WO2012077690A1 - サブフレーム構造体 - Google Patents
サブフレーム構造体 Download PDFInfo
- Publication number
- WO2012077690A1 WO2012077690A1 PCT/JP2011/078214 JP2011078214W WO2012077690A1 WO 2012077690 A1 WO2012077690 A1 WO 2012077690A1 JP 2011078214 W JP2011078214 W JP 2011078214W WO 2012077690 A1 WO2012077690 A1 WO 2012077690A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- subframe
- friction stir
- stir welding
- steel
- portions
- Prior art date
Links
- 238000003756 stirring Methods 0.000 claims abstract description 107
- 238000003466 welding Methods 0.000 claims abstract description 99
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 77
- 239000010959 steel Substances 0.000 claims abstract description 77
- 229910052751 metal Inorganic materials 0.000 claims abstract description 44
- 239000002184 metal Substances 0.000 claims abstract description 44
- 238000004512 die casting Methods 0.000 claims abstract description 6
- 238000005304 joining Methods 0.000 claims description 97
- 238000000576 coating method Methods 0.000 claims description 89
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- 238000004070 electrodeposition Methods 0.000 claims description 67
- 229910052782 aluminium Inorganic materials 0.000 claims description 22
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 22
- 238000003780 insertion Methods 0.000 claims description 9
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- 238000000034 method Methods 0.000 description 37
- 238000007747 plating Methods 0.000 description 32
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- 239000000956 alloy Substances 0.000 description 21
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- 229910045601 alloy Inorganic materials 0.000 description 17
- 229910052725 zinc Inorganic materials 0.000 description 17
- 239000011701 zinc Substances 0.000 description 17
- 150000002739 metals Chemical class 0.000 description 14
- 239000000725 suspension Substances 0.000 description 14
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 12
- 230000007797 corrosion Effects 0.000 description 12
- 238000005260 corrosion Methods 0.000 description 12
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- 229910052742 iron Inorganic materials 0.000 description 6
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- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 4
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/026—Connections by glue bonding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
- B23K20/12—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding
- B23K20/122—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding using a non-consumable tool, e.g. friction stir welding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
- B23K20/12—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding
- B23K20/122—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding using a non-consumable tool, e.g. friction stir welding
- B23K20/1245—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding using a non-consumable tool, e.g. friction stir welding characterised by the apparatus
- B23K20/125—Rotary tool drive mechanism
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
- B23K20/12—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding
- B23K20/122—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding using a non-consumable tool, e.g. friction stir welding
- B23K20/1265—Non-butt welded joints, e.g. overlap-joints, T-joints or spot welds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
- B62D21/155—Sub-frames or underguards
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/023—Assembly of structural joints
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
- B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded
-
- C—CHEMISTRY; METALLURGY
- C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
- C25D—PROCESSES FOR THE ELECTROLYTIC OR ELECTROPHORETIC PRODUCTION OF COATINGS; ELECTROFORMING; APPARATUS THEREFOR
- C25D7/00—Electroplating characterised by the article coated
Definitions
- the present invention relates to a subframe structure incorporated in a front portion of a vehicle such as an automobile.
- a vehicle such as an automobile is fixed to a front side frame as a vehicle body member.
- a suspension component such as a suspension arm or a stabilizer is attached, and a subframe structure for supporting the suspension component is used. ing.
- a light metal rear member to which a suspension component is attached and a front end portion of each of two side portions of the rear member are joined to the front of the vehicle.
- a subframe structure including two steel side members that extend in the direction of the vehicle and a cross member that connects the two side members in the vehicle width direction.
- Patent Document 2 discloses a vehicle subframe in which a cross-beam shaped die-cast subframe is divided into two parts, and the degree of freedom in shape at the divided joint portion can be increased.
- Patent Document 3 relates to a joint structure for an automobile structure related to a center pillar, and friction between a flange on an opening side edge of a box-shaped structural member made of an aluminum alloy and a flat cover made of a galvanized steel plate. Stir welding is disclosed.
- Patent Document 4 after both materials made of different metals are overlapped with each other through a seal material, the seal material interposed in the joint is discharged from the joint interface by reducing deformation resistance by heating, for example.
- a dissimilar metal joining method is described in which both materials are brought into direct contact with each other by resistance welding or laser beam irradiation.
- Patent Document 5 describes a friction joining method between different metals.
- the sub-frame structure disposed in the front portion of the vehicle is attached with the suspension components, it is necessary to ensure a desired rigidity in the attachment portion.
- it since it is disposed at the front of the vehicle, it is necessary to absorb the impact at the time of the vehicle collision and to prevent the impact from being transmitted into the passenger compartment. Furthermore, it is necessary to reduce the weight of the entire vehicle from the viewpoint of energy saving and the like.
- the dissimilar metal members disclosed in Patent Document 1 are joined together by applying the joining method disclosed in Patent Document 3. That is, a flange is provided on the end surface of the side portion of the light metal rear member, and a flange is provided on the end surface of the steel side member. The rear member side flange and the side member side flange are friction stir welded to each other. It is conceivable to construct a subframe structure. However, in the subframe structure in which the joining method of Patent Document 3 is applied to the structure of Patent Document 1, it is not possible to set a large closed cross section at the joining portion, and desired rigidity and strength to support the suspension components. There is a problem that it is difficult to ensure.
- a general object of the present invention is to provide a subframe structure capable of ensuring desired rigidity and strength, improving shock absorption performance, and achieving weight reduction.
- the main object of the present invention is to provide a sub-frame structure capable of setting a large closed cross-section at a joint site and ensuring desired rigidity and strength.
- Another object of the present invention is to provide a subframe structure capable of preventing peeling of the electrodeposition coating film on the back surface of the joining portion even when different metals are friction stir welded. .
- Another object of the present invention is to provide a subframe structure that can be coated up to the joint interface.
- the present invention provides a vehicle subframe structure that is disposed at a front portion of a vehicle and is fixed to a vehicle body member or supported to be floatable with respect to the vehicle body member. It consists of a front subframe made of steel divided in the front-rear direction and a rear subframe made of light metal, and with the rear subframe superimposed on the front subframe, by friction stir welding It is characterized by being joined.
- the front sub-frame is made of steel
- the rear sub-frame is made of light metal
- both are friction stir welded so that a desired suspension component such as a suspension arm can be attached.
- the rigidity and strength can be ensured, and the impact absorption performance at the time of collision can be improved.
- the rear subframe is formed of an aluminum die-cast molded body such as an aluminum alloy, for example, weight reduction can be achieved in the entire subframe structure. Furthermore, in the present invention, a rear member that has conventionally been constituted by two members, an upper member and a lower member, is integrated, and various reinforcing parts provided in the hollow rear member are integrally formed by die casting, thereby The weight can be further reduced by reducing the number of points.
- the left and right rear side portions of the rear subframe made of light metal such as aluminum alloy are overlapped on the upper surface of the extending portion formed in the steel front subframe, and the flange portions are connected to each other.
- desired rigidity and strength can be ensured by attaching suspension components such as a suspension arm, and impact absorbing performance at the time of collision can be improved.
- the rear subframe having the pair of left and right rear side portions and the rear cross portion is formed of a light metal material such as an aluminum alloy, for example, thereby achieving a reduction in weight as compared with the prior art. be able to.
- the fastening portion of the bolt that penetrates the closed cross section is located at a non-joined portion where the front subframe and the rear subframe are not joined, and the nonjoint portion that cannot be welded is provided. It can be reinforced by bolting.
- the front subframe and the rear subframe are firmly fixed by joining the flange portions at the overlapping portions, and the front subframe and the rear subframe are bolted to each other at a non-welded portion that is not joined. By fastening, the rigidity and strength can be further increased in the entire subframe structure.
- the closed cross section at the joining site can be set large and non-joined Desirable rigidity and strength can be ensured by the cooperative action with the bolt fastening part which is the part.
- the present invention it is possible to avoid the frictional heat generated during friction stir welding from reaching the electrodeposition coating film formed on the lower surface of the laminated lower thin plate, and to lower the lower surface of the lower thin plate. By suppressing the temperature of the back surface of the electrodeposition coating film portion formed on the electrodeposited coating film, it is possible to prevent the electrodeposition coating film formed on the back surface of the friction stir welding portion from protecting the electrodeposition coating film. .
- the left and right side members of the front subframe join two or more thin steel plates, and form a closed cross section between the joined steel thin plates.
- the rigidity and strength can be further increased.
- the present invention it is possible to obtain a subframe structure that can secure desired rigidity and strength, improve impact absorption performance, and achieve weight reduction.
- a subframe structure capable of preventing peeling of the electrodeposition coating film on the back surface of the joining portion can be obtained.
