JP2007309471A - Joint structure and joining method of panels of different kinds of metals - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a joint structure, preventing the lowering or varying in accuracy of a span between right and left front side members in joining panels of different kinds of metals to each other. <P>SOLUTION: In joining strut housing 11 made of aluminum mold to a front side member 8 and a hood ridge 9 made of a steel plate, after a thermosetting adhesive is interposed between the joint surfaces of flange parts 13, 15, they are connected by a self-pierce rivet (self-pierce rivet connecting part is designated by a reference numeral 12). Previously thermal deformation in passing a coating oven is taken into consideration, and properly an adhesive having a low curing temperature is used for a front joint part 16A, and an adhesive having a high curing temperature is used for a rear joint part 16B, whereby the shape freezing in curing the adhesive is more delayed as it goes toward the rear joint part 16B. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a joining structure and joining method for dissimilar metal panels. For example, when a so-called front end module structure is adopted as a front body structure of an automobile, a front side member, a hood ridge, and a strut housing, which are body frame members, are joined together. The present invention relates to a joining structure and joining method for dissimilar metal panels suitable for the above.

  Here, the vehicle body adopting the front-end module structure is modularized in advance as a front-end module with the left and right headlamp units, radiators, etc., with the radiator core support and the first cross member, which are strength members in the vehicle width direction, as the base. This is a structure that is assembled from the front side of the vehicle body.

As is well known, in a car body employing a front end module structure, the front part of the car body has a so-called open structure until the front end module is assembled in the vehicle assembly process after painting. Since there is no skeleton member that connects the left and right front side members, the left and right front side members are substantially in a cantilever-supported state. ) (Including both the span itself and the span center value). Therefore, as described in Patent Documents 1 and 2, a jig for connecting the left and right front side members is employed to correct the span between the left and right front side members.
JP 2003-2266 A JP-A-9-309460

  In the conventional technology as described above, although various effects can be expected when the various panels constituting the vehicle body, particularly the engine compartment, are made of steel plates, the panel constituting the engine compartment at the front of the vehicle body is expected. When a part is replaced with an aluminum-based one, it is not always possible to expect a sufficient effect.

  For example, while assuming that the car body itself is made of steel, attempts have been made to replace the strut housing, which is the main component of the engine compartment (the front part of the car body), with an aluminum casting. Since the linear expansion coefficient of the material is about twice that of the steel plate, when the temperature of the aluminum cast strut housing rises during paint baking, the steel plate vehicle body is greatly deformed.

  In addition, the aluminum cast strut housing and the surrounding steel plate panel front side member and hood ridge are joined to each other by dissimilar metal panels. In order to prevent so-called electrolytic corrosion, an adhesive is interposed and adhesive bonding is used together. As this adhesive, a thermosetting epoxy adhesive, which is a structural adhesive, is often used. In general, for example, 170 ° C. × 20 in an oven during electrodeposition coating in a coating process (priming process). It is cured by heating under conditions of about a minute.

  In this way, since the adhesive is heat-cured in a state where the aluminum cast strut housing is largely thermally deformed at a high temperature, it is assumed that a jig for restraining the span between the left and right front side members is used. However, it becomes impossible to prevent deterioration and variation in span accuracy between the left and right front side members having joints with the strut housing.

  The present invention has been made paying attention to such problems, and can prevent deterioration of span accuracy and the occurrence of variations between the left and right front side members when joining different types of metal panels as described above. The present invention provides a bonded structure and a bonded method.

The invention described in claim 1
It is a structure in which metal panels of different materials are joined together with a thermosetting adhesive, and some of the joints and the rest of the joints are joined with adhesives with different curing times in the heat-curing process after adhesive joining. It is characterized by being.

  More specifically, as described in claim 3, a part of the bonding sites and the remaining bonding sites are bonded with an adhesive having a different curing temperature or an adhesive having a different glass transition point. To do.

