JPH05681A - Rigidity variable car body - Google Patents

Abstract

PURPOSE:To give a driver a satisfactory ground contact feeling by increasing the torsional rigididity of a car main body when a car body is placed in the turning travelling condition which will generate tortion due to rolling. CONSTITUTION:Engine hood part rigidity adjusting mechanisms 34, 35 and rear gate part rigidity adjusting mechanisms 36, 37 are set selectively to the movable part restraining condition of restraining an engine hood 7 and rear gate 9 to a car body part 11 under the closed state and the movable part opening condition of opening the hood and rear gate from the restraint to the car body part 11 under the closed condifion. Also, when displacement acceleration detected by G sensors 55, 56 exceeds predetermined one, a circuit composing part 57 sets the rigidity adjusting mechanisms 34-37 to the movable part restraining condition to improve the tortioal rigidity of the car body part 11 accompanied by left and rear doors 3, 4, engine hood 7 and rear gate 9, so that a driver can obtain a satisfactory ground contact sense.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has a vehicle body having an opening and a movable part for opening and closing the opening, and the torsional rigidity of the body is changed according to the situation. The present invention relates to 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, a vehicle equipped with a vehicle body whose rigidity is constantly increased is, for example, a small chord caused by unevenness of the road surface. Such a shock is directly transmitted to the occupant, which often causes the occupant to feel uncomfortable. That is, while the vehicle is traveling, the torsional rigidity of the vehicle body is high so that the driver can obtain a good feeling of touching the ground, for example, during turning of the vehicle in which twisting of the vehicle body occurs due to rolling. There are various states such as a state in which the vehicle is desired to be driven or a case where the vehicle is traveling on a flat straight road, in which priority is given to the ride comfort for the occupant due to the high rigidity of the vehicle body. In addition, under the condition that the rigidity of the vehicle body is always increased when the vehicle is in a running state, it is a priority that the comfort of the occupant is improved rather than the rigidity of the vehicle body is increased. Even in the case, 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 traveling state and the rigidity of the vehicle body is increased, if the door is merely restrained with respect to the center pillar, for example, the vehicle body is twisted due to rolling. It may be difficult to increase the torsional rigidity of the vehicle body to such an extent that the driver can obtain a good feeling of touching the ground when the vehicle is turning.

In view of such a point, the present invention provides the torsional rigidity to such an extent that the driver can obtain a good ground contact feeling when the vehicle is in a turning traveling state in which the vehicle body is twisted due to rolling. When the vehicle is not in a turning traveling state and the vehicle body is placed in a traveling state in which priority is given to the ride comfort being high due to the high rigidity of the vehicle body, the rigidity is not increased and the rider is good. An object of the present invention is to provide a variable rigidity vehicle body that contributes to ensuring riding comfort.

[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 torsional rigidity of the vehicle body, the detecting means for detecting the displacement acceleration around the roll axis in the body portion of the vehicle body, and the operation controlling means for the rigidity adjusting means are provided, and the operation controlling means is detected by the detecting means. When the displacement acceleration is equal to or higher than a predetermined value, the rigidity adjusting means is configured to increase the torsional rigidity of the vehicle body part including the movable part.

[0008]

In the variable rigidity vehicle body according to the present invention constructed as described above, the turning traveling state of the vehicle equipped with the vehicle body is detected based on the displacement acceleration about the roll axis in the vehicle body. When the displacement acceleration detected by the detecting means for detecting the displacement acceleration around the roll axis is equal to or greater than a predetermined value, that is, when the vehicle is in a turning traveling state in which the vehicle body is twisted due to rolling, the rigidity is increased. The adjusting means enhances the torsional rigidity of the vehicle body part including the movable part. Thereby,
When the vehicle is in a turning traveling state, the torsional rigidity is increased to the extent that the driver can obtain a good feeling of touching the ground, and the vehicle is not in a turning traveling state and the rigidity of the vehicle body is high. When the vehicle is placed in a traveling state in which the ride comfort is prioritized, the rigidity of the vehicle body body including the movable portion is not increased, which contributes to ensuring a good ride comfort for the occupant.

[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.