- FIG. 4 is a longitudinal sectional view taken along line AA in FIG.
- FIG. 4 is a longitudinal sectional view taken along line BB in FIG.
- (A) is a perspective view which shows the state which carries out friction stir welding using a joining tool
- (b) is a longitudinal cross-sectional view which shows a friction stir welding state.
- (A)-(c) is explanatory drawing which shows the state which a sealing material accumulates in a recessed part. It is a schematic perspective view which shows the state in which the sub-frame structure which concerns on 2nd Embodiment of this invention was integrated in the front part of the motor vehicle. It is a disassembled perspective view of the sub-frame structure which concerns on 2nd Embodiment.
- FIG. 11 is a longitudinal sectional view taken along the line DD in FIG.
- It is a schematic perspective view which shows the state in which the sub-frame structure based on 3rd Embodiment of this invention was integrated in the front part of the motor vehicle. It is a disassembled perspective view of the sub-frame structure which concerns on 3rd Embodiment.
- FIG. 16 is a longitudinal sectional view taken along line EE in FIG.
- FIG. 16 is a longitudinal sectional view taken along line FF in FIG.
- (A) is a longitudinal cross-sectional view which shows the state which carries out friction stir welding of each flange part of a front sub-frame and a rear sub-frame in the sub-frame structure which concerns on 3rd Embodiment
- (b) is a friction stir welding site
- (c) is a longitudinal cross-sectional view which shows the state after friction stir welding. It is a top view of the subframe structure concerning a 4th embodiment. It is a figure which shows the flow of the process of carrying out friction stir welding of the front sub-frame and rear part sub-frame which comprise the sub-frame structure of 1st Embodiment. It is a figure which shows the process of carrying out friction stir welding of the front sub-frame and the rear sub-frame of 1st Embodiment, (a) is a figure which shows a work setting process, (b) is a figure which shows a sealing material application
- (A)-(c) is sectional drawing which represented typically the detail of the joining interface at the time of friction stir welding of a front sub-frame and a rear sub-frame. It is a perspective view which shows the state which carries out friction stir welding using a joining tool. It is a cross-sectional view which shows the junction part of the flange part of a front sub-frame, and the flange part of a rear sub-frame.
- (A) is sectional drawing which shows the specific example of the state which carries out friction stir welding of each flange part of a front sub-frame and a rear sub-frame in the sub-frame structure which concerns on 3rd Embodiment, (b) is friction stirring.
- the characteristic view which measured the temperature of the back surface of a junction part (c) is sectional drawing which shows the state after friction stir welding. It is a top view of the sub-frame structure concerning a 5th embodiment. It is a figure which shows the process of friction stir welding of the sub-frame structure which concerns on 5th Embodiment, (a) is sectional drawing which shows the state of the starting point part of the location which starts friction stir welding, (b) is friction Sectional drawing which shows the state before friction stir welding of the end point part of the location which complete
- FIG. 1 is a schematic perspective view showing a state in which a subframe structure according to a first embodiment of the present invention is incorporated in a front portion of an automobile
- FIG. 2 is an exploded perspective view of the subframe structure according to the first embodiment
- 3A is a plan view of the subframe structure according to the first embodiment
- FIG. 3B is a partial plan view of the front subframe with the rear subframe removed from the subframe structure.
- 4 is a longitudinal sectional view taken along line AA in FIG. 3A
- FIG. 5 is a longitudinal sectional view taken along line BB in FIG. 3A.
- the subframe structure 10 As shown in FIG. 1, the subframe structure 10 according to the first embodiment of the present invention is disposed at the front portion of the vehicle body and provided to be fixed to a vehicle body member (frame member) (not shown), or , And is provided so as to be floatable by a floating mechanism (not shown).
- a floating mechanism not shown
- the subframe structure 10 is divided into two in the vehicle front-rear direction, a steel front subframe 12 and a light metal rear subframe.
- Frame 14 The front subframe 12 is made of, for example, a press-formed body formed by press-forming a steel plate material (not shown), and the rear subframe 14 is melted in a cavity of a die (die casting machine) (not shown), for example. It consists of a die-cast molded body formed by die-casting that solidifies an aluminum alloy (aluminum).
- front and rear indicate the front and rear sides of the vehicle 11 (see FIG. 1) in the vehicle front-rear direction, respectively, and “left” and “right” indicate the vehicle in the vehicle width direction. 11 shows the left side and the right side.
- the front subframe 12 supports the vehicle front side of the engine 18 (see FIG. 1) via a front engine mount (not shown) attached to the mount portion (pedestal) 16, in the vehicle width direction. And a pair of left and right sides that extend from the front cross member 20 toward the rear of the vehicle and are substantially parallel to each other. Members 22a and 22b.
- 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 or forging, or at both end portions along the axial direction of the front cross member 20.
- the front end portions of the pair of left and right side members 22a and 22b may be joined by welding.
- the front cross member 20 is formed of a hollow member made of a steel material. Moreover, the front part 24a ahead of the center part (intermediate part) 24b along the axial direction of the pair of left and right side members 22a, 22b is formed of a hollow member made of a steel material. Furthermore, the center part 24b along the axial direction of the pair of left and right side members 22a and 22b, and the rear part 24c on the rear side of the center part 24b are thin plate parts 26 formed thinner than the front part 24a. Is formed.
- the thin plate portions 26 of the pair of left and right side members 22a and 22b are formed as extended portions extending (extended) by a predetermined length toward the rear side as compared with the conventional left and right side members.
- the central portion 24 b and the thin plate portion 26 of the pair of left and right side members 22 a and 22 b are formed in a substantially hat shape with a single thin plate, and the left and right side members 22 a and 22 b (
- flange portions 28 extending along the axial direction are formed on the left and right sides of the right side member 22 b (not shown).
- a bolt insertion hole 32 through which the bolt 30 is inserted is formed in the central portion 24b along the axial direction of the pair of left and right side members 22a and 22b.
- the pair of bolts 30 are penetrated from below along the bolt insertion holes 32 of the left and right side members 22 a and 22 b, and the threaded portions 30 a of the bolts 30 are connected to the rear subframe 14. It can be fastened to a bottomed screw hole 34 provided at the front end.
- the front subframe 12 and the rear subframe 14 are fixed by the pair of bolts 30 at the left and right positions along the vehicle width direction.
- the rear sub-frame 14 includes a rear member that supports the vehicle rear side of the engine 18 via a rear engine mount (not shown) and extends along the vehicle width direction.
- the rear members are respectively placed on the central portion 24b of the left and right side members 22a and 22b and the upper surface of the thin plate portion 26 on the rear side of the central portion 24b, and partially cover (superimpose) the upper surfaces of the left and right side members 22a and 22b.
- the rear member is formed of a light metal material made of, for example, aluminum, magnesium, or an alloy thereof.
- Flange portions 40 are provided on both sides of the left and right rear side portions 36a and 36b, and the flange portion 40 is formed to extend from one end portion to the other end portion along the axial direction of the left and right rear side portions 36a and 36b.
- the side edge portions 40a of the flange portions 40 of the left and right rear side portions 36a and 36b slightly protrude toward the left and right sides along the vehicle width direction as compared with the flange portions 28 of the left and right side members 22a and 22b.
- a concave portion 42 having a ceiling surface 42a (see FIG. 7) formed so as to be depressed upward is provided on the side edge portion 40a of the flange portion 40 of the left and right rear side portions 36a and 36b.
- the left and right rear side portions 36a and 36b extend along the axial direction.
- the side width portion 40a of the flange portion 40 of the left and right rear side portions 36a, 36b is compared with the flange portion 28 of the left and right side members 22a, 22b (front subframe 12).
- a recess 42 having a ceiling surface 42a is formed.
- the lower surfaces of the side edge portions 40a of the flange portions 40 of the left and right rear side portions 36a and 36b suspended vertically downward are the same as the lower surfaces of the flange portions 28 of the left and right side members 22a and 22b along the horizontal direction. It is good to set so that it may become substantially the same (refer FIG.7 (c)).
- the flange portions 28 provided on the left and right sides of the left and right side members 22a and 22b are located on the lower side, and the flange portions 40 provided on the left and right sides of the left and right rear side portions 36a and 36b are located on the upper side.
- Closed cross-section 44 is formed by being integrally joined by friction stir welding in a state where they are superimposed (see FIGS. 4 and 5).
- left and right side members 22a and 22b and the left and right rear side portions 36a and 36b of the rear member are formed by screws provided with bolts 30 inserted through the bolt insertion holes 32 provided in the center portion on the left and right rear side portions 36a and 36b side. It is screwed into the hole 34 and fastened through the closed section 44.