  Here, the glass transition point (glass transition temperature: Tg) is a secondary transition point, which means a temperature at which the rotational molecular motion of the polymer substance in the adhesive is hindered. Below this temperature, the rubbery substance becomes brittle even if it is cured into a glass, so it is also called a glass transition point. In other words, the polymer material shows so-called rubber-like elasticity where the thermal motion of each part of the chain polymer forming a network structure is intense at temperatures higher than the glass transition point, but the thermal motion is reduced in free volume below the glass transition point. This is the point of change because it becomes a frozen state and becomes hard and eventually transitions to a so-called glass state.

  The invention according to claim 2 captures the technique according to claim 1 as a joining method, and a curing time in a heat-curing process after adhesive joining at a part of the joining sites and the remaining joining sites. It is characterized by joining with different adhesives.

  More specifically, as described in claim 4, the bonding is characterized in that some of the bonding sites and the remaining bonding sites are bonded with an adhesive having a different curing temperature or an adhesive having a different glass transition point.

  In addition, in the technique of Claims 1-4, since it is joining of dissimilar metal panels, as described in Claims 5 and 6, for example, for mechanical joining of metal panels by self-piercing rivets or the like. It is desirable to use joint with adhesive.

  Moreover, as for the combination of the dissimilar metal panels used as joining object, as described in Claims 7 and 8, for example, one metal panel is a steel plate and the other metal panel is a panel made of an aluminum alloy.

  More specifically, as described in claims 9 and 10, one metal panel is a steel frame skeleton member at the front of a vehicle body of an automobile, and the other metal panel is a strut housing made of an aluminum alloy. The part on the rear side of the vehicle body in the bonding part by the adhesive is bonded with an adhesive having a higher curing temperature or an adhesive having a higher glass transition point than the part on the front side of the vehicle body.

  Therefore, in the inventions described in at least claims 1 to 4, for example, by properly using at least two types of adhesives having different curing temperatures depending on the site, the timing of curing of each adhesive and, hence, bonding between metal panels can be achieved. The timing of freezing the shape of the part to be joined is shifted, and as a result, it is possible to control / suppress deformation due to the difference in thermal expansion of the metal panel. Such behavior can occur in the same manner even when different adhesives having different glass transition points are used instead of adhesives having different curing temperatures.

  In this case, it is desirable to improve the span accuracy by using a jig for restraining the span between the left and right front side members as in the conventional case.

  The invention described in claim 14 is based on the premise of claim 2, and instead of using different adhesives having different curing temperatures or adhesives having different glass transition points for each bonding site, heat curing treatment after adhesive bonding is performed. Prior to this, preheating is performed in advance on the adhesive at a part of the joining sites.

  Therefore, in this method, preheating treatment is performed in advance on a part of the bonding portion by the adhesive, so that the timing of curing of each adhesive and the shape of the portion involved in the adhesive bonding between the metal panels are frozen. The timing is shifted, and as a result, deformation due to the difference in thermal expansion of the metal panel can be controlled and suppressed.

  According to the first to fourth aspects of the present invention, since the timing of curing the adhesive used properly for each part is different, the timing at which the shape of the part involved in the adhesive bonding between the metal panels is also different is different. Thus, deformation due to the difference in thermal expansion of the metal panel can be significantly suppressed.

  In addition, according to the invention described in claim 14, since the pre-heating is performed in advance on the adhesive at a part of the bonding sites prior to the heat curing treatment after the adhesive bonding, the inventions according to claims 1-4. Similarly to the above, it is possible to greatly suppress deformation due to the difference in thermal expansion of the metal panel.

  1 to 5 are diagrams showing a more specific first embodiment of the present invention, showing an example in which the present invention is applied to a vehicle body front structure employing a front end module structure. FIG. 2 shows a schematic structure of the front part of the vehicle body of the automobile, that is, the structure of the front part of the vehicle body provided with the front end module 4, and FIG.

  As shown in FIG. 1, a vehicle body 1 includes a body main process for assembling body components such as an engine compartment 2, a floor panel (not shown) and a body side, a front fender 3, a hood 14, a door, and the like. Assembling is performed sequentially through a metal process for assembling the opening and closing body, a painting process, and the like, and then the front end module 4 is assembled.

