JP2015077819A - Reinforcing structure of vehicle spring house - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve vehicle body rigidity and stress dispersibility while reducing vehicle body weight in a reinforcing structure of a vehicle spring house.SOLUTION: The reinforcing structure of a spring house 5 is disposed at the vehicle width direction outside of a side member extending in the vehicle longitudinal direction so as to support a suspension of a vehicle. In the reinforcing structure, a top face bracket 4 is provided on a top face of the spring house 5 so as to fix an upper section of the suspension. A side face panel 3 forming a side face of the spring house 5 is extended downward from a peripheral edge of the top face bracket 4 and is connected to the side member. A first bead 1 is provided as a string-like projection reinforcing the side face panel 3 and is vertically extended on the side face panel 3. Further, a second bead 2 is provided as a string-like projection dispersing stress transmitted via the first bead 1 and is branched and formed from the first bead 1 on the side face panel 3.

Description

  The present invention relates to a spring house reinforcement structure related to reinforcement of a spring house on which a vehicle suspension is supported.

A spring house (suspension tower, spring support) for supporting a load transmitted from the coil spring is provided at a connection point between the vehicle body and the upper part of the suspension. A typical spring house is formed in a container shape that houses a coil spring inside, and is fixed to a side member or an upper frame of a vehicle body.
Since the load and vibration transmitted from the suspension are input to the spring house, high rigidity and high strength are required. When the rigidity and strength are insufficient, the support point of the suspension with respect to the vehicle body changes, and the steering stability of the vehicle can be lowered. Further, the film vibration on the side surface of the spring house tends to deteriorate the coating film on the member surface, and the vibration noise performance is lowered.

  For such a problem, it has been proposed to apply a reinforcing structure to the spring house. For example, a technique is known in which a plurality of beads extending in the vertical direction are formed in parallel on the side surface of a spring house to improve the rigidity and strength of the spring house (see Patent Document 1). Also known are a technique for securing rigidity by raising a part of the side surface of the spring house in a hill shape, and a technique for forming a closed section that is continuous in the vertical direction by fixing a reinforcing member to the side surface of the spring house. (See Patent Documents 2 and 3). By applying such a structure to the spring house, the rigidity of the side surface of the spring house is improved, and for example, vibration transmitted from the suspension to the vehicle body side is suppressed.

Japanese Utility Model Publication No.59-190679 Japanese Utility Model Publication No.54-160708 JP 2010-167949 A

  However, in the conventional structure as described above, the stress concentrates around the reinforcing structure (bead, reinforcing member) as the rigidity of the spring house is increased. For this reason, the member is likely to be deformed or broken near the boundary between the spring house and the reinforcing structure, and the plate thickness cannot be reduced. Further, local stress concentration is likely to occur at the joint portion between the spring house and the vehicle body due to the reinforcing structure, and the joint portion may be peeled off or broken.

  On the other hand, in order to alleviate such stress concentration, it is conceivable to dispose a large number of conventional reinforcing structures dispersed on the side surface of the spring house. However, even in this case, local stress concentration cannot be avoided if the distribution of stress acting on each reinforcing structure is not uniform. As described above, in the conventional spring house reinforcing structure, there is a problem that it is difficult to achieve both improvement in vehicle body rigidity and improvement in stress dispersion.

  In addition, when a large number of conventional reinforcing structures are provided on the side surface of the spring house, the number of members related to the reinforcing structure increases, resulting in an increase in manufacturing cost and an increase in vehicle body weight. That is, the conventional spring house reinforcement structure also has a problem that it is difficult to achieve both improvement in vehicle body rigidity and reduction in vehicle body weight.

  One of the objects of the present invention was created in view of the above-described problems, and can reduce the weight of the vehicle body and improve the vehicle body rigidity and stress dispersibility. It is to provide a reinforcing structure. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

  (1) The vehicle spring house reinforcement structure disclosed herein is a spring house reinforcement structure that is disposed on the vehicle width direction outer side of a side member that extends in the vehicle front-rear direction and supports a vehicle suspension. The reinforcing structure includes an upper surface bracket that forms an upper surface of the spring house and to which an upper portion of the suspension is fixed. In addition, a side panel is provided that extends downward from the periphery of the upper surface bracket to form a side surface of the spring house and is connected to the side member.

Furthermore, as a string-like protrusion that reinforces the side panel, a string-like protrusion that includes a first bead extending in the vertical direction on the side panel and that disperses the stress transmitted through the first bead. A second bead branched from the first bead on the side panel is provided as a protrusion.
The first bead and the second bead can be formed on the surface of the side panel by, for example, pressing with a mold.

