a plurality of movable parts such as a door, an engine hood and a trunk lid are attached.
Then, various reinforcing members are attached to the body main body portion and each movable portion at the portions where they are required, thereby ensuring the rigidity of the entire vehicle body.

In such a vehicle body, for example, as disclosed in Japanese Utility Model Laid-Open No. 59-137869, a pressure is applied to a center pillar which partially forms a cabin opening in the vehicle body. An end face portion of the door that opens and closes the cabin opening is provided with a pin so that the tip of the pin protrudes outward from the end face portion of the center pillar that faces the cabin opening, and the push pin of the center pillar protrudes. On the end face portion that is made to oppose to each other, the receiving portion is provided at a position corresponding to the tip end portion of the pressing pin, and when the vehicle is in a traveling state, the pressing pin is made to protrude from the end surface portion facing the cabin opening of the center pillar. And its tip is pressed against a saucer provided on the door that is closed to close the cabin opening. It is intended to be crimped, whereby, during running of the vehicle, as the rigidity of the car body part which entailed the door is thus enhanced further have been proposed. The rigidity of the vehicle body of such a vehicle is improved when the vehicle is running as compared with when the vehicle is stopped, and the movement characteristics are improved or the noise is reduced while the vehicle is in a predetermined running state. To be able to.

[0004]

However, under such a running condition of the vehicle, a vehicle equipped with a vehicle body whose rigidity is always increased is, for example,
The small impact due to the unevenness of the road surface is directly transmitted to the occupant, which often causes a situation in which the occupant is not comfortable in riding. That is,
While the vehicle is traveling, for example, when the driver is in a good braking operation feeling and a road surface feeling, such as when a braking state is taken in which the braking mechanisms arranged on the left and right front wheels and the left and right rear wheels are operated. The vehicle body is required to have a high rigidity so that the vehicle can obtain a high level of rigidity, or when traveling on a flat straight road, the vehicle body has a high rigidity and the ride comfort for the passenger is prioritized. However, under the condition that the rigidity of the vehicle body is always increased when the vehicle is in the traveling state as described above, the rigidity of the vehicle body is increased, so Even in a state where the improvement of comfort should be prioritized, the rigidity of the vehicle body is maintained high, and as a result, the riding comfort for the occupant is impaired.

Further, when it is assumed that the vehicle is in a running state and the rigidity of the vehicle body is enhanced, it is only necessary to keep the door in a restrained state with respect to the center pillar, for example, the vehicle is in a braking state. In this case, it may be difficult to increase the bending rigidity and the torsional rigidity of the vehicle body to such an extent that the driver can obtain a good braking operation feeling and a road surface feeling.

In view of such a point, the present invention bends to such an extent that the driver can obtain a good braking operation feeling and road surface feeling when the vehicle is running and is in a predetermined braking state. When rigidity and torsional rigidity are increased, the vehicle is not in a traveling state with predetermined braking, and when the vehicle is in a traveling state in which the ride comfort of the passenger is higher than the bending and torsional rigidity of the vehicle body is high, An object of the present invention is to provide a variable-rigidity vehicle body that contributes to ensuring a good riding comfort for an occupant without increasing bending rigidity and torsional rigidity.

[0007]

In order to achieve the above object, a variable rigidity vehicle body according to the present invention is provided with an opening portion and a vehicle body portion having a movable portion attached to open and close the opening portion. The rigidity adjusting means for changing the bending rigidity and the torsional rigidity of the vehicle, the detecting means for detecting the braking state of the vehicle including the vehicle body part, and the operation controlling means for the rigidity adjusting means are provided, and the operation controlling means includes the detecting means. When a predetermined braking state of the vehicle is detected by the above, the rigidity adjusting means is caused to take a state of increasing the bending rigidity and the torsional rigidity of the vehicle body main body part including the movable part.

[0008]

In the variable rigidity vehicle body according to the present invention constructed as described above, when the predetermined braking state of the vehicle equipped with the vehicle body is detected, the rigidity adjusting means of the vehicle body part including the movable portion is operated. It is supposed to enhance bending and torsional rigidity. As a result, when the vehicle is in a predetermined braking state, the bending rigidity and the torsional rigidity are increased to the extent that the driver can obtain a good braking operation feeling and a road surface feeling, and the vehicle is in a predetermined braking state. When the vehicle is placed in a running state where the rider's comfort is higher than the vehicle body's high rigidity, the bending and torsional rigidity of the vehicle body including the movable part is not increased, and This contributes to ensuring good riding comfort.

