Bracket for detection device

Abstract

To prevent generation of high stress, in a bracket for a detection device.SOLUTION: A bracket 1 for a detection device having a side of a vehicle as a detection range includes a first member 10 that has a rod shape extending in a vehicle width direction D2, a second member 20 having a hollow shape that covers at least a part of the first member 10, and a third member 30 that is directly or indirectly attached to a vehicle body frame. The detection device is attached to the first member 10. The second member 20 has: a fixing portion 21 that is fixed to the first member 10; and a fixing blocking-portion 22 that is provided at an end part of the second member, outside the fixing portion 21 in the vehicle width direction D2 and is not fixed to the first member 10. The third member 30 has a support portion 31 that supports the second member 20 inside the fixing blocking-portion 22 in the vehicle width direction D2.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] This invention relates to a bracket for a detection device that has a detection range on the side of a vehicle.

Background Art

[0002] For example, as disclosed in Patent Document 1, there has been developed a technology for avoiding contact accidents with parallel vehicles or obstacles on the side of a vehicle when changing lanes or turning at an intersection by monitoring the side of the vehicle with a radar, a camera, or the like. Patent Document 1 shows a radar that measures the distance to an obstacle or the like on the side of a vehicle and a camera that monitors an obstacle or the like on the side of a vehicle as detection devices having a detection range on the side of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, a bracket for attaching the above-described detection device extends in the vehicle width direction, and the detection device is attached to the outer end in the vehicle width direction, and the inner end in the vehicle width direction may be fixed to the vehicle body frame. In such a cantilevered bracket, for example, when the detection device vibrates while the vehicle is running, high stress may be generated at the fixing portion with the vehicle body frame at the inner end in the vehicle width direction. For this reason, suppressing the generation of high stress is an issue in the bracket of the detection device.

[0005] This invention was conceived in view of the above problems, and one of its objectives is to suppress the generation of high stress in the bracket of the detection device.

Means for Solving the Problems

[0006] This invention is made to solve at least a part of the above problems and can be realized as the following aspects or application examples.

[0007] (1) The bracket of the detection device according to this aspect is a bracket of a detection device whose detection range is the side of the vehicle, and is in a rod shape extending in the vehicle width direction of the vehicle and is a first member to which the detection device is attached, and is a hollow shape covering at least a part of the first member, and has a fixing portion fixed to the first member and a fixing prohibition portion provided at an end portion outside the vehicle width direction from the fixing portion and not fixed to the first member, and a third member having a support portion that supports the second member inside the vehicle width direction from the fixing prohibition portion and is directly or indirectly attached to the vehicle body frame of the vehicle.

[0008] According to this aspect, since the fixing prohibition portion provided at the end portion outside the vehicle width direction from the fixing portion of the second member is not fixed to the first member, relative displacement (shift) between the first member and the second member can be allowed at the fixing prohibition portion of the second member. Thereby, stress concentration at the fixing prohibition portion of the second member can be suppressed even when the first member swings. On the other hand, at the fixing portion located inside the vehicle width direction from the fixing prohibition portion, stress is less likely to occur when the first member swings compared to the fixing prohibition portion. Therefore, by fixing the second member to the first member at the fixing portion, the first member and the second member can be integrated while suppressing the generation of high stress. Therefore, according to this aspect, for example, even if the first member swings due to the vibration of the detection device when the vehicle is running, the generation of high stress can be suppressed.

[0009] (2) In the bracket of the detection device according to this aspect, the third member may have at least two of the support portions provided apart from each other in the vehicle width direction, the fixing portion of the second member may have a welding hole formed between the support portions, and the second member may be fixed to the first member by welding the welding hole. According to such a configuration, the second member can be welded to the first member at the fixing portion where stress is less likely to occur compared to the fixing prohibition portion as described above. Therefore, even when the first member swings, the generation of high stress can be suppressed.

[0010] (3) In the bracket of the detection device according to this aspect, the welding hole may be provided at a position excluding directly above and directly below the first member. According to such a configuration, when the first member swings in the vehicle height direction (vertical direction), the generation of high stress at the welding hole can be suppressed. In other words, the second member can be welded to the first member at a position where stress is relatively less likely to occur when the first member swings in the vehicle height direction. Therefore, even when the first member swings in the vehicle height direction, the generation of high stress can be suppressed. As a result, since the first member and the second member are maintained in a more securely fixed state, both the support rigidity and reliability of the bracket of the detection device can be enhanced.

[0011] (4) In the bracket of the detection device according to this aspect, the support portion may have a through hole through which the second member is inserted, and may be welded to the outer peripheral surface of the second member in a state where the second member is disposed in the through hole. According to such a configuration, the third member can be welded to the second member at a position where stress is relatively less likely to occur when the first member swings. Therefore, even when the first member swings, the generation of high stress can be suppressed. As a result, since the second member and the third member are maintained in a more securely fixed state, both the support rigidity and reliability of the bracket of the detection device can be enhanced.