- the closed cross section 44 is formed of a cylindrical body surrounding the outer peripheral surface of the bolt 30 and reinforces the joining strength between the left and right side members 22a and 22b and the left and right rear side portions 36a and 36b when the bolt 30 is fastened. 46 is provided.
- the bolt fastening portion is located at a non-joint portion where the front subframe 12 and the rear subframe 14 are not joined by friction stir welding described later, and the non-joint portion that cannot be welded can be reinforced by bolt fastening. it can. As a result, even when the steel front subframe 12 and the light metal rear subframe 14 are friction stir welded to each other, the desired rigidity is obtained by the cooperative action with the bolt fastening portion which is a non-joined portion. ⁇ Strength can be secured.
- the front subframe 12 and the rear subframe 14 are firmly fixed (joined) by friction stir welding of the flange portions 28 and 40 at the overlapping portions, and are not welded without friction stir welding.
- the rigidity and strength of the entire subframe structure 10 can be further increased.
- screw holes (not shown) of female threads are formed at positions behind the fastening portions of the bolts 30 in the left and right rear side parts 36a, 36b, respectively, and reinforcement not shown from below the rear parts 24c of the left and right side members 22a, 22b.
- the rigidity and strength can be further increased by inserting the bolts into the insertion holes and fastening them to the screw holes of the female screw.
- FIG. 6A is a perspective view illustrating a state in which friction stir welding is performed using a welding tool
- FIG. 6B is a longitudinal sectional view illustrating a state in which friction stir welding is performed.
- the overlapping portion of the flange portion 28 on the front subframe 12 side formed of steel material and the flange portion 40 on the rear subframe 14 side formed of aluminum alloy material is integrated by friction stir welding. The process of joining to will be described.
- a welding tool 50 used for friction stir welding is a columnar rotor (rotated around a rotation axis by a rotation driving source such as a motor (not shown)).
- the diameter of the joining pin 54 is set to be smaller than the diameter of the rotor 52, and the shoulder portion 56 is formed by an annular step portion between the joining pin 54 and the rotor 52.
- the front subframe 12 is configured by a press-molded body in which a steel plate material is previously press-formed, while the rear subframe 14 is configured by a die-cast molded body that is previously die-cast using an aluminum alloy. .
- a sealant 58 for example, a normal dry sealant
- a sealant application mechanism (not shown).
- the rear subframe 14 is placed on the upper surface of the front subframe 12 to which the sealing material 58 is applied (the thin plate portion 26 on the rear side of the central portion 24b), the front subframe is superimposed in the vertical direction. 12 and the rear sub-frame 14 are clamped using a clamping mechanism (not shown).
- the flange portion 28 of the front subframe 12 and the flange portion 40 of the rear subframe 14 are friction stir welded.
- a jig 60 for backing up the pressure applied to the flange portions 28 and 40 by the joining tool 50 is provided below the flange portions 28 and 40 of the front subframe 12 and the rear subframe 14. Is provided.
- the friction stir welding process is roughly as follows. The details of the friction stir welding process will be described later.
- the surface is gradually brought close to the upper surface of the rear subframe 14 made of a light metal material such as an aluminum alloy, A plastic flow region is generated in the rear subframe 14 by causing the front end portion of the joining pin 54 to abut (contact) the upper surface of the rear subframe 14 by the (pushing force) to rotate.
- the rotor 52 and the joining pin 54 are pressed and entered while being integrally rotated, and the joining pin 54 is inserted vertically downward until the shoulder portion 56 of the rotor 52 is in sliding contact with the upper surface of the rear subframe 14. To do. At that time, pressure is applied until the tip of the joining pin 54 comes into contact with the upper surface of the front subframe 12 formed of a steel material.
- the plastic flow zone generated in the rear subframe 14 of the light metal material is plastically flowed, and the front subframe made of steel material is made.
- the new steel plate 12 is exposed and solid-phase bonded to the rear subframe 14.
- a friction stir welding part 62 (refer to the mesh portion in FIG. 3A) is formed.
- an intermetallic compound is present at the bonding interface between the upper rear subframe 14 (light metal material such as an aluminum alloy) and the lower front subframe 12 (steel material). Generated. This intermetallic compound is not formed in a continuous layered form over the entire bonding interface, but is produced in a state of being dispersed in the bonding interface in a granular form or a divided layered form.
- the front subframe 12 is formed of a steel press-molded body
- the rear subframe 14 is formed of a light metal die-cast molded body, whereby a suspension component such as a suspension arm (not shown).
- a suspension component such as a suspension arm (not shown).
- the entire subframe structure 10 can be reduced in weight. Furthermore, in the first embodiment, a rear member that has conventionally been composed of two members, an upper member and a lower member, is integrated, and various reinforcing parts provided in the hollow rear member are integrally formed by die casting. Further, the weight can be further reduced by reducing the number of parts.
- a light metal rear sub-frame such as an aluminum alloy is formed on the upper surface of a thin plate portion (extending portion) 26 having a substantially hat-shaped vertical cross section formed on the steel front sub-frame 12.
- the rear subframe 14 having a pair of left and right rear side portions 36a, 36b and a rear cross portion 38 is formed of a light metal material such as an aluminum alloy, for example, compared to the conventional case. Weight reduction can be achieved.
- FIGS. 7A to 7C are explanatory views showing a state in which the sealing material accumulates in the recess.
- a seal pool structure in which the sealing material 58 interposed between the front subframe 12 and the rear subframe 14 protrudes from both the left and right sides and accumulates in the recess 42 will be described below with reference to FIG.
- the front subframe 12 is clamped by a clamping mechanism (not shown). Further, the sealing material 58 slightly protrudes from the left and right sides of the rear subframe 14 (see FIG. 7B).
- the sealing material 58 protruding from the left and right sides of the superimposed front subframe 12 and rear subframe 14 accumulates in the recess 42 having the ceiling surface 42a. Further, the friction stir welding is performed with the front subframe 12 and the rear subframe 14 clamped, so that the sealing material 58 further protrudes from both the left and right sides, and a necessary and sufficient amount of the sealing material 58 is held in the recess 42. (See FIG. 7C).
- the sealing material 58 held in the recess 42 is made of, for example, an ever-drying sealing material, which is solidified after a predetermined time has elapsed, so that the gaps on the left and right sides of the front subframe 12 and the rear subframe 14 are left. Sealed.
- the front subframe 12 and the rear subframe are prevented from scattering the sealing material 58 protruding from both the left and right sides of the front subframe 12 and the rear subframe 14 that are friction stir welded.
- the front subframe 12 and the rear subframe 14 are confirmed by confirming the application amount of the sealing material 58. It can be determined whether or not the sealing material 58 has been interposed between the two.
- the flange portions 28 and 40 are friction stir welded to form a closed section 44 between the front subframe 12 and the rear subframe 14.
- the subframe structure 100 according to the second embodiment of the present invention will be described below. Note that, in the embodiment shown below, the same components as those of the subframe structure 10 according to the first embodiment shown in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted.
- FIG. 8 is a schematic perspective view showing a state in which the subframe structure according to the second embodiment of the present invention is incorporated in the front portion of the automobile
- FIG. 9 is an exploded perspective view of the subframe structure according to the second embodiment.
- FIG. 10A is a plan view of a subframe structure according to the second embodiment
- FIG. 10B is a partial plan view of a front subframe with a rear subframe removed from the subframe structure.
- 11 is a longitudinal sectional view taken along the line CC of FIG. 10A
- FIG. 12 is a longitudinal sectional view taken along the line DD of FIG. 10A.
- the bolt fastening portion in the central portion 24b of the left and right side members 22a, 22b of the front subframe 12 is made of two steel materials. It has a closed cross section 44 formed by joining thin plates 102a and 102b. Accordingly, in the subframe structure 100 according to the second embodiment, the bolt fastening portions of the left and right side members 22a and 22b are made of a single steel plate, and the closed cross section 44 is between the front subframe 12 and the rear subframe 14. This is different from the subframe structure 10 according to the first embodiment in which (see FIG. 4) is formed.
- the two thin plates 102a and 102b constituting the left and right side members 22a and 22b are respectively formed with bolt insertion holes 32 and 32 through which the bolts 30 are inserted, and are inserted along the bolt insertion holes 32 and 32, respectively.
- the threaded portion 30a of the bolt 30 is screwed into the threaded hole 34 of the rear subframe 14, it is provided so as to penetrate the closed section 44 formed by the two thin plates 102a and 102b.
- the closed cross section 44 is formed of a cylindrical body that surrounds the outer peripheral surface of the bolt 30, and one end portion along the axial direction is connected to one thin plate 102a, and the other end portion along the axial direction is the other thin plate.
- a collar member 104 connected to 102b is provided.