[0009]

1 shows a vehicle equipped with an example of a variable rigidity vehicle body according to the present invention. In the vehicle shown in FIG. 1, a left door 3 for opening and closing a left cabin opening and a right cabin opening, respectively. It has a vehicle body main body 11 to which a right door 4, an engine hood 7 that opens and closes an engine room opening, and a rear gate 9 that opens and closes a trunk space opening are assembled, and a front bumper is integrally formed on the vehicle body main body 11. Further, the vehicle body is provided with the front shroud 12, the left and right front fenders 13 and 14, the rear bumper 15 and the like attached thereto. And left door 3
Also, in the right door 4, the end portion on the left front fender 13 side and the end portion on the right front fender 14 side are connected to the vehicle body portion 11 via the hinge portion, and in the engine hood 7, the front windshield 18 is connected. An end portion on the lower side of the vehicle is connected to the vehicle body portion 11 via a hinge portion, and further, in the rear gate 9, the roof 2
The rear end portion of 0 is connected to the vehicle body portion 11 via a hinge portion. Therefore, the left door 3 and the right door 4 open and close the left cabin opening and the right cabin opening, respectively, with their rear end portions 3A and 4A being separated and brought close to the left rear fender 21 and the right rear fender 22, respectively. In the engine hood 7, the front end 7A of the engine hood 7 is separated from and close to the front shroud 12 to open and close the engine compartment opening. Further, the rear gate 9 has the rear end 9A of the rear panel 23. It is said that the trunk space opening is opened and closed by being separated from and close to.

Under these circumstances, upper and lower parts of the rear end 3A of the left door 3 and the left rear fender 21 are opposed to each other, and the rear end 4A of the right door 4 and the right rear fender 22 are connected to each other. The door portion rigidity adjusting mechanisms 30 and 3 are respectively provided at the upper side portion and the lower side portion of the mutually opposing portions of
1, 32 and 33 are arranged, and the front side portion of the left end portion 7B of the engine hood 7 and the left front fender 13 facing each other and the right side end portion 7C and the right front portion of the engine hood 7 are disposed. Engine hood partial rigidity adjusting mechanisms 34 and 35 are respectively arranged at front side portions of the portion facing the fender 14 and further, the left end portion 9B of the rear gate 9 and the left rear fender 21 are provided.
Rear gate partial rigidity adjusting mechanisms 36 and 37 are respectively arranged in a rear side portion in a portion facing each other and a rear side portion in a portion facing each other between the right end 9C of the rear gate 9 and the right rear fender 22. ..

As shown in FIG. 2, which is a sectional view taken along line II-II of FIG.
It is configured to include an electromagnetic plunger 40 fixed inside the left rear fender 21 and an engaging portion 41 fixed inside the rear end portion 3A of the left door 3. Electromagnetic plunger 40
The movable member 40A is projected from the left rear fender 21 to the outside through a through hole provided in the end face portion 21A of the left rear fender 21. The movable member 40A of the electromagnetic plunger 40 is driven so as to move forward and backward toward the rear end portion 3A of the left door 3 at the end surface portion 21A of the left rear fender 21. It is shaped like a sphere. On the other hand, the engaging portion 41 is provided with a bottomed hole 43 that is connected to a through hole 42 provided in the end face portion 3B of the rear end portion 3A of the left door 3, and the bottomed hole 43 The connecting portion with the through hole 42 forms a taper portion. The through hole 42 has an inner diameter sufficiently larger than the outer diameter of the movable member 40A of the electromagnetic plunger 40.
A portion deeper than the tapered portion in the bottomed hole 43 connected with the tapered portion has an inner diameter which is slightly larger than the outer diameter of the movable member 40A of the electromagnetic plunger 40.

As shown in the state shown in FIG. 2, when the left door 3 is closed and the end surface portion 3B at the rear end portion 3A of the left door 3 is made to face the end surface portion 21A of the left rear fender 21, The through hole 42 provided in the end face portion 3B is
It is supposed to be placed at a position facing the tip of the movable member 40A of the electromagnetic plunger 40 protruding outward from the through hole provided in the end surface portion 21A. Then, the through hole 42 provided in the end face portion 3B is provided in the movable member 4 of the electromagnetic plunger 40.
When the movable member 40A of the electromagnetic plunger 40 is set to the retracted position shown by the solid line in FIG.
The movable member 40A of the electromagnetic plunger 40 is not engaged with the engaging portion 41 fixed inside the rear end portion 3A of the left door 3. At this time, the door partial rigidity adjusting mechanism 30 prevents the left door 3 from being restrained with respect to the left rear fender 21 forming the vehicle body body 11 under the condition that the left cabin opening provided in the vehicle body body portion 11 is closed. It is in a state of being released, and in such a situation, the rigidity of the portion of the vehicle body 11 with the left door 3 is not changed.