The inside of the side sill 38 located below the left cabin opening of the vehicle body 11 and the inside of the side sill 39 below the right cabin opening of the vehicle body 11 are respectively separated from each other. Displacement acceleration sensor (G sensor) that detects displacement acceleration in the vertical direction
55 and 56 are attached. These G sensors 5
Each of 5 and 56 is fixed to a side sill 38 or 39, for example, as shown in FIG. 4, and a pair of piezoelectric elements 58 and 59 exhibiting a piezo effect, which are opposed to each other at a predetermined interval in the vertical direction, Piezoelectric element 58 and piezoelectric element 5
9, a displacement acceleration detection unit 61 including a weight 60 that is movable in a direction in which the piezoelectric elements 58 and 59 are spaced apart from and approaching the piezoelectric elements 58 and 59. An output processing unit 62 that performs processing, an output processing unit 63 that performs processing such as amplification of the output obtained from the piezoelectric element 59, an output signal SU from the output processing unit 62, and an output signal SD from the output processing unit 63. Difference is obtained, and the difference output obtained thereby is detected output signal SGL
Alternatively, it is configured to include a differential circuit section 64 for sending out as SGR.

In such G sensors 55 and 56, the side sills 38 and 39 of the vehicle body 11 are caused by rolling of the vehicle as shown in FIG. 5 when the vehicle is turning. When the side sill 38 and the side sill 39 are displaced in the opposite directions such that the side sill 38 is rotated upwards and the side sill 39 is displaced downwards in the rotation about the roll axis of the vehicle body 11, the displacement of the vehicle body 11 about the roll axis is performed. The acceleration is detected, and the operating principle is as follows.

In the G sensor 55 or 56, when the side sill 38 or 39 is displaced upward, the pair of piezoelectric elements 58 and 59 in the displacement acceleration detector 61 are also displaced upward, whereby the relative sill 38 or 39 is relatively displaced. By the way
The piezoelectric element 59 on the lower side is pressed by the weight 60 with a pressing force corresponding to the upward displacement acceleration of the side sill 38 or 39. Therefore, the output obtained from the piezoelectric element 59 on the lower side is greater than the output obtained from the piezoelectric element 58 on the upper side by the weight 60 with respect to the piezoelectric element 59.
It has a level that is made large according to the pressing force of. As a result, the output signal SD from the output processing unit 63 has a higher level than the output signal SU from the output processing unit 62 in accordance with the pressing force of the weight 60 against the piezoelectric element 59. The detection output signal SGL or SGR sent from the differential circuit section 64 has a negative level according to the acceleration of the upward displacement of the side sill 38 or 39, for example.

Further, when the side sill 38 or 39 is displaced downward, the displacement acceleration detecting section 6 is accompanied by it.
The pair of piezoelectric elements 58 and 59 in No. 1 are also displaced downward, whereby the upper piezoelectric element 58 is relatively pressed by the weight 60 with a pressing force corresponding to the downward displacement acceleration of the side sill 38 or 39. Will be. Therefore, the output obtained from the upper piezoelectric element 58 has a level higher than the output obtained from the lower piezoelectric element 59 according to the pressing force of the weight 60 against the piezoelectric element 58. As a result, the output signal SU from the output processing unit 62 has a level higher than that of the output signal SD from the output processing unit 63 according to the pressing force of the weight 60 against the piezoelectric element 58.
The detection output signal SGL or SGR sent from the differential circuit unit 64 has a positive level corresponding to the downward displacement acceleration of the side sill 38 or 39, for example.

In this way, the G sensor 55 or 5
From FIG. 6, when the side sill 38 or 39 is displaced upward, the detection output signal SGL or SGR having a negative level according to the acceleration of the upward displacement is obtained,
Further, when the side sill 38 or 39 is displaced downward, the detection output signal SGL or SGR having a positive level corresponding to the acceleration of the downward displacement is obtained. Therefore, for example, the vehicle is in the turning traveling state, and as shown in FIG. 5, the vehicle body is in the rolling state, so that the side sills 38 and 39 of the vehicle body portion 11 move around the roll axis line in the vehicle body portion 11. Causing rotation,
The side sill 38 is displaced upward and the side sill 3 is moved.
When 9 is displaced downward, the G sensor 55 obtains a detection output signal SGL having a negative level according to the acceleration of the upward displacement of the side sill 38, and the G sensor 56 informs the downward displacement of the side sill 39. The detection output signal SGR having a positive level corresponding to the acceleration is obtained, and the detection output signals SGL and SGR represent the displacement acceleration about the roll axis of the vehicle body 11.