(2) It is preferable that said 1st bead extends along the ridgeline formed in the said side panel.
For example, it is preferable that the first beads are arranged so as to be arranged in parallel (parallel, parallel) with respect to the ridgeline of the panel.

(3) It is preferable that the said side panel has a plane part joined to the said side member while it is formed in the planar shape extended in the vehicle front-back direction along the said side member. In this case, it is preferable that said 1st bead extends along the ridgeline before and behind the said plane part on the said plane part.
As a result, two end sides sandwiching the plane portion from the vehicle front-rear direction are reinforced by the first bead.

(4) It is preferable that the ridgeline of the side panel is provided to be inclined in the vehicle front-rear direction, and the first bead is provided to be inclined in the vehicle front-rear direction along the ridgeline. In this case, it is preferable that the second bead is branched from the first bead substantially vertically downward.
In addition, when providing a pair of said 1st bead, it is preferable to set it as the arrangement | positioning which spreads outward (a cross-sectional arrangement | positioning in side view) so that the space | interval of a pair of said 1st bead may spread toward the downward direction.

(5) Moreover, it is preferable that the upper end of said 1st bead is provided so that it may wrap in an up-down direction with respect to the welding point of the said side panel and the said upper surface bracket.
For example, it is preferable that the shape and arrangement of the first bead are set so that the upper end of the first bead is positioned above the welding point between the side panel and the upper surface bracket. Furthermore, it is preferable that the upper end of the first bead is provided so as to reach the upper end side of the side panel.

(6) Furthermore, it is preferable that a lower end of the second bead is provided so as to wrap in a vertical direction with respect to a welding point between the side panel and the side member.
For example, it is preferable that the shape and arrangement of the second bead are set so that the lower end of the second bead is positioned below the welding point between the side panel and the side member. Furthermore, it is preferable that the lower end of the second bead is provided so as to reach the lower end side of the side panel.

(7) It is preferable that the first bead is formed in a convex cross-sectional shape protruding toward the vehicle inner side (vehicle width direction inner side). In this case, it is preferable that the second bead is formed in a convex cross-sectional shape protruding toward the vehicle outer side (vehicle width direction outer side).
(8) The second bead is preferably formed as a narrower and shallower bead than the first bead. That is, it is preferable that the thickness and depth of the second bead are smaller than the thickness and depth of the first bead.

(9) Moreover, it is preferable that the upper end of the first bead is provided so as to reach the upper end side of the side panel.
In this case, the depth of the first bead is preferably set to be shallow at the upper end, and the thickness of the first bead is preferably set to be narrow at the upper end. By setting these dimensions, the workability of the waterproof seal at the upper end side of the side panel is improved.

(10) Moreover, it is preferable that the lower end of the second bead is provided so as to reach the lower end side of the side panel.
In this case, the depth of the second bead is preferably set to be shallow at the lower end, and the thickness of the second bead is preferably set to be narrow at the lower end. By setting these dimensions, the workability of the waterproof seal at the lower end side of the side panel is improved.

  According to the disclosed structure for reinforcing a spring house of a vehicle, the first bead is provided on the side panel, and the second bead branched from the first bead is provided, so that the first bead and the side member are adjacent to each other. Stress concentration can be suppressed. Thereby, peeling and fracture of the welded portion between the spring house and the vehicle body can be suppressed. In addition, since the rigidity of the side panel is improved by providing two types of beads, it is possible to suppress the membrane vibration of the side panel, to improve the steering stability of the vehicle, and to apply the side panel. Film cracking can be prevented.

  The first bead and the second bead are reinforcing structures having a shape protruding in a string shape from the surface of the side panel. Therefore, the rigidity of the spring house can be increased without significantly increasing the weight of the side panel, and the rigidity of the vehicle body can be improved while reducing the weight of the vehicle body. Further, in this reinforcing structure, the first bead bears the reinforcing function of the side panel, and the second bead bears the stress distribution function. By such role sharing, the size (width, depth) of each bead can be reduced, and the effect of reducing the weight of the vehicle body can be enhanced.

It is a perspective view which illustrates the vehicle body structure of the vehicle to which the reinforcement structure of the spring house which concerns on one Embodiment was applied. It is a perspective view which shows the spring house of the vehicle of FIG. It is a longitudinal cross-sectional view of the spring house shown in FIG. It is the side view which looked at the spring house shown in FIG. 2 from the vehicle inner side. It is a perspective view which shows the side panel of the spring house shown in FIG. (A)-(E) are sectional drawings of the spring house shown in FIG. 2, (F) is a perspective view for demonstrating the cutting position of (A)-(E).

