JP2016078696A - Vehicle stabilizer support structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stabilizer support structure capable of suppressing damage that occurs to a support member such as a stabilizer bracket for supporting a stabilizer or to a weld zone of the support member, and notifying a user of a sign of the damage before the damage occurs.SOLUTION: The vehicle stabilizer support structure comprises: a pair of side members 3 extending in the vehicle front-rear direction and disposed in the vehicle width direction; a front cross member 7 provided in a front part of a vehicle, extending in the vehicle width direction, and connecting the paired side members 3 to each other; a stabilizer bracket 25 having a rear end edge fixed to a vehicle front side of each of right and left end portions of the front cross member 7 and having a front surface to which a stabilizer 31 is attached; and a connection member 43 which connects an upper end portion of the stabilizer bracket 25 to each of the side members 3, and in which a crack occurs when a load accumulation amount reaches a predetermined load accumulation amount due to repeated loads acting on the stabilizer bracket 25 from the stabilizer 31.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a stabilizer support structure provided at a front portion of a vehicle.

Conventionally, for example, Patent Literature 1 and Patent Literature 2 are known regarding a stabilizer support structure, and Patent Literature 1 shows a stabilizer support structure capable of increasing the absorption of impact energy at the time of a vehicle collision.
This Patent Document 1 includes a stabilizer bracket that is attached to the front side of the vehicle at the left and right ends of the front cross member, an accessory bracket that covers the top of the stabilizer bracket and is fixed to the upper end of the stabilizer bracket, By integrating both brackets, the rigidity of both brackets can be increased, so that the vehicle front-rear direction offset between the stabilizer bracket and the front cross member can be increased, and the absorption of impact energy at the time of vehicle collision is increased. It is disclosed.

Patent Document 2 discloses an attachment structure that suppresses the swinging of the arm portion of the stabilizer, and the attachment portion of the stabilizer improves the support rigidity of the side member.

Japanese Patent No. 3644317 Japanese Patent No. 5161723

  As described above, Patent Document 1 and Patent Document 2 disclose an improvement that increases the absorption of impact energy at the time of a vehicle collision and a support structure in which a stabilizer mounting portion improves the support rigidity of a side member. However, there is no description of a technique for suppressing damage generated in a support member such as a stabilizer bracket that supports the stabilizer and predicting the occurrence of the damage.

  In general, when a vehicle is piled up under harsh driving conditions, parts that affect the running function may be damaged. In particular, it is difficult to predict whether damage that affects the running function has occurred.

  Also, when adopting a structure where the stabilizer is attached to the vehicle body via the stabilizer bracket, a large load is applied from the stabilizer to the stabilizer bracket when rolling the vehicle on rough roads. When a large stress is repeatedly applied and the traveling distance is increased, damage such as cracks and breakage is likely to occur.

  Therefore, in view of these technical problems, an object of at least one embodiment of the present invention is to suppress damage that occurs in a support member such as a stabilizer bracket that supports the stabilizer or a welded portion of the support member, and the damage occurs. It is an object of the present invention to provide a stabilizer support structure capable of notifying a user of a sign of damage before.

  A stabilizer support structure for a vehicle according to at least one embodiment of the present invention includes a pair of side members extending in the vehicle front-rear direction and disposed in the vehicle width direction and extending in the vehicle width direction. A front cross member for connecting a pair of side members, a stabilizer bracket to which a rear end edge is fixed to the front side of the vehicle at the left and right ends of the front cross member, and a stabilizer is attached to the front surface; and A connecting member that connects the upper end portion and the side member, and that generates a crack when a predetermined load accumulation amount is reached by a repetitive load acting on the stabilizer bracket from the stabilizer. To do.

  According to such a configuration, the load acting on the stabilizer is directly connected to the side by the connecting member without passing through the front cross member side, separately from the load transmission path transmitted from the stabilizer bracket to the side member through the front cross member side. The load can be transmitted to the members. As a result, it is possible to reduce load transmission to the welded portion between the stabilizer bracket and the front cross member, and to suppress cracking and deformation of the welded portion.

  In addition, since the connecting member cracks when the predetermined load accumulation amount is reached due to the repeated load (vertical load in the vertical direction) applied to the stabilizer bracket from the stabilizer to the connecting member, the user can repeatedly connect the stabilizer bracket to the user. Can inform the danger of damage caused by the load.

  In some embodiments, the connecting member is formed with a fragile portion that generates a crack when the predetermined load accumulation amount is reached.

  According to such a configuration, since the fragile portion is provided, the user can easily visually confirm the damage of the connecting member by confirming the fragile portion.

  In some embodiments, the predetermined load accumulation amount in the fragile portion is set to a condition before reaching the load accumulation amount of occurrence of cracks in a weld joint portion between the stabilizer bracket and the front cross member side. It is characterized by that.

  According to such a configuration, before the welded portion between the stabilizer bracket and the front cross member is cracked, the weakened portion can be cracked. Therefore, the user can prevent the welded portion between the stabilizer bracket and the front crossmember from being welded. It is possible to reliably notify the signs of damage.

  In some embodiments, the connecting member is formed of a sheet metal material, and the weakened portion is a portion excluding a reinforcing formation region formed along a longitudinal direction of the connecting member.

  According to such a configuration, the fragile portion is a portion excluding a reinforcing formation region such as a reinforcing rib formed along the longitudinal direction of the connecting member formed of a sheet metal material. By visually confirming, the presence or absence of cracks can be easily confirmed.

  In some embodiments, the connecting member is formed of a sheet metal material, and the weakened portion is a portion where the width of the connecting member is narrowed by a hole or a notch.

  According to such a configuration, since the weakened portion is a portion where the width of the connecting member is narrowed by the hole or notch of the connecting member formed of the sheet metal material, the user visually confirms the periphery of the hole and the notch. Thus, the presence or absence of cracks can be easily confirmed.

  In some embodiments, the connecting member is formed of a sheet metal material, and the weakened portion is a bead-shaped portion formed over the entire width direction.

  According to such a configuration, since the fragile portion is a bead-shaped portion formed over the entire width direction of the connecting member formed of a sheet metal material, the presence or absence of cracks can be easily confirmed by visually checking the bead portion. Can be confirmed.

  In some embodiments, the connecting member includes a base portion welded to an upper end portion of the stabilizer bracket, a width that is narrower than the base portion, and is erected from the base portion, the upper end portion being an inner wall surface of the side member. And the fragile portion is formed in the column portion.

According to this configuration, a connecting member that directly connects the stabilizer bracket and the side member can be formed with a simple configuration.
Further, since the base portion and the column portion are divided, the base portion can be formed into a shape that can be easily welded to the upper end portion of the stabilizer bracket, and the column portion can be formed into a shape that corresponds to a shape that can easily form the fragile portion.

  According to at least one embodiment of the present invention, it is possible to suppress damage that occurs in a support member such as a stabilizer bracket that supports a stabilizer or a welded portion of the support member, and to notify a user of a sign of damage before the damage occurs. Can do.

It is the schematic which shows the whole stabilizer structure which concerns on 1st Embodiment of this invention. FIG. 5 is an enlarged explanatory view of a connecting plug of a side member, a front cross member, and a stabilizer bracket. It is AA sectional view explanatory drawing of FIG. It is expansion explanatory drawing of a connection member part. It is explanatory drawing of 2nd Embodiment of the weak part of a connection member. It is explanatory drawing of 3rd Embodiment of the weak part of a connection member. It is explanatory drawing of 4th Embodiment of the weak part of a connection member.

  Several embodiments of the present invention will be described below with reference to the accompanying drawings. However, the dimensions, materials, shapes, and relative arrangements of the components described in these embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Only.

(First embodiment)
FIG. 1 is a schematic view showing an entire stabilizer structure according to an embodiment of the present invention. In the figure, side members 3 and 3 extend in the vehicle front-rear direction on the left and right sides of the vehicle 1, and the front ends of both side members 3 and 3 are connected to a front bumper cross member 5 constituting a front bumper.

In addition, a round pipe-shaped front cross member 7 extending in the vehicle width direction is provided behind the front bumper cross member 5 at an interval, and both side members 3 and 3 are connected by the front cross member 7. .
In addition, left and right end portions of the rear cross member 11 extending in the vehicle width direction are provided between the rear lower arm brackets 9b and 9b extending downward from the side members 3 and 3 with a space behind the front cross member 7. Both side members 3 and 3 are connected to each other by a rear cross member 11.

As shown in FIGS. 1 and 2, a front cross member bracket 13 for attaching the front cross member 7 to the side member 3 is fixed to the left and right ends of the front cross member 7. A front lower arm bracket 9a for attaching the front side of the bifurcated lower arm 17 of the double wishbone suspension 15 is fixed.
Further, upper arm brackets 23 and 23 for attaching a bifurcated upper arm 21 (not shown) of the double wishbone suspension 15 are fixed to the side members 3 and 3 at intervals in the vehicle front-rear direction.

  On the vehicle front side at the left and right end portions of the front cross member 7, a stabilizer bracket 25 having a substantially U-shaped cross section that opens to the rear of the vehicle, an upper stabilizer bracket 27 that covers the top of the stabilizer bracket 25, and a lower stabilizer that covers the bottom The brackets 29 are respectively arranged and integrated into a box shape.

  The rear end edges of the left and right stabilizer brackets 25, 25 are joined to the front side wall surface 13a of the front cross member bracket 13 to which the front cross member 7 is fixed by welding S1. As shown in FIG. 2, the weld S <b> 1 is formed over the entire periphery of the rear end edge of the stabilizer bracket 25.

A stabilizer 31 extending in the vehicle width direction is attached to a front surface 25 a of the left and right stabilizer brackets 25, 25 by a fixture 33.
That is, as shown in FIGS. 2 and 3, a concave receiving portion 35 is formed on the front surface 25 a of the stabilizer bracket 25, and nuts 39 to which bolts 37 are screwed on both sides of the receiving portion 35 are welded and attached. It has been.
The stabilizer 31 is supported by a fixture 33 that fixes the columnar or cylindrical stabilizer 31 from the outside facing the receiving portion 35 with bolts 37 and 37 so as to be sandwiched through the bush member 41.

  As shown in FIGS. 3 and 4, a connecting member 43 that directly connects the upper surface of the upper stabilizer bracket 27 that covers the top of the stabilizer bracket 25 to the side member 3 without using the front cross member bracket 13. Is attached.

  The connecting member 43 is formed of a plate-like metal material, and has a base portion 44 welded to the upper surface (upper end portion) of the upper stabilizer bracket 27 and a width narrower than the base portion 44, and is erected from the base portion 44. Thus, the upper portion is formed to have a column portion 45 joined to the inner wall surface of the side member 3 by welding S2.

The shape of the base portion 44 is formed in a stepped shape combining two L-shapes, and the lower end surfaces of the side portions 44a, 44b, 44c are coupled to the upper surface of the upper stabilizer bracket 27 by welding S3. A column portion 45 having a width W is formed on the side portion 44b of the central portion so as to stand in the vehicle vertical direction.
Since this base portion 44 has a stepped shape formed by combining two L-shapes, it is difficult for the vehicle 44 to fall in the front-rear direction and the left-right direction, thereby preventing high stress from being generated in the weld S3. it can.
The base 44 has a hole 47 for positioning when the connecting member 43 is welded.

  Further, as shown in FIG. 4, a reinforcing vertical bead 49 is formed in the column portion 45 in the substantially central portion of the width W along the axial direction of the column portion 45, and the vertical bead 49 is interrupted in the middle. The other portions form a weakened portion B by a flat region. The fragile portion B is formed in a portion excluding a reinforcing formation region by the vertical bead 49 formed along the longitudinal direction of the connecting member 43.

The fragile portion B is a portion that is easily cracked or deformed in the connecting member 43 due to repeated vertical load applied to the stabilizer bracket 25 via the stabilizer 31. Therefore, it functions as a part that informs the user of the risk of damage to the stabilizer brackets 25, 27, and 29 due to repeated loads on the stabilizer bracket 25.
Therefore, the user can easily confirm whether or not the connecting member 43 is damaged by visually observing the fragile portion B.

  Furthermore, cracks generated at the weakened portion B and cracks generated at the location of the weld S1 due to the load applied to the side member 3 via the weld S1 between the stabilizer bracket 25 and the front cross member bracket 13 are generated. The vulnerability characteristic of the vulnerable part B is set so as to start before it occurs. That is, the section modulus (shape, material, etc.) of the column part 45 which forms the weak part B is set.

The condition for the occurrence of damage such as cracks and deformation at the location of the weld S1 is a state in which a load is transmitted to the side member 3 via the connecting member 43, and is generated by a repeated load at the location of the weld S1. Based on the stress data, the damage occurrence condition is calculated at the weld S1. That is, when traveling in a normal traveling operation, the number of times that cracks are generated is calculated by the action of repeated loads (repeated loads) at the location of the weld S1.
This calculated number of times is evaluated as a load accumulation amount. Note that the evaluation parameter is not necessarily limited to the number of times, but may be the load accumulation amount by combining the operation time, the travel distance, and the like.

  Next, in the case of a rough road running operation under the same conditions as described above, based on the data of the stress generated by the repeated load load at the fragile portion B of the connecting member 43, the damage at the set position of the weld S1 is determined. The fragile characteristic of the fragile portion B, that is, the section coefficient may be set so that damage is established at a time (number of times) earlier than the occurrence time, for example, at a time of 70 to 80% as a load accumulation amount.

In the stabilizer structure having the above-described configuration, when the vehicle body is rolled, particularly when traveling on a rough road, the vertical phase load of the left and right tires is applied to the left and right stabilizer brackets 25 and 25 that support the stabilizer 31 in the vertical direction. Input as a load.
The load applied to the stabilizer bracket 25 is transmitted to the side member 3 via the front cross member bracket 13 in which the rear end edge of the stabilizer bracket 25 is joined by welding S1 when the connecting member 43 of this embodiment is not provided. Therefore, damage such as generation of cracks and deformation at the location of the weld S1 is likely to occur.

However, in the present embodiment, in addition to the load transmission path transmitted from the stabilizer bracket 25 to the side member 3 via the front cross member bracket 13, the connection member 43 directly does not pass through the front cross member bracket 13. A load can be transmitted to the side member 3.
As a result, it is possible to reduce the transmission of the load load to the place of welding S1 between the stabilizer bracket 25 and the front cross member bracket 13, and to suppress the occurrence of cracks and deformation at the welded part.

  In addition, the initiation of cracking and deformation occurring in the fragile portion B before the initiation of cracking and deformation due to a load applied to the side member 3 through the weld S1 between the stabilizer bracket 25 and the front cross member bracket 13. Since the fragile characteristics of the fragile portion B are set so as to start, the fragile portion B not only has a risk of damage to the connecting member 43 itself, but also provides the user with the stabilizer bracket 25 and the front cross member bracket 13. It has a function of informing in advance a sign of damage at the weld S1.

Therefore, the user can know a sign of damage at the welded S1 portion between the stabilizer bracket 25 and the front cross member bracket 13 by checking the crack or the like of the fragile portion B, so that the fragile portion B can be visually checked during maintenance or the like. Depending on the result, repair such as reinforcement welding can be performed.
Further, the stress generated on the weld S1 by the connecting member 43 can be reduced until the fragile portion B is cracked.
As a result, the durability life of the welded S1 portion can be extended, and if a crack occurs in the fragile portion B during normal running, the necessary and sufficient durability strength can be ensured without repair.

(Second Embodiment)
With reference to FIG. 5, 2nd Embodiment of the weak part C is described. FIG. 5 shows a portion corresponding to the pillar portion 45 of the first embodiment. The pillar portion 61 has flanges 62 formed on both sides in the width direction for reinforcement along the axial direction of the pillar portion 61. Has been. The flange 62 is interrupted and forms a notch 63. A fragile portion C is formed at a location between the notch portions 63, 63 on both sides.

Since the fragile portion C is a portion where the width W of the column portion 61 is narrowed by the notch portion 63 formed in the column portion 61 of the connecting member formed of sheet metal, the user can surround the notch portion 63. By confirming by visual observation, it is possible to easily confirm the presence or absence of a crack K1 or deformation.
Moreover, a fragile characteristic can be changed by setting arbitrarily the magnitude | size (length, width) of the notch part 63. FIG. Other configurations and effects are the same as those of the first embodiment.

(Third embodiment)
With reference to FIG. 6, 3rd Embodiment of the weak part D is described. The third embodiment is different from the second embodiment in that reinforcing flanges 72 are formed on both sides along the axial direction of the column part 71, a central part in the width direction, and further the axis of the column part 71. A difference is that a circular hole 73 is formed in the central portion of the direction, and the fragile portion D is formed at locations on both sides of the hole 73.
The fragile portion D is a portion where the width of the pillar portion 71 is narrowed by the hole portion 73 formed in the pillar portion 71. When the user visually confirms the periphery of the hole 73, the presence or absence of the crack K2 or deformation can be easily confirmed.
Moreover, a fragile characteristic can be changed by setting the magnitude | size of the hole part 73 arbitrarily. Other effects are the same as those of the second embodiment.

(Fourth embodiment)
With reference to FIG. 7, 4th Embodiment of the weak part E is described. The fourth embodiment is different from the first embodiment in that a bead portion 83 having a concave cross-sectional shape (convex cross-sectional shape) is formed in the center portion in the axial direction of the column portion 81 along the width direction. 83, the weakened portion E is formed.
Since the fragile portion E is a bead portion formed in the column portion 81 and extending in the width direction, when a load load in the vertical direction is applied, the bead shape is deformed and the depth becomes shallow. Thus, the user can confirm damage easily visually by confirming the elongation deformation and the crack K3.
Moreover, a fragile characteristic can be changed by setting arbitrarily the magnitude | size of the concave cross-sectional shape (convex cross-sectional shape) of the bead part 83. FIG. Other effects are the same as those of the first embodiment.

  According to an embodiment of the present invention, it is possible to suppress damage that occurs in a support member such as a stabilizer bracket that supports a stabilizer or a welded portion of the support member, and to notify a user of a sign of damage before the damage occurs. Therefore, it is effective for application to a stabilizer support structure of a vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle 3 Side member 5 Front bumper cross member 7 Front cross member 13 Front cross member bracket 15 Double wishbone suspension 17 Bifurcated lower arm 21 Bifurcated upper arm 31 Stabilizer 25 Stabilizer bracket 27 Upper stabilizer bracket 29 Lower stabilizer bracket 43 Connecting member 44 Base part 45, 61, 71, 81 Column part 49 Vertical bead 63 Notch part 73 Hole part 83 Bead part B, C, D, E Weak part S1, S2, S3 Welding K1, K2, K3 Crack

Claims (7)

A pair of side members extending in the vehicle longitudinal direction and extending in the vehicle width direction;
A front cross member disposed in a front portion of the vehicle and extending in the vehicle width direction to connect the pair of side members;
A stabilizer bracket to which a rear end edge is fixed to the vehicle front side at the left and right end portions of the front cross member, and a stabilizer is attached to the front surface, and
A connecting member that connects the upper end portion of the stabilizer bracket and the side member, and that generates a crack when a predetermined load accumulation amount is reached by a repeated load acting on the stabilizer bracket from the stabilizer. A stabilizer support structure for a vehicle.   The vehicle stabilizer support structure according to claim 1, wherein the connecting member is formed with a fragile portion that generates a crack when the predetermined load accumulation amount is reached.   The predetermined load accumulation amount in the fragile portion is set to a condition before reaching the load accumulation amount of occurrence of cracks in a welded joint portion between the stabilizer bracket and the front cross member side. 3. A stabilizer support structure for a vehicle according to 2.   The vehicle stabilizer according to claim 2 or 3, wherein the connecting member is formed of a sheet metal material, and the weakened portion is a portion excluding a reinforcing formation region formed along a longitudinal direction of the connecting member. Support structure.   4. The vehicle stabilizer support structure according to claim 2, wherein the connecting member is formed of a sheet metal material, and the weakened portion is a portion where a width of the connecting member is narrowed by a hole or a notch. 5.   4. The vehicle stabilizer support structure according to claim 2, wherein the connecting member is formed of a sheet metal material, and the weakened portion is a bead-shaped portion formed over the entire width direction. 5. The connecting member includes a base portion welded to an upper end portion of the stabilizer bracket, a column portion that is formed narrower than the base portion and is erected from the base portion, and an upper end portion is welded to an inner wall surface of the side member; The stabilizer support structure for a vehicle according to any one of claims 2 to 6, wherein the fragile portion is formed in the pillar portion.

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