Further, for example, inside the dash panel forming the front portion of the cabin forming portion in the vehicle body portion 11, the detection output signals SGL and SGR from the G sensors 55 and 56 are received, and the door is based on them. A circuit configuration unit 57 for controlling the electromagnetic plungers of the partial rigidity adjusting mechanisms 30, 31, 32 and 33, the engine hood partial rigidity adjusting mechanisms 34 and 35, and the rear gate partial rigidity adjusting mechanisms 36 and 37 is provided. And
Electromagnetic plungers in the G sensors 55 and 56, the circuit configuration part 57, and the door part rigidity adjusting mechanisms 30, 31, 32 and 33, the engine hood part rigidity adjusting mechanisms 34 and 35, and the rear gate part rigidity adjusting mechanisms 36 and 37, respectively. Are electrically connected, for example, as shown in FIG.

Under the electrical connection shown in FIG. 6, the detection output signal SGL from the G sensor 55 and the detection output signal SGR from the G sensor 56 are supplied to the circuit component 57. The circuit configuration unit 57 includes a control block 65 and a drive circuit 66, and the control block 65 is the G sensor 55.
Receiving the detection output signal SGL from the G sensor 56 and the detection output signal SGR from the G sensor 56, the control block 65 forms a control signal CP based on the detection output signals SGL and SGR and supplies it to the drive circuit 66 for driving. When the control signal CP is supplied, the circuit 66 receives the drive signal DP corresponding to the control signal CP.
And the electromagnetic plunger 40 and the door portion rigidity adjusting mechanisms 31, 32 in the door portion rigidity adjusting mechanism 30.
And 33, respectively, corresponding to the electromagnetic plunger 40 of the door portion rigidity adjusting mechanism 30, the electromagnetic plungers 50 and 51.
And 52, the electromagnetic plunger 45 of the engine hood partial rigidity adjusting mechanism 34, and the engine hood partial rigidity adjusting mechanism 34 included in the engine hood partial rigidity adjusting mechanism 35.
The electromagnetic plunger 53 corresponding to the electromagnetic plunger 45 in FIG.
The electromagnetic plunger 6 corresponding to the electromagnetic plunger 45 in the engine hood partial rigidity adjusting mechanism 34
7 and 68 respectively.

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 in the door part rigidity adjusting mechanism 32 and the electromagnetic plunger 52 in the door part rigidity adjusting mechanism 33 causes its movable member to take the 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 part 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 absolute value of the difference (level difference) between GL and the detection output signal SGR from the G sensor 55 is obtained. This detection output signal SG
The absolute value of the difference between L and the detection output signal SGR depends on the displacement acceleration around the roll axis of the vehicle body 11,
The larger the displacement acceleration of the vehicle body 11 around the roll axis, the larger the value. Therefore, the detection output signal SGL
When the absolute value of the difference between the detection output signal SGR and the detection output signal SGR is greater than or equal to a predetermined value, the vehicle is in the turning traveling state and the vehicle body is in the rolling state. The control block 65 then determines the detected output signal SGL and the detected output signal SG
The absolute value of the difference from R is compared with a preset reference value,
When the absolute value of the difference between the detection output signal SGL and the detection output signal SGR is less than the reference value, the control signal CP is not sent to the drive circuit 66, while the detection output signal SG is not sent.
When the absolute value of the difference between L and the detection output signal SGR becomes equal to or more than the reference value, the absolute value of the difference between the detection output signal SGL and the detection output signal SGR during that period is set for a predetermined period, for example, 10 seconds thereafter. Even if there is a change, the control signal CP is sent to the drive circuit 66 regardless of the change. Therefore, once the absolute value of the difference between the detection output signal SGL and the detection output signal SGR becomes equal to or greater than the reference value,
Then, for 10 seconds, the drive signal DP from the drive circuit 66 is
Electromagnetic plungers 40, 50, 51 and 52 in the door part rigidity adjusting mechanisms 30, 31, 32 and 33, electromagnetic plungers 45 and 53 in the engine hood part rigidity adjusting mechanisms 34 and 35, and rear gate part rigidity adjusting mechanisms 36 and 37. It is supplied to each of the electromagnetic plungers 67 and 68.