  With reference to drawings, the reinforcement structure of the spring house of the vehicle as embodiment is demonstrated. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. Body structure]
The spring house reinforcement structure of this embodiment is applied to the vehicle body 10 shown in FIG. A pair of left and right side members 6 is disposed on the front side of the vehicle body of the body 10. The side member 6 is a structural member that supports a space below the hood (for example, a hood chamber used as an engine room) from the lower surface side, and is formed as a sub-frame of a monocoque body, for example. The pair of side members 6 are spaced apart from each other in the left-right direction (vehicle width direction) and extend in the vehicle front-rear direction (vehicle length direction).

  Upper frames 7 are arranged on the vehicle upper side than the respective side members 6. The pair of left and right upper frames 7 are, for example, sub-frames of a monocoque body to which the upper part of the fender panel 8 is fixed. From the front pillar toward the front of the vehicle at a position outside the side member 6 in the vehicle width direction (vehicle outer side). It is extended.

  Each of the side members 6 and the upper frame 7 has a hollow cylindrical shape with a closed cross section. For example, as shown in FIGS. 2 and 3, a closed cross-sectional shape is formed by combining two members. Of the two members constituting the side member 6, the outer side member 6A is disposed on the vehicle outer side, and the inner side member 6B is disposed on the vehicle width direction inner side (vehicle inner side). Similarly, the two members constituting the upper frame 7 are an outer upper frame 7A on the vehicle outer side and an inner upper frame 7B on the vehicle inner side.

  As shown in FIG. 1, the vehicle compartment and the bonnet compartment are partitioned by a dash panel 9 in the vehicle front-rear direction. Further, spring houses 5 for supporting the upper portion of the front suspension (specifically, the upper end portion of the shock absorber 13) on the body 10 are provided at both ends in the vehicle width direction in front of the dash panel 9. As shown in FIG. 3, the spring house 5 is a portion formed in a container shape for accommodating the shock absorber 13 and the coil spring 12 on the inside, and is joined to each of the side member 6 and the upper frame 7. .

  As shown in FIG. 2, the spring house 5 is joined to the upper member 4 that forms the upper surface of the spring house 5 and is joined to the upper frame 7 and the side member 6 that forms the side surface of the spring house 5. It is composed of side panels 3.

  The upper surface bracket 4 (spring house bracket) is a lid-like member that supports the upper end portion of the shock absorber 13, and the upper surface of the spring house 5 is entirely covered by the upper surface bracket 4. As shown in FIG. 3, the upper end portion of the shock absorber 13 is fixed to the upper surface bracket 4 via a bush, for example, in a state of passing through the upper surface bracket 4. The upper bracket 4 is welded and joined to the inner upper frame 7B of the upper frame 7 at the outer edge in the vehicle width direction.

  The side panel 3 (spring house panel) is a member that extends downward from the periphery of the upper surface bracket 4 to form the entire side surface of the spring house 5, and is disposed so as to surround the coil spring 12 below the upper surface bracket 4. Is done. The overall shape of the side panel 3 can be similar to a shape obtained by bending a face material into a U-shape. The upper side 3 </ b> A of the side panel 3 is welded to the periphery of the upper surface bracket 4, and the lower end 3 </ b> B of the side panel 3 is welded to the outer side member 6 </ b> A of the side member 6. Therefore, the side panel 3 is provided so as to connect the upper surface bracket 4 and the side member 6.

  The spring house reinforcement structure of the present embodiment suppresses membrane vibration by improving the rigidity of the side panel 3 with respect to the vertical input of the suspension (coil spring 12, shock absorber 13), and suppresses vibration transmitted to the side member 6. To function. The spring house reinforcing structure not only improves the rigidity of the side panel 3 but also improves the dispersibility of the stress transmitted to the side member 6, thereby joining the side panel 3 and the side member 6 due to stress concentration. It functions to suppress delamination and breakage (weld delamination and weld breakage). Hereinafter, this reinforcing structure will be described in detail.

[2. Spring house reinforcement structure]
As shown in FIG. 4, a panel plane formed in a substantially planar shape along the longitudinal direction (vehicle longitudinal direction) of the side member 6 at a portion facing the vehicle width direction inner side (vehicle inner side) of the side panel 3. Part 3C (planar part) is provided. The panel flat part 3C is surrounded by the upper and lower sides 3A and 3B of the side panel 3 in the vertical direction and is sandwiched between the two ridge lines 3D and 3E extending in the vehicle vertical direction from the vehicle longitudinal direction. It is. In the present embodiment, these ridgelines 3D and 3E are slightly curved toward the center of the panel flat surface portion 3C so that the middle of the ridgelines 3D and 3E is avoided in order to avoid components (master back, battery, etc.) in the bonnet chamber.