  As shown in FIG. 2, the front end module 4 includes a radiator core support 5 and a bumper reinforcement (first cross member) 6 which are strength members in the vehicle width direction. The left and right front as the vehicle body skeleton members, which are assembled with the radiator and its accessories, etc. in advance and are assembled after the metal parts are assembled as described above and are also components of the engine compartment after painting Bolts are fastened using the side member 8 and the hood ridge 9 as fastening parts.

  Note that a bumper fascia (not shown) is assembled to the front end module 4 later.

  Therefore, since the radiator core support 5 and the bumper reinforcement 6 function as a skeleton member of the front end module 4 alone, the radiator core is disposed on the front side of the vehicle body 1 until the front end module 4 is assembled to the vehicle body 1. The support 5 and similar frame member in the vehicle width direction (vehicle width strength member) are not attached, the front end of the vehicle body 1 (engine compartment 2) has a so-called open structure, and the left and right front side members 8 are It is in a so-called cantilever support state. Therefore, the positional accuracy of each part such as the hood ridge 9 to which the front fender 3 including the left and right front side members 8 is assembled is likely to vary.

  Therefore, it is assumed that the front end of the engine compartment 2 has an open structure and the left and right front side members 8 have a so-called cantilever support structure, but the vehicle body skeleton members that constitute the engine compartment 2 are joined together. By positively controlling or restraining the deformation behavior or thermal deformation at the joint, for example, the joint between the front side member 8 and the strut housing 11 or the joint between the hood ridge 9 and the strut housing 11 as described later. This is intended to guarantee the span (pitch) accuracy between the front side members 8 and the positional accuracy of each part of the engine compartment 2 having the front side member 8 as a main element.

  In this case, until the front end module 4 is assembled, a correction jig 10 as shown in FIG. 3 is used in place of the radiator core support 5 which is a vehicle body frame member. The left and right front side members 8 are connected to each other, and the span formed by the front side members 8 is corrected and restrained, so that the span (pitch) accuracy between the left and right front side members 8 and the front side member 8 are the main elements. It is desirable to guarantee the positional accuracy of each part of the engine compartment 2.

  As shown in FIG. 3, in the body main process, at the stage where the engine compartment 2 is assembled with the hood ridge 9, the strut housing 11 or the left and right front side members 8 as main elements, each component of the engine compartment 2 is made of steel plate. On the other hand, when the strut housing 11 made of, for example, an aluminum casting is used, the so-called dissimilar metal panels are joined to each other.

  Therefore, in such a case, as shown in FIG. 4, the strut housing 11 made of cast aluminum is so-called bridged so as to straddle both the front side member 8 and the hood ridge 9. However, the aluminum cast strut housing 11 is an engine compartment component made of adjacent steel plates and the front side member 8 and the hood ridge 9 which are vehicle body skeleton members, as described above. Then, after bonding with an adhesive, it is coupled by a mechanical coupling means such as a self-piercing rivet (SPR) (the coupling portion by the self-piercing rivet is indicated by reference numeral 12). Moreover, as a typical joining method using a self-piercing rivet in combination with the above-mentioned adhesive, there is one described in, for example, Japanese Patent Application Laid-Open No. 2005-1655671.

  That is, as shown in FIG. 4, the flange portions 13 and 15 are bent in advance integrally with the hood ridge 9 and the front cross member 8 on the upper and lower sides of the aluminum cast strut housing 11. Adhesive is applied in advance to the inner side surfaces of the flange portions 13 and 15 and then coupled to the hood ridge 9 and the front side member 8 by mechanical coupling means such as self-piercing rivets as described above.

  As the adhesive, for example, a thermosetting one-pack epoxy adhesive is used. Further, as a mechanical coupling means represented by a self-piercing rivet, a bolt / nut coupling, a mechanical clinch, a blind rivet, or the like can be employed instead of the self-piercing rivet.