On the other hand, when the through hole 42 provided in the end face portion 3B is placed at a position facing the tip of the movable member 40A of the electromagnetic plunger 40, the electromagnetic plunger 40 is
When the movable member 40A of FIG. 2 is set to the forward movement position shown by the alternate long and short dash line in FIG. 2, the front end of the movable member 40A passes through the through hole 42 provided in the end face portion 3B, and The movable member 40A reaches a portion deeper than the tapered portion of the bottomed hole 43 provided in the engaging portion 41 fixed inside the end portion 3A, and the movable member 40A enters the bottomed hole 43 provided in the engaging portion 41. It is inserted and brought into a state of being engaged with the engaging portion 41. In such a situation, the door partial rigidity adjusting mechanism 30 causes the left rear fender 21 that forms the vehicle body portion 11 under the condition that the left door 3 closes the left cabin opening provided in the vehicle body portion 11. However, in such a situation, the rigidity of the portion of the vehicle body 11 including the left door 3 is increased.

The movable member 40 of the electromagnetic plunger 40
When A is engaged with the engaging portion 41, the tip of the movable member 40A is shaped into a spherical shape, and
The bottomed hole 43 provided in the engaging portion 41 is the movable member 40A.
By being connected with a tapered portion to the through hole 42 having an inner diameter sufficiently larger than the outer diameter of
The movable member 40A can be easily and smoothly inserted into the bottomed hole 43 provided in the engaging portion 41.

Door part rigidity adjusting mechanisms 31, 32 and 33
Is configured similarly to the above-described door partial rigidity adjusting mechanism 30, and has an electromagnetic plunger and an engaging portion corresponding to the electromagnetic plunger 40 and the engaging portion 41, respectively.
The same operation as that of the door portion rigidity adjusting mechanism 30 is performed, and the same function as that of the door portion rigidity adjusting mechanism 30 is performed.

On the other hand, the engine hood partial rigidity adjusting mechanism 3
4 is provided inside the electromagnetic plunger 45 fixed inside the left front fender 13 and the left end portion 7B of the engine hood 7, as shown in FIG. 3 showing a section taken along the line III-III in FIG. And an engaging portion 47 fixed to the supporting portion 46. Electromagnetic plunger 4
5, the movable member 45A has the left front fender 13
It is supposed that it is made to project from the left front fender 13 into the engine room through the through hole provided in the end face portion 13A. The movable member 45A of the electromagnetic plunger 45 is connected to the end surface portion 13 of the left front fender 13.
In A, the tip end portion of the movable member 45A is driven so as to move back and forth toward the support portion 46 provided inside the left end portion 7B of the engine hood 7, and the tip end portion of the movable member 45A is shaped into a spherical shape. .. On the other hand, the engaging portion 47 is provided with a bottomed hole 49 connected to the through hole 48 provided in the support portion 46, and the connecting portion of the bottomed hole 49 with the through hole 48 is tapered. Forming a part. The through hole 48 has an inner diameter that is sufficiently larger than the outer diameter of the movable member 45A of the electromagnetic plunger 45, and a portion deeper than the tapered portion in the bottomed hole 49 connected to the through hole 48 with a tapered portion. Has an inner diameter that is extremely slightly larger than the outer diameter of the movable member 45A of the electromagnetic plunger 45.

As shown in the state shown in FIG. 3, the engine hood 7 is closed, and the supporting portion 46 provided inside the left end portion 7B of the engine hood 7 has an end surface portion 13A of the left front fender 13. When facing each other, the through hole 48 provided in the support portion 46 is placed at a position facing the tip end portion of the movable member 45A of the electromagnetic plunger 45 protruding outward from the through hole provided in the end surface portion 13A. It is said that. Then, the through hole 48 provided in the support portion 46.
When the movable member 45A of the electromagnetic plunger 45 is set in the retracted position shown by the solid line in FIG. 45
The movable member 45A is not engaged with the engaging portion 47 fixed to the support portion 46 provided inside the left end portion 7B of the engine hood 7. At this time, the engine hood partial rigidity adjusting mechanism 34 controls the engine hood 7 with respect to the left front fender 13 forming the vehicle body 11 under the condition that the engine room opening provided in the vehicle body 11 is closed. The vehicle is in a state of being released from the restraint, and in such a situation, the change of the rigidity of the portion of the vehicle body portion 11 accompanied by the engine hood 7 is not brought about.