Of the two ridge lines 3D and 3E, the ridge line 3D provided on the vehicle front side of the panel flat surface portion 3C is formed in a slightly tilted direction so that the upper end is located behind the lower end of the vehicle. On the other hand, the ridgeline 3E provided on the vehicle rear side of the panel flat portion 3C is formed in a slightly forward tilted direction so that the upper end is located in front of the vehicle rather than the lower end. That is, as shown in FIG. 4, the two ridge lines 3D and 3E are arranged so as to draw a “C” in a side view. Therefore, the panel flat portion 3C becomes a divergent shape in side view, the width W ₁ of the panel flat portion 3C of the upper end edge 3A is smaller than the width W ₂ of the panel flat portion 3C of the lower end edge 3B.

  A pair of first beads 14 and 15 (stiffness improving beads) and a plurality of second beads 2 (stress distribution beads) are provided on the panel flat surface portion 3C. The first beads 14 and 15 are beads for improving the rigidity of the side panel 3, and the second bead 2 is a bead for dispersing stress. A bead here means the protrusion (namely, string-shaped protrusion) formed by connecting the protrusion part which protruded in the plate | board thickness direction from the surface of the face material in string shape.

[2-1. First bead]
The first beads 14 and 15 are beads that reinforce the side panel 3, and extend in the vertical direction from the upper end side 3 </ b> A of the side panel 3 toward the lower end side 3 </ b> B. The stress input to the side panel 3 from the upper surface bracket 4 side is mainly borne by the first beads 14 and 15 and the peripheral portion thereof, and is transmitted to the side member 6 via the panel plane portion 3C.

  The first beads 14 and 15 extend along the ridgelines 3D and 3E in the vicinity of the ridgelines 3D and 3E before and after the panel flat surface portion 3C. The first bead 14 provided on the front side of the vehicle among the first beads 14 and 15 is disposed substantially parallel to the ridge line 3D on the front side of the vehicle, and the first bead 15 on the rear side of the vehicle is substantially parallel to the ridge line 3E. Be placed. As a result, the two end sides sandwiching the panel plane portion 3C from the vehicle front-rear direction are reinforced by the first beads 14 and 15, and the rigidity of the entire panel plane portion 3C sandwiched between the first beads 14 and 15 is increased. improves. Hereinafter, when the pair of first beads 14 and 15 are not distinguished, they are simply referred to as the first bead 1.

The cross-sectional shape of the first bead 1 is a convex cross-sectional shape that protrudes toward the inside of the vehicle, as shown in FIGS. In other words, the first bead 1 has a shape that protrudes toward the hood chamber side of the vehicle (a groove shape that is recessed when viewed from the coil spring 12 side of the suspension). As a result, as shown in FIG. 3, the first bead 1 protrudes toward the opposite side of the upper surface bracket 4 across the side panel 3, and interference between the first bead 1 and the periphery of the upper surface bracket 4. Is prevented, and the surface contact of the welded portion is ensured. The thickness T ₁ and the depth D ₁ of the first bead 1 are several times the plate thickness of the side panel 3 (for example, about 2 to 10 times) as shown in FIGS. 6B and 6E, for example. Set to

As shown in FIG. 5, the upper end 1 </ b> A of the first bead 1 is provided so as to wrap in the vertical direction with respect to the welding point between the side panel 3 and the upper surface bracket 4. That is, the shape and arrangement of the first bead 1 are set so that the upper end 1 </ b> A of the first bead 1 is positioned above the welding point between the side panel 3 and the upper surface bracket 4. The positions indicated by black circles in FIG. 5 are positions where the side panel 3 and the upper surface bracket 4 are joined by spot welding. These spot welding locations along the upper end edge 3A of side panel 3 is set within a range from the upper end edge 3A of a predetermined dimension L _1. The upper end 1A of the first bead 1 is set so as to be located within this range, and is arranged so that the first bead 1 enters a gap between adjacent spot welding locations. Thereby, each first bead 1 is input with a load transmitted from a plurality of spot welding locations located on the left and right sides thereof. The range of the predetermined dimension L ₁ from the upper end side 3A shown in FIG. 5 is within the range where the peripheral edge of the upper surface bracket 4 and the upper end side 3A of the side surface panel 3 overlap in a state where the upper surface bracket 4 and the side panel 3 are welded. Corresponding to

  The length of the first bead 1 is preferably set so that the upper end 1 </ b> A reaches the upper end side 3 </ b> A of the side panel 3. This is to secure a gap through which the electrodeposition coating liquid and air can escape, thereby eliminating electrodeposition coating defects. For example, as shown in FIG. 5, the shape of the upper end side 3 </ b> A of the side panel 3 is a bent shape so as to slightly bulge toward the vehicle inner side at the upper end 1 </ b> A of the first bead 1. Thereby, in the state which welded the upper surface bracket 4 and the side surface panel 3, a slight clearance gap is formed in the proximity | contact location with the 1st bead 1 in 3 A of upper end sides of the side surface panel 3. FIG. This gap becomes a passage (an escape route for electrodeposition coating liquid, air, bubbles, etc.) that communicates with the inside and outside of the spring house 5 during electrodeposition coating. Therefore, a liquid pool and an air pocket are less likely to be generated in the vicinity of the upper end side 3A in the painting process, so that liquid drainage and deaeration are improved, and the construction quality of the coating film is improved.