  Thus, when the engine compartment 2 is assembled with the hood ridge 9, the strut housing 11 or the left and right front side members 8 as main elements, the left and right front side members 8 are connected to each other using the correction jig 10 shown in FIG. Then, both spans W1 (see FIG. 5) are corrected and restrained. Thereby, the front side members 8 are not in a cantilevered support structure by connecting the front ends of the front side members 8 with the correction jig 10, and at the same time, the engine compartment 2 is not in the form of a so-called open structure.

  Then, the vehicle body is allowed to flow through the subsequent steps while the left and right front side members 8 are restrained by the correction jig 10 as described above.

  As described above, the adhesive employed at the joint between the front side member 8 and the strut housing 11 and the joint between the hood ridge 9 and the strut housing 11 is a thermosetting type. When the electrodeposition coating film (so-called undercoat film) is dried and baked in the oven of the coating process, it is simultaneously heated and cured. Typical heating conditions in the oven are, for example, about 170 ° C. × 20 minutes.

  After leaving the painting oven, the car body is cooled to room temperature. In the process, the physical properties of the adhesive change. For example, the adhesive is relatively soft at a temperature higher than the glass transition temperature, and the adhesive is relatively hard at a temperature lower than the glass transition temperature.

  In this case, the joint between different metal panels, particularly the joint between the steel plate front side member 8 and the aluminum cast strut housing 11 as described above, and the steel hood ridge 9 and the aluminum cast At the joint with the strut housing 11, due to the difference in linear expansion of the material itself, the adhesive hardens in the most expanded state in the coating oven, while the shrinkage and solidification of the adhesive proceed in the subsequent cooling process. The front side members 8 and the like are deformed by the combined action, and the span accuracy between the front side members 8 is lowered.

  Here, as shown in FIG. 5, when the left and right front side members 8 are in a cantilevered support state and are heated in a coating process oven which is a subsequent process, the front side members 8 are made of the material itself. In addition to thermal deformation, it deforms due to the effect of heat curing of the adhesive employed in the joint of the strut housing 11 (see FIG. 4), and in particular, as shown by the solid line in FIG. The amount of thermal deformation x related to the span between the left and right front side members 8 tends to increase toward the vehicle body front side in the longitudinal direction of the front side member 8 on the side opposite to the vehicle body rear side (base side). In this case, it is effective in suppressing the amount of thermal deformation x that the shape freezing is accelerated toward the front side and the shape freezing is delayed toward the rear side of the adhesive joint portion of the strut housing 11 to the front side member 8 and the hood ridge 9. Become.

  Therefore, in the present embodiment, as shown in FIG. 4, the adhesive joint portion of the strut housing 11 with respect to the front side member 8 and the hood ridge 9 is divided into a front side joint portion 16A and a rear side joint portion 16B. Bonding is performed using adhesives having different characteristics.

  The basic idea of the adhesive is that it is effective to use an adhesive with a fast curing speed or an adhesive with a high glass transition point (glass transition temperature) for the part that you want to harden quickly. Since the rising temperature and the falling speed of each part of the vehicle body differ depending on the difference, it is necessary to flexibly apply the adhesive for each part.

  More specifically, in the present embodiment, two types of adhesives having different curing temperatures are used separately for the adhesive joints 16A and 16B shown in FIG. 4, and an adhesive having a high curing temperature ( A slow curing adhesive) is used separately for the front side joint 16A, and a low curing temperature adhesive (a fast curing adhesive) is used. As an adhesive having a high curing temperature, for example, Sandyne 2403 (manufactured by Asahi Rubber Co., Ltd.) As an adhesive having a low curing temperature, for example, EP138 (manufactured by Cemedine Co., Ltd., curing condition 150 ° C. × 20 minutes) is used.