On the other hand, the through-hole 48 provided in the support portion 46 is placed at a position facing the tip of the movable member 45A of the electromagnetic plunger 45, and the electromagnetic plunger 45 is placed.
When the movable member 45A of FIG. 3 is set to the forward movement position shown by the alternate long and short dash line in FIG. 3, the tip end of the movable member 45A passes through the through hole 48 provided in the support portion 46 to the left side of the engine hood 7. The movable member 45 </ b> A is provided in the engaging portion 47, reaching a portion deeper than the tapered portion of the bottomed hole 49 provided in the engaging portion 47 fixed to the support portion 46 provided inside the end portion 7 </ b> B. It is inserted into the bottomed hole 49 and brought into a state of being engaged with the engaging portion 47. In such a situation, the engine hood partial rigidity adjustment mechanism 3
4 is a state in which the engine hood 7 is restrained with respect to the left front fender 13 forming the vehicle body portion 11 under the state that the engine room opening provided in the vehicle body portion 11 is closed. In such a situation, the rigidity of the portion of the vehicle body 11 including the engine hood 7 is increased.

The movable member 45 of the electromagnetic plunger 45
When A is engaged with the engaging portion 47, the tip of the movable member 45A is shaped into a spherical shape, and
The bottomed hole 49 provided in the engaging portion 47 is the movable member 45A.
By being connected with a tapered portion to the through hole 48 which has an inner diameter sufficiently larger than the outer diameter of
The movable member 45A can be easily and smoothly inserted into the bottomed hole 49 provided in the engaging portion 47.

The engine hood partial rigidity adjusting mechanism 35 and the rear gate partial rigidity adjusting mechanisms 36 and 37 are also configured similarly to the engine hood partial rigidity adjusting mechanism 34 described above, and correspond to the electromagnetic plunger 45 and the engaging portion 47, respectively. It has an electromagnetic plunger and an engaging portion, and performs the same operation as the engine hood partial rigidity adjustment mechanism 34 and performs the same function as the engine hood partial rigidity adjustment mechanism 34.

A displacement acceleration sensor (G sensor) 55 for detecting the displacement acceleration in the longitudinal direction of the vehicle is mounted inside the front shroud 12 assembled to the vehicle body 11. Such a G sensor 55 is shown in FIG.
As shown in FIG. 5, a pair of piezoelectric elements 58 and 59 that are fixed to a pair of support members 38 inside the front shroud 12 and that are opposed to each other at a predetermined interval in the front-rear direction of the vehicle and exhibit a piezoelectric effect, and a piezoelectric element. The output obtained from the displacement acceleration detection unit 61 and the piezoelectric element 58, which is arranged between the piezoelectric element 58 and the piezoelectric element 59 and includes a weight 60 that is movable in a direction in which the piezoelectric elements 58 and 59 are separated and approached. An output processing unit 62 that performs processing such as amplification of
The output processing unit 63 that performs processing such as amplification of the output obtained from the piezoelectric element 59, and the difference between the output signal SF from the output processing unit 62 and the output signal SR from the output processing unit 63 are obtained, and obtained. The difference output that is detected is the output signal SG
The differential circuit unit 64 is configured to be transmitted as.

Such a G sensor 55 detects the braking state when the vehicle is in the braking state while the vehicle is running, and its operating principle is as follows.

In the G sensor 55, when the vehicle is braked while the vehicle is running, the weight 60 movable between the piezoelectric element 58 and the piezoelectric element 59 arranged in the front-rear direction of the vehicle is provided. In order to continue to move in the traveling direction of the vehicle, that is, the front side of the vehicle body by inertial force, the piezoelectric element 58 on the front side is pressed with a pressing force corresponding to the negative displacement acceleration in the traveling direction of the vehicle. Become. Therefore,
The output obtained from the front piezoelectric element 58 has a level higher than the output obtained from the rear piezoelectric element 59 according to the pressing force of the weight 60 against the piezoelectric element 58. As a result, the output signal SF from the output processing unit 62 has a level higher than that of the output signal SR from the output processing unit 63 according to the pressing force of the weight 60 against the piezoelectric element 58. Differential circuit section 6
The detection output signal SG sent from No. 4 has a level according to the absolute value of the negative displacement acceleration in the traveling direction of the vehicle. In this way, when the vehicle is brought into the braking state during traveling, the G sensor 55 can obtain the detection output signal SG having a level corresponding to the absolute value of the negative displacement acceleration in the traveling direction of the vehicle. The detection output signal SG indicates the braking state when the vehicle is in the braking state during traveling.