As shown in FIGS. 3 and 6D, after the side panel 3 and the upper surface bracket 4 are joined and electrodeposition coating is performed, between these members (the upper end side 3A of the side panel 3 and the upper surface bracket 4). The waterproof seal 11 is applied to the gap. When the upper end 1 </ b> A of the first bead 1 is formed to be positioned below the upper end side 3 </ b> A of the side panel 3, the seal width of the waterproof seal 11 is a dimension corresponding to the plate thickness of the side panel 3. On the other hand, when the upper end 1 </ b> A of the first bead 1 is formed to reach the upper end side 3 </ b> A of the side panel 3, the seal width of the waterproof seal 11 is slightly larger (thicker) at the upper end 1 </ b> A of the first bead 1. Therefore, in consideration of the workability of the waterproof seal 11, that the depth D ₁ of the first bead 1 is set to be shallower at its upper 1A preferred. Further, it is preferable that the thickness T ₁ of the first bead 1 is also set to be narrower at its upper end 1A. Thus, by reducing the size of the gap formed at the upper end 1A of the first bead 1 at the upper end side 3A of the side panel 3, the sealing performance by the waterproof seal 11 is improved.

  As shown in FIG. 5, the position of the lower end 1 </ b> B of the first bead 1 is preferably set above the range where the lower end side 3 </ b> B of the side panel 3 and the side member 6 overlap. That is, the length of the first bead 1 is set so that the lower end 1B does not reach the lower end side 3B of the side panel 3 and ends above the lower end side 3B. Thereby, interference with the 1st bead 1 and the side member 6 is prevented, and the surface contact property of a welding location is ensured.

[2-2. Second bead]
The second bead 2 is a bead that disperses the stress transmitted through the first bead 1, and is formed by branching from the first bead 1 into a plurality of pieces on the panel plane portion 3 </ b> C. Each second bead 2 has an upper end 2A connected to the first bead 1 and extends substantially vertically downward. Here, when the opening part is provided in the panel plane part 3C, it is preferable to avoid the opening part and form the second bead 2.

  In the example shown in FIGS. 4 and 5, four second beads 2 are arranged in parallel at intervals in the vehicle front-rear direction. As a result, the stress transmission range covered by the first bead 1 is extended to the peripheral portion of the second bead 2, and the rigidity of the entire panel plane portion 3 </ b> C sandwiched between the two first beads 1 is increased. Further improve.

  The cross-sectional shape of the second bead 2 is a convex cross-sectional shape that protrudes toward the vehicle outer side, as shown in FIGS. That is, the second bead 2 protrudes in the direction opposite to the first bead 1 and protrudes toward the coil spring 12 side (inside the spring house 5) of the suspension (as viewed from the hood compartment side of the vehicle). A concave groove shape). Therefore, if the position of the surface where the first bead 1 and the second bead 2 are not formed in the panel flat surface portion 3C is used as a reference, the protruding direction of the bead is a branching point from the first bead 1 to the second bead 2 Reverse with. Also, as shown in FIG. 3, the second bead 2 protrudes toward the opposite side of the side member 6 across the side panel 3, and interference between the second bead 2 and the side member 6 is prevented. The surface contact of the welded part is ensured.

As shown in FIGS. 6B and 6E, the second bead 2 is preferably formed as a narrower and shallower bead than the first bead 1. That is, the thickness T ₂ and the depth D ₂ of the second bead 2 are smaller than the thickness T ₁ and the depth D _{1 of} the first bead 1 (T ₂ <T ₁ , D ₂ <D ₁ ). By forming the second bead 2 to be thinner than the first bead 1, the degree of freedom of the layout of the second bead 2 on the panel plane portion 3C is improved, and the second bead 2 is extended to a position where the stress is to be distributed. It becomes easy. For example, it is easy to set the branch position and branch angle of the second bead 2 with respect to the first bead 1.

