AUXILIARY FRAME STRUCTURE

专利摘要:
auxiliary frame structure. the present invention comprises: a front auxiliary frame (12) consisting of steel and split in the front-rear direction of the vehicle, and a rear auxiliary frame (14) consisting of light metal such as an aluminum alloy. the front auxiliary frame (12) comprises a press-shaped body. the rear auxiliary frame (14) comprises a body shaped by casting. the auxiliary frame (12) and the rear auxiliary frame (14) are joined by friction welding while the left and right rear side sections (36a, 36b) of the rear auxiliary frame (14) are superimposed on the upper surfaces of the thin plate sections (26) of the front auxiliary frame (12).
公开号:BR112013015743B1
申请号:R112013015743-7
申请日:2011-12-06
公开日:2021-08-03
发明作者:Shosuke OHHAMA；Tetsuya Miyahara
申请人:Honda Motor Co., Ltd；
IPC主号:

专利说明:

Technical Field
[001] The present invention relates to an auxiliary frame structure mounted in front of a vehicle such as an automobile. Fundamentals of Technique
[002] Vehicles such as automobiles use an auxiliary frame structure attached to the front side frame serving as an element of the vehicle body frame, installed with a suspension element such as, for example, a suspension arm and a stabilizer, and used to support the suspension element.
[003] As an auxiliary frame structure of this type, Patent Literature 1, for example, describes one that includes a rear element made of light metal and installed with a suspension element, two side elements made of steel, joined to the ends fronts of the two side sections of the rear element, and extending towards the front of a vehicle; and a transverse element connecting the two side elements together in the width direction of the vehicle.
[004] In addition, Patent Literature 2 describes an auxiliary vehicle frame in which an auxiliary frame cast in grid-shaped matrix is configured to be divided in two and the degree of freedom of the shape of the dividing and joining portion can be increased.
[005] In addition, Patent Literature 3 refers to the mechanism of an automobile structure in connection with a central pillar describes the friction welding of a flange at the extreme edge on the opening side of a box-shaped structural element made of an aluminum alloy and a flat sheet-shaped cover made of zinc steel plate.
[006] In addition, Patent Literature 4 describes a method for joining different types of metals together in which both materials made with different types of metals are superimposed on each other through a sealant, the deformation resistance of the sealant is reduced by heating to discharge the sealant interposed in the joint section from the joint interfaces, and both materials are joined by resistance welding or laser beam irradiation in a state in which both materials are brought into direct contact with each other . BACKGROUND ART REFERENCES
[007] Patent Literature
[008] Patent Literature 1: JP 2007-302147 A
[009] Patent Literature 2: JP 2006-347464 A
[0010] Patent Literature 3: JP 2009-126472 A
[0011] Patent Literature 4: JP 2008-23583 A
[0012] Patent Literature 5: JP 4134837 B2 SUMMARY OF THE INVENTION PROBLEMS TO BE SOLVED BY THE INVENTION
[0013] Meanwhile, for the installation of a suspension element, an auxiliary frame structure arranged in front of a vehicle is required to ensure the desired rigidity in the installation section. In addition, since the auxiliary frame structure is arranged at the front of the vehicle, it is necessary to absorb the impact in the vehicle collision to prevent the impact from being transmitted to the passenger cabin. Furthermore, it is necessary to achieve the weight reduction of the entire vehicle from the point of view of energy saving or similar.
[0014] Furthermore, for example, it is assumed that elements made from the different types of metals described in Patent Literature 1 are integrally joined by applying the joining method described in Patent Literature 3. That is, it is assumed that flanges are provided on the end surfaces of the side sections of the rear members made of light metal and the end surfaces of the side member made of steel, respectively, and the flange on the side of the back member and the flange on the side of the side member are joined by friction welding to build the auxiliary frame structure. However, the auxiliary frame structure obtained by applying the joining method of Patent Literature 3 to the structure of Patent Literature 1 creates the problem that a closed cross section in the joining portion cannot be increased and the desired stiffness and strength to support the suspension element are hardly guaranteed.
[0015] Furthermore, the joining of members made of different types of metals by applying the joining method of Patent Literature 3 to the structure of Patent Literature 1 generates the problem that the temperature of a portion subjected to friction welding is enlarged and an electrodeposition coating coated film by electrodeposition coating on the rear surface of the portion subjected to friction welding (the surface on an opposite side to the joining surface between the different types of metals) is separated.
[0016] Furthermore, in a case where the front auxiliary frame and the rear auxiliary frame the auxiliary frame structure are joined by fusion welding without having coatings applied to it, but they have coatings applied to them later, their structures become complicated, resulting in difficulty in electroplating the joint interfaces.
[0017] A general objective of the present invention is to provide an auxiliary frame structure capable of ensuring the desired rigidity and strength, increasing shock absorption performance, and achieving weight reduction.
[0018] The main objective of the present invention is to provide an auxiliary frame structure capable of increasing the cross sections closed in the joining portions and ensuring the desired rigidity and strength.
[0019] Another objective of the present invention is to provide an auxiliary frame structure capable of preventing the separation of the coating films by electrodeposition on the rear surfaces of the joining portions, even if different types of metals are joined by friction welding.
[0020] Another objective of the present invention is to provide the auxiliary frame structure capable of applying coatings to the joining interfaces. MEANS TO SOLVE THE PROBLEM
[0021] To achieve the above objectives, the present invention is characterized by the fact that in an auxiliary frame structure for a vehicle, the auxiliary frame structure being arranged in front of the vehicle and being fixed to or buoyantly supported by an element of the vehicle body structure including a front auxiliary frame made of steel; and a rear auxiliary frame made of light metal, where the rear auxiliary frame and the front auxiliary frame are divided into a front-rear direction of the vehicle, and the front auxiliary frame and the rear auxiliary frame are joined by friction welding in one state in which the rear auxiliary frame is superimposed on the front auxiliary frame.
[0022] According to the present invention, the front auxiliary frame is made of steel, the rear auxiliary frame is made of light metal and the front auxiliary frame and the rear auxiliary frame are by friction welding. Thus, the rigidity and strength required for the installation or the like of a suspension element such as a suspension arm can be guaranteed, and the impact shock absorption performance can be increased.
[0023] In addition, in accordance with the present invention, the rear auxiliary frame includes a cast aluminum body structure made of an aluminum alloy, or the like. Therefore, the weight reduction of the entire auxiliary frame structure can be achieved. Furthermore, in accordance with the present invention, the rear member, conventionally including the two elements of an upper member and a lower member, is integrated, and a plurality of reinforcing members conventionally provided within the hollow rear member are integrally formed by casting. Thus, with the reduction in the number of elements, weight reduction can also be achieved.
[0024] Furthermore, in accordance with the present invention, the left and right rear side sections of the rear auxiliary frame made of light metal such as, for example, an aluminum alloy, are superimposed on the upper surfaces of the extending sections formed in the front auxiliary frame made of steel to join the flange sections. Thus, the rigidity and strength desired for installing a suspension element such as a suspension arm can be guaranteed, and the impact shock absorption performance can be increased.
[0025] Furthermore, according to the present invention, the rear auxiliary frame including the pair of right and left rear side sections and the rear cross section is made of a light metallic material such as, for example, an aluminum alloy. Thus, weight reduction can also be achieved as before.
[0026] Furthermore, in accordance with the present invention, screws that penetrate the closed cross section are tightened in different portions of the joining portions in which the front auxiliary frame and the rear auxiliary frame are not joined, and the unjoined sections in which the welding is not allowed can be reinforced by tightening the screws. The front auxiliary frame and the rear auxiliary frame are firmly fixed together by joining the respective overlapping flange sections fastened by screws in the non-welding portions, while the front auxiliary frame and the rear auxiliary frame are unjoined portions. Thus, the strength and rigidity of the entire structure of the auxiliary frame can also be increased. As a result, even in a case where the different types of metals of the front auxiliary frame made of steel and the rear auxiliary frame made of light metal are mutually joined, the closed cross sections in the joining portions can be increased and the rigidity and the Desired strength can be guaranteed in cooperation with the tightening portions of the screws which serve as unjoined portions.
[0027] Furthermore, according to the present invention, the transfer of frictional heat generated by friction welding to the electrodeposition coating films formed on the lower surfaces of the thin plates on the side of the lower layer is avoided, and the temperature of the back surfaces of the electrodeposition coating films formed on the lower surfaces of the thin sheets on the side of the lower layer is reduced. Thus, separation of the electrodeposition coating films formed on the rear surfaces of the friction weld portions is avoided so that the electrodeposition coating films can be protected.
[0028] Furthermore, in accordance with the present invention, the left and right side elements of the front auxiliary frame have the two or more joined thin steel sheets and closed cross sections are formed between the joined thin steel sheets. Thus, rigidity and strength can also be increased. EFFECT OF THE INVENTION
[0029] The present invention can provide an auxiliary frame structure capable of ensuring the desired rigidity and strength, increasing shock absorption performance, and achieving weight reduction.
[0030] In addition, the present invention can provide the auxiliary frame structure capable of increasing the cross sections closed at the joint portions and ensuring the desired rigidity and strength.
[0031] In addition, the present invention can provide the auxiliary frame structure capable of preventing the separation of the coating films by electrodeposition on the rear surfaces of the joining portions even if different types of metals are joined by friction welding.
[0032] In addition, the present invention can provide the auxiliary frame structure capable of applying coatings to the joint interfaces. BRIEF DESCRIPTION OF THE DRAWINGS
[0033] Figure 1 shows a schematic perspective view showing the state in which the auxiliary frame structure according to a first configuration of the present invention is mounted in front of an automobile;
[0034] Figure 2 is an exploded perspective view of the auxiliary frame structure according to the first configuration;
[0035] Figure 3A is a plan view of the auxiliary frame structure according to the first configuration;
[0036] Figure 3B is a partial plan view of a front auxiliary frame in a state in which the rear auxiliary frame is removed from the auxiliary frame structure;
[0037] Figure 4 is a vertical cross-sectional view taken along line A-A in Figure 3A;
[0038] Figure 5 is a vertical cross-sectional view taken along line B-B in Figure 3A;
[0039] Figure 6A is a perspective view showing a state in which friction welding is performed using a joining tool;
[0040] Figure 6B is a vertical cross-sectional view showing the state of friction welding
[0041] Figures 7A to 7C are explanatory views showing the state in which the sealants remain in the concave sections;
[0042] Figure 8 is a schematic perspective view showing the state in which the auxiliary frame structure according to the second configuration of the present invention is mounted in front of the automobile;
[0043] Figure 9 is an exploded perspective view of the auxiliary frame structure according to the second configuration;
[0044] Figure 10A is a plan view of the auxiliary frame structure according to the second configuration;
[0045] Figure 10B is a partial plan view of the front auxiliary frame in a state where the front auxiliary frame is removed from the auxiliary frame structure;
[0046] Figure 11 is a vertical cross-sectional view taken along line C-C in Figure 10-A;
[0047] Figure 12 is a vertical cross-sectional view taken along line D-D in Figure 10A;