Further, for example, inside the dash panel forming the front part of the cabin forming part in the vehicle body 11, the detection output signal SG from the G sensor 55 is received, and the door partial rigidity adjusting mechanism 30 is based on the detection output signal SG. , 3
1, 32 and 33 and engine hood partial rigidity adjusting mechanism 3
4 and 35 and rear gate partial rigidity adjusting mechanisms 36 and 37
And a circuit configuration unit 57 for controlling the electromagnetic plunger in each of the above. Then, the G sensor 55, the circuit configuration portion 57, and the door portion rigidity adjusting mechanism 30, 31, 3
The electromagnetic plungers of the reference numerals 2 and 33, the engine hood partial rigidity adjusting mechanisms 34 and 35, and the rear gate partial rigidity adjusting mechanisms 36 and 37, respectively, are electrically connected as shown in FIG. 5, for example.

Under the electrical connection shown in FIG. 5, the detection output signal SG from the G sensor 55 is supplied to the circuit component 57. The circuit configuration unit 57 includes a control block 6
5 and the drive circuit 66, the control block 65 receives the detection output signal SG from the G sensor 55, forms a control signal CP based on the detection output signal SG, and supplies it to the drive circuit 66 to drive it. When the control signal CP is supplied, the circuit 66 forms a drive signal DP corresponding to the control signal CP and supplies it to the electromagnetic plunger 4 in the door partial rigidity adjusting mechanism 30.
0, the electromagnetic plunger 40 of the door portion rigidity adjusting mechanism 30, which is provided in each of the door portion rigidity adjusting mechanisms 31, 32 and 33.
Corresponding to the electromagnetic plungers 50, 51 and 52, the electromagnetic plunger 45 in the engine hood partial rigidity adjusting mechanism 34, and the engine hood partial rigidity adjusting mechanism 35.
An electromagnetic plunger 53 corresponding to the electromagnetic plunger 45 in the engine hood partial rigidity adjusting mechanism 34, and an electromagnetic plunger 67 corresponding to the electromagnetic plunger 45 in the engine hood partial rigidity adjusting mechanism 34, which are provided in the rear gate partial rigidity adjusting mechanisms 36 and 37, respectively. Supply to each of the 68.

When the drive signal DP is not supplied, the electromagnetic plunger 40 of the door partial rigidity adjusting mechanism 30 causes the movable member 40A to take the retracted position, and the door partial rigidity adjusting mechanism 30 causes the left door 3 to move to the body part of the vehicle body. The left cabin opening provided in 11 is closed, and the left rear fender 21 forming the vehicle body 11 is released from the constraint, and the drive signal DP is When supplied, the movable member 40A is moved to the forward position so that the door partial rigidity adjustment mechanism 30 causes the left door 3 to move.
Is closed with respect to the left rear fender 21 forming the vehicle body 11, while the left cabin opening provided in the vehicle body 11 is closed. Similarly, when the drive signal DP is not supplied, the electromagnetic plunger 50 in the door partial rigidity adjusting mechanism 31 causes the movable member to take the retracted position, and the door partial rigidity adjusting mechanism 31 causes the left door 3 to move to the vehicle body main body part. The left cabin opening provided in 11 is closed, and the left rear fender 21 forming the vehicle body 11 is released from the constraint, and the drive signal DP is When supplied, the movable member is moved to the forward position so that the door partial rigidity adjusting mechanism 31 closes the left door 3 to the left cabin opening provided in the vehicle body 11. The left rear fender 21 forming the vehicle body 11 is restrained.

When the drive signal DP is not supplied, each of the electromagnetic plunger 51 of the door part rigidity adjusting mechanism 32 and the electromagnetic plunger 52 of the door part rigidity adjusting mechanism 33 causes its movable member to take a retracted position.
The door portion rigidity adjusting mechanism 32 or 33 is used for the right door 4.
Is closed from the right cabin opening provided in the vehicle body 11, and is released from the restraint on the right rear fender 22 forming the vehicle body 11. When the drive signal DP is supplied, the movable member is caused to move to the forward position so that the door partial rigidity adjusting mechanism 32 or 33 closes the right door 4 to the right cabin opening provided in the vehicle body 11. The right rear fender 22 that forms the body 11 of the vehicle body
To be in a state of being bound to.