As shown in FIG. 5, the lower end 2 </ b> B of the second bead 2 is provided so as to wrap in the vertical direction with respect to the welding point between the side panel 3 and the side member 6. That is, the shape and arrangement of the second bead 2 are set so that the lower end 2 </ b> B of the second bead 2 is positioned below the welding point between the side panel 3 and the side member 6. The position indicated by the black triangle in FIG. 5 is a position where the side panel 3 and the side member 6 are joined by spot welding. These spot welding points along the lower edge 3B of the side panel 3, in the range from the lower end edge 3B of the predetermined dimension L _2. The lower end 2B of the second bead 2 is set so as to be located within this range, and is arranged so that the second bead 2 enters a gap between adjacent spot welds. Thereby, a load is disperse | distributed from each 2nd bead 2 with respect to the some spot welding location located in the right-and-left both sides, and local stress concentration is relieve | moderated. Figure ranging from the lower end edge 3B shown in 5 predetermined dimension L _2, in a state where the side panel 3 and the side member 6 is welded, corresponding to the range where the lower end sides 3B and the side member 6 of the side panel 3 overlaps To do.

  The length of the second bead 2 is preferably set until the lower end 2B reaches the lower end side 3B of the side panel 3. This is because, as in the case of the first bead 1, a gap through which the electrodeposition coating liquid and air escape is secured to eliminate electrodeposition coating defects. For example, as shown in FIG. 5, the shape of the lower end side 3 </ b> B of the side panel 3 is bent at the lower end 2 </ b> B of the second bead 2 so as to slightly bulge toward the outside of the vehicle. As a result, in a state where the side panel 3 and the side member 6 are welded, a slight gap is formed in the vicinity of the second bead 2 on the lower end side 3B of the side panel 3, and liquid drainage in the coating process is achieved. Deaeration improves.

In addition, when the lower end 2B of the second bead 2 is formed so as to reach the lower end side 3B of the side panel 3, the workability of the waterproof seal 11 is considered in the same manner as the upper end 1A of the first bead 1. preferably the depth D ₂ of the secondary bead 2 is set to be shallower at its lower 2B. Further, it is preferable that the thickness T ₂ of the second bead 2 is set to be narrower at its lower 2B. As described above, by reducing the gap between the lower end 2B of the second bead 2 at the lower end side 3B of the side panel 3, the liquid drainage and deaeration in the painting process are further improved, and the sealing performance by the waterproof seal 11 is improved. Further improve.

[3. Action, effect]
(1) In the spring house reinforcing structure described above, the first bead 1 is provided as a bead for reinforcing the side panel 3 and the second bead 2 branched from the first bead 1 is formed. With such a structure of the side panel 3, stress is not concentrated only on the first bead 1 and its peripheral portion, and stress concentration in the vicinity of the first bead 1 and the side member 6 can be reduced.

  For example, among the spot welding locations indicated by black triangles in FIG. 5, the spot welding location located at the end in the vehicle front-rear direction is close to the lower end 1 </ b> B of the first bead 1, so stress concentration is likely to occur. . On the other hand, since the second bead 2 is provided on the side panel 3, such stress concentration can be suppressed, and peeling and fracture of the welded portion between the spring house 5 and the vehicle body can be suppressed.

  In addition, since the rigidity of the side panel 3 is improved by providing two kinds of beads, the membrane vibration of the side panel 3 can be suppressed, and the steering stability of the vehicle can be improved. 3 can prevent the deterioration of the rust prevention performance due to coating film cracking.

  The first bead 1 and the second bead 2 are reinforcing structures having a shape protruding from the surface of the side panel 3 in a string shape. Therefore, the rigidity of the spring house 5 can be increased without significantly increasing the weight of the side panel 3, and the rigidity of the vehicle body can be improved while reducing the weight of the vehicle body. Furthermore, in this reinforcement structure, the 1st bead 1 bears the reinforcement function of the side panel 3, and the 2nd bead 2 bears a stress distribution function. By such role sharing, the size (thickness, depth) of each bead can be reduced, and the effect of reducing the weight of the vehicle body can be enhanced.

  (2) In the spring house reinforcing structure described above, as shown in FIGS. 4 and 5, the first beads 1 are formed in the vicinity of the ridge lines 3D and 3E formed before and after the panel flat surface portion 3C of the side panel 3. It is provided along. Thereby, the rigidity of the whole panel plane part 3C can be improved effectively.

  Further, in the molding process of the side panel 3, the first bead 1 can absorb deformation that may occur in the vicinity of the ridge lines 3D and 3E. Thereby, generation | occurrence | production of shaping | molding malfunctions, such as a crack (fracture) and a wrinkle (buckling) of the side panel 3, can be prevented. In addition, since the deformation of the side panel 3 at the time of molding is absorbed by the first bead 1, the pressing method is changed from the conventional draw method (deep drawing method) to the foam method (bending method). Can do. Thereby, the yield of products can be increased and the product cost can be reduced.