- the collar member 104 is provided to avoid deformation of the thin plates 102a and 102b when the bolt 30 is fastened and to reinforce the joint strength at the bolt fastening portion.
- the collar member 104 can be integrally formed with the lower thin plate 102b, or the color member 104 can be fixed in advance to the upper surface of the thin plate 102b.
- the rear subframe 14 formed of an aluminum alloy material and the upper thin plate formed of a steel material It is preferable to weld the bolt fastening peripheral part where 102a is laminated (see FIG. 11).
- the left and right side members 22a and 22b are joined to the two thin plates 102a and 102b made of steel material to form the closed cross section 44, whereby the closed cross sectional area can be set to be large. is there. As a result, the rigidity and strength can be further increased.
- FIG. 13 is a schematic perspective view showing a state in which the subframe structure according to the third embodiment of the present invention is incorporated in the front portion of the automobile
- FIG. 14 is an exploded perspective view of the subframe structure according to the third embodiment.
- FIG. 15A is a plan view of a subframe structure according to the third embodiment
- FIG. 15B is a partial plan view of a front subframe with a rear subframe removed from the subframe structure.
- 16 is a longitudinal sectional view taken along line EE in FIG. 15A
- FIG. 17 is a longitudinal sectional view taken along line FF in FIG. 15A
- FIG. 18 (c) is a characteristic diagram showing the temperature measured, after friction stir welding. It is a longitudinal sectional view showing a state.
- the extended portion 202 (flange portion 204 a) behind the center portion 24 b of the left and right side members 22 a and 22 b constituting the front subframe 12. , 204b), and two thin plates 206a, 206b made of a steel material are laminated to form a thin wall, and the entire left and right side members 22a, 22b including the extending portion 202 are formed by two thin plates 206a, 206b.
- Electrodeposition coating films 208a to 208c are formed in advance by an electrodeposition coating process (see FIG. 18A).
- Friction stir welding is performed using the welding tool 50 between the flange portions 204a and 204b of the left and right side members 22a and 22b in which the two thin plates 206a and 206b are laminated in this manner and the left and right side portions 36a and 36b of the rear subframe 14.
- the joining pin 54 of the joining tool 50 enters the left and right side portions 36a and 36b and comes into contact with the flange portions 204a and 204b of the left and right side members 22a and 22b, and frictional heat is applied to the left and right side portions 36a and 36b.
- the back surface 210 of the friction stir welding portion is formed by laminating two steel thin plates 206a and 206b, up to a predetermined temperature (threshold temperature) at which the electrodeposition coating film 208c can be decomposed. Without reaching (see FIG. 18B), peeling of the electrodeposition coating film 208c can be avoided (see FIG. 18C).
- the frictional heat is prevented from reaching the electrodeposition coating film 208c formed on the lower surface of the lower layer thin plate 206b, and the temperature of the electrodeposition coating film portion formed on the lower surface of the lower layer thin plate 206b is adjusted. By suppressing, the electrodeposition coating film 208c formed on the back surface 210 of the friction stir welding site is protected.
- FIG. 18B measures the temperature of the rear surface 210 (the lower surface of the lower steel plate 206b of the two laminated steel thin plates 206a and 206b) at the friction stir welding site using a temperature sensor (not shown).
- a temperature sensor not shown.
- the electrodeposition coating film 208a formed between the rear subframe 15 and the rear subframe 15 can be reliably exposed to the outside of the joint surface.
- 3rd Embodiment it is 2 sheets which consist of steel materials from the center part 24b of the right-and-left side members 22a and 22b which comprise the front part subframe 12 to the back extension part 202 (including flange parts 204a and 204b).
- the present invention is not limited to this, and the number of thin plates may be two or more.
- FIG. 19 is a plan view of a subframe structure according to the fourth embodiment.
- the shapes of the front end portions 302 of the left and right rear side portions 36a and 36b formed of an aluminum alloy material are inclined so as to intersect the axis G of the rear cross portion 38. There is a feature in letting it be.
- the inclined shape of the front end portion 302 may be any shape in which the inner side of each of the rear side portions 36a and 36b is longer forward than the outer side, or the outer side is longer forward than the inner side. .
- FIG. 20 is a diagram illustrating a flow of a process of friction stir welding the front subframe 12 and the rear subframe 14 constituting the subframe structure 10 in the first embodiment.
- the overlapping portion of the flange portion 28 on the front subframe 12 side formed of a steel material and the flange portion 40 side of the rear subframe 14 formed of a light metal material such as an aluminum alloy is subjected to friction stir welding.
- the process of integrally bonding will be described with reference to FIG.
- FIG. 21 is a diagram illustrating a process of friction stir welding the front subframe 12 and the rear subframe 14, and FIG. 21A is a diagram illustrating a work setting process (S1 in FIG. 20).
- b) is a diagram showing a sealing material application step (S2 in FIG. 20)
- FIG. 21 (c) is a diagram showing a workpiece overlapping step (S3 in FIG. 20).
- 22 (a) to 22 (c) are cross-sectional views schematically showing details of the joining interface when the front subframe 12 and the rear subframe 14 are friction stir welded.
- a molded article 12 ′ see FIG.
- a sealing material 58 for example, a normally dry sealing material, is applied to the upper surface of the flange portion 28 of the front subframe 12 by a sealing material application mechanism (not shown) (FIG. 22).
- a sealing material application mechanism (not shown) (FIG. 22).
- FIG. 21 (c) the rear subframe of a light metal work such as a die-cast aluminum alloy material on the flange portion 28 having the sealing material 58 applied to the upper surface of the front subframe 12.
- the 14 flange portions 40 are overlapped and clamped using a clamping mechanism (not shown) (S3 in FIG. 20).
- the sealing material 58 spreads between the flange portion 28 of the front subframe 12 and the flange portion 40 of the rear subframe 14.
- the joining step of the front subframe 12 and the rear subframe 14 in S4 of FIG. 20 (the step of friction stir welding and the protrusion of the sealing material 58) is performed as follows.
- the welding tool 50 the flange portion 28 of the front subframe 12 and the flange portion 40 of the rear subframe 14 are friction stir welded.
- the flanges 28 and 40 of the front subframe 12 and the rear subframe 14 are under the flanges 28 and 40 for receiving the pressure applied to the flanges 28 and 40 by the joining tool 50.
- a jig 60 is provided.
- the rear subframe 14 formed of a light metal material such as an aluminum alloy in a state in which the rotor 52 and the joining pin 54 are integrally rotated using a rotation drive source (not shown).
- a rotation drive source not shown
- the front end portion of the joining pin 54 abuts (contacts) with the upper surface of the flange portion 40 of the rear subframe 14 by applying pressure (pushing force), and the rear portion is rotated.
- a plastic flow region sr is generated in the flange portion 40 of the subframe 14 (see FIG. 22C).
- an intermetallic compound kc which is a compound of light metal (for example, aluminum) and iron is formed.
- FIG. 23 is a perspective view showing a state in which friction stir welding is performed using a welding tool. Further, while the rotor 52 and the joining pin 54 are integrally rotated, they are pressed into the flange portion 40 of the rear subframe 14 so that the shoulder portion 56 of the rotor 52 is attached to the rear subframe 14 as shown in FIG. The joining pin 54 is inserted vertically downward until it comes into sliding contact with the upper surface of the flange portion 40.
- the front end portion of the joining pin 54 penetrates through the flange portion 40 of the rear subframe 14, and then the applied sealing material 58 layer and the cationic electrodeposition coating 12d layer.
- the alloy zinc plating 12m layer formed on the upper surface of the flange portion 28 of the front subframe 12 is penetrated, and the sealing material 58 layer, the cationic electrodeposition coating 12d layer, and the alloy zinc plating 12m layer are formed into the flange portion.
- the pressure is applied to the periphery of the joint surface between 40 and 28 until it directly contacts the upper surface of the flange portion 28 of the front subframe 12.
- the plastic pin is caused to rotate until the joining pin 54 comes into contact with the upper surface of the front subframe 12, thereby plastically flowing the plastic flow region sr generated in the flange portion 40 of the rear subframe 14 of the light metal material. Then, after removing the layer of the sealing material 58, the layer of the cationic electrodeposition coating 12d, and the layer of the alloy zinc plating 12m to the outside, the new steel plate surface of the front subframe 12 made of a steel material is exposed to form the intermetallic compound kc. Once formed, it is solid-phase bonded to the rear subframe 14.
- the rear subframe 14 of the light metal material is formed by extruding and mixing the antioxidant of the plating such as the alloy zinc plating 12m, the coating film of the cationic electrodeposition coating 12d, and the sealing material 58 around the joint surface to form a wall.