  In this way, by using different adhesives depending on the bonding site, both adhesives cure together when heated in the coating oven, and curing proceeds, but adhesives with a low curing temperature are adopted. The front side joint portion 16A is hardened at an early stage and the shape freezing due to the adhesive joint is accelerated, and conversely, the rear side joint portion 16B in which an adhesive having a low curing temperature is adopted is used than the front side joint portion 16A. However, curing is delayed and shape freezing due to adhesive bonding is delayed. In other words, the bonding timing of the adhesive differs between the dissimilar metal panels at the joint between the rear side joining portion 16A and the front side joining portion 16B, and thus the shape freezing timing due to the adhesive joining is different. Deformation due to the difference can be actively controlled or constrained. Further, the fact that the shape freezing due to the hardening of the adhesive is delayed as the rear side joint portion 16B is reduced in the amount of thermal deformation x (see FIG. 5) on the front end side of the front side member 8 described above, The deterioration of span accuracy can be suppressed between the front side members 8.

  Here, when the engine compartment 2 is assembled with the hood ridge 9, the strut housing 11, or the left and right front side members 8 as main elements as shown in FIG. As described above, the two spans W1 (see FIG. 5) are corrected and restrained by connecting the two.

  As shown in FIG. 3, the straightening jig 10 has, for example, a rectangular steel plate bracket 18 fixed to both ends of a square pipe-shaped (steel) jig body 17 having sufficient rigidity by welding or the like. In the bracket 18, for example, a bolt fastening hole 19 which is a connection point with the front side member 8 is formed, and a pair of left and right front side members are connected via the correction jig 10 with bolt and nut fastening. 8 are joined together. As shown in FIG. 5, a hole 20 corresponding to the hole 19 is also formed in advance on the front side member 8 side.

  In the present embodiment, it is assumed that the left and right front side members 8 are connected to each other by the correction jig 10 and the vehicle body 1 is flowed to the subsequent metal process and painting process. Considering that the correction jig 10 is heat-treated together with the entire vehicle body 1 in an oven in a certain coating process, as shown in FIG. 5, the room temperature (when the left and right front side members 8 are in a cantilevered state) The connection point span (at the normal temperature) (the span between the holes 20) is W2, and the left and right front side members are taken into consideration that the entire vehicle body 1 is heated in the coating process oven as described above. The connection point span W1 when the 8 is heated in the same heat treatment conditions as when passing through the oven without being connected with the correction jig 10 in a cantilevered support state is preliminarily determined. To advance quantitatively grasp the thermal deformation amount x is the difference between W2 and W1. In FIG. 5, W1−W2 = 2x that is the difference between the two is the total thermal deformation amount of the connection point span W1 of the front side member 8.

  At the same time, as shown in FIG. 5, the connecting point span (the span between the holes 19) of the correction jig 10 at normal temperature is J1, and the correction jig 10 is heated under the same heat treatment conditions as when passing through the oven. The joint point span J1 in the longitudinal direction and the amount of thermal deformation xj in the case are analyzed in advance, and the amount of thermal deformation (the amount of deformation in the longitudinal direction accompanying thermal expansion) xj is quantitatively grasped in advance. If the thermal deformation amount xj is distributed to the left and right in correspondence with the left and right front side members 8, the respective thermal deformation amounts are xj / 2. As is clear from the above description, J2 is a connecting point span on the correction jig 10 side in a normal temperature (room temperature) state, and J1 is a correction when the heat treatment is performed in an oven in a painting process which is a subsequent process. The connection point spans on the jig 10 side are respectively shown, and J1−J2 = xj which is the difference between them is the total amount of thermal deformation of the correction jig 10.

  After that, both the connection points are set so that the thermal deformation amount xj / 2 of the connection point span J2 on the correction jig 10 side becomes equal to the thermal deformation amount x of the connection point span W1 on the front side member 8 side. The positions of the holes 19 and 20 are determined in advance.

  Therefore, when the entire vehicle body 1 is heat-treated in the painting process oven, which is the subsequent process, in the form of FIG. 3, the connection point span between the front side members 8 is thermally deformed along with the entire length of the correction jig 10. However, as described above, since x = xj / 2, the thermal deformation amount x related to the connection point span between the front side members 8 and the thermal deformation amount xj related to the connection point span on the correction jig 10 side. / 2 will be offset. As a result, in addition to the deformation due to the heat curing of the adhesive, only the stress due to the effect of the alignment error of the plate assembly constituting the vehicle body 1 (engine compartment 2) acts on the correction jig 10, and the stress On the other hand, since it can fully oppose with the rigidity of the correction jig 10, the span between the front side members 8 can be reliably corrected with the correction jig 10.