Further, the engine hood partial rigidity adjusting mechanism 3
The electromagnetic plunger 45 in No. 4 causes the movable member 45A to take the retracted position when the drive signal DP is not supplied,
The engine hood partial rigidity adjusting mechanism 34 releases the engine hood 7 from being restrained with respect to the left front fender 13 forming the vehicle body body 11 under the state of closing the engine room opening provided in the vehicle body body 11. The drive signal DP.
Is supplied to the movable member 45A, the engine hood partial rigidity adjusting mechanism 34 causes the engine hood 7 to close the engine room opening provided in the vehicle body 11. In addition, the left front fender 13 forming the vehicle body 11 is restrained.

When the drive signal DP is not supplied, the electromagnetic plunger 53 of the engine hood partial rigidity adjusting mechanism 35 causes the movable member to take the retracted position,
The engine hood partial rigidity adjusting mechanism 35 releases the engine hood 7 from being restrained with respect to the right front fender 14 forming the vehicle body portion 11 under the condition that the engine room opening provided in the vehicle body portion 11 is closed. The drive signal DP.
When the fuel is supplied, the movable position of the engine hood is adjusted so that the engine hood partial rigidity adjusting mechanism 35 closes the engine hood 7 to the engine room opening provided in the vehicle body 11. In addition, the right front fender 14 forming the vehicle body 11 is restrained.

Further, the rear gate portion rigidity adjusting mechanism 36
When the drive signal DP is not supplied to the electromagnetic plunger 67, the rear gate partial rigidity adjusting mechanism 36 causes the movable member to take the retracted position so that the rear gate 9 opens the trunk space opening portion provided in the vehicle body 11. Under the closed condition, the left rear fender 21 forming the vehicle body 11 is released from the restraint, and when the drive signal DP is supplied, the movable member is moved forward. The rear gate partial rigidity adjusting mechanism 36 moves the rear gate 9 to the vehicle body 1 when the position is set.
The left rear fender 2 that forms the vehicle body 11 under the condition that the trunk space opening provided in the vehicle 1 is closed.
It is made to be in a state of being restrained with respect to 1.

The rear gate portion rigidity adjusting mechanism 37
When the drive signal DP is not supplied, the electromagnetic plunger 68 in FIG. 6 causes the movable member to take the retracted position, and the rear gate partial rigidity adjustment mechanism 37 causes the rear gate 9 to open the trunk space opening provided in the vehicle body 11. Under the closed state, the right rear fender 22 forming the vehicle body 11 is released from the constraint, and when the drive signal DP is supplied, the movable member is moved forward. The rear gate partial rigidity adjusting mechanism 37 moves the rear gate 9 to the vehicle body 1 when the position is set.
The right rear fender 2 that forms the vehicle body 11 under the condition that the trunk space opening provided in the vehicle 1 is closed.
It is made to be in a state of being restrained with respect to 2.

Under this condition, the control block 65 in the circuit configuration section 57 controls the detection output signal S from the G sensor 55.
The G level is compared with a preset reference value, and when the level of the detection output signal SG is less than the reference value, the control signal CP is not sent to the drive circuit 66, while
When the level of the detection output signal SG becomes equal to or higher than the reference value, for a predetermined period thereafter, for example, 10 seconds,
Even if the level of the detection output signal SG changes during that time, the control signal CP is sent to the drive circuit 66 regardless of the change. Therefore, once the detection output signal S
When the G level becomes equal to or higher than the reference value, the drive signal DP from the drive circuit 66 is applied to the electromagnetic plunger 4 in the door portion rigidity adjusting mechanisms 30, 31, 32 and 33 for 10 seconds thereafter.
0, 50, 51 and 52, electromagnetic plungers 45 and 5 in the engine hood partial rigidity adjusting mechanisms 34 and 35
3 and the electromagnetic plungers 67 and 68 in the rear gate partial rigidity adjusting mechanisms 36 and 37, respectively.