- the flange portion 28 of the front subframe 12 are fixed, so that the paint or the like is not peeled off.
- the sealing material 58, the layer of cationic electrodeposition coating 12d, and the layer of alloy zinc plating 12m do not exist in the joint surface of the flange part 40 and the flange part 28.
- FIG. As described above, the mixture m is formed like a wall in the layer of the alloy zinc plating 12m, the layer of the cationic electrodeposition coating 12d, and the seal material 58 around the joining pin 54.
- the rotor 52 and the joining pin 54 are rotated and entered from the flange portion 40 of the rear subframe 14, and the front end portion of the joining pin 54 is in contact with the upper surface of the flange portion 28 of the front subframe 12.
- the friction stir welding portion 62 (see the mesh portion in FIG. 3A) is formed by displacing the rotor 52 and the joining pin 54 along the extending direction of the overlapped flange portions 28 and 40 while being held. Is done.
- the bonding interface between the upper rear subframe 14 (light metal material such as an aluminum alloy) and the lower front subframe 12 (steel material) is shown in FIG. ), An intermetallic compound kc is produced.
- the intermetallic compound kc is generated in a dispersed state in the bonding interface in a granular form or a divided layered form, not a continuous layered form over the entire joining interface.
- FIG. 24 is a cross-sectional view showing a joint portion between the flange portion 28 of the front subframe 12 and the flange portion 40 of the rear subframe 14.
- the sealing material 58 held in the recess 42 is solidified after elapse of a predetermined time, for example, by being composed of a normally dry type sealing material, and as shown in FIG. 24, the front subframe 12 and the rear subframe The gap between the left and right flange portions 28 and 40 of the frame 14 is reliably sealed.
- the sealing material 58 protruding from both the left and right sides of the front subframe 12 and the rear subframe 14 which are friction stir welded is prevented from being scattered by being accumulated in the recess 42, and the sealing material The reliability of filling 58 can be achieved.
- the front subframe 12 and the rear subframe 14 are confirmed by confirming the application amount of the sealing material 58. It can be determined whether or not the sealing material 58 has been interposed between the two.
- the flange portions 28 and 40 are friction stir welded to form a closed space having a closed cross section 44 between the front subframe 12 and the rear subframe 14.
- the closed space having the closed cross section 44 is formed.
- the sealing material 58 protrudes and is solidified to exhibit a sealing function. Therefore, for example, even when water drops (water) flow down the inner wall surface of the upper rear subframe 14 as indicated by an arrow ⁇ 1 in FIG. , 40 can flow over the protruding seal material 58 and stay in the gap between the flange portions 28, 40.
- the front subframe 12 made of steel and the rear subframe 14 made of a light metal member such as aluminum are friction stir welded, the difference in ionization tendency between the metals There is a concern that corrosion may occur due to contact between different metals due to a potential difference between them and a corrosion current flowing.
- the front subframe 12 can be painted as a single unit, it is easy to paint and the labor related to painting can be greatly reduced. Moreover, there is no coating failure of the front sub-frame 12.
- the joining method in the third embodiment will be described in detail below.
- the flange portions 40, 40 are friction stir welded using a welding tool 50.
- the joining pin 54 of the joining tool 50 rotates and enters the flange portions 40 and 40 of the left and right side portions 36a and 36b to generate the plastic flow region sr, and the electrodeposition of the left and right side members 22a and 22b.
- the electrodeposition coating film 208a does not peel off. Further, the electrodeposition coating film 208a and the sealing material 258 are not present on the joint surfaces of the flange portions 40, 40 and the thin plates 206a, 206b.
- the back surface 210 (the back surface of the flange portions 204a, 204b) of the friction stir welding portion is made of two pieces of steel. Since the thin plates 206a and 206b are laminated, the heat transfer coefficient is lowered. Therefore, the flange portions 204a and 204b of the electrodeposition coating film 208c do not reach a predetermined temperature (threshold temperature) at which the electrodeposition coating film 208c on the back surfaces of the flange portions 204a and 204b can be disassembled (see FIG. 25B). Peeling from the back surface of 204b can be avoided (see FIG. 25C).
- the frictional heat caused by the rotation of the joining pin 54 is prevented from reaching the electrodeposition coating film 208c formed on the lower surface of the lower layer thin plate 206b, whereby the rear surface 210 (flange) of the friction stir welding portion is obtained.
- the electrodeposition coating film 208c formed on the back surfaces of the portions 204a and 204b is protected.
- the electrodeposition coating film is applied to the front and back surfaces of the flange portions 204a and 204b of the left and right side members 22a and 22b and the bonding surface (laminated surface) between the front and back surfaces by an electrodeposition coating process.
- the case where 208a to 208c are formed in advance is illustrated, but the surfaces after the front and back surfaces of the flange portions 204a and 204b and the bonding surface (laminated surface) between the front and back surfaces are each plated with an alloy zinc plating or the like.
- the electrodeposition coating films 208a to 208c may be formed by a coating process.
- the flanges 40 and 40 of the left and right side parts 36a and 36b and the flange parts 204a and 204b of the left and right side members 22a and 22b are made into a metal which is a compound of light metal and iron by plastic flow. Intermetallic compounds are formed and fixed (solid phase bonding). Therefore, plating such as the electrodeposition coating film 208a and zinc alloy plating does not peel off. Further, the electrodeposition coating film 208a, plating such as alloy zinc plating, and the sealing material 258 do not exist on the joint surfaces of the flange portions 40, 40 and the thin plates 206a, 206b. In the third embodiment, the sealing material 258 may not be used. However, since the sealing material 258 has rust prevention properties, it is more preferable to use the sealing material 258.
- FIG. 26 is a plan view of a subframe structure according to the fifth embodiment.
- reference numeral 62s starting point part
- reference numeral 62e end point part
- reference numeral 62s The white arrow between 62e shows the progress of the work of the friction stir welding process.
- FIG. 27 is a diagram illustrating a friction stir welding process of the subframe structure according to the fifth embodiment
- FIG. 27A is a cross-sectional view illustrating a state of a starting point portion where friction stir welding is started
- FIG. 27B is a cross-sectional view showing a state before the friction stir welding at the end point of the place where the friction stir welding ends
- FIG. 27C shows the friction stir welding at the end point of the place where the friction stir welding ends. It is sectional drawing which shows a back state.
- the sub-frame structure 400 according to the fifth embodiment includes a shape of the start point 62s for starting the friction stir welding and the end point 62e of the sub-frame structure 200 according to the third embodiment when the friction stir welding illustrated in FIG. 25 is performed. The shape is changed.
- the joining pins 54 projecting downward from the bottom center of the rotor 52 are formed on the flange portions 40, 40 of the left and right side portions 36a, 36b made of light metal such as aluminum at the starting point portion 62s.
- a concave recess 40b having a size larger than or substantially equivalent to the tip of the joining pin 54 into which the tip is inserted is formed.
- the joining pin 54 is rotated from the starting point 62s to push the electrodeposition coating film 208a around the joining surface between the flange 40 and the thin plate 206a to form a wall, and the joining pin 54 is directly applied to the thin plate 206a.
- the friction stir welding between the flange portion 40 and the thin plates 206a and 206b is continued by contacting and rotating to reach the end point portion 62e where the friction stir welding shown in FIG.
- the flange portions 40 of the left and right side portions 36a and 36b and the thin plates 206a and 206b are fixed while pushing the electrodeposition coating film 208a around the joint surface between the flange portion 40 and the thin plate 206a to form a wall. Therefore, the electrodeposition coating film 208a does not peel off. Further, the electrodeposition coating film 208a does not exist on the joint surface between the flange portion 40 and the thin plate 206a.
- the configuration of the end point portion 62e which is the end point of the friction stir welding of the flange portion 40 and the thin plates 206a and 206b shown in FIGS. 27B and 27C, will be described below.
- a concave portion 202h having a larger dimension than the tip end portion of the joining pin 54 is formed.
- a convex shaped convex portion 40c is formed.
- the left and right sides made of light metal such as aluminum are placed on the thin plates 206a and 206b of the left and right side members 22a and 22b of the front subframe 12.
- the flange portions 40, 40 of the portions 36a, 36b are overlapped by fitting the convex portions 40c, 40c of the flange portions 40, 40 into the concave portions 202h of the thin plate 206a, respectively.
- the joining pin 54 projecting below the bottom center of the rotor 52 and entering the upper flange portion 40 as shown in FIG. 27 (c)
- the flange portions 40, 40 of the portions 36a, 36b and the thin plates 206a, 206b of the left and right side members 22a, 22b of the front subframe 12 are joined by friction stir welding.
- a recess having a size larger than that of the joining pin 54 is provided above the end point portion 62e for finishing the friction stir welding in the thin plates 206a and 206b of the left and right side members 22a and 22b of the front subframe 12.