  The correction jig 10 is removed after a painting process including an oven, and the front end module 4 is assembled in the form of FIG. 1 instead.

  Here, as a second embodiment, instead of using two types of adhesives having different curing temperatures as described above, it is assumed that two types of adhesives having different curing temperatures are mixed and used. Depending on the bonding site, the mixture ratio may be changed properly.

  For example, it is applied to the rear side joint portion 16B and the front side joint portion 16A while changing the mixing ratio of Sandine 2403 and EP138 which are the two types of adhesives exemplified above. As a method of mixing the two types of adhesives, in addition to using a static mixer, different adhesives may be applied by so-called twice by using a coating gun or the like. And the part which wants to accelerate | stimulate the hardening progress of an adhesive agent, in the above-mentioned example, the adhering ratio of the curing temperature higher at the rear side joining part 16B is conversely so that the blending ratio of the adhesive having the lower curing temperature is increased at the front side joining part 16A. Each adhesive shall be apply | coated to each joining part so that the compounding ratio of an agent may increase.

  By carrying out like this, the effect similar to the case where the adhesive agent from which curing temperature differs in the front side junction part 16A and the back side junction part 16B is used separately will be acquired.

  Further, as a third embodiment, at least two kinds of adhesives having different glass transition temperatures may be used properly for each joint portion.

  The glass transition point (glass transition temperature / Tg) is the secondary transition point as described above, and refers to the temperature at which the rotational molecular motion of the polymer substance in the adhesive is hindered. Below this temperature, the rubbery substance becomes brittle even if it is cured into a glass, so it is also called a glass transition point. In other words, the polymer material shows so-called rubber-like elasticity where the thermal motion of each part of the chain polymer forming a network structure is intense at temperatures higher than the glass transition point, but the thermal motion is reduced in free volume below the glass transition point. It is suppressed by the above, and finally becomes a frozen state and becomes hard, and transitions to a so-called glass state.

  In the example of FIG. 4, at least two types of adhesives having different glass transition temperatures, for example, those having a glass transition temperature of 90 ° C. or higher and those having a glass transition temperature of 80 ° C. or lower are used separately. By using an adhesive having a high glass transition temperature and an adhesive having a low glass transition temperature for the rear joint portion 16B, the shape freezing due to the curing of the adhesive is delayed in the rear joint portion 16B having a lower glass transition temperature. This means that the amount of thermal deformation x on the front end side of the front side member 8 described above is reduced, and deterioration of span accuracy between the left and right front side members 8 can be suppressed.

  Further, as a fourth embodiment, regardless of whether it is the front side joining portion 16A or the rear side joining portion 16B, only one side is preliminarily referred to as a so-called precure, assuming that the same adhesive is used. Heating may be performed to vary the timing of curing.

  That is, as shown in FIG. 6, both the front side joint 16A and the rear side joint 16B are premised on the use of adhesives having the same characteristics, and after the adhesives are applied, mechanical bonding is performed with self-piercing rivets respectively. Then, the preheating process (pre-cure) is performed in advance on the bonding portion on the side to be hardened first by accelerating the curing timing of the adhesive, in this embodiment, the front-side bonding portion 16A. For example, an industrial dryer 21 is used for this preheating treatment, and hot air of about 200 to 300 ° C. is blown onto the front side joint portion 16A. Of course, means such as induction heating may be used as the heat treatment means in addition to the industrial dryer 21.