  Furthermore, since the rigidity of the entire panel flat portion 3C is improved, the thickness of the side panel 3 can be reduced, the weight of the vehicle body can be reduced, and the product cost can be further reduced.

  (3) In the spring house reinforcing structure, the panel flat portion 3C joined to the side member 6 is provided on the side panel 3, and the first bead 1 is formed along the ridge lines 3D and 3E before and after the panel flat portion 3C. Is formed. Such a structure of the side panel 3 can improve the rigidity of the portion where the load is transmitted between the suspension (coil spring 12, shock absorber 13) and the side member 6, and improve the load transmission performance. Can do. Further, since the two end sides sandwiching the panel plane portion 3C from the vehicle front-rear direction are reinforced by the first bead 1, the rigidity of the entire panel plane portion 3C sandwiched between the first beads 1 can be improved.

  (4) In the spring house reinforcing structure, as shown in FIGS. 4 and 5, the first bead 1 is provided to be inclined in the vehicle front-rear direction, and the second bead 2 is substantially vertically downward from the first bead 1. Branched toward Thus, the rigidity of the spring house 5 can be increased by inclining the first bead 1 in the vehicle longitudinal direction. Further, by hanging the second bead 2 substantially vertically, the second bead 2 and the upper surface of the side member 6 can be connected substantially vertically, and the stress can be efficiently dispersed.

  (5) In the spring house reinforcing structure, as shown in FIG. 5, the upper end 1 </ b> A of the first bead 1 is provided so as to wrap in the vertical direction with respect to the welding point between the side panel 3 and the upper surface bracket 4. Thereby, the load transmission performance between the upper surface bracket 4 and the side surface panel 3 can be improved.

Moreover, since it arrange | positions so that the upper end 1A of the 1st bead 1 may enter into the clearance gap between spot welding locations, the load transmitted from a some spot welding location can be transmitted to the 1st bead 1, and load transmission efficiency is improved. Can be improved.
Furthermore, since the upper end 1A of the first bead 1 is provided so as to reach the upper end side 3A of the side panel 3, it is possible to prevent the occurrence of defective electrodeposition coating in the vicinity of the upper end side 3A and improve the coating quality. be able to. Therefore, the fall of the rust prevention performance by a coating-film crack can be suppressed more effectively, improving the rigidity of the side panel 3. FIG.

(6) Similarly, in the spring house reinforcing structure, the lower end 2B of the second bead 2 is provided so as to wrap in the vertical direction with respect to the welding point between the side panel 3 and the side member 6. Thereby, the load transmission performance between the side panel 3 and the side member 6 can be improved.
In addition, since the lower end 2B of the second bead 2 is disposed so as to enter the gap between the spot welds, the load can be distributed from each second bead 2 to a plurality of spot welds, and the stress is distributed. Efficiency can be improved.

  Furthermore, since the lower end 2B of the second bead 2 is provided so as to reach the lower end side 3B of the side panel 3, it is possible to prevent the occurrence of defective electrodeposition coating in the vicinity of the lower end side 3B and improve the coating quality. be able to. Therefore, the fall of the rust prevention performance by a coating-film crack can be suppressed more effectively, improving the rigidity of the side panel 3. FIG.

  (7) In the spring house reinforcing structure, each bead is formed so that the protruding direction of the first bead 1 and the protruding direction of the second bead 2 are different. Thereby, the crack (break) and wrinkle (buckling) of the side panel 3 which may occur in the molding process can be effectively suppressed, and the yield of the side panel 3 can be further increased.

Moreover, since the cross-sectional shape of the 1st bead 1 is made into the convex cross-sectional shape which protrudes toward a vehicle inner side, interference with the periphery of the 1st bead 1 and the upper surface bracket 4 can be avoided, and the surface of a welding location Contactability can be secured, and cracking (breaking) and wrinkling (buckling) of the side panel 3 that occur in the molding process can be effectively suppressed.
Furthermore, since the cross-sectional shape of the second bead 2 is a convex cross-sectional shape that protrudes toward the vehicle outer side, interference between the second bead 2 and the side member 6 can be avoided, and the surface contact property of the welded portion. Can be secured.

  (8) In the spring house reinforcing structure, the second bead 2 is formed as a narrower and shallower bead than the first bead 1. Thereby, the branch number of the bead from the 1st bead 1 can be increased, and the whole side panel 3 can be covered with the 2nd bead 2 uniformly. Therefore, the dispersibility of stress can be improved. Also, by making the two types of beads different in size, the function of each bead can be separated, facilitating a structural design that improves the stress dispersibility while ensuring the rigidity of the side panel 3. Can do.

[4. Modified example]
Regardless of the embodiment described above, various modifications can be made without departing from the spirit of the invention. Each structure of this embodiment can be selected as needed, or may be combined appropriately.