- the electrodeposition coating films 208a, 208b, and 208c may be formed on the thin plates 206a and 206b after performing plating such as alloy zinc plating on both surfaces of each of the thin plates 206a and 206b, as in the third embodiment. .
- the joining pin 54 and mixing the electrodeposition coating film 208a and plating (antioxidant) such as an alloy zinc plating it is extruded around the joining surface between the joining pin 54 and the thin plate 206a to form a wall.
- the joint pin 54 is brought into contact with the thin plate 206a and rotated to perform friction stir welding between the flange portion 40 and the thin plates 206a and 206b.
- the electrodeposited coating film 208a and zinc alloy plating are extruded around the joint surface to form walls, the flange portion 40 of the left and right side portions 36a and 36b and the thin plate 206a are made of an intermetallic compound.
- plating such as the electrodeposition coating film 208a and zinc alloy plating does not peel off. Further, there is no plating such as the electrodeposition coating film 208a and zinc alloy plating on the joint surface between the flange portion 40 and the thin plate 206a.
- FIG.27 (c) it is desirable to apply the sealing material 58 (two-dot chain line) on the thin plate 206a, and to overlap the flange part 40.
- FIG. In this case, while the seal material 58, the electrodeposition coating film 208a, and the alloy zinc plating are pushed out to the periphery of the joining surface to form a wall, the joining pin 54 is brought into contact with the thin plate 206a and rotated to rotate the left and right side portions.
- the flange portions 40 of 36a and 36b are fixed to the thin plate 206a.
- the configuration of the fifth embodiment can be applied to the first to fourth embodiments of the start point portion 62s and the end point portion 62e of the friction stir welding process. According to the configurations of the first to fifth embodiments, since the friction stir welding is performed in a state where electrodeposition coating such as cation (ED) electrodeposition coating is performed, a desired bonding strength can be ensured.
- ED cation
- a light metal material such as an aluminum member and an iron member
- electrodeposition coating to the iron member in advance and then friction stir welding
- the coating work does not melt out as in fusion welding, and the labor involved in painting
- the paint can be applied to the details in advance.
- a light metal material and an iron member can be joined by a coating film being extruded outside.
- the cationic electrodeposition coating is exemplified as the electrodeposition coating, but an electrodeposition coating other than the cationic electrodeposition coating may be applied.
- an aluminum alloy (aluminum) is illustrated as an example of manufacturing the rear subframe 14 with a light metal, but it is needless to say that a light metal other than the aluminum alloy (aluminum) may be used.
- a light metal other than the aluminum alloy (aluminum) may be used.
- various configurations have been described in the first to fifth embodiments, the configurations described may be arbitrarily combined as appropriate.
- alloy galvanization was illustrated in the said embodiment, pure galvanization may be sufficient. However, alloy galvanization is more desirable because it is excellent in formability and corrosion resistance.
- zinc plating described later includes both alloy zinc plating and pure zinc plating.
- the coating is an electrodeposition coating, and the coating film of the coating is extruded around the joint surface of the light metal material and the steel member of the joint, whereby the paint film is applied to the joint surface. It is better not to exist. According to this joining method, the light metal material and the steel member can be joined by the coating film being pushed out of the joining surface.
- the steel member may be galvanized so that the galvanized layer is extruded around the joint surface together with the electrodeposition coating film. According to this joining method, the light metal material and the steel member can be joined by extruding the galvanized layer.
- the sealing member when a sealing member is provided between the steel member and the light metal material, the sealing member is extruded around the joint surface together with the galvanized layer and the electrodeposition coating film. Good. According to this joining method, the sealing member is mixed with the coating film and the antioxidant for the galvanization of the steel member, and the rust prevention effect can be exhibited. Further, the mixture of the sealing member and other substances is pushed out of the joining interface, and the joining of the steel member and the light metal material becomes possible.
- the tip of the rotary tool is pushed in until it contacts the steel member.
- the light metal material can be reliably stirred, and when a galvanized layer, a coating film, or the like is applied to the steel member, the galvanized layer, the coating film, or the like can be extruded.
- the steel member in the joint is formed by stacking a plurality of pieces. According to this joining method, the temperature rise of the lower surface of the steel member can be suppressed in the joining process of the steel member and the light metal material.
- a concave-shaped first having a size larger than or substantially equivalent to the tip of the rotary tool at a position where the tip of the rotary tool of the light metal material is pushed in at the starting point where the joining process is started.
- a recess may be formed. According to this joining method, the insertability of the distal end portion of the rotary tool into the steel member is improved, and generation of chips can be suppressed.