[0012] (5) In the bracket of the detection device according to this aspect, the first member may be a pipe member. According to such a configuration, while achieving weight reduction compared to the case where the first member is a solid member, the generation of high stress can be suppressed as described above.

[0013] (6) In the bracket of the detection device according to this aspect, the second member may further have an auxiliary portion provided at an end portion inside the vehicle width direction from the fixing portion and not fixed to the first member. According to such a configuration, while suppressing stress concentration in the auxiliary part, the pitch (dimension in the vehicle width direction) of the second member can be increased. That is, in the auxiliary part that is not fixed to the first member, relative displacement (shift) with the first member is allowed, so stress concentration can be suppressed even when the first member swings. Also, in the second member, since the auxiliary part is provided inside in the vehicle width direction rather than the fixed part, the pitch is increased, so the first member can be supported more stably. Therefore, the support rigidity of the bracket of the detection device can be further increased while suppressing the generation of high stress.

[0014] (7) The bracket of the detection device according to this aspect may be provided inside the mudguard of the vehicle. In this case, it is required to arrange the bracket of the detection device in a limited space. In contrast, according to this aspect, by simply providing a fixing-prohibited part that is not fixed to the first member at the outer end in the vehicle width direction of the second member as described above, while suppressing the generation of high stress, the support rigidity can be increased. Therefore, even when the space for arranging the bracket of the detection device is limited, the reliability of the bracket of the detection device can be increased.

Advantages of the Invention

[0015] According to the present case, in the bracket of the detection device, the generation of high stress can be suppressed.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

[0017] With reference to the drawings, embodiments (aspects, application examples) of the present case will be described. The following embodiments are merely examples, and there is no intention to exclude various modifications and applications of technologies not explicitly stated in this embodiment. Each configuration of the following embodiments can be implemented with various modifications without departing from their gist. Also, they can be selectively adopted or appropriately combined as necessary.

[0018] [1. Configuration] [1-1. Vehicle] As shown in FIG. 1, the bracket 1 of the detection device according to the present embodiment (hereinafter simply referred to as "bracket 1") is applied to the detection device 3 whose detection range is the side (left or right) of the vehicle 2. The vehicle 2 is, for example, a truck in which a rear body (not shown) is arranged behind a cab (not shown). It is assumed that the vehicle 2 of the present embodiment is a full-cab truck in which a bed is installed behind the driver's seat in the cab.

[0019] The vehicle 2 has a vehicle body frame 4 that forms a skeleton. The vehicle body frame 4 includes a pair of side rails 41 extending in the vehicle length direction D1 (front-rear direction) of the vehicle 2, a plurality of cross members 42 (only one is shown in FIG. 1) extending in the vehicle width direction D2 (left-right direction) of the vehicle 2, and a cab bridge 43 straddling the pair of side rails 41.

[0020] The pair of side rails 41 are spaced apart from each other in the vehicle width direction D2. Also, the plurality of cross members 42 extend between the pair of side rails 41 and are spaced apart from each other in the vehicle length direction D1. The side rails 41 and the cross members 42 constitute a ladder-shaped ladder frame and support the cab and the rear body from below.

[0021] On the one hand, the cab bridge 43 has an arch shape like an inverted U, and extends above each side rail 41. The pair of lower end portions of the cab bridge 43 are respectively connected to the outer surfaces of the pair of side rails 41 in the vehicle width direction D2. The cab bridge 43 supports the cab from behind.

[0022] On the outside of each side rail 41 in the vehicle width direction D2, the front wheel tires 8 are arranged. In FIG. 1, the state of each front wheel tire 8 is shown in a perspective view (two-dot chain line). On the outer periphery of each front wheel tire 8, a mudguard 5 is arranged. Both the front wheel tires 8 and the mudguards 5 are located below the cab. A gap is secured between the front wheel tires 8 and the mudguards 5.

[0023] The mudguard 5 of the present embodiment is provided so as to cover the rear of the upper half of the front wheel tire 8 in order to suppress the scattering of mud from the front wheel tire 8 to the surroundings. Specifically, the mudguard 5 has an upper surface portion 5a arranged above the front wheel tire 8, a rear surface portion 5b arranged behind the front wheel tire 8, and an outer surface portion 5c arranged outside the front wheel tire 8 in the vehicle width direction D2. The upper surface portion 5a, the rear surface portion 5b, and the outer surface portion 5c are connected to each other.

[0024] In the vehicle 2, since the peripheral structures of the left and right front wheel tires 8 are different from each other, the left mudguard 5 provided for the left front wheel tire 8 and the right mudguard 5 provided for the right front wheel tire 8 have different structures and arrangements from each other. Specifically, since an exhaust pipe (not shown) extends between the right side rail 41 and the right mudguard 5, the right mudguard 5 is separated from the right side rail 41. On the other hand, since no other members are arranged between the left side rail 41 and the left mudguard 5, the left mudguard 5 is in contact with the left side rail 41.

[0025] As described above, since other members including the exhaust pipe are arranged around the right mudguard 5 compared to the periphery of the left mudguard 5, it is difficult to secure space. Accordingly, the right mudguard 5 is formed smaller than the left mudguard 5.

[0026] The detection device 3 is a sensor, radar, lidar, camera, etc. that detect objects such as people and other vehicles present within the detection range. Information on the objects detected by the detection device 3 is used, for example, in a system that monitors the sides of the vehicle 2 that are likely to be blind spots and issues an alarm to the driver as necessary (for example, called BSA; Blind Spot Assist, etc.) or a system that monitors the entire vehicle 2 (for example, called Active Side Guard Assist, etc.).

[0027] Regarding the detection device 3 mounted on the vehicle 2, regulations regarding the detection range (for example, the irradiation range) are defined from the viewpoint of ensuring its detection performance. In other words, in order to ensure a certain detection performance, the mounting position of the detection device 3 on the vehicle 2 (for example, the height from the road surface, the amount of protrusion from the vehicle body that forms the maximum dimension in the vehicle width direction D2, etc.) is restricted in advance.

[0028] The detection device 3 of the present embodiment is restricted by the distance from another detection device (for example, a sensor having the front of the vehicle 2 as the detection range) provided at the front end of the vehicle 2, and is arranged between the front wheel tire 8 and the rear surface portion 5b of the mudguard 5 on the left and right of the vehicle 2. And a part of the detection device 3 is arranged in a state of protruding outside the vehicle width direction D2 from the outer surface portion 5c of the mudguard 5 through a through hole (not shown) formed in the outer surface portion 5c of the mudguard 5.

[0029] [1-2. Bracket] Bracket 1 is a member for attaching the detection device 3 to the vehicle body frame 4 and is provided between the detection device 3 and the vehicle body frame 4. In the present embodiment, bracket 1 for attaching the detection device 3 provided on the right side of the vehicle 2 to the vehicle body frame 4 will be described in detail. Note that the detection device 3 provided on the left side of the vehicle 2 may be attached to the vehicle body frame 4 via an appropriate bracket (not shown) different from bracket 1 of the present embodiment. As described above, since it is difficult to secure space around the right mudguard 5 compared to around the left mudguard 5, bracket 1 of the present embodiment applied to the right detection device 3 is formed smaller than the bracket applied to the left detection device 3.

[0030] Bracket 1 of the present embodiment is provided inside the mudguard 5. More specifically, bracket 1 is disposed in the gap between the mudguard 5 and the front wheel tire 8 on the right side of the vehicle 2. Here, bracket 1 disposed behind the front wheel tire 8 and in front of the rear portion 5b of the mudguard 5 is exemplified. However, the arrangement of bracket 1 is not limited to this and may be appropriately changed according to the mounting position of the detection device 3.

[0031] As shown in FIG. 2, bracket 1 includes a first member 10 having a rod shape (pipe shape), a second member 20 having a hollow shape covering at least a part of the first member 10, and a third member 30 directly or indirectly attached to the vehicle body frame 4. It can be said that the first member 10 is a stay having an elongated shape, the second member 20 is a reinforcing member that makes the base portion of the first member 10 into a double structure, and the third member 30 is a support member that supports the first member 10 on the vehicle body frame 4 via the second member 20. The first member 10, the second member 20, and the third member 30 are formed separately from each other, for example, by steel materials, and then assembled integrally.

[0032] The first member 10 extends in the vehicle width direction D2 and is cantilever-supported on the vehicle body frame 4 via the second member 20 and the third member 30. A detection device 3 is attached to the first member 10. In the first member 10 of the present embodiment, the detection device 3 is attached to the outer end portion 11 (hereinafter also referred to as the outer end 11) on the outer side in the vehicle width direction D2, and the second member 20 is attached to the outer periphery of the inner end portion 12 (hereinafter also referred to as the inner end 12) on the inner side in the vehicle width direction D2. Among the first member 10, the inner end portion 12 to which the second member 20 is attached extends straight along the vehicle width direction D2. Therefore, the axis 14 (hereinafter also referred to as the inner end axis 14) of the inner end portion 12 of the first member 10 extends straight along the vehicle width direction D2.

[0033] In the first member 10, the outer end portion 11 is disposed above (at a higher position) the inner end portion 12. Accordingly, in the first member 10, the intermediate portion 13 between the outer end portion 11 and the inner end portion 12 has a shape that extends obliquely while gently curving upward and outward in the vehicle width direction D2 from the inner end portion 12. However, the specific shape of the first member 10 is not limited to the example of the present embodiment and may be appropriately set according to the mounting position of the detection device 3 with respect to the vehicle body frame 4 so that the detection device 3 can be mounted at a predetermined position.

[0034] The first member 10 of the present embodiment is a cylindrical pipe member (circular pipe). The diameter (outer diameter) of the first member 10 is, for example, substantially uniform. However, the first member 10 is not limited to such a cylindrical pipe member and may be, for example, a square pipe member (square pipe), or a solid cylindrical member or a square column member. Since the first member 10 is cantilever-supported as described above, when the detection device 3 vibrates, for example, during the running of the vehicle 2, it swings mainly with the inner end portion 12 as a base point. For this reason, when the detection device 3 vibrates, stress is generated in the inner end portion 12 (the portion indirectly fixed to the vehicle body frame 4) of the first member 10.

[0035] The second member 20 is formed in a cylindrical shape that is slightly larger than the first member 10 so that at least a part of the first member 10 can be inserted, and has a hollow portion that is slightly larger than the outer circumference of the first member 10. The second member 20 of the present embodiment is a cylindrical pipe member that has an inner diameter slightly larger than the outer diameter of the first member 10 corresponding to the cylindrical pipe member of the first member 10. The second member 20 covers the inner end portion 12 of the first member 10.

[0036] As shown in FIG. 3, the second member 20 has a fixing portion 21 fixed to the first member 10 and a fixing prohibition portion 22 provided at an end portion on the outer side in the vehicle width direction D2 (the lower left side in FIG. 3) than the fixing portion 21 and not fixed to the first member 10. The fixing prohibition portion 22 corresponds to the outer end portion in the vehicle width direction D2 of the second member 20, and the fixing portion 21 corresponds to a portion provided on the inner side in the vehicle width direction D2 than the fixing prohibition portion 22.

[0037] The fixing portion 21 is fixed to the outer peripheral surface of the inner end portion 12 of the first member 10 by, for example, welding. The fixing portion 21 of the present embodiment has a welding hole 23 that communicates the outer space of the second member 20 and the hollow portion, and is fixed to the first member 10 by welding the welding hole 23. For this welding, a method of filling the welding hole 23 with welding metal around or entirely (so-called plug welding) is applied. Each welding hole 23 is, for example, a long hole formed in a direction in which its longitudinal direction coincides with the vehicle width direction D2.

[0038] In the present embodiment, four welding holes 23 are formed at equal intervals in the circumferential direction of the fixing portion 21. More specifically, the four welding holes 23 are formed directly above, directly below, in front of, and behind the first member 10. Note that FIG. 3 shows only two of the four welding holes 23 formed directly above and in front of the first member 10.

[0039] Each welding hole 23 above and below the first member 10 is located on a virtual vertical axis V (axis V extending in the vehicle height direction D3) orthogonal to the inner end axis 14 of the first member 10. On the other hand, each welding hole 23 in front of and behind the first member 10 is located on a virtual horizontal axis H (axis H extending in the vehicle length direction D1) orthogonal to the inner end axis 14 of the first member 10.

[0040] However, the shape, number, and arrangement of the welding holes 23 are not limited to those exemplified here. For example, the welding hole 23 may be a circular round hole, or the shapes may be different from each other. Also, the welding hole 23 may be provided at a position other than directly above and below the first member 10. That is, the welding hole 23 may be provided at a position avoiding the above vertical axis V (a position not overlapping with the vertical axis V). Considering that the main vibration directions of the first member 10 are the vehicle height direction D3 and the horizontal direction (vehicle length direction D1), it is preferable that the four welding holes 23 formed at equal intervals in the circumferential direction of the fixing portion 21 are provided at positions avoiding both the above vertical axis V and horizontal axis H (positions not overlapping with the vertical axis V and horizontal axis H, positions where the welding holes 23 of the present embodiment shown in FIG. 3 are rotated 45° in the circumferential direction of the fixing portion 21).

[0041] The fixing prohibited portion 22 is a portion where fixing to the first member 10 is prohibited, and extends outward in the vehicle width direction D2 from the fixing portion 21. The fixing prohibited portion 22 is formed, for example, in a cylindrical shape without a hole. Since the fixing prohibited portion 22 covers a part of the first member 10 without being fixed to the first member 10, it can be said that it is externally fitted (loosely fitted) to be displaceable with respect to the first member 10. The fixing prohibited portion 22 is formed so as to cover the inner end portion 12 of the first member 10 as long as possible in the vehicle width direction D2 while avoiding interference with other members.

[0042] As shown in FIG. 4, the second member 20 of the present embodiment further has an auxiliary portion 24 provided at an end portion on the inner side (right side in FIG. 4) in the vehicle width direction D2 than the fixing portion 21 and not fixed to the first member 10. The auxiliary portion 24 is a portion where fixing to the first member 10 is prohibited, similar to the fixing prohibited portion 22. The auxiliary portion 24 extends inward in the vehicle width direction D2 from the fixing portion 21 and corresponds to the inner end portion in the vehicle width direction D2 of the second member 20. Here, a cylindrical shape having no hole and formed shorter in the vehicle width direction D2 than the fixing prohibited portion 22 is exemplified as the auxiliary portion 24.

[0043] Since the auxiliary portion 24 also covers a part of the first member 10 without being fixed to the first member 10, it can be said that the auxiliary portion 24 is externally fitted (loosely fitted) to be displaceable with respect to the first member 10. Further, the auxiliary portion 24 is also formed so as to cover the inner end portion 12 of the first member 10 as long as possible in the vehicle width direction D2 while avoiding interference with other members. The dimension of the auxiliary portion 24 in the vehicle width direction D2 of the present embodiment is set so as to be flush with the end face of the inner end portion 12 of the first member 10 (the end face on the inner side in the vehicle width direction D2 of the first member 10).

[0044] The fixing prohibited portion 22 and the auxiliary portion 24 correspond to both end portions in the vehicle width direction D2 of the second member 20 as described above, and serve to widen the pitch (dimension in the vehicle width direction D2) of the second member 20 that reinforces the first member 10 in a double structure. That is, by providing the fixing prohibited portion 22 and the auxiliary portion 24, the dimension of the second member 20 in the vehicle width direction D2 as a reinforcing member is enlarged.

[0045] The first member 10 and the second member 20 are arranged at a distance from the side rail 41. Therefore, a gap is secured between the inner end portion 12 of the first member 10 and the side rail 41, and between the auxiliary portion 24 of the second member 20 and the side rail 41. In this gap (the space on the right side of the first member 10 and the second member 20 in FIG. 4), other members (not shown), such as an oil pipe extending in the vehicle height direction D3, are arranged. Also, in the space outside and above the second member 20 in the vehicle width direction D2 (the upper left space of the second member 20 in FIG. 4), other members (not shown), such as an exhaust pipe extending in the vehicle length direction D1 and a steering linkage, are arranged.

[0046] As shown in FIGS. 3 and 4, the third member 30 is, for example, a plate member bent in a U shape. The third member 30 has a support portion 31 that supports the second member 20 inside the vehicle width direction D2 with respect to the fixing prohibition portion 22 of the second member 20. The third member 30 of the present embodiment has two support portions 31 provided apart from each other in the vehicle width direction D2.

[0047] The two support portions 31 have the same shape as each other and are arranged parallel to each other. Each support portion 31 extends along the vehicle length direction D1 and the vehicle height direction D3. Each support portion 31 has a through hole 32 through which the second member 20 is inserted, and is welded to the outer peripheral surface of the second member 20 in a state where the second member 20 is disposed in the through hole 32. That is, the third member 30 is fixed to the second member 20 by being welded in a circular shape along the periphery of the through hole 32 (the outer peripheral surface of the second member 20). The through hole 32 of the present embodiment is a round hole penetrating the support portion 31 in the vehicle width direction D2 so that the second member 20, which is a cylindrical pipe member extending in the vehicle width direction D2, can be inserted.

[0048] The two support portions 31 are respectively fixed to both sides in the vehicle width direction D2 of the fixing portion 21 in the second member 20 (near the boundary between the fixing portion 21 and the fixing prohibition portion 22 and near the boundary between the fixing portion 21 and the auxiliary portion 24). In other words, the fixing portion 21 of the second member 20 is provided between the two support portions 31 of the third member 30, and each welding hole 23 of the fixing portion 21 is formed between the two support portions 31.

[0049] The third member 30 has a flat plate-shaped connecting portion 33 that connects the two support portions 31. The connecting portion 33 extends along the vehicle width direction D2 and the vehicle height direction D3 between the rear end portions of the support portions 31. As shown in FIG. 3, the connecting portion 33 is provided with a gap from the second member 20 fixed to the support portion 31. A plurality of bolt holes 34 are formed in the connecting portion 33 of the present embodiment. The third member 30 is fastened to the two connection brackets 6 and 7 by bolts (not shown) inserted through the bolt holes 34 of the connecting portion 33.

[0050] The third member 30 is indirectly attached to the cab bridge 43 via the connection brackets 6 and 7. The positions where the connection brackets 6 and 7 are attached to the cab bridge 43 are made to coincide with the positions where the cab bridge 43 is attached to the side rails 41. That is, the third member 30 is fastened (tightened together) to the side rails 41 together with the cab bridge 43 via the connection brackets 6 and 7. Note that the third member 30 may be directly attached to the vehicle body frame 4 without passing through the connection brackets 6 and 7 instead of the indirect attachment via the connection brackets 6 and 7 as described above.

[0051] The bracket 1 is first assembled integrally by integrating the first member 10 and the second member 20 and then fixing the third member 30 to the second member 20. Specifically, first, the second member 20 is attached to the first member 10, and the welding holes 23 are welded. Thereby, the second member 20 is fixed to the first member 10. Next, the second member 20 fixed to the first member 10 is inserted into the through hole 32 of the support portion 31 of the third member 30. Then, with the second member 20 disposed in the through hole 32, the support portion 31 of the third member 30 is welded along the outer periphery of the through hole 32. Thereby, the third member 30 is fixed to the second member 20. As a result, the first member 10, the second member 20, and the third member 30 are integrated, and the assembly of the bracket 1 is completed.

[0052] [2. Operation and Effect] FIG. 5 schematically shows the welded portion W where the first member 10, the second member 20, and the third member 30 are fixed by welding in the bracket 1. As shown in FIG. 5, in the bracket 1, the second member 20 is fixed to the first member 10 at the fixing portion 21 located inside the vehicle width direction D2 from the fixing prohibited portion 22. On the other hand, the fixing prohibited portion 22 corresponding to the outer end portion in the vehicle width direction D2 of the second member 20 is not fixed to the first member 10, and thus relative displacement (shift) with the first member 10 is allowed. Similarly, the auxiliary portion 24 corresponding to the inner end portion in the vehicle width direction D2 of the second member 20 is not fixed to the first member 10, and thus relative displacement (shift) with the first member 10 is allowed.

[0053] If, for example, the fixing-prohibited portion 22 of the second member 20 is fixed to the first member 10 by welding, relative displacement between the first member 10 and the fixing-prohibited portion 22 of the second member 20 is not allowed. Therefore, in this case, when the first member 10 swings about the inner end portion 12, high stress may be generated in the fixing-prohibited portion 22 (the fixed portion between the first member 10 and the second member 20) to resist the relative displacement. In particular, as shown by the two-dot chain line in FIG. 5, the stroke of the first member 10 swinging about the inner end portion 12 tends to increase toward the outside in the vehicle width direction D2. Therefore, in the fixing-prohibited portion 22 located outside the fixing portion 21 in the vehicle width direction D2, higher stress may be generated compared to the fixing portion 21.

[0054] (1) On the other hand, in the above-described bracket 1, since the fixing-prohibited portion 22 provided at the end portion outside the fixing portion 21 of the second member 20 in the vehicle width direction D2 is not fixed to the first member 10, relative displacement (shift) between the first member 10 and the fixing-prohibited portion 22 of the second member 20 can be allowed. Thereby, stress concentration in the fixing-prohibited portion 22 of the second member 20 can be suppressed even when the first member 10 swings.

[0055] On the other hand, in the fixing portion 21 located inside the fixing-prohibited portion 22 in the vehicle width direction D2, stress is less likely to be generated when the first member 10 swings compared to the fixing-prohibited portion 22. Therefore, by fixing the second member 20 to the first member 10 at the fixing portion 21, the first member 10 and the second member 20 can be integrated while suppressing the generation of high stress in the bracket 1. Therefore, according to the bracket 1, even if the first member 10 swings due to the vibration of the detection device 3 when the vehicle 2 is running, for example, the generation of high stress can be suppressed.

[0056] Also, in the second member 20, since the fixing prohibition portion 22 is provided outside the fixing portion 21 in the vehicle width direction D2, the pitch (dimension in the vehicle width direction D2) is increased, so that the first member 10 can be supported more stably. Thereby, the support rigidity of the bracket 1 that supports the detection device 3 can be enhanced. Therefore, according to the bracket 1, the detection device 3 can be attached to the vehicle body frame 4 more stably. In particular, according to the above-mentioned fixing prohibition portion 22, even when other members are arranged around the second member 20, it becomes easy to enhance the support rigidity of the bracket 1 while avoiding interference between the second member 20 and other members. Therefore, even when the space is limited, the support rigidity of the bracket 1 can be enhanced.

[0057] (2) If the fixing portion 21 of the second member 20 is fixed to the first member 10 by welding the welding hole 23 formed between the support portions 31 of the third member 30, the second member 20 can be welded to the first member 10 at the fixing portion 21 where stress is less likely to occur compared to the fixing prohibition portion 22 as described above. Therefore, even when the first member 10 swings, the generation of high stress in the bracket 1 can be suppressed.

[0058] Also, according to the third member 30 having at least two support portions 31 provided at intervals from each other in the vehicle width direction D2, the first member 10 can be supported more stably via the second member 20 by the plurality of support portions 31. Therefore, the support rigidity of the bracket 1 can be further enhanced. Further, since the welding hole 23 of the second member 20 is formed between the plurality of support portions 31 provided on the third member 30, interference between the welding hole 23 and the support portion 31 can be avoided. Thereby, when attaching the second member 20 to the support portion 31 of the third member 30, it is possible to avoid the welding of the welding hole 23 from being obstructed. Thus, the work of attaching the second member 20 to the third member 30 can be facilitated.

[0059] (3) When the first member 10 swings in the vehicle height direction D3, the relative displacement with the second member 20 becomes large directly above and directly below the first member 10. From this, if the welding hole 23 is provided at a position excluding directly above and directly below the first member 10, when the first member 10 swings in the vehicle height direction D3, the generation of high stress in the welding hole 23 can be suppressed. In other words, the second member 20 can be welded to the first member 10 at a position where stress is relatively unlikely to occur when the first member 10 swings in the vehicle height direction D3. Therefore, even when the first member 10 swings in the vehicle height direction D3, the generation of high stress in the bracket 1 can be suppressed. As a result, since the first member 10 and the second member 20 are maintained in a more securely fixed state, both the support rigidity and reliability of the bracket 1 can be enhanced.

[0060] Similarly, when the first member 10 swings in the vehicle length direction D1, the relative displacement with the second member 20 becomes large in front of and behind the first member 10. From this, if the welding hole 23 is provided at a position excluding the front and rear of the first member 10, when the first member 10 swings in the vehicle length direction D1, the generation of high stress in the welding hole 23 can be suppressed. In other words, the second member 20 can be welded to the first member 10 at a position where stress is relatively unlikely to occur when the first member 10 swings in the vehicle length direction D1. Therefore, even when the first member 10 swings in the vehicle length direction D1, the generation of high stress in the bracket 1 can be suppressed. As a result, since the first member 10 and the second member 20 are maintained in a more securely fixed state, both the support rigidity and reliability of the bracket 1 can be enhanced.

[0061] (4) If the support portion 31 of the third member 30 is welded to the outer peripheral surface of the second member 20 with the second member 20 disposed in the through hole 32, the third member 30 can be welded to the second member 20 at a position where stress is relatively unlikely to occur when the first member 10 swings. Therefore, even when the first member 10 swings, the generation of high stress in the bracket 1 can be suppressed. As a result, since the second member 20 and the third member 30 are maintained in a more securely fixed state, both the support rigidity and reliability of the bracket 1 can be enhanced.

[0062] (5) If the first member 10 is a pipe member, it is possible to reduce the weight compared to the case where the first member 10 is a solid member, and as described above, the generation of high stress in the bracket 1 can be suppressed. Further, if a general-purpose pipe member is applied as the first member 10, it contributes to cost reduction.

[0063] (6) If the second member 20 further has an auxiliary portion 24 provided at an end portion inside the vehicle width direction D2 from the fixing portion 21 and not fixed to the first member 10, it is possible to suppress stress concentration in the auxiliary portion 24 while expanding the pitch (dimension in the vehicle width direction D2) of the second member 20. That is, in the auxiliary portion 24 not fixed to the first member 10, relative displacement (shift) with the first member 10 is allowed, so stress concentration can be suppressed even when the first member 10 swings. Further, in the second member 20, since the auxiliary portion 24 is provided inside the vehicle width direction D2 from the fixing portion 21, the pitch is expanded, so the first member 10 can be supported more stably. Therefore, the support rigidity of the bracket 1 can be further increased while suppressing the generation of high stress.

[0064] (7) When the bracket 1 is provided inside the mudguard 5 of the vehicle 2, it is required to arrange the bracket 1 in a limited space. In contrast, according to the bracket 1 as described above, by simply providing the fixing prohibition portion 22 not fixed to the first member 10 at the outer end portion in the vehicle width direction D2 of the second member 20, the support rigidity can be increased while suppressing the generation of high stress. Therefore, even when the space for arranging the bracket 1 is limited, the reliability of the bracket 1 can be increased.

[0065] [3. Others] Each configuration of the first member 10, the second member 20, and the third member 30 shown in the above embodiment is an example. The position where the detection device 3 is attached to the first member 10 is not limited to the outer end portion 11, and may be, for example, the intermediate portion 13. Further, the intermediate portion 13 of the first member 10 may extend straight along the vehicle width direction D2, or may extend in the vehicle width direction D2 as a whole and be partially bent.

[0066] The specific shape of the second member 20 may be appropriately set according to the shape of the first member 10 so as to cover at least a part of the first member 10. Further, in the second member 20, the auxiliary portion 24 may be formed longer in the vehicle width direction D2 than the fixing prohibited portion 22, or the auxiliary portion 24 may be omitted. Note that the fixing method of the second member 20 to the first member 10 is not limited to the welding as described above. The second member 20 may be fixed to the first member 10, for example, without using the welding hole 23 as described above.

[0067] The specific shape of the third member 30 is not limited to the U shape as described above, and various shapes may be adopted so that the second member 20 can be attached to the vehicle body frame 4. The third member 30 only needs to have at least one support portion 31, and the connection portion 33 as described above may be omitted. Further, the attachment destination of the third member 30 is not limited to the cab bridge 43, and may be, for example, the side rail 41. Note that the fixing method of the third member 30 to the second member 20 is not limited to the welding as described above. The support portion 31 of the third member 30 may be fixed to the second member 20, for example, without using the through hole 32 as described above.

[0068] The vehicle 2 to which the bracket 1 is applied is not limited to the truck as described above, and may be, for example, a bus or a passenger car. Further, the specific type of the detection device 3 attached to the bracket 1 is not particularly limited.

[0069] The system called BSA as described above has various names and is also called, for example, BSM (Blind Spot Monitoring). Therefore, the term BSA as described above may be replaced with other well-known names such as BSM. Further, the above BSA may generate an alarm for the driver when detecting a person or another vehicle existing on the side of the own vehicle, or may perform control such as braking control or steering control on the own vehicle instead of or in addition to this alarm.

[0070] [4. Addendum] Disclose the addendum regarding the above embodiment.

[0071] (Addendum 1) A bracket for a detection device with a side of a vehicle as a detection range, a first member that is bar-shaped and extends in the vehicle width direction of the vehicle and to which the detection device is attached, a second member that has a hollow shape covering at least a part of the first member, and has a fixing portion fixed to the first member and a fixing prohibition portion provided at an end outside the vehicle width direction from the fixing portion and not fixed to the first member, and a third member that has a support portion supporting the second member inside the vehicle width direction from the fixing prohibition portion and is directly or indirectly attached to the vehicle body frame of the vehicle. A bracket for a detection device, characterized by the above.

[0072] (Appendix 2) The third member has at least two support portions provided apart from each other in the vehicle width direction, the fixing portion of the second member has a welding hole formed between the support portions, and is fixed to the first member by welding the welding hole. A bracket for a detection device according to Appendix 1, characterized by the above.

[0073] (Appendix 3) The welding hole is provided at a position excluding directly above and directly below the first member. A bracket for a detection device according to Appendix 2, characterized by the above.

[0074] (Appendix 4) The support portion has a through hole through which the second member is inserted, and is welded to the outer peripheral surface of the second member in a state where the second member is disposed in the through hole. A bracket for a detection device according to any one of Appendices 1 to 3, characterized by the above.

[0075] (Appendix 5) The first member is a pipe member. A bracket for a detection device according to any one of Appendices 1 to 4, characterized by the above.

[0076] (Supplementary Note 6) The second member further has an auxiliary portion provided at an end portion inside the vehicle width direction with respect to the fixing portion and not fixed to the first member. The bracket of the detection device according to any one of Supplementary Notes 1 to 5, characterized in that.

[0077] (Supplementary Note 7) It is provided inside the mudguard of the vehicle. The bracket of the detection device according to any one of Supplementary Notes 1 to 6, characterized in that.

Explanation of Reference Numerals

[0078] 1 Bracket (bracket of detection device) 2 Vehicle 3 Detection device 4 Vehicle body frame 5 Mudguard 5a Upper surface portion 5b Rear surface portion 5c Outer surface portion 6 Connection bracket 7 Connection bracket 8 Front wheel tire 10 First member 11 Outer end portion (end portion on the outer side in the vehicle width direction) 12 Inner end portion (end portion on the inner side in the vehicle width direction) 13 Intermediate portion 14 Axis center 20 Second member 21 Fixing portion 22 Fixing prohibited portion 23 Welding hole 24 Auxiliary portion 30 Third member 31 Support portion 32 Through hole 33 Connection portion 34 Bolt hole 41 Side rail 42 Cross member 43 Cab bridge D1 Vehicle length direction (front - rear direction) D2 Vehicle width direction (left - right direction) D3 Vehicle height direction (vertical direction) H Horizontal axis V Vertical axis W Weld part

Claims

1. A bracket for a detection device having a side of a vehicle as a detection range, a first member that is bar-shaped and extends in the vehicle width direction of the vehicle and to which the detection device is attached, a second member having a hollow shape that covers at least a part of the first member, a fixing portion fixed to the first member, and a fixing prohibition portion provided at an end outside the vehicle width direction from the fixing portion and not fixed to the first member, and a third member having a support portion that supports the second member inside the vehicle width direction from the fixing prohibition portion and is directly or indirectly attached to a vehicle body frame of the vehicle. A bracket for a detection device, characterized by the above.

2. The third member has at least two support portions provided at intervals from each other in the vehicle width direction, the fixing portion of the second member has a welding hole formed between the support portions, and is fixed to the first member by welding the welding hole. The bracket for a detection device according to claim 1, characterized by the above.

3. The welding hole is provided at a position excluding directly above and directly below the first member. The bracket for a detection device according to claim 2, characterized by the above.

4. The support portion has a through hole through which the second member is inserted, and is welded to an outer peripheral surface of the second member in a state where the second member is disposed in the through hole. The bracket for a detection device according to claim 1, characterized by the above.

5. The first member is a pipe member. The bracket for a detection device according to claim 1, characterized by the above.

6. The second member further has an auxiliary portion provided at an end inside the vehicle width direction from the fixing portion and not fixed to the first member. The bracket for a detection device according to claim 1, characterized by the above.

7. It is provided inside a mudguard of the vehicle. The bracket for a detection device according to claim 1, characterized by the above.

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