The reference value with which the level of the detection output signal SG is compared in the control block 65 is when the vehicle is in a braking state which produces a certain degree of negative acceleration while traveling, for example, a negative acceleration of about 0.4 Gal. Is set to the value corresponding to
For example, it corresponds to a state in which the driver of the vehicle feels ambiguous in the braking operation. As a result, the situation in which the level of the detection output signal SG exceeds the reference value means that the vehicle is in a braking state in which a negative acceleration of a certain degree or more, for example, 0.4 Gal or more, is generated while the vehicle is running. become. Therefore, under the control of the control block 65, when the vehicle is brought into a control state of a certain degree or more during traveling, the control block 65 causes the drive circuit 66 to
To the drive circuit 66.
To the electromagnetic plungers 40, 50, 51 and 52 in the door portion rigidity adjusting mechanisms 30, 31, 32 and 33, the electromagnetic plungers 45 and 53 in the engine hood portion rigidity adjusting mechanisms 34 and 35, and the rear gate portion rigidity adjusting mechanisms 36 and 37. Electromagnetic plungers 67 and 6 in
8 is supplied with the drive signal DP, and each of the door part rigidity adjusting mechanisms 30 and 31 closes the left door 3 at the left cabin opening provided in the vehicle body 11. The left rear fender 2 forming the vehicle body 11
Take the state of being bound to 1, and
Each of the door part rigidity adjusting mechanisms 32 and 33 is connected to the right door 4
Is closed with respect to the right rear fender 22 forming the vehicle body 11, while the right cabin opening provided in the vehicle body 11 is closed. Partial rigidity adjustment mechanisms 34 and 3
The left front fender 13 that forms the vehicle body 11 under the condition that the engine hood 7 closes the engine room opening provided in the vehicle body 11.
Alternatively, the state in which it is restrained with respect to the right front fender 14 is taken, and the rear gate partial rigidity adjusting mechanisms 36 and 37 block the rear gate 9 from the trunk space opening provided in the vehicle body 11. Under such a state, the left rear fender 21 or the right rear fender 22 forming the vehicle body 11 is restrained. On the other hand, when the vehicle is not in a controlled state of a certain degree or more while traveling,
The control signal CP is not sent from the control block 65 to the drive circuit 66, so that the drive circuit 66 causes the electromagnetic plungers 40, 50, 51 and 52 in the door partial stiffness adjusting mechanisms 30, 31, 32 and 33, and the engine hood partial stiffness. Electromagnetic plungers 45 and 53 in the adjusting mechanisms 34 and 35, and rear gate partial rigidity adjusting mechanisms 36 and 3
The drive signal DP is not supplied to the electromagnetic plungers 67 and 68 in FIG.

As a result, when the vehicle is brought into a controlled state of a certain degree or more while the vehicle is running, a portion of the vehicle body portion 11 with the left door 3, a portion with the right door 4 and a portion with the engine hood 7 are provided. , And the rigidity of the portion with the rear gate 9 is increased, and the rigidity of the portion with the left door 3 and the rigidity with the portion with the right door 4 are increased, so that the left door 3, the right door 4, and the engine hood 7 are The bending rigidity of the vehicle body 11 including the rear gate 9 and the rear gate 9 is effectively increased, and the rigidity of each of the portion including the engine hood 7 and the portion including the rear gate 9 is increased, whereby the left door 3 , Body 4 with right door 4, engine hood 7 and rear gate 9
The torsional rigidity of 1 is effectively increased. Then, in this way, the torsional rigidity and bending rigidity of the vehicle body portion 11 including the left door 3, the right door 4, the engine hood 7, and the rear gate 9 are effectively increased,
When the vehicle is brought into a controlled state of a certain degree or more while the vehicle is traveling, the driver can obtain good braking operation feeling and road surface feeling. In addition, when the vehicle is not in a controlled state of a certain degree or more while the vehicle is traveling, a part of the vehicle body 11 including the left door 3, a part of the right door 4, and the engine hood 7 are included. The rigidity of each of the parts and the part with the rear gate 9 is not enhanced, and therefore, the vehicle body part 11 with the left door 3, the right door 4, the engine hood 7, and the rear gate 9 is not provided.
There is no change in the torsional and bending stiffness of the. Therefore, the improvement of the torsional rigidity and bending rigidity of the vehicle body 11 together with the left door 3, the right door 4, the engine hood 7, and the rear gate 9 gives priority to a good riding comfort for the vehicle occupant. As a result, the ride comfort for the occupant of the vehicle is maintained well.

A control block 65 for performing the control as described above.
Is, for example, configured by using a microcomputer, and an example of a program executed by the microcomputer configuring the control block 65 in controlling the transmission of the control signal CP is as shown by the flowchart in FIG. It is said that.

In the program shown by the flowchart of FIG. 6, after the start, in step 71, the detection output signal SG from the G sensor 55 is fetched,
In the following step 72, it is determined whether or not the level of the detection output signal SG is less than the reference value SGO.