- a concave second recess having a size larger than the tip of the rotary tool is formed at a position where the tip of the rotary tool of the steel member is pushed in at the end where the joining step is completed. And it is good to form the convex-shaped convex part accommodated in the 2nd recessed part of the said steel member in the said light metal material. According to this joining method, it is possible to prevent the steel member from being exposed at the end portion where the joining step is completed, and the steel member at the end portion can be covered with the light metal material, so that the occurrence of electrolytic corrosion can be suppressed.
- Subframe structure 11 Vehicle 12 Front subframe (steel member, steel member) 14 Rear subframe (aluminum, light metal) 20 Front cross member 22a, 22b Left and right side member 26 Thin plate part (extension part) 28 Flange (steel member) 30 Bolts 32 Bolt insertion holes 36a, 36b Left and right rear side portions 38 Rear cross portions 40 Flange portions (light metal materials) 40b recess (first recess) 40c Convex 44 Closed section 54 Joining pin (Friction stir welding rotary tool, rotary tool) 58, 258 Sealing material (seal member) 62s start point 62e end point 102a, 102b thin plate 202h recess (second recess) 204a, 204b Flange part 206a, 206b Steel thin plate (steel member in which a plurality of sheets are stacked) 208a-208c Electrodeposition coating film 210 Back side S1 Work SET (Coating process) S4
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Abstract
Description
また、本発明では、接合部位における閉断面を大きく設定することができると共に、所望の剛性・強度を確保することが可能なサブフレーム構造体を得ることができる。
さらに、本発明では、異種金属同士を摩擦撹拌接合した場合であっても、接合部位の裏面における電着塗装膜の剥離を防止することが可能なサブフレーム構造体を得ることができる。
さらにまた、本発明では、接合界面の際まで塗装を行うことが可能なサブフレーム構造体を得ることができる。
図示しない回転駆動源を用いて回転子52及び接合ピン54を一体的に回転させた状態で、アルミニウム合金等の軽金属製材料で形成された後部サブフレーム14の上面に徐々に近接させ、加圧力(押込力)によって接合ピン54の先端部を後部サブフレーム14の上面に当接(接触)させ回転進入させることにより、後部サブフレーム14に塑性流動域を生成する。
前部サブフレーム12と後部サブフレーム14との間に介装されたシール材58が左右両側からはみ出して凹部42内に溜まるシール溜まり構造について、以下、図7に基づいて説明する。
図13は、本発明の第3実施形態に係るサブフレーム構造体が自動車の前部に組み込まれた状態を示す概略斜視図、図14は、第3実施形態に係るサブフレーム構造体の分解斜視図、図15(a)は、第3実施形態に係るサブフレーム構造体の平面図、図15(b)は、前記サブフレーム構造体から後部サブフレームを外した前部サブフレームの部分平面図、図16は、図15(a)のE-E線に沿った縦断面図、図17は、図15(a)のF-F線に沿った縦断面図、図18(a)は、第3実施形態に係るサブフレーム構造体において、前部サブフレーム及び後部サブフレームの各フランジ部を摩擦撹拌接合する状態を示す縦断面図、図18(b)は、摩擦撹拌接合部位の裏面の温度を測定した特性図、図18(c)は、摩擦撹拌接合後の状態を示す縦断面図である。
この第4実施形態に係るサブフレーム構造体300は、アルミニウム合金製材料で形成された左右リヤサイド部36a、36bの前端部302の形状を、リヤクロス部38の軸線Gに対して交差するように傾斜させている点に特徴がある。このように前端部302を傾斜した形状とすることにより、摩擦撹拌接合部位62の長さや断面積を増減させて自在に調整することができる利点がある。なお、前端部302の傾斜形状は、各リヤサイド部36a、36bの内側が外側よりも前方に向かって長くなり、又は、外側が内側よりも前方に向かって長くなる形状のいずれであってもよい。
図20は、第1実施形態において、サブフレーム構造体10を構成する前部サブフレーム12と後部サブフレーム14とを摩擦撹拌接合する工程の流れを示す図である。
先ず、鉄鋼製材料で形成された前部サブフレーム12側のフランジ部28と、アルミニウム合金等の軽金属材料で形成された後部サブフレーム14側のフランジ部40との重畳部位を、摩擦撹拌接合で一体的に接合する工程について図20に従って説明する。
まず、鉄鋼製材料で前部サブフレーム12の形状にプレス成形された成形品12´(図22(a)参照)に合金亜鉛めっき12mを施した後、カチオン電着塗装12dを行い、図22(a)に示すように、合金亜鉛めっき12m、カチオン電着塗装12dを行ったワークの前部サブフレーム12をクランプ台などの治具60にセットする(図20のS1)。
そして、図21(c)に示すように、前部サブフレーム12における上面にシール材58を塗布したフランジ部28の上に、ダイカスト成型されたアルミニウム合金材料などの軽金属製のワークの後部サブフレーム14のフランジ部40を重ね、図示しないクランプ機構を用いてクランプする(図20のS3)。このとき、図22(b)に示すように、シール材58が前部サブフレーム12のフランジ部28と後部サブフレーム14のフランジ部40との間に広がる。
接合ツール50を用いて、前部サブフレーム12のフランジ部28と後部サブフレーム14のフランジ部40とを摩擦撹拌接合する。なお、前記したように、前部サブフレーム12及び後部サブフレーム14の各フランジ部28、40の下側には、接合ツール50によって各フランジ部28、40に付与される加圧力を受けるための治具60が設けられている。
さらに、回転子52及び接合ピン54を一体的に回転させながら後部サブフレーム14のフランジ部40に加圧進入させ、図23に示すように、回転子52のショルダ部56が後部サブフレーム14のフランジ部40の上面に摺接するまで接合ピン54を鉛直下方向に向かって挿入する。
すなわち、合金亜鉛めっき12m等のめっきの酸化防止剤とカチオン電着塗装12dの塗膜とシール材58とを接合面の周囲に押し出し混ぜ合わせて壁を作りながら、軽金属製材料の後部サブフレーム14と前部サブフレーム12のフランジ部28とを固着するので、塗料等が剥離することがない。また、フランジ部40とフランジ部28との接合面には、シール材58、カチオン電着塗装12dの層、合金亜鉛めっき12mの層は存在しない。なお、前記したように、接合ピン54の周りの合金亜鉛めっき12mの層、カチオン電着塗装12dの層、及びシール材58の部分には、これらの混合物mが壁のように形成される。
この凹部42内に保持されたシール材58は、例えば、常乾型シール材で構成されることにより、所定時間経過後に固化されて、図24に示すように、前部サブフレーム12及び後部サブフレーム14の左右両側のフランジ部28、40間の間隙が確実にシールされる。
また、前部サブフレーム12及び後部サブフレーム14の左右両側の間隙から水等の腐食因子が浸入することを抑制して、高い防錆性能を確保することができる。
しかも、前部サブフレーム12が単体時に塗装を行えるので、塗装が容易で塗装に関する手間が大幅に省ける。また、前部サブフレーム12の塗り損いがない。
図25(a)に示すように、2枚の薄板206a、206bが積層された左・右サイドメンバ22a、22bのフランジ部204a、204bと、後部サブフレーム14の左・右サイド部36a、36bのフランジ部40、40とを、接合ツール50を用いて摩擦撹拌接合する。その際、接合ツール50の接合ピン54が左・右サイド部36a、36bのフランジ部40、40を回転進入して塑性流動域srを生成して、左・右サイドメンバ22a、22bの電着塗装膜208a及びシール材258を、フランジ部204a、204bとフランジ部40、40との各接合面の周囲に押し出して電着塗装膜208aとシール材258との混合物mの壁を作りながら、フランジ部204a、204bまで当接し、接触する。
そこで、第3実施形態では、図25に示すように、前部サブフレーム12を構成する左・右サイドメンバ22a、22bの中央部24bから後方の延出部202までを鉄鋼材料からなる2枚の薄板206a、206bを薄肉に形成して積層し空気層を形成し、熱伝達率を低下させる。
これにより、接合ピン54の回転進入に起因する摩擦熱が下層側の薄板206bの下面に形成された電着塗装膜208cまで到達することを抑制することにより、摩擦撹拌接合部位の裏面210(フランジ部204a、204bの裏面)に形成された電着塗装膜208cを保護している。
第5実施形態のサブフレーム構造体400は、第3実施形態のサブフレーム構造体200を、図25に示す摩擦撹拌接合するに際して、摩擦撹拌接合を開始する始点部62sの形状と終点部62eの形状とを変更したものである。
本構成により、接合ピン54の回転進入による摩擦撹拌接合の開始に際して、フランジ部40の切り屑(バリ)の発生が抑制され、接合ピン54の挿入性が向上する。従って、摩擦撹拌接合の工程を円滑に開始し、摩擦撹拌接合の開始する始点部62sの仕上がりを良好にすることができる。
予め、図26に示す前部サブフレーム12の左・右サイドメンバ22a、22bの中央部24bから後方の延出部202までの薄板206a、206bにおける摩擦撹拌接合を終了する終点部62eの上部に、図27(b)に示すように、接合ピン54の先端部より大きな寸法をもつ凹形状の凹部202hを形成しておく。同時に、終点部62eの薄板206a、206bに上から重なるアルミニウム等の軽金属製の左・右サイド部36a、36bのフランジ部40、40には、それぞれ、薄板206a、206bの凹部202hに嵌入される凸形状の凸部40cを形成しておく。
そして、回転子52の底部中心下方に突出する接合ピン54を回転させて、上側のフランジ部40に進入させることで、図27(c)に示すように、後部サブフレーム14の左・右サイド部36a、36bのフランジ部40、40と前部サブフレーム12の左・右サイドメンバ22a、22bの薄板206a、206bとが、摩擦撹拌接合される。
なお、薄板206a、206bに、第3実施形態と同様に、各薄板206a、206bの両面に合金亜鉛めっき等のめっきを施してから、電着塗装膜208a、208b、208cを形成してもよい。
また、第5実施形態の構成は、摩擦撹拌接合の工程の始点部62sと終点部62eとの構成は、第1~第4実施形態に適用することが可能である。
第1~第5実施形態の構成によれば、カチオン(ED)電着塗装等の電着塗装した状態で摩擦撹拌接合を実施するので、所望の接合強度を確保できる。
アルミニウム部材等の軽金属材と鉄部材を接合する際に、鉄部材に予め電着塗装を施した上で摩擦撹拌接合することにより、溶融溶接のように塗膜が溶け出すことなく、塗装に関する手間が省けて細部まで先に塗装を行うことができる。また、塗膜が外に押し出されることにより、軽金属材と鉄部材とを接合できる。
なお、前記実施形態では、後部サブフレーム14を軽金属で製作する例として、アルミニウム合金(アルミニウム)を例示したが、アルミニウム合金(アルミニウム)以外の軽金属を用いてもよいのは、勿論である。
また、第1~第5実施形態で様々な構成を説明したが、説明した各構成を適宜任意に組み合わせて構成してもよい。
鋼製部材と軽金属材とを重ね合わせて、非溶融の状態で摩擦により撹拌させて接合する接合方法において、前記鋼製部材に塗装を施す塗装工程と、前記軽金属材の前記鋼製部材との接合部に回転ツールを回転させながら押し込み、このときに発生する摩擦熱で前記軽金属材の接合部を軟化及び塑性流動させることにより、前記鋼製部材と前記軽金属材とを接合する接合工程と、を有するとよい。
この接合方法によれば、溶融溶接のように塗膜が溶け出すことなく、細部まで先に容易に塗装を行うことができる。また、塗膜を外に押出すことができるので、先に塗装できる。また、塑性流動によって、金属間化合物が形成されている。
11 車両
12 前部サブフレーム(鉄鋼製部材、鋼製部材)
14 後部サブフレーム(アルミニウム部材、軽金属材)
20 フロントクロスメンバ
22a、22b 左右サイドメンバ
26 薄板部(延出部)
28 フランジ部(鋼製部材)
30 ボルト
32 ボルト挿通孔
36a、36b 左右リヤサイド部
38 リヤクロス部