In the control block 65, the reference value with which the absolute value of the difference between the detection output signal SGL and the detection output signal SGR is compared is, when the vehicle is in a turning traveling state to some extent,
The value is set to a value corresponding to when the vehicle body is in a rolling state, and corresponds to a state in which, for example, the steering characteristic of the vehicle has an understeering tendency of a predetermined magnitude or more. As a result, the situation in which the absolute value of the difference between the detection output signal SGL and the detection output signal SGR is equal to or larger than the reference value is a state in which the vehicle is in a turning traveling state above a certain level and the vehicle body is rolling. It will be. Therefore, under the control of the control block 65, when the vehicle is in a turning traveling state above a certain level and the vehicle body is in a rolling state, the control block 65 sends the control signal CP to the drive circuit 66, The drive circuit 66 allows the door portion rigidity adjusting mechanism 30, 31, 32 and 3
3, the electromagnetic plungers 40, 50, 51 and 52,
The drive signal DP is supplied to the electromagnetic plungers 45 and 53 in the engine hood partial rigidity adjusting mechanisms 34 and 35, and the electromagnetic plungers 67 and 68 in the rear gate partial rigidity adjusting mechanisms 36 and 37, respectively, and the door partial rigidity adjusting mechanism 30 is supplied. And 31 respectively restrain the left door 3 with respect to the left rear fender 21 forming the vehicle body portion 11 under the condition that the left cabin opening provided in the vehicle body portion 11 is closed. The vehicle body main body portion 11 is formed in a state in which the door portion rigidity adjustment mechanisms 32 and 33 close the right door 4 and the right cabin opening provided in the vehicle body body portion 11 while the state is established. The right rear fender 22 is in a state of being restrained, and the engine hood partial rigidity adjusting mechanisms 34 and 35 are respectively The Jinfuddo 7, under the condition for closing the engine compartment opening provided in the vehicle body 11, left front fender 13 forming the body main 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 the turning traveling state beyond a certain level and the vehicle body is not in the rolling state, the control signal CP is sent from the control block 65 to the drive circuit 66.
Is not delivered, so that the drive circuit 66 causes the electromagnetic plungers 40, 50, 51 and 52 in the door partial rigidity adjusting mechanisms 30, 31, 32 and 33, and the electromagnetic plunger 4 in the engine hood partial rigidity adjusting mechanisms 34 and 35.
5 and 53, and the drive signals DP are not supplied to the electromagnetic plungers 67 and 68 in the rear gate partial rigidity adjusting mechanisms 36 and 37, respectively.

As a result, when the vehicle is turning more than a certain extent and the vehicle body is in the rolling state, the portion of the vehicle body 11 with the left door 3, the portion with the right door 4, the engine, and the like. The rigidity of each of the portion with the hood 7 and the portion with the rear gate 9 is increased, and the torsional rigidity of the vehicle body 11 including the left door 3, the right door 4, the engine hood 7, and the rear gate 9 is effectively increased. Will be Then, in this way, the left door 3, the right door 4, the engine hood 7, and the rear gate 9
Since the torsional rigidity of the vehicle body 11 is effectively increased, the vehicle is in a turning traveling state to a certain extent or more, the vehicle body is in a rolling state, and the rolling causes twisting of the vehicle body. In, the driver can obtain a good ground contact feeling. Further, when the vehicle is not in a turning state for a certain degree or more and the vehicle body is not in the rolling state, 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. , And the rigidity of the parts including the rear gate 9 is not increased, and therefore, the torsional rigidity of the vehicle body 11 including the left door 3, the right door 4, the engine hood 7, and the rear gate 9 is not changed. Therefore, the improvement of the torsional rigidity of the vehicle body 11 including the left door 3, the right door 4, the engine hood 7, and the rear gate 9 is prioritized for a good ride comfort for the vehicle occupant. The ride comfort for the passengers is maintained.

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 at that time in controlling the sending 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. 7, after the start, in step 71, the detection output signal SGL from the G sensor 55 and the detection output signal SGR from the G sensor 56 are fetched, and in the subsequent step 72, the detection output The absolute value | SG | of the difference between the signal SGL and the detection output signal SGR is obtained. Next, in step 73, it is determined whether or not the absolute value | SG | of the difference obtained in step 72 is less than the reference value SGO.