If the level of the detection output signal SG is equal to or higher than the reference value SGO as a result of the determination in step 72,
In step 73, after starting the operation of the timer, in step 74, the control signal CP is applied to the drive circuit 6
6 and proceeds to step 75. In step 75, it is determined whether or not the measured value TT of the timer is 10 seconds or more. If the measured value TT of the timer is less than 10 seconds, the process returns to step 74 to drive the control signal CP driving circuit 66.
After continuing the transmission to the step, the judgment in step 75 is made again, and when the measured value TT of the timer is 10 seconds or more, in step 76, the operation of the timer is stopped, and then the step Return to 71.

On the other hand, if the result of determination in step 72 is that the level of the detection output signal SG is less than the reference value SGO, the process directly returns to step 71.

In the above example, the G sensor 55 disposed inside the front shroud 12 mounted on the vehicle body 11 indicates the braking state of the vehicle while the vehicle is running.
The braking state is detected by the G sensor 55 while the vehicle is traveling,
It may be configured to be performed based on the state of the braking device mounted on the vehicle, for example, a change in the operating hydraulic pressure in the braking device mounted on the vehicle.

[0040]

As is apparent from the above description, in the variable rigidity vehicle body according to the present invention, when it is detected that a vehicle equipped with the vehicle body is in a predetermined braking state during traveling, Since the rigidity adjusting means is operated to increase the bending rigidity and the torsional rigidity of the vehicle body part including the movable part, when the vehicle is in a predetermined braking state while the vehicle is running, the driver has a good feeling of braking operation and a road surface. The bending rigidity and the torsional rigidity are increased to the extent that a sensation can be obtained, and the vehicle body is not in a predetermined braking state while the vehicle is traveling, and the rigidity of the body of the vehicle body is high. When the vehicle is placed in a running state where the ride comfort of the vehicle is prioritized, the ride comfort of the vehicle body is improved without increasing the bending rigidity and the torsional rigidity of the vehicle body including the movable part. Made to contribute to ensure.

[Brief description of drawings]

FIG. 1 is a perspective view showing a vehicle provided with an example of a variable rigidity vehicle body according to the present invention.

FIG. 2 is a sectional view showing a door partial rigidity adjusting mechanism in an example of a variable rigidity vehicle body according to the present invention.

FIG. 3 is a sectional view showing an engine hood partial rigidity adjusting mechanism in an example of a variable rigidity vehicle body according to the present invention.

FIG. 4 is a configuration diagram provided for explaining a G sensor in an example of a variable rigidity vehicle body according to the present invention.

FIG. 5 is a door partial rigidity adjusting mechanism, an engine hood partial rigidity adjusting mechanism in an example of a variable rigidity vehicle body according to the present invention;
3 is a block connection diagram showing a control system for a rear gate partial rigidity adjusting mechanism. FIG.

FIG. 6 is a flow chart showing an example of a program executed by a microcomputer constituting a control block in an example of a variable rigidity vehicle body according to the present invention in a control operation.

[Explanation of symbols]

 3 Left Door 4 Right Door 7 Engine Hood 9 Rear Gate 11 Body Body 13 Left Front Fender 14 Right Front Fender 21 Left Rear Fender 22 Right Rear Fender 30 Door Part Rigidity Adjustment Mechanism 31 Door Part Rigidity Adjustment Mechanism 32 Door Part Rigidity Adjustment Mechanism 33 Door Part Rigidity adjusting mechanism 34 Engine hood partial rigidity adjusting mechanism 35 Engine hood partial rigidity adjusting mechanism 36 Rear gate partial rigidity adjusting mechanism 37 Door gate partial rigidity adjusting mechanism 40 Electromagnetic plunger 41 Engaging portion 45 Electromagnetic plunger 47 Engaging portion 50 Electromagnetic plunger 51 Electromagnetic plunger 52 Electromagnetic plunger 53 Electromagnetic plunger 55 G sensor 57 Circuit configuration unit 65 Control block 66 Drive circuit 67 Electromagnetic plunger 68 Electromagnetic plunger

Claims (1)

Claim: What is claimed is: 1. A rigidity adjusting means for changing bending rigidity and torsional rigidity of a body part of a vehicle body, the opening adjusting means and a movable part attached to open and close the opening. Detecting means for detecting a braking state of a vehicle having a vehicle body portion, and bending rigidity and torsion of the vehicle body portion with the movable portion in the rigidity adjusting means when a predetermined braking state is detected by the detecting means. A variable-rigidity vehicle body that is configured to include an operation control unit for increasing the respective rigidity.