[0048] Figure 13 is a schematic perspective view showing a state in which the structure of an auxiliary frame according to a third embodiment of the present invention is mounted in front of the automobile;
[0049] Figure 14 is an exploded perspective view of the auxiliary frame as a third configuration;
[0050] Figure 15A is a plan view of the auxiliary frame structure according to the third configuration;
[0051] Figure 15B is a partial plan view of the front auxiliary frame in the state where the rear auxiliary frame is removed from the auxiliary frame structure;
[0052] Figure 16 is a vertical cross-sectional view taken along line E-E in Figure 15A;
[0053] Figure 17 is a vertical cross-sectional view taken along line F-F in Figure 15A;
[0054] Figure 18A is a vertical cross-sectional view showing a state in which the respective flange sections of the front auxiliary frame and the rear auxiliary frame are joined by friction welding on the auxiliary frame according to the third configuration;
[0055] Figure 18B is a characteristic diagram in which the temperature of the rear surfaces of the friction welding portions is measured;
[0056] Figure 18C is a vertical cross-sectional view showing the state after friction welding;
[0057] Figure 19 is a plan view of an auxiliary frame structure according to a fourth configuration;
[0058] Figure 20 is a diagram showing the flow of the process of joining the front auxiliary frame and the rear auxiliary frame by friction welding in the first configuration;
[0059] Figure 21 is a view showing the process of joining the front auxiliary frame and the rear auxiliary frame by friction welding in the first configuration.
[0060] Figure 21A is a view showing the process of fitting a specimen;
[0061] Figure 21B is a view showing the sealant application process;
[0062] Figure 21C is a view showing the process of superimposing the specimens on each other;
[0063] Figures 22A to 22C are cross-sectional views schematically showing the details of a joining interface when the front auxiliary frame and the rear auxiliary frame are joined by friction welding;
[0064] Figure 23 is a perspective view showing a state in which friction welding is performed using a joining tool;
[0065] Figure 24 is a horizontal cross-sectional view showing the joining section between the front auxiliary frame flange section and the rear auxiliary frame flange section;
[0066] Figure 25A is a cross-sectional view showing a specific example of a state in which the sections of the respective flanges of the front auxiliary frame and the rear auxiliary frame are joined by friction welding on the auxiliary frame structure according to the third configuration ;
[0067] Figure 25B is a characteristic diagram in which the temperature of the rear surfaces of the surface weld portions is measured;
[0068] Figure 25C is a cross-sectional view showing the state after friction welding;
[0069] Figure 26 is a plan view of an auxiliary frame structure as a fifth configuration;
[0070] Figure 27 is a view showing the friction welding process applied to the auxiliary frame structure according to the fifth configuration;
[0071] Figure 27A is a cross-sectional view showing the state of the starting section of a location at which friction welding is initiated;
[0072] Figure 27B is a cross-sectional view, showing the state before friction welding in the extreme section of a location at which friction welding is terminated; and
[0073] Figure 27C is a cross-sectional view showing the state after friction welding in the extreme section of a location where friction welding is terminated. SETTINGS TO PERFORM THE INVENTION
[0074] In the following, the configurations of the present invention will be described in detail in relation to the drawings, as necessary. Figure 1 is a perspective view showing the state in which the auxiliary frame structure according to a first embodiment of the present invention is mounted on the front of an automobile. Figure 2 is an exploded perspective view of the auxiliary frame structure in the first configuration. Figure 3A is a plan view of the auxiliary frame structure in the first configuration. Figure 3B is a partial plan view of a front auxiliary frame in a state in which the rear auxiliary frame is removed from the auxiliary frame structure. Figure 4 is a vertical cross-sectional view taken along line A-A in Figure 3A. Figure 5 is a vertical cross-sectional view taken along line B-B in Figure 3A.
[0075] As shown in Figure 1, the auxiliary frame structure 10 according to the first embodiment of the present invention is arranged at the front of a vehicle body element and provided so as to be secured to an element of the vehicle body structure (frame element) not shown or provided to be buoyantly supported by a floating mechanism not shown. Supporting the auxiliary frame structure 10 by the buoyancy mechanism not shown brings the advantage that the vibration transmitted by the vehicle body structure element can be adequately absorbed.
[0076] As shown in Figure 1 to Figures 3A and 3B, the auxiliary frame structure 10 is split in the front-rear direction of the vehicle and includes a front auxiliary frame 12 made of steel and a rear auxiliary frame 14 made of light metal. Selected structural details of the flange structures of the front and rear auxiliary frames 12, 14 are omitted from figures 1 and 2 and from the drawings for illustrative purposes, but such structural details are shown in figures 4-7C. Front auxiliary frame 12 includes a body structure formed by pressing, for example, pressing a sheet steel element not shown. Auxiliary frame 14 includes a die-cast body structure formed, for example, by die casting in which an aluminum (aluminum) alloy cast in the cavity of a mold (melting die machine) not shown is solidified.
[0077] Note that in each of the figures, "front" and "rear" represent the front and rear sides of a vehicle 11 (see Figure 1); respectively, in the front-rear vehicle direction, and "left" and "right" represent the left and right sides of the vehicle 11, respectively, in the vehicle width direction.
[0078] As shown in Figure 2, the front auxiliary frame 12 supports the front side of a vehicle engine 18 (see Figure 1) through a front engine mount not shown and connected to a support section (seat) 16, and has a front cross member 20 extending in the widthwise direction of the vehicle and a pair of left and right side members 22a and 22b connected to both ends of the front cross member 20 along the direction of its axis and extending therefrom. front transverse element 20 to the rear of the vehicle parallel to each other.
[0079] Note that the front cross member 20 and the pair of left and right side members 22a and 22b may be integrally formed by, for example, casting, forging, or the like, or the front ends of the pair of left and right side members 22a and 22b can be welded together to both ends of the front cross member 20 along the axis of its direction.
[0080] The front transverse element 20 includes a hollow element made of a steel material. In addition, the front sections 24a ahead of the center sections (middle sections) 24b of the pair of left and right side elements 22a and 22b along the axis of their direction include hollow members made of a steel material. In addition, the center sections 24b of the pair of left and right side elements 22a and 22b along their axis direction and the rear sections 24c behind the center sections 24b include thin sheet sections 26 made thinner than the front sections 24a.
[0081] In this case, the thin sheet sections 26 of the pair of left and right side elements 22a and 22b are formed as extension sections that extend (elongate) for a prescribed length towards the rear side compared to the left and right side elements conventional law. In addition, as shown in Figure 4, the center sections 24b and the thin plate sections 26 of the left and right side element pair 22a and 22b are formed by single thin plates to have hat-like vertical cross sections, and the hat sections. flange 28 extending along the direction of its axis are formed on both the left and right sides of the left and right side elements 22a and 22b (although the right side element 22b is omitted in Figure 4.
[0082] The center sections 24b of the pair of left and right side elements 22a and 22b along the axis of their direction had screw insertion holes 32 formed there for screw insertion. In that case, as shown in Figure 4, a pair of screws 30 penetrates from the bottom side along the screw insertion holes 32 of the left and right side elements 22a and 22b so that the thread sections 30a of the screws 30 can be tightened to the bottom thread holes 34 provided in the front ends of the rear auxiliary frame 14. As a result, the front auxiliary frame 12 and the rear auxiliary frame 14 are secured together by the pair of screws 30 at positions on both the left and right sides. right along the width direction of the vehicle.
[0083] The front auxiliary frame 14 includes a rear member supporting the rear side of the vehicle's engine mount not shown and extending along the vehicle's width direction. The rear element is coated on the respective upper surfaces of the center sections 24b and the thin sheet sections 26 behind the center sections 24b of the left and right side members 22a and 22b and includes a pair of left and right side rear sections 36a and 36b covering ( overlapping) some of the upper surfaces of the left and right rear side members 22a and 22b and a rear cross section 38 connecting the pair of left and right rear side sections 36a and 36b to each other. The rear element is made of a light metal material such as, for example, aluminium, magnesium and an alloy of these substances.
[0084] The left and right rear side sections 36a and 36b have flange sections 40 provided on both sides thereof, and the flange sections 40 are formed to extend from one end to the other end of the left and right rear side sections 36a and 36b along the direction of its axis. In this case, the side edge sections 40a of the flange sections 40 of the left and right rear side sections 36a and 36b are formed so as to protrude slightly towards both the left and right sides along the direction of the compared vehicle width. with the flange sections 28 of the left and right side elements 22a and 22b (see Figure 5). The protruding side edge sections 40a of the flange sections 40 of the left and right rear side sections 36a and 36b have concave sections 42 recessed towards the top side and having roof surfaces 42a (see Figure 7), and the concave sections 42 extend along the axis direction of the left and right rear side sections 36a and 36b.
[0085] In other words, the concave sections 42 having the roof surfaces 42a are formed between the side edge sections 40a and the end side surfaces 28a of the flange sections 28 of the left and right side elements 22a and 22b in such a way that the side edge sections 40a of the flange sections 40 of the left and right rear side sections 36a and 36b (rear auxiliary frame 14) protrude slightly towards both the left and right sides along the width direction of the vehicle compared to the flange sections 28 of the left and right side elements 22a and 22b (front auxiliary frame 12) and then the projecting sections rise vertically in the downward direction.
[0086] Note that the lower surfaces of the side edge sections 40a, which rise in the perpendicular downward direction, of the flange sections 40 of the left and right rear side sections 36a and 36b may be provided to be in the same, or substantially flush with the lower surfaces of the flange sections 28 of the left and right side members 22a and 22b along the horizontal direction.
[0087] In this case, the flange sections 28 provided on both the left and right sides of the left and right side elements 22a and 22b are positioned on the underside, and the flange sections 40 provided on both the left and right sides of the sections left and right rear sides 36a and 36b are positioned on the upper side. When flange sections 28 and 40 are integrally joined by friction welding in their overlapping state, closed cross sections 44 are formed (see Figure 4 and Figure 5).
[0088] In addition, the left and right side members 22a and 22b and the left and right rear side section 36a and 36b of the rear element are tightened when the screws 30 inserted into the screw insertion holes 32 provided in the center sections are screwed into the thread holes 34 provided in the left and right rear side sections 36a and 36b to penetrate the closed cross sections 44.
[0089] Within the closed cross sections 44, collar elements 46 are provided which include cylindrical bodies surrounding the peripheral surfaces of the screws 30 and reinforce the strength of the joint between the left and right side members 22a and 22b and the left and rear side sections and right 36a and 36b when screws 30 are tightened. The screws are tightened into unjoined portions in which the front auxiliary frame 12 and rear auxiliary frame 14 are not joined by friction welding which will be described later, and unjoined portions where welding is not allowed can be reinforced by tightening the screws. As a result, even in a case where the front auxiliary frame 12 made of steel and the rear auxiliary frame 14 made of a light metal are mutually joined by friction welding, the desired rigidity and strength can be guaranteed in cooperation with the portions. tightening screws served as unjoined portions.
[0090] Consequently, the front auxiliary frame 12 and the rear auxiliary frame 14 are firmly joined when the respective flange sections 28 and 40 are joined by friction welding of their overlapping portions. In addition, the front auxiliary frame 12 and the rear auxiliary frame 14 are fastened by screws 30 in the unwelded portions not subjected to friction welding. Thus, the rigidity and strength of the entire auxiliary frame structure 10 can also be increased. Note that if female thread holes (not shown) are formed in positions behind the clamping portions of the screws 30 in the left and right rear side sections 36a and 36b and reinforcement screws, not shown, are inserted under the rear sections 24c of the left and right side elements 22a and 22b in order to be tightened in the female thread holes, rigidity and strength can also be improved.
[0091] The auxiliary frame structure 10 according to the first configuration is basically configured as described above. The following describes the functions and effects of the auxiliary frame structure. Figure 6A is a perspective view showing a state in which friction welding is performed using a joining tool. Figure 6B is a vertical cross-sectional view showing the state of friction welding.
[0092] Initially a description will be given of the process of integrally joining the overlapping portions between the flange sections 28 on the side of the front auxiliary frame 12 made of a steel material and the flange sections 40 on the side of the rear auxiliary frame 14 made of an aluminum alloy material by friction welding.
[0093] As shown in Figures 6A and 6B, a joining tool 50 for use in friction welding has a cylindrical rotor (Stirring Rod) 52 rotated and driven around an axis of rotation by a source of rotation and such conduction. as a motor not shown and has a coupling pin (Probe) 54 protruding from the central end of the rotor 52 along the shaft direction. The diameter of the coupling pin 54 is adjusted to be smaller than that of the rotor 52, and a shoulder section 56 is formed in the section of the annular step between the coupling pin 54 and the rotor 52.
[0094] The process of joining and the rear auxiliary frame 14 will be described below. Note that the front auxiliary frame 12 includes a press-shaped body formed by pressing a sheet steel element while the rear auxiliary frame 14 includes a molded body by melt formed by melt molding an aluminum alloy.
[0095] Initially, the front auxiliary frame 12 is mounted on a fastening plate not shown, then sealants 58 (e.g. dry air sealants) are applied to the upper surface of the front auxiliary frame 12 by a sealant application mechanism not shown. After the rear auxiliary frame 14 is coated on the upper surfaces (the thin sheet sections 26 behind the center sections 24b) of the front auxiliary frame 12 having sealants 58 applied to it, the front auxiliary frame 12 and rear auxiliary frame 14 superimposed on the top-bottom direction are secured by a clamping mechanism not shown.
[0096] Subsequently, the flange sections 28 of the front auxiliary frame 12 and the flange sections 40 of the rear auxiliary frame 14 are joined by friction welding using the joining tool 50 described above. Note that guides 60 to support the welding force to be applied to the respective flange sections 28 and 40 by the joining tool 50 are provided under the respective flange sections 28 and 40 of the front auxiliary frame 12 and the rear auxiliary frame 14.
[0097] In the following, the outline of the friction welding process is as follows. Note that details of the friction welding process will be described later.
[0098] The rotor 52 and the union pin 54 are made to gradually approach the upper surfaces of the rear auxiliary frame 14 made of a light metal material such as an aluminum alloy while being integrally rotated by the rotation source and driver not shown , and then the end of the coupling pin 54 is brought into contact with the upper surfaces of the rear auxiliary frame 14 by welding force (press force) so as to be rotated to penetrate. Thus, plastic flow areas are generated in the rear auxiliary frame 14.
[0099] In addition, the rotor 52 and the union pin 54 are pressed to penetrate while being integrally rotated, and the union pin 54 is inserted in the vertically downward direction until the bearing section 56 of the rotor 52 slides on the surfaces of the rear auxiliary frame 14. At this time, welding force is applied until the end of the union pin 54 is brought into contact with the upper surfaces of the front auxiliary frame 12 made of a steel material.
[00100] When the union pin 54 is rotated to penetrate until it is brought into contact with the upper surfaces of the front auxiliary frame 12, the plastic flow areas generated in the rear auxiliary frame 14 made of a light metallic material are plastically derived and the new steel plate surfaces of the front auxiliary frame 12 made of steel material are exposed. Thus, the front auxiliary frame 12 is solid phase welded to the rear auxiliary frame 14.
[00101] As described above, when rotor 52 and union pin 54 are replaced along the axis direction of overlapping flange sections 28 and 40 while maintaining a state in which rotor 52 and union pin 54 are rotated to penetrate and the end of the union pin 54 is brought into contact with the upper surfaces of the front auxiliary frame 12, friction weld portions 62 (see net-shaped sections in Figure 3A) are formed. Note that in the friction welding portions 62 intermetallic compounds are generated at the joint interfaces between the rear auxiliary frame 14 (light metal material such as aluminum alloy) on the upper side and the front auxiliary frame 12 (steel material) on the side bottom. The intermetallic compounds are generated so that they are dispersed at the joining interfaces in a granular or layered form rather than in a form of continuous layers extending across all the joining interfaces.
[00102] In the first embodiment, the front auxiliary frame 12 includes a press-formed body made of steel, and the rear auxiliary frame 14 includes a die-molded body made of light metal. Thus, the desired rigidity and strength can be ensured by installing or the like of a suspension element such as a suspension arm not shown, and the impact shock absorption performance can be increased.
[00103] In addition, in the first embodiment, the rear auxiliary frame 14 includes a die-cast aluminum body made of, for example, an aluminum alloy or the like. Thus, the weight reduction of the entire auxiliary frame structure 10 can be achieved. Furthermore, in the first configuration, the rear member conventionally including two elements, i.e., upper and lower members, is integrated, and various reinforcing elements provided in the hollow rear member are integrally formed by melt molding. Thus, with the reduction in the number of elements, weight reduction can also be achieved.
[00104] Furthermore, in the first configuration, the left and right rear side sections 36a and 36b of the rear auxiliary frame 14 made of light metal such as, for example, an aluminum alloy, are superimposed on the upper surfaces of the thin sheet sections (extension sections) 26 having hat-shaped vertical cross sections formed in the front auxiliary frame 12 made of steel to join flange sections 28 and 40. Thus, the desired rigidity and strength can be guaranteed in the installation or the like of a suspension element such as a suspension arm not shown, and the impact shock absorption performance can be increased.
[00105] Furthermore, in the first configuration, the rear auxiliary frame 14 having the pair of left and right rear side sections 36a and 36b and the rear cross section 38 is made of a light metal material such as, for example, an alloy aluminum. Thus, weight reduction can be better achieved than before.
[00106] Figures 7A to 7C are explanatory views showing a state in which the sealants remain in the concave sections.
[00107] Hereinafter, a description will be given, based on Figures 7, of a remaining sealant structure in which the sealants 58 interposed between the front auxiliary frame 12 and the rear auxiliary frame 14 protrude on both the left and right sides and remain on the concave sections 42.
[00108] When the rear auxiliary frame 14 is superimposed on the front auxiliary frame 12 having sealants 58 applied to its upper surfaces (see Figure 7A) and then the front and rear auxiliary frames are joined by the joining mechanism not shown, the sealants 58 they protrude slightly from both the left and right sides of the front auxiliary frame 12 and rear auxiliary frame 14 (see Figure 7B).
[00109] Sealants 58 projecting from both the left and right sides of the superimposed front auxiliary frames 12 and rear auxiliary frames 14 remain in the concave sections 42 having the roof surfaces 42a. Furthermore, when the front auxiliary frame 12 and the rear auxiliary frame 14 are joined by friction welding in their joined state, the seals 58 are also projected on both the left and right sides. As a result, the necessary and sufficient amount of sealants 58 is kept in the concave sections 42 (see Figure 7C).
[00110] If the sealants 58 maintained in the concave sections 42 include, for example, air-dry sealants, they solidify after the passage of a prescribed period of time to seal the gaps on the left and right sides of the front auxiliary frame 12 and the frame rear auxiliary 14. As a result, in the configuration, diffusion of sealants 58 projected from both the left and right sides of the front auxiliary frame 12 and the rear auxiliary frame 14 joined by friction welding is avoided, and water intrusion from the gaps in both the left and right sides of the front auxiliary frame 12 3 of the rear auxiliary frame 14 is avoided. Thus, a high anti-corrosion performance can be guaranteed.
[00111] In addition, an operator can visually confirm the remaining degree (amount remaining) of the sealants 58 in the concave sections 42 from the outside. Therefore, by confirming the amount of application of sealants 58, the operator can determine whether sealants 58 have been safely interposed between front auxiliary frame 12 and rear auxiliary frame 14.
[00112] Furthermore, although the closed cross sections 44 are formed between the front auxiliary frame 12 and the rear auxiliary frame 14 when the flange sections 28 and 40 are joined by friction welding, the sealants 58 are also projected towards the inner areas of flange sections 28 and 40 where closed cross sections are formed and solidified to provide the sealing function (see Figure 6B). Thus, a structure that avoids remaining water can be obtained in which water droplets do not remain in the gaps between the respective flange sections 28 and 40 even if the water droplets (water) fall along the walls of the inner surface of the auxiliary frame back 14.
[00113] Furthermore, when the different types of materials of the front auxiliary frame 12 made of a steel element and the rear auxiliary frame 14 made of an aluminum element are joined by friction welding, there is concern that the potential difference occurs between the respective metallic materials due to the difference in ionization of the respective metallic materials and corrosion is caused by the contact between the different types of metallic materials when the corrosion current flows. However, in the configuration, corrosion current flow can be avoided by solidifying sealants 58 projected from flange sections 28 and 40 joined by friction welding. As a result, in the configuration, the corrosion resistance caused by contact between different types of metallic materials can be increased.
[00114] Next, an auxiliary frame structure 100 according to a second embodiment of the present invention will be described below. Note that in the following configuration, the same constituents as those of the auxiliary frame structure 10 as per the first configuration shown in Figure 1 will be denoted by the same reference symbols and their detailed descriptions will be omitted.
[00115] Figure 8 is a schematic perspective view showing the state in which the auxiliary frame structure according to the second configuration of the present invention is mounted on the front of the automobile. Figure 9 is an exploded perspective view of the auxiliary frame structure in the second configuration. Figure 10B is a partial plan view of the front auxiliary frame in a state where the rear auxiliary frame is removed from the auxiliary frame structure. Figure 11 is a vertical cross-sectional view taken along line C-C in Figure 10A. Figure 12 is a vertical cross-sectional view taken along line D-D in Figure 10A.
[00116] In the auxiliary frame structure 100 according to the second configuration, as shown in Figure 11, the screw tightening portions of the center sections 14b of the left and right side elements 22a and 22b of the front auxiliary frame 12 have closed cross sections 44 formed when thin sheets 102a and 102b made of steel material are joined. Consequently, the auxiliary frame structure 100 according to the second configuration is different from the auxiliary frame structure 10 according to the first configuration in that the screw tightening portions of the left and right side elements 22a and 22b each include a steel plate. single and closed cross sections 44 (see Figure 4) are formed between the front auxiliary frame 12 and the rear auxiliary frame 14.
[00117] In this case, the two thin plates 102a and 102b that configure the left and right side elements 22a and 22b have the screw insertion holes 32 and 32 for the insertion of screws 30. The screw insertion holes 32 and 32 are provided so that the threaded sections 30a of the screws 30 inserted through the screw insertion holes 32 and 32 penetrate the closed cross sections 44 formed by the two thin plates 102a and 102b when threaded into the screw holes 34 of the rear auxiliary frame 14 .
[00118] Note that in the closed cross section 44, collar elements 104 are provided each including a cylindrical body surrounding the peripheral surface of the screw 30 and having one of its ends connected to a thin plate 102a along the direction of its axis and the other end connected to the other thin sheet 102b along the direction of its axis. Collar elements 104 are provided to prevent deformation of the thin plates 102a and 102b due to tightening of the screws 30 and strengthening the strength of the joint at the tightening portions of the screws. In that case the collar members 104 may be integrally formed with the lower thin sheets 102b or may be pre-welded to the upper surfaces of the thin sheets 102 for attachment. In addition, for tightening screws 30 penetrating the closed cross sections 44 formed by the two thin plates 102a and 102b, the peripheral screw tightening portions can be welded onto which the rear auxiliary frame 14 is made of an aluminum alloy material. and the upper thin sheet 102 made of a steel material are rolled (see Figure 11).
[00119] In the second configuration, the two thin sheets 102a and 102b made of a steel material are joined to form closed cross sections 44 in the left and right side members 22a and 22b, which produces the advantage that the closed cross section areas can also be increased.
[00120] Next, the auxiliary frame structure 200 according to a third configuration of the present invention will be described below.
[00121] Figure 13 is a schematic perspective view showing a state in which the auxiliary frame structure according to the third configuration of the present invention is mounted on the front of automobiles. Figure 14 is an exploded perspective view of the auxiliary frame structure in the third configuration. Figure 15A is a plan view of the auxiliary frame structure in the third configuration. Figure 15B is a partial plan view of the rear auxiliary frame in a state where the rear auxiliary frame is removed from the auxiliary frame structure. Figure 16 is a vertical cross-sectional view taken along line E-E in Figure 15A. Figure 17 is a vertical cross-sectional view taken along line F-F in Figure 15A. Figure 18A is a vertical cross-sectional view showing a state in which the respective flange sections of the front auxiliary frame and the rear auxiliary frame are joined by friction welding to the auxiliary frame structure in accordance with the third configuration. Figure 18B is a characteristic diagram in which the temperature of the rear surfaces of the portions by friction welding is measured. Figure 18C is a vertical cross-sectional view showing the state after friction welding.
[00122] As shown in Figure 14, the auxiliary frame structure 200 according to the third configuration is different from the auxiliary frame structures 10 and 100 according to the first and second configurations in that sections varying from the central sections 24b of the left side elements and right 22a and 22b configuring front auxiliary frame 12 to extension sections 202 (including flange sections 204a and 204b) behind center sections 24b are thinned by laminating two thin plates 206a and 206b made of a steel material and that all left and right side elements 22a and 22b including extension sections 202 include the two thin plates 206a and 206b.
[00123] In this case, before the front auxiliary frame 12 and rear auxiliary frame 14 are joined by friction welding, electrodeposition coating films processing on both the front and rear surfaces and on the joining surfaces (lamination surfaces) between them the front and rear surfaces of the flange sections 204a and 204b of the left and right side elements 22a and 22b (see Figure 18A).
[00124] Flange sections 204a and 204b of the left and right side elements 22a and 22b having the two thin plates 206a and 206b laminated as described above and the left and right side sections 36a and 36b of the rear auxiliary frame 14 are joined by welding by friction using the joining tool 50. At this time, the joining pin 54 of the joining tool 50 is rotated to penetrate the left and right side sections 36a and 36b and brought into contact with the flange sections 204a and 204b of the left and right side elements 22a and 22b, which results in the application of frictional heat to the left and right side sections 36a and 36b. However, since the left and right side elements 22a and 22b include the two thin rolled steel sheets 206a and 206b made of steel on the rear surfaces 210 of the friction weld portions, the temperature of the friction weld portions, the temperature of the 208c electrodeposition coating films does not reach the prescribed temperature (minimum temperature) at which decomposition of the 208c electrodeposition coating films is allowed (see Figure 18B). As a result, separation of the 208c electrodeposition coating films can be avoided (see Figure 18C).
[00125] In other words, frictional heat is generated when the union pin 54 is rotated to penetrate towards the objects joined in the friction welding, and the electrodeposition coating films 208c formed on the lower surfaces of the thin plates 206b in the lower layer side of the two thin sheets 206a and 206b made of steel can be separated. In the third configuration, sections ranging from the center sections 24b of the left and right side elements 22a and 22b configuring the front auxiliary frame 12 to the extended sections 202 behind the center sections 24b are thinned by laminating the two thin sheets 206a and 206b made of a steel material, the transfer of frictional heat to the electrodeposition coating films 208c formed on the lower surfaces of the thin sheets 206b on the side of the lower layer is avoided, and the temperature of the portions of the electrodeposition coating films formed on the surfaces of the thin plates 206 on the side of the lower layer is reduced. Thus, the electrodeposition coating films 208c formed on the lower surfaces 210 of the friction weld portions are protected.
[00126] Figure 18B is a characteristic diagram in which the temperature of the back surfaces 210 (the lower surfaces of the thin plates 206b on the lower layer side of the two thin laminated plates 206a and 206b made of steel) of the friction welding portions is measured using a temperature sensor not shown. In this case, although the temperature of the lower surfaces of the thin sheets 206b on the side of the lower layer increases slightly due to friction welding, the temperature of the electrodeposition coating films 208c does not reach the prescribed temperature (minimum temperature) at which the coating films by electrodeposition 208c formed on the lower surfaces of the thin sheets 206b on the side of the lower layer are decomposed. Therefore, since separation of the electrodeposition coating films 208c is avoided, the electrodeposition coating films can be stably protected.
[00127] Note that on the joining surfaces between the front auxiliary frame 12 and the rear auxiliary frame 14, the electrodeposition coating films 208a formed between the thin sheets 206a on the upper layer side of the two laminated thin sheets 206a and 206b made of steel and auxiliary frame 14 made of light metal such as an aluminum alloy can be safely extruded off the joint surfaces by friction welding.
[00128] In addition, the third configuration exemplifies the structure in which sections ranging from the central sections 24b of the left and right side elements 22a and 22b that configure the front auxiliary plow 12 to the extension sections 202 (including the sections of flanges 204a and 204b) behind the center sections 24b are formed by laminating the two thin sheets 206a and 206b made of a steel material. However, the third configuration is not limited to the structure, and the number of thin sheets can be two or more.
[00129] Figure 19 is a plan view of an auxiliary frame structure according to a fourth configuration.
[00130] An auxiliary frame structure 300 conforming to the fourth configuration is characterized in that the front ends 302 of the left and right rear side sections 36a and 36b made of an aluminum alloy material are angled so as to cross an axial line G of the rear cross-section 38. The slope of the front ends 302 produces the advantage that the lengths and cross-sectional areas of the friction weld portions 62 can be arbitrarily increased and decreased by adjustment. Note that like the front end shapes 302, the interior of the respective rear side sections 36a and 36b may be longer than its exterior in the forward direction or the exterior may be longer than its interior in the forward direction.
[00131] Next, the method of joining in each of the configurations will be described in detail below.
[00132] Figure 20 is a diagram showing the flow of the process of joining the front auxiliary frame 12 and the rear auxiliary frame 14 configuring the auxiliary frame structure 10 by friction welding in the first configuration.
[00133] Initially, a description will be given in relation to Figure 20, of the process of integrally joining the overlapping portions between the flange sections 28 on the side of the front auxiliary frame 12 made of a steel material and the flange sections 40 on the side of the rear auxiliary frame 14 made of a light metallic material such as an aluminum alloy by friction welding.
[00134] Figure 21 is a view showing the process of joining the front auxiliary frame 12 and the rear auxiliary frame 14 by friction welding. Figure 21A is a view showing the process of fitting the specimen (S1 in Figure 20). Figure 21B is a view showing the sealant application process (S2 in Figure 20). Figure 21C is a view showing the process of superimposing the specimens on top of each other (S3 in Figure 20). Figures 22A to 22C are cross-sectional views schematically showing the details of the joining interface when the front auxiliary frame 12 and rear auxiliary frame 14 are joined by friction welding.
[00135] Initially a press-formed body 12' formed in the front auxiliary frame 12 using a steel material (see Figure 22A) is subjected to coating with 12m zinc alloy and then to the cation of the coating by electrodeposition 12d. As shown in Figure 22A, the front auxiliary frame 12 of the specimen having been subjected to the zinc alloy coating 12m and the electrodeposition coating cation 12d is fitted on the jigs 60 such as clamping plates (S1 in Figure 20).
[00136] Next, as shown in Figure 21B, sealants 58, eg dry air sealants, are applied to the upper surfaces of the flange sections 28 of the front auxiliary frame 12 by the sealant application mechanism not shown (see Figure 22A) (S2 in Figure 20).
[00137] Then, as shown in Figure 21C, the flange sections 40 of the fusion molded rear auxiliary frame 14 of the specimen made of light metal such as aluminum alloy material is superimposed on the flange sections 28 having the sealants 58 applied to the upper surfaces of the front auxiliary frame 12, and the flange sections 28 and 40 are secured by the clamping mechanism not shown (S3 in Figure 20). At this time, as shown in Figure 22B, sealants 58 spread between the flange sections 28 of the front auxiliary frame 12 and the flange sections 40 of the rear auxiliary frame 14.
[00138] Next, the process of joining the front auxiliary frame 12 and the rear auxiliary frame 14 (the process of performing friction welding and extrusion of sealants 58) in step S4 of Figure 20 is carried out as follows.
[00139] The flange sections 28 of the front auxiliary frame 12 and the flange sections 40 of the rear auxiliary frame 14 are joined by friction welding using the joining tool 50. Note that, as described above, the templates 60 for receiving the welding force to be applied to the respective flange sections 28 and 40 by the joining tool 50 are provided under the respective flange sections 28 and 40 of the front auxiliary frame 12 and the rear auxiliary frame 14.
[00140] As shown in Figure 21C, the rotor 52 and the union pin 54 are made to gradually approach the upper surfaces of the flange sections 40 of the rear auxiliary frame 14 made of a light metallic material such as an aluminum alloy as they go. being integrally rotated by the source of rotation and propulsion not shown, and the end of the union pin 54 is brought into contact with the upper surfaces of the flange sections 40 of the auxiliary frame 14 by the welding force (pressing force) so as to be rotated to penetrate. Thus, plastic flow areas are generated in the flange sections 40 of the rear auxiliary frame 14 (see Figure 22C). By the plastic flow, kc intermetallic compounds such as light metal (eg aluminum) and iron compounds are formed.
[00141] Figure 23 is a perspective view showing a state in which friction welding is performed using the joining tool.
[00142] In addition, the rotor 52 and the union pin 54 are pressed to penetrate the flange sections 40 of the rear auxiliary frame 14 as they are being integrally rotated, and the union pin 54 is inserted in the vertically downward direction to the shoulder section 56 of rotor 52 slides on the upper surfaces of flange sections 40 of rear auxiliary frame 14 as shown in Figure 23.
[00143] At this time, as shown in Figure 22C, welding force is applied, after penetrating the flange sections 40 of the rear auxiliary frame 14, until the end of the splice pin 54 breaks the layers of applied sealant 58, the layers subjected to cation electrodeposition coating 12d, and layers subjected to zinc alloy coating 12m formed on the upper surfaces of the flange sections 28 of the front auxiliary frame 12; extruding the sealant layers 58, the layers subjected to cation electrodeposition coating 12d, and the layers subjected to zinc alloy coating 12m to the peripheries of the joining surfaces between the flange sections 40 and 38, and is brought into contact direct with the upper surfaces of the flange sections 28 of the front auxiliary frame.
[00144] When the union pin 54 is rotated to penetrate until it is brought into contact with the upper surfaces of the front auxiliary frame 12 as described above, the plastic flow areas are generated in the flange sections 40 of the rear auxiliary frame 14 made of a light metallic material are plastically generated and the new surfaces of the steel sheets of the front auxiliary frame 12 made of a steel material are exposed to form the intermetallic compounds kc after the layers of the sealants 58, the layers subjected to cation electrodeposition coating 12d, and the layers subjected to 12m zinc alloy coating are extruded. Thus, the front auxiliary frame 12 is solid phase welded to the rear auxiliary frame 14.
[00145] That is, since the rear auxiliary frame 14 made of a light metal material and the flange sections 28 of the front auxiliary frame 12 are firmly fixed in such a way that the antioxidants of the 12m zinc alloy coating, the Cation electrodeposition coating coating films 12d, and sealants 58 are extruded to the peripheries of the joint surfaces and mixed to form walls, separation of coatings or the like is avoided. In addition, sealants 58, layers subjected to cation electrodeposition coating 12d, and layers subjected to zinc alloy coating 12m do not exist on the mating surfaces between flange sections 40 and flange sections 28. Note that as described above, m mixtures of layers subjected to zinc alloy coating 12m, layers subjected to cation electrodeposition coating 12d, and sealants 58 are formed as walls around union pin 54.
[00146] As described above, when the rotor 52 and the union pin 54 are rotated to penetrate the flange sections 40 of the rear auxiliary frame 14 and displaced along the directions extending from the overlapping flange sections 28 and 40 in a In the state in which the end of the splice pin 54 is brought into contact with the upper surfaces of the flange sections 28 of the front auxiliary frame 12, the friction weld portions 62 are formed (see sections marked with grids in Figure 3A).
[00147] Note that friction welding portions 62, intermetallic compounds kc are generated at the joining interfaces between the rear auxiliary frame 14 (light metal material such as an aluminum alloy) on the top side and the front auxiliary frame 12 (steel material) on the bottom side as shown in Figure 22C. The kc intermetallic compounds are generated so as to be dispersed at the bonding interfaces in a granular form or in a form of split layers rather than a form of continuous layers spanning all the bonding interfaces.
[00148] Figure 24 is a horizontal cross-sectional view showing the joining section between the flange section 28 of the front auxiliary frame 12 and the flange section 40 of the rear auxiliary frame 14.
[00149] If the sealants 58 maintained in the concave sections 42 include, for example, air-dried sealants, they solidify after a prescribed period of time has passed to securely seal the gaps between flange sections 28 and 40 on the left sides and right of the front auxiliary frame 12 and the rear auxiliary frame 14.
[00150] As a result, in the configuration, dispersion of the sealants 58 projected from both the left and right sides of the front auxiliary frame 12 and the rear auxiliary frame 14 joined by friction welding is avoided since the sealants 58 remain in the concave sections 42. Thus, the filling reliability of sealants 58 can be achieved.
[00151] In addition, the intrusion of corrosion factors such as water from the gaps on both sides of the front auxiliary frame 12 and the rear auxiliary frame 14 is reduced. Thus, a high anti-corrosion performance can be guaranteed.
[00152] In addition, the operator can visually confirm from the outside the remaining degrees (remaining amount) of the sealants 58 in the concave sections 42. Therefore, by confirming the application amount of the sealants 58, the operator can determine whether the sealants 58 have been securely interposed between the front auxiliary frame 12 and the rear auxiliary frame 14.
[00153] Furthermore, although the closed space having the closed cross section 44 is formed between the front auxiliary frame 12 and the rear auxiliary frame 14 when the flange sections 28 and 40 are joined by friction welding, the sealants 58 are also designed towards areas within the flange sections 28 and 40 where the enclosed space having the closed cross sections is formed and solidified to provide the sealing function. Thus, a remnant water prevention structure can be obtained in which water droplets flow from the protruding sealants 58 between the respective flange sections 28 and 40 and do not remain in the gaps between the flange sections 28 and 40 even if the water droplets (water) falls along the inner surfaces of the walls of the rear auxiliary frame 14 on the top side as indicated by arrow D1 in Figure 24.
[00154] Furthermore, when different types of materials of the front auxiliary frame 12 made of a steel element and the rear auxiliary frame 14 made of a light metal element such as aluminum are joined by friction welding, there is concern that a potential difference occurs between the respective metallic materials when the corrosion current flows. However, in the configuration, corrosion current flow can be avoided by solidifying the sealants 58 that protrude from the flange sections 28 and 40 joined by friction welding. As a result, the corrosion resistance caused by contact between different types of metallic materials can be increased.
[00155] In addition, since the front auxiliary frame 12 can have a coating applied to it in its single state, coating is facilitated and the labor of coating is greatly saved. In addition, omission of the coating from the front auxiliary frame 12 is avoided.
[00156] The method of joining the third configuration will be described in detail below.
[00157] As shown in Figure 25A, the flange sections 204a and 204b of the left and right side elements 22a and 22b having the two thin plates 206a and 206b laminated to them and the flange sections 40 and 40 of the left and right side sections 36a and 36b of the rear auxiliary frame 14 are friction welded together using the joining tool 50. At this time, the joining pin 54 of the joining tool 50 is, when brought into contact with the flange sections 204a and 204b, rotated to penetrate the flange sections 40 and 40 of the left and right side sections 36a and 36b to generate the sr plastic flow areas and extrude the electrodeposition coating films 208a and sealants 258 of the left and right side elements 22a and 22b through the peripheries of the mating surfaces between the flange sections 204a and 204b and the flange sections 40 and 40 to form the walls of the m blends of the electrodeposition coating films 208a and the sealants 258.
[00158] At this time, the electrodeposition coating films and sealants 258 are extruded to the peripheries of the joining surfaces to form the walls of the mixtures m, and the flange sections 40 and 40 of the left and right side sections 36a and 36b and the flange sections 204a and 204b of the left and right side elements 22a and 22b are fixed firmly when intermetallic elements kc such as those composed of light metal (eg aluminum) and iron are formed by plastic flux. Therefore, separation of the coating films by electrodeposition 208 is avoided. In addition, the electrodeposition coating films 208a and sealants 258 do not exist on the respective mating surfaces between the flange sections 40 and 40 and the thin sheets 206a and 206b.
[00159] In addition, although frictional heat is applied to the flange sections 40 and 40 of the left and right side sections 36a and 36b, the ability to transmit heat to the rear surfaces 210 of the friction weld portions (the surfaces flange sections 204a and 204b) is reduced by laminating the two thin sheets 206a and 206b made of steel. Therefore, the temperature of the 208c electrodeposition coating films formed on the rear surfaces of the flange sections 204a and 204b do not reach the prescribed temperature (minimum temperature) at which decomposition of the 208c electrodeposition films is allowed (see Figure 25B). As a result the separation of the electrodeposition coating films 208c from the rear surfaces of the flange sections 204a and 204b can be avoided (see Figure 25C).
[00160] In other words, frictional heat is generated when the union pin 54 is rotated to penetrate towards the joint objects in friction welding, and the electrodeposition coating films formed on the lower surfaces of the thin laminated sheets made steel can be separated.
[00161] In view of this, in the third configuration, the sections ranging from the center sections 24b to the extended sections 202 behind the center sections 24b of the left and right side elements 22a and 22b that configure the front auxiliary frame 12 are formed to have a air space so that the two thin sheets 206a and 206b made of a steel material are thinned and rolled together as shown in Figure 25 to reduce heat transmission capacity.
[00162] Thus, the transfer of frictional heat generated when the union pin 54 is rotated to penetrate the electrodeposition coating films 208 formed on the lower surfaces of the thin sheets 206b on the side of the lower layer is reduced, with which the films coatings 208c formed on the back surfaces 210 of the friction weld portions (the back surfaces of the flange sections 204a and 204b) are protected.
[00163] Note that the third configuration exemplifies a case where the electrodeposition coating films 208a to 208c are previously formed by processing the electrodeposition coating on both the front and back surfaces and the bonding surfaces (lamination surfaces) between them. the front and rear surfaces of the flange sections 204a and 204b of the respective left and right side elements 22a and 22b. However, the electrodeposition coating films 208a to 208c can be formed by the electrodeposition coating process after both the front and back surfaces and the mating surfaces (lamination surfaces) between both the front and back surfaces of the flange sections 204a and 204b are coated with a zinc alloy or the like.
[00164] In this case, electrodeposition coating films 208a, zinc coating alloys or the like, and sealants 258 are mixed and extruded to the peripheries of the respective mating surfaces between flange sections 40 and 40 of the side sections left and right 36a and 36b and the flange sections 204a and 204b of the left and right side elements 22a and 22b, whereby the walls of the mixtures m of the electrodeposition coating film 208a, the zinc alloy or similar coatings, and the 258 sealant are formed. With the formation of the walls, the flange sections 40 and 40 of the left and right side sections 36a and 36b and the flange sections 204a and 204b of the left and right side elements 22a and 22b are firmly clamped together (solid phase union) when intermetallic compounds such as light steel and iron compounds are formed by plastic flux. Therefore, separation of electrodeposition coating films 208a and zinc coated alloys or the like is avoided. In addition, electrodeposition coating films 208a, zinc coated alloys or the like, and sealants 258 do not exist on the respective mating surfaces between flange sections 40 and 40 and thin sheets 206a and 206b. Note that in the third configuration 258 sealants cannot be used. However, it is more desirable to use 258 sealants as they have anti-corrosion performance.
[00165] Figure 26 is a plan view of an auxiliary frame structure in a fifth configuration. Note that in Figure 26 the 62s reference symbols (starting sections) represent locations where friction welding is started and the 62e reference symbols (end sections) representing the locations where friction welding is finished. In addition, open arrows between reference symbols 62s and 62e represent the progress of the friction welding operation.
[00166] Figure 27 is a view showing the friction welding process applied to the auxiliary frame structure according to the fifth configuration. Figure 27A is a cross-sectional view showing the state of the starting section of a location where friction welding is started. Figure 27B is a cross-sectional view showing the state before friction welding at the end section of a location at which friction welding is terminated. Figure 27C is a cross-sectional view showing the state after friction welding of the end section of a location where the friction welding is terminated.
[00167] The auxiliary frame structure 400 according to the fifth configuration is different from the auxiliary frame structure 200 according to the Third configuration in that the shapes of the start sections 62s in which the friction welding is started and those of the end sections 62e are switched to perform the friction welding shown in Figure 25.
[00168] As shown in Figure 27A, concave-shaped sections 40b, which receive the end of the union pin 54 that protrudes downward from the center of the bottom of the rotor 52 and are greater than or substantially equal to the end of the coupling pin. union 54, are formed in the flange sections 40 and 40 of the left and right side sections 36a and 36b made of light metal such as aluminum in the start sections 62s.
[00169] With this configuration, the generation of chips (burrs) from the flange section 40 is reduced and the insertion of the union pin 54 is increased when the union pin 54 is rotated to penetrate to initiate the friction welding. Consequently, the friction welding process can be started uniformly, and the finished quality of the starting sections 62s in which the friction welding is started can be done satisfactorily.
[00170] In addition, the joint pin 54 is rotated from the start section 62s to extrude the electrodeposition coated films 208a to the peripheries of the joint surfaces between the flange sections 40 and the thin sheets 206a to form the walls, is rotated in direct contact with the thin plates 206a to continue the friction welding of the flange sections 40 and the thin plates 206a and 206b, and reaches the end sections 62e where the friction welding is completed as shown in Figure 27C. At this point, since the flange sections 40 of the side sections 36a and 36b and the thin sheets 206a and 206b are firmly clamped together so that the electrodeposition coating films 208a are extruded to the peripheries of the mating surfaces between the sections of flange 40 and the thin sheets 206a to form the walls, separation of the electrodeposition coating films 208a is avoided. In addition, electrodeposition coating films 208a do not exist on the mating surfaces between AA flange sections 40 and thin sheets 206a.
[00171] The following will be given a description of the configuration of the end sections 62e that serve as points at which the friction welding of the flange sections 40 and the thin plates 206a and 206b as shown in Figure 27B and Figure 27C is terminated .
[00172] In the upper parts of the end sections 62, in which the friction welding is terminated, of the thin plates 206a and 206b ranging from the center sections 24b of the left and right side members 22a and 22b to the extension sections 202 behind the sections centers 24b of the front auxiliary frame 12 shown in Figure 26, concavely shaped sections 202h larger than the ends of the union pin 54 are preformed as shown in Figure 27B. At the same time, convex shaped sections 40c fitted in concave sections 202h of thin plates 206a and 206b are preformed in flange sections 40 and 40 of side sections 40 and 40 of left and right side sections 36a and 36b made of such light metal like aluminum, flange sections 40 and 40 being superimposed on thin sheets 206a and 206b on end sections 62e above.
[00173] Prior to friction welding, as shown in Figure 27B, the flange sections 40 and 40 of the left and right side sections 36a and 36b made of light metal such as aluminum are superimposed on the thin plates 206a and 206b of the left side elements and right 22a and 22b of the front auxiliary frame 12 so that the convex sections 40c and 40c of the flange sections 40 and 40 are fitted into the concave sections 202h of the thin plates 206a.
[00174] Then, when the union pin 54 protruding down from the center of the rotor bottom 52 is rotated to penetrate the flange sections 40 on the upper side, the flange sections 40 and 40 of the left and right side sections 36a and 36b of the rear auxiliary frame 14 and the thin plates 206a and 206b of the left and right side members 22a and 22b of the auxiliary frame 12 are joined by friction welding as shown in Figure 27C.
[00175] As shown in Figure 27B, the concave sections 202h larger than the splice pin 54 are formed at the tops of the end sections 62e in which the friction welding is completed, but thin plates 206a and 206b of the left side elements and right 22a and 22b the front auxiliary frame 12. In addition, the convex sections 40c fitted in the convex sections 202h of the thin plates 206a and 206b are formed in the flange sections 40 and 40 being superimposed on the thin plates 206a and 206b in the end sections 62e by up. Thus, exposure of the thin plates 206 in the end sections 62e is avoided after friction welding.
[00176] In addition, since light metal such as aluminum of the flange sections 40 is filled in the concave sections 202h of the thin plates 206a and 206b, the occurrence of corrosion is reduced in the end sections 62e of the thin plates 206a and 206b .
[00177] Note that, as in the third configuration, electrodeposition coating films may be formed on thin sheets 206a, 206b, and 206c after both surfaces of the respective thin sheets 206a and 206 are coated with a zinc alloy or the like.
[00178] In this case, the splice pin 54 is rotated to mix the electrodeposition coating films 208a and zinc coated alloys or the like (antioxidant) and project the mixtures to the peripheries of the splicing surfaces between the splice pin 54 and the thin plates 206a to form walls, and is rotated in contact with the thin plates 206a to join the flange section 40 and the thin plates 206a and 206b by friction welding. At this time, while the 208a electrodeposition coating films and zinc-coated alloys or the like are extruded to the peripheries of the joining surfaces to form the walls, intermetallic compounds are formed to firmly secure the flange sections 40 of the left side sections and right 36a and 36b are thin sheets 206a. Therefore, separation of electrodeposition coating films 208a and zinc coated alloys or the like is avoided. In addition, electrodeposition coating films 208a and zinc coated alloys or the like do not exist on the mating surfaces between flange sections 40 and thin sheets 206a.
[00179] Note that as shown in Figure 27C, it is desirable to apply sealants 58 (as indicated by the two dotted lines) on the thin plates 206a before superimposing the flange sections 40 on the thin plates 206a. In that case, while sealants 58, electrodeposition coating films 208a, and zinc-coated alloys or the like are extruded to the periphery of the joint surfaces to form the walls, the joint pin 54 is rotated into contact with the sheets. thin plates 206a to securely attach the 40 flange sections of the left and right side sections 36a and 36b and the thin plates 206a. Therefore, sealants 58, electrodeposition coating films 208a, and zinc coated alloys or the like do not exist on the mating surfaces between flange sections 40 and thin sheets 206a.
[00180] In addition, the settings of the start sections 62s and the end sections 62e in the friction welding process as per the fifth setting can be applied to the first through fourth settings.
[00181] According to the settings of the first to fifth settings, friction welding is performed in a state in which a cation electrodeposition (ED) coating or similar is applied. Therefore, the desired bond strength can be guaranteed.
[00182] By joining the light metal element such as an aluminum element and the iron element by friction welding, the friction welding is performed after the iron element is previously subjected to electroplating. Thus, the coating films are not fused as in foundry welding, which saves the labor of applying coatings and allows the application of coatings to be preceded in every detail. In addition, the light metal element and the iron element can be joined by extrusion of the coating films to the outside.
[00183] Note that the above configurations describe cation electrodeposition coating as electrodeposition coating, but electrodeposition coatings other than cation electrodeposition coating may be applied.
[00184] Note that the above configurations describe aluminum alloy (aluminum) as an example where the rear auxiliary frame 14 is made of light metal, but needless to say, light metals other than aluminum alloy (aluminum) can be used .
[00185] In addition, the first to fifth configurations describe the various configurations, but the respective configurations can be arbitrarily combined if the occasion requires.
[00186] Note that the configurations exemplify zinc alloy coating, but pure zinc coating can be used. However, zinc alloy coating is more desirable as it is more excellent in moldability and anti-corrosion. Note that "zinc coating", which will be described later, includes both zinc alloy coating and pure zinc coating.
[00187] With the union method described above, the following effects or advantages are obtained.
[00188] The method of superimposing a sheet element and a light metal element one cover the other and joining them by friction welding in their non-melting state may include a coating process in which the steel element is coated and a joining process in which the rotation tool is rotated to penetrate the joining section between the light metal element and the steel element and the joining section of the light metal element is softened and plastically circulated by the friction heat generated by the mess. time to join the steel element and the light metal element.
[00189] According to this method of joining, the application of a coating can be preceded in all details since a coating film is not fused as in fusion welding. In addition, the application of a coating can be preceded since the coating film can be extruded. Furthermore, an intermetallic compound is formed by the plastic flux.
[00190] In addition, the coating film may not exist on the joint surface in such a way that the application of a coating is performed based on the electrodeposition coating and the coating film by applying a coating is extruded to the periphery of the joining surface the light metal element and the steel element. According to the joining method, the light metal element and the steel element can be joined by extruding the coating film out of the joining surface.
[00191] In addition, the steel element can be coated with zinc, and a layer coated with zinc can be extruded to the periphery of the joining surface together with the coating film of the electrodeposition coating. According to this joining method, the light metal element and the steel element can be joined by extrusion of the zinc coated layer.
[00192] Furthermore, a sealant can be provided between the steel element and the light metal element and extruded to the periphery of the joining surface along with the zinc coated layer and the coating film of the electrodeposition coating. According to this method of joining, the sealant is mixed with the coating film and the zinc-coated antioxidant of the steel element, with which an anti-corrosion effect can be exhibited. In addition, the steel member and the light metal member can be joined by extruding the mixture of sealants and other substances out of the joint interface.
[00193] In addition, the end of the rotation tool can be pushed in until it comes into contact with the steel element. According to this joining method, the light metal element can be safely agitated, and the zinc coated layer, the coating film, and the like, can be extruded if the steel element is coated with the zinc coated layer , the coating film, and the like.
[00194] In addition, the steel element in the joining section may include a plurality of steel elements superimposed on one another. According to this joining method, an increase in the temperature of the lower surface of the steel element can be reduced in the process of joining the steel element and the light metal element.
[00195] In addition, a first section of concave shape greater than or substantially equal to the end of the turning tool may be formed in the section of the light metal element in which the end of the turning tool is made to penetrate a starting section in the which the joining process is started. According to this joining method, the insertion of the turning tool end into the steel element is increased, whereby chip generation can be reduced.
[00196] Furthermore, a second concave section larger than the end of the turning tool can be formed in a section of the steel element in which the end of the turning tool is made to penetrate into an end section in which the joining process is closed, and a convex shaped section received in the second concave section of the steel element can be formed in the light metal element. According to this joining method, exposure of the steel element can be avoided in the final section in which the joining process is terminated, and the occurrence of corrosion can be reduced since the steel element in the final section can be coated. with light metal element. EXPLANATION OF REFERENCES 10: 100, 200, 300, 400: auxiliary frame structure 11: vehicle 12: front auxiliary frame (element made of steel, steel element) 14: rear auxiliary frame (aluminum element, light metal element) 20: front cross member 22a, 22b: left side member, right side member 26: thin plate section (extension section) 28: flange section (steel member) 30: bolt 32: bolt insertion hole 36a, 36b : left rear side section, right rear side section 38: rear cross section 40: flange section (light metal element) 40b: concave section (first concave section) 40c: convex section 44: closed cross section 54: union pin ( rotation tool for friction welding, rotation tool) 58, 258: sealant (sealing element) 625: starting section 62e: ending section 102a, 102b: thin plate 202h: concave section (second concave section) 204a, 204b : flange section 206a, 206b: fin plate steel a (a plurality of overlapping steel elements) 208a to 208c: electroplating coating film 210: back surface S1: fitting of the specimen (coating process) S4: friction welding and extrusion of the sealant (bonding process )

权利要求:
Claims (4)
[0001]
1. Auxiliary frame structure for a vehicle, the auxiliary frame structure (10) being disposed on a front of the vehicle and attached to or buoyantly supported by an element of the vehicle body frame, said auxiliary frame structure (10) comprising : a front auxiliary frame (12) made of steel, the front auxiliary frame (12) comprising a front transverse member (20) extending along a width direction of the vehicle and a pair of left and right side members (22a , 22b) extending from the front cross member (20) towards a rear portion of the vehicle, each of the left and right side members (22a, 22b) comprising a front section, an intermediate section and a rear section; and a rear auxiliary frame (14) made of light metal comprising aluminum or aluminum alloy, the rear auxiliary frame (14) comprising a pair of left and right rear side sections (36a, 36b) and a rear cross section (38) connecting the left and right rear side sections (36a, 36b) each other, characterized by the fact that: the left and right rear side sections (36a, 36b) of the rear auxiliary frame (14) overlap and completely cover the rear sections (24c) left and right of the left and right side elements (22a, 22b) of the front auxiliary frame, respectively, in a stacked configuration, and the front auxiliary frame (12) and the rear auxiliary frame (14) are joined by welding by friction in a state where the rear auxiliary frame (14) is superimposed on the front auxiliary frame (12), wherein the front auxiliary frame (12) comprises a body formed by pressing, the rear auxiliary frame (14 ) comprises a cast body formed by die casting, and the rear sections of the left and right side elements (22a, 22b) of the front auxiliary frame (12) are provided with respective extension sections extending towards a rear portion of the vehicle, the extension sections (20) of the front auxiliary frame (12) and the left and right rear side sections (36a, 36b) of the rear auxiliary frame (14) are provided with the respective flange sections (40), a The outer portion of the flange section of each of the left and right rear side sections (36a, 36b) includes an overhanging side edge section (40a) having a concave groove formed therein and recessed towards an upper side, the Protruding side edges (40a) are formed in such a way that they protrude outwardly beyond adjacent portions of the left and right side elements (22a, 22b) along the width direction of the vehicle, respectively, and then the sections. protruding side edge sections (40a) extend vertically downward beyond the upper surfaces of said adjacent portions of the left and right side elements (22a, 22b), and the left and right rear side sections (36a, 36b) of the rear auxiliary frame (14) are superimposed on the upper surfaces of the side sections extending from the front auxiliary frame (12) to join the flange sections (40).
[0002]
2. Auxiliary frame structure according to claim 1, characterized in that: the closed cross sections (44) are formed by the left and right side elements (22a, 22b) of the front auxiliary frame (12) and the side sections left and right sides (36a, 36b) of the rear auxiliary frame (14), screw insertion holes are formed in the left and right side elements (22a, 22b) of the front auxiliary frame (12), and the left and right side elements (22a, 22b) of the front auxiliary frame (12) and the left and right rear side sections (36a, 36b) of the rear auxiliary frame (14) are fastened by screws that penetrate the closed cross sections (44).
[0003]
3. Auxiliary frame structure according to claim 1, characterized in that: the front auxiliary frame flange sections (12) comprise the respective steel elements in the form of thin sheets, the electroplating coating is applied to the sections of flange of the front auxiliary frame (12) before being joined to an aluminum element in the form of thin plate, thus forming the respective coating films by electrodeposition on the joining surfaces joined to the aluminum element, the lamination surfaces between the thin plates (206a, 206b), and the rear surfaces of the thin plate on an opposite side to the joining surfaces joined to the aluminum element, the steel element and the aluminum element are superimposed on each other, and the tool rotation for friction welding is rotated to penetrate in a direction perpendicular to the superposed surface and from the side of the aluminum element towards one side of the steel element to join the flange sections (40).
[0004]
4. Auxiliary frame structure according to claim 1, characterized in that the left and right side elements (22a, 22b) of the front auxiliary frame have two (206a, 206b) or more thin steel sheets joined together, and closed cross sections (44) are formed between the joined thin sheets (206a, 206b) of steel.

类似技术:

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同族专利:

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公开号 | 公开日

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DE112011104032T5|2013-08-29|

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US9067621B2|2015-06-30|

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US9944332B2|2018-04-17|

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US9630658B2|2017-04-25|

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US20150336616A1|2015-11-26|

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GB201312091D0|2013-08-21|

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US10232893B2|2019-03-19|

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AU2011339365A1|2013-07-25|

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US9764777B2|2017-09-19|

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US20150336610A1|2015-11-26|

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US9834257B2|2017-12-05|

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CA2820147A1|2012-06-14|

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CN103237713A|2013-08-07|

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AU2011339365B2|2016-02-11|

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US20150336611A1|2015-11-26|

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MX2013005733A|2014-07-10|

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BR112013015743A2|2018-05-29|

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US20150336205A1|2015-11-26|

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WO2012077690A1|2012-06-14|

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US20130249250A1|2013-09-26|

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US20150367892A1|2015-12-24|

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CA2820147C|2015-10-27|

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GB2501028B|2018-03-14|

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GB2501028A|2013-10-09|

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CN103237713B|2015-09-30|

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法律状态:
2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-11-26| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-03-16| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|

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2021-06-15| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-08-03| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 06/12/2011, OBSERVADAS AS CONDICOES LEGAIS. |

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