If the absolute value of the difference | SG | is greater than or equal to the reference value SGO as a result of the determination in step 73, the timer is started in step 74, and then the control signal CP in step 75. Is sent to the drive circuit 66, and the process proceeds to step 76. In step 76, 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 75 and the control signal CP is sent to the drive circuit 66. After continuing the sending, the judgment in step 76 is made again, and when the measured value TT of the timer becomes 10 seconds or more, in step 77, the operation of the timer is stopped, and then the step 71 is performed. Return.

On the other hand, when the absolute value of the difference | SG | is less than the reference value SGO as a result of the determination in step 73,
The process directly returns to step 71.

In the above example, the rear end portion 3A of the left door 3 and the left rear fender 21 are connected to each other with respect to the vehicle body 11 including the left and right doors 3 and 4, the engine hood 7, the rear gate 9 and the like. The door portion rigidity adjusting mechanisms 30, 31 are respectively provided in the upper side portion and the lower side portion in the facing portion, and in the upper side portion and the lower side portion in the mutual facing portion of the rear end portion 4A of the right door 4 and the right rear fender 22. , 32
And 33 are arranged, and the left side end 7B of the engine hood 7 and the left front fender 13 are opposed to each other at the front side, and the right side end 7C of the engine hood 7 and the right front fender 14 are arranged. Engine hood partial rigidity adjusting mechanisms 34 and 35 are respectively arranged at the front side portions of the mutually opposing portions of the above, and further, the rear side portions of the mutually opposing portions of the left end portion 9B of the rear gate 9 and the left rear fender 21. , And the rear gate partial rigidity adjusting mechanism 3 at the rear side portions in the mutually opposing portions of the right end portion 9C of the rear gate 9 and the right rear fender 22.
6 and 37 are provided, but the vehicle body 1 including the left and right doors 3 and 4, the engine hood 7, the rear gate 9 and the like
From the viewpoint of increasing the torsional rigidity of No. 1, the contribution of the door part rigidity adjusting mechanisms 30, 31, 32 and 33 is relatively small, so these are omitted and the engine hood part rigidity adjusting mechanisms 34 and 35 and the rear gate part rigidity are omitted. The adjustment mechanisms 36 and 37 can also improve the required torsional rigidity of the vehicle body 11 including the left and right doors 3 and 4, the engine hood 7, the rear gate 9, and the like.

[0042]

As is clear from the above description, in the variable rigidity vehicle body according to the present invention, the turning traveling state of the vehicle equipped with the vehicle body is determined based on the displacement acceleration around the roll axis in the vehicle body portion. When the displacement acceleration detected and detected by the detecting means for detecting the displacement acceleration around the roll axis exceeds a predetermined value, that is, when the vehicle is placed in a turning traveling state in which the vehicle body is twisted due to rolling. Since the rigidity adjusting means is operated to increase the torsional rigidity of the vehicle body including the movable part, when the vehicle is in a turning traveling state, the torsional force is adjusted to such an extent that the driver can obtain a good ground contact feeling. Rigidity is increased, and the vehicle is not in a turning state, and the rigidity of the vehicle body is high, which makes the rider comfortable to ride. When it is placed in the running state, without the rigidity of the vehicle body section is increased accompanied by the movable portion, and contributes to good ride of securing for the occupant.

[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 front view showing a turning traveling state of a vehicle provided with an example of the variable rigidity body according to the present invention.

FIG. 6 is a block connection diagram showing a control system for a door partial rigidity adjusting mechanism, an engine hood partial rigidity adjusting mechanism, and a rear gate partial rigidity adjusting mechanism in an example of the variable rigidity vehicle body according to the present invention.

FIG. 7 is a flowchart 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 Rear 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 56 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 a torsional rigidity of a vehicle body main body, which includes an opening and a movable portion attached to open and close the opening, and the vehicle body main body. Detecting means for detecting the displacement acceleration about the roll axis line in the above, and a state in which when the displacement acceleration detected by the detecting means is more than a predetermined value, the rigidity adjusting means includes the movable part to increase the torsional rigidity of the vehicle body part. A variable rigidity vehicle body including: