Vehicle Steering Bracket Twisting Stiffness via Segmented Joining
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Solution Overview
Problem
The existing side bracket configuration for steering members in vehicles does not provide sufficient twisting stiffness, leading to inadequate fastening when the steering member is subjected to twisting forces.
Innovation Solution
A side bracket design featuring a base with inner and outer fastening portions, inner and outer joining parts, and a configuration where the inner joining part is positioned closer to the central side in the vehicle-width direction, providing enhanced stiffness by surrounding the steering member's outer surface, and the outer joining part is positioned closer to the end, improving the fastening's twisting resistance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the end of the steering member is fastened to the bracket at one position, then the device complexity is reduced, but the twisting stiffness of the fastening portion is insufficient
Solution Approach 1:
The single fastening position is segmented into two distinct fastening portions: an inner fastening portion with an inner joining part positioned closer to the central side, and an outer fastening portion with an outer joining part positioned closer to the end side. This segmentation allows each portion to contribute differently to resisting twisting forces, thereby improving overall twisting stiffness while maintaining structural complexity at an acceptable level.
Solution Approach 2:
The fastening structure transitions from a single-point fastening to a distributed fastening along the steering member's outer circumferential surface. By positioning joining parts at different locations (inner joining part closer to central side, outer joining part closer to end side) and at different radial distances from the center, the fastening is extended into multiple spatial dimensions, enhancing resistance to twisting moments.
2Strength
If the inner joining part surrounds the through hole to join the steering member, then the twisting stiffness is improved, but the manufacturing cost increases
Solution Approach 1:
Instead of uniformly thickening the bracket around the entire through hole, the inner joining part is designed with localized reinforcement only at the rim surrounding the through hole. This localized quality enhancement provides the necessary twisting stiffness at critical areas while avoiding unnecessary material usage and manufacturing complexity in non-critical areas, thereby controlling manufacturing costs.
3Strength
If the inner joining part is positioned closer to the central side, then the twisting stiffness is improved, but the fastening portion becomes more complex
Solution Approach 1:
The inner joining part and outer joining part are merged into a single integrated side bracket structure rather than being separate components. This merging allows both joining parts to work together as a unified fastening system, improving twisting stiffness while avoiding the additional complexity that would arise from multiple separate parts, assemblies, and fastening operations.
Data Source
AI summary
A side bracket includes at least one body fastening portion to be fastened to a body of a vehicle, an inner fastening portion, an outer fastening portion, an inner joining part, and an outer joining part. The inner joining part is provided in a rim surrounding a through hole in the inner fastening portion, and in a position closer to a central side in a vehicle-width direction than at least one body fastening portion, the inner joining part is joined to an outer circumferential surface of the steering member penetrating the through hole. The outer joining part is provided in the outer fastening portion, and in a position closer to an end side in the vehicle-width direction than at least one body fastening portion, the outer joining part is joined to a front portion of the outer circumferential surface of the steering member.