  In the above-described embodiment, as illustrated in FIG. 5, the pair of first beads 14 and 15 and the plurality of second beads 2 are illustrated as being provided on the panel plane portion 3 </ b> C. The number of second beads 2 can be set arbitrarily. By providing at least one or more first beads 1 and one or more second beads 2 on the panel plane portion 3C, the same effects as those of the above-described embodiment can be obtained.

  Further, the single second bead 2 may be further branched into a dendritic shape. In this case, the shape of the stress transmission range covered by the second bead 2 can be set more flexibly, and can correspond to the panel flat portion 3C having any shape. The specific arrangement of the second beads 2 can be arbitrarily set, and may be a mesh-like layout in which the plurality of second beads 2 intersect each other, or the plurality of second beads 2 may be arranged at the branches. A partially integrated and integrated layout may be used.

  Moreover, in the above-mentioned embodiment, although the upper end 1A of the first bead 1 and the lower end 2B of the second bead 2 are respectively extended until reaching the upper end side 3A and the lower end side 3B of the side panel 3, Such a bead shape setting is not essential. By setting each of the beads 1 and 2 so as to wrap in the vertical direction at least with the welding points indicated by black circles and black triangles in FIG. 5, the effects of stress transmission and stress dispersion can be expected.

  Moreover, in the above-mentioned embodiment, although the spring house 5 formed by joining the side panel 3 and the upper surface bracket 4 formed separately was illustrated, the side panel 3 and the upper surface bracket 4 are integrally formed. Also good. In this case, the position of the upper end 1A of the first bead 1 can be arbitrarily set. For example, it may be set in the vicinity of a bent portion serving as a boundary between the side panel 3 and the upper surface bracket 4, or from the side panel 3 to the upper surface bracket. You may form the 1st bead 1 of the shape connected over four.

DESCRIPTION OF SYMBOLS 1 1st bead 1A upper end 1B lower end 2 2nd bead 2A upper end 2B lower end 3 side panel 3A upper end side 3B lower end side 3C panel plane part (plane part)
3D, 3E Ridge line 4 Upper surface bracket 5 Spring house 6 Side member 7 Upper frame 10 Body

Claims (10)

A spring house reinforcing structure that is disposed on the outer side in the vehicle width direction of the side member extending in the vehicle front-rear direction and supports the suspension of the vehicle,
Forming an upper surface of the spring house, and an upper surface bracket to which an upper portion of the suspension is fixed;
A side panel that extends downward from a peripheral edge of the upper surface bracket to form a side surface of the spring house, and is connected to the side member;
As a string-like protrusion that reinforces the side panel, a first bead extending in the vertical direction on the side panel;
As a string-like protrusion that disperses the stress transmitted through the first bead, a second bead branched from the first bead on the side panel;
A structure for reinforcing a spring house of a vehicle, comprising: The reinforcing structure of a spring house for a vehicle according to claim 1, wherein the first bead extends along a ridge line formed on the side panel. The side panel has a flat portion that is formed in a planar shape extending in the vehicle front-rear direction along the side member and joined to the side member;
The structure for reinforcing a spring house of a vehicle according to claim 1, wherein the first bead extends along ridge lines before and after the plane portion on the plane portion. The ridgeline of the side panel is provided to be inclined in the vehicle front-rear direction,
The first bead is provided to be inclined in the vehicle front-rear direction along the ridgeline,
The reinforcing structure for a spring house of a vehicle according to any one of claims 1 to 3, wherein the second bead is branched from the first bead substantially vertically downward. The upper end of said 1st bead is provided so that it may wrap in an up-down direction with respect to the welding point of the said side panel and the said upper surface bracket, The any one of Claims 1-4 characterized by the above-mentioned. Reinforcement structure of the vehicle spring house. The lower end of said 2nd bead is provided so that it may wrap in the up-down direction with respect to the welding point of the said side panel and the said side member, The any one of Claims 1-5 characterized by the above-mentioned. Reinforcement structure of the vehicle spring house. The first bead is formed in a convex cross-sectional shape protruding toward the vehicle inner side,
The reinforcing structure for a spring house of a vehicle according to any one of claims 1 to 6, wherein the second bead is formed in a convex cross-sectional shape protruding toward the vehicle outer side. The reinforcing structure for a spring house of a vehicle according to any one of claims 1 to 7, wherein the second bead is formed as a bead thinner and shallower than the first bead. The reinforcing structure for a spring house of a vehicle according to any one of claims 1 to 8, wherein an upper end of the first bead is provided so as to reach an upper end side of the side panel. The reinforcing structure for a spring house of a vehicle according to any one of claims 1 to 9, wherein a lower end of the second bead is provided so as to reach a lower end side of the side panel.

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