40 フランジ部(軽金属材)
40b 凹部(第1凹部)
40c 凸部
44 閉断面
54 接合ピン(摩擦撹拌接合用回転工具、回転ツール)
58、258 シール材(シール部材)
62s 始点部
62e 終点部
102a、102b 薄板
202h 凹部(第2凹部)
204a、204b フランジ部
206a、206b 鉄鋼製の薄板(複数枚を重ねた鋼製部材)
208a~208c 電着塗装膜
210 裏面
S1 ワークSET(塗装工程)
S4 摩擦撹拌接合とシール材はみ出し(接合工程)
Claims (6)
- 車両の前部に配置され、車体部材に対し固定され又は前記車体部材に対してフローティング可能に支持された車両用のサブフレーム構造体において、
車両前後方向に分割された鉄鋼製の前部サブフレームと、軽金属製の後部サブフレームとから構成され、
前記前部サブフレームの上に前記後部サブフレームが重ね合わせられた状態で、摩擦撹拌接合によって接合されることを特徴とするサブフレーム構造体。 - 前記前部サブフレームは、プレス成形によって成形されたプレス成形体からなり、
前記後部サブフレームは、ダイカスト成形によって成形されたダイカスト成形体からなり、
前記前部サブフレームの上に前記後部サブフレームが重ね合わせられた状態で、摩擦撹拌接合によって接合されることを特徴とする請求項1に記載のサブフレーム構造体。 - 前記前部サブフレームは、車幅方向に沿って延在するフロントクロスメンバと、前記フロントクロスメンバから車両後方に向かって略平行に延在する一対の左右サイドメンバとを有し、
前記後部サブフレームは、一対の左右リヤサイド部と、前記一対の左右リヤサイド部を連結するリヤクロス部とを有し、
前記前部サブフレームの左右サイドメンバには、車両後方側に延出した延出部が設けられ、
前記前部サブフレームの延出部と前記後部サブフレームの左右リヤサイド部には、それぞれフランジ部が形成され、
前記前部サブフレームの延出部の上面に前記後部サブフレームの左右リヤサイド部を重ね合わせて前記フランジ部同士を接合することを特徴とする請求項1に記載のサブフレーム構造体。 - 前記前部サブフレームの左右サイドメンバと前記後部サブフレームの左右リヤサイド部とによって閉断面が形成され、
前記前部サブフレームの左右サイドメンバ側にボルト挿通孔を形成し、前記前部サブフレームの左右サイドメンバと前記後部サブフレームの左右リヤサイド部とを前記閉断面を貫通するボルトで締結することを特徴とする請求項3に記載のサブフレーム構造体。 - 前記前部サブフレームの延出部は、薄板状の鉄鋼製部材からなり、
前記前部サブフレームの延出部には、薄板状のアルミニウム製部材との接合前に電着塗装が施されることにより、前記アルミニウム製部材との接合面、前記薄板同士の積層面、及び、前記アルミニウム製部材との接合面と反対側の前記薄板の裏面に、それぞれ電着塗装膜が形成され、
前記鉄鋼製部材と前記アルミニウム製部材とが重ね合わせられ、前記重ね合わせ面の垂直方向で、且つ、前記アルミニウム製部材側から前記鉄鋼製部材側に向かって摩擦撹拌接合用回転工具を回転挿入して前記フランジ部同士を接合することを特徴とする請求項3に記載のサブフレーム構造体。 - 前記前部サブフレームの左右サイドメンバは、鉄鋼製の2枚以上の薄板同士を接合し、前記接合された鉄鋼製の薄板同士間に閉断面が形成されることを特徴とする請求項3に記載のサブフレーム構造体。
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CA2820147A CA2820147C (en) | 2010-12-06 | 2011-12-06 | Subframe structure |
GB1312091.0A GB2501028B (en) | 2010-12-06 | 2011-12-06 | Subframe structure |
BR112013015743-7A BR112013015743B1 (pt) | 2010-12-06 | 2011-12-06 | Estrutura de armação auxiliar |
DE112011104032T DE112011104032T5 (de) | 2010-12-06 | 2011-12-06 | Hilfsrahmenstruktur |
AU2011339365A AU2011339365B2 (en) | 2010-12-06 | 2011-12-06 | Subframe structure |
CN201180058708.7A CN103237713B (zh) | 2010-12-06 | 2011-12-06 | 副框架结构体 |
MX2013005733A MX2013005733A (es) | 2010-12-06 | 2011-12-06 | Estructura auxiliar. |
US13/991,500 US9067621B2 (en) | 2010-12-06 | 2011-12-06 | Subframe structure |
US14/743,557 US9630658B2 (en) | 2010-12-06 | 2015-06-18 | Subframe structure |
US14/744,193 US9944332B2 (en) | 2010-12-06 | 2015-06-19 | Joining method for forming a joint structure of different materials using a peripheral groove |
US14/745,712 US9764777B2 (en) | 2010-12-06 | 2015-06-22 | Different materials joint structure |
US14/745,930 US9834257B2 (en) | 2010-12-06 | 2015-06-22 | Subframe structure |
US14/745,822 US10232893B2 (en) | 2010-12-06 | 2015-06-22 | Different materials joint structure |
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JP2010271340A JP5444198B2 (ja) | 2010-12-06 | 2010-12-06 | サブフレーム構造体 |
JP2010271339A JP5227388B2 (ja) | 2010-12-06 | 2010-12-06 | 異材接合構造体 |
JP2010-271337 | 2010-12-06 | ||
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JP2010271337A JP5281633B2 (ja) | 2010-12-06 | 2010-12-06 | サブフレーム構造体 |
JP2010-271339 | 2010-12-06 | ||
JP2011-010831 | 2011-01-21 | ||
JP2011010831A JP5458031B2 (ja) | 2011-01-21 | 2011-01-21 | 異材接合構造体の接合方法 |
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US13/991,500 A-371-Of-International US9067621B2 (en) | 2010-12-06 | 2011-12-06 | Subframe structure |
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US14/744,193 Continuation US9944332B2 (en) | 2010-12-06 | 2015-06-19 | Joining method for forming a joint structure of different materials using a peripheral groove |
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US14/745,712 Continuation US9764777B2 (en) | 2010-12-06 | 2015-06-22 | Different materials joint structure |
US14/745,930 Continuation US9834257B2 (en) | 2010-12-06 | 2015-06-22 | Subframe structure |
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CN (1) | CN103237713B (ja) |
AU (1) | AU2011339365B2 (ja) |
BR (1) | BR112013015743B1 (ja) |
CA (1) | CA2820147C (ja) |
DE (1) | DE112011104032T5 (ja) |
GB (1) | GB2501028B (ja) |
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- 2011-12-06 CA CA2820147A patent/CA2820147C/en not_active Expired - Fee Related
- 2011-12-06 WO PCT/JP2011/078214 patent/WO2012077690A1/ja active Application Filing
- 2011-12-06 BR BR112013015743-7A patent/BR112013015743B1/pt active IP Right Grant
- 2011-12-06 AU AU2011339365A patent/AU2011339365B2/en not_active Ceased
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- 2011-12-06 DE DE112011104032T patent/DE112011104032T5/de not_active Withdrawn
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CN103658969A (zh) * | 2012-09-18 | 2014-03-26 | 本田技研工业株式会社 | 摩擦搅拌接合方法 |
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CN105383063A (zh) * | 2014-08-25 | 2016-03-09 | 本特勒尔汽车技术有限公司 | 用于机动车的轴架及用于制造轴架的方法 |
CN105383063B (zh) * | 2014-08-25 | 2018-01-16 | 本特勒尔汽车技术有限公司 | 用于机动车的轴架及用于制造轴架的方法 |
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JP2020117028A (ja) * | 2019-01-22 | 2020-08-06 | トヨタ自動車株式会社 | 車体構造 |
JP7088044B2 (ja) | 2019-01-22 | 2022-06-21 | トヨタ自動車株式会社 | 車体構造 |
Also Published As
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CA2820147C (en) | 2015-10-27 |
US20150367892A1 (en) | 2015-12-24 |
US20150336611A1 (en) | 2015-11-26 |
CN103237713B (zh) | 2015-09-30 |
AU2011339365A1 (en) | 2013-07-25 |
US9630658B2 (en) | 2017-04-25 |
US20150336205A1 (en) | 2015-11-26 |
GB2501028B (en) | 2018-03-14 |
MX2013005733A (es) | 2014-07-10 |
US20150336616A1 (en) | 2015-11-26 |
US9944332B2 (en) | 2018-04-17 |
CA2820147A1 (en) | 2012-06-14 |
US9764777B2 (en) | 2017-09-19 |
US10232893B2 (en) | 2019-03-19 |
BR112013015743A2 (pt) | 2018-05-29 |
GB201312091D0 (en) | 2013-08-21 |
US20130249250A1 (en) | 2013-09-26 |
AU2011339365B2 (en) | 2016-02-11 |
CN103237713A (zh) | 2013-08-07 |
US20150336610A1 (en) | 2015-11-26 |
BR112013015743B1 (pt) | 2021-08-03 |
US9067621B2 (en) | 2015-06-30 |
GB2501028A (en) | 2013-10-09 |
DE112011104032T5 (de) | 2013-08-29 |
US9834257B2 (en) | 2017-12-05 |
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