  Thereafter, when the entire vehicle body 1 is heated in the oven in the painting process, the curing of the adhesive is promoted in both the front joint 16A and the rear joint 16B as the temperature rises. Even so, since some of the adhesive is preheated, the front side joining portion 16A and the back side joining portion 16B have different curing timings, and the front side joining is subjected to preheating. Curing progresses first in the part 16A, and curing is delayed in the rear side joining part 16B. As a result, the shape-freezing due to the curing of the adhesive is delayed in the rear side joining portion 16B that is hardened, which means that the amount of thermal deformation x on the front end side of the front side member 8 described above becomes small. Of course, the deterioration of the span accuracy between the left and right front side members 8 can be suppressed.

The disassembled perspective view of the vehicle body front part of the motor vehicle which employ | adopted the front end module structure to which this invention is applied. The principal part enlarged view of FIG. FIG. 2 is an enlarged view of a main part of FIG. 1 and is a perspective view of a main part showing a relative positional relationship between a front side member that is a vehicle body frame member, a hood ridge, and a strut housing. The principal part enlarged view of FIG. FIG. 4 is an explanatory plan view showing the relationship between the thermal deformation behavior of the front side member shown in FIG. 3 during heating and the correction jig. It is a figure which shows the 2nd Embodiment of this invention, and is a perspective view of a site | part equivalent to FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Car body 2 ... Engine compartment 4 ... Steel plate front end module (different metal panel)
5 ... Radiator core support 8 ... Front side member made of steel plate (different metal panel)
9 ... Hood Ridge 10 ... Straightening Jig 11 ... Aluminum Cast Strut Housing (Different Metal Panel)
13 ... Flange part 15 ... Flange part 16A ... Front side joining part (adhesion joining part)
16B ... Rear side joint (adhesive joint)

Claims (19)

It is a structure where metal panels of different materials are joined together with a thermosetting adhesive,
A bonding structure for dissimilar metal panels, characterized in that some bonding sites and the remaining bonding sites are bonded with adhesives having different curing times in the heat-curing process after adhesive bonding. A method of joining metal panels of different materials with a thermosetting adhesive,
A joining method for dissimilar metal panels, characterized in that a part of joining parts and the remaining joining parts are joined with adhesives having different curing times in the heat-curing treatment after adhesive joining.   2. The joining structure of dissimilar metal panels according to claim 1, wherein a part of the joining sites and the remaining joining sites are joined with adhesives having different curing temperatures or adhesives having different glass transition points.   The method for joining dissimilar metal panels according to claim 2, wherein the joining is performed with an adhesive having a different curing temperature or an adhesive having a different glass transition point at a part of the joining sites and the remaining joining sites.   The joint structure for dissimilar metal panels according to claim 3, wherein the joint between metal panels is used in combination with bonding by an adhesive.   5. The method for bonding dissimilar metal panels according to claim 4, wherein bonding by an adhesive is used together for mechanical bonding between the metal panels.   6. The joining structure of dissimilar metal panels according to claim 3, wherein one metal panel is a steel plate and the other metal panel is an aluminum alloy panel.   7. The method for joining dissimilar metal panels according to claim 4, wherein one metal panel is a steel plate and the other metal panel is a panel made of an aluminum alloy. One metal panel is a steel frame skeleton member at the front of the car body, and the other metal panel is an aluminum alloy strut housing,
6. The part on the rear side of the vehicle body in the bonding portion by the adhesive is bonded with an adhesive having a higher curing temperature or an adhesive having a higher glass transition point than that on the front side of the vehicle body. The joining structure of the dissimilar metal panel as described in 2. One metal panel is a steel frame skeleton member at the front of the car body, and the other metal panel is an aluminum alloy strut housing,
The part on the rear side of the vehicle body among the bonding sites by the adhesive is bonded with an adhesive having a higher curing temperature or an adhesive having a higher glass transition point than that on the front side of the vehicle body. Of joining different types of metal panels.   The frame member that is one of the metal panels includes a front side member and a hood ridge, and the aluminum metal strut housing that is the other metal panel is joined in a bridging manner across the front side member and the hood ridge. The dissimilar metal panel metal panel joining structure according to claim 9, wherein the dissimilar metal panel is a metal panel joining structure.   The frame member, which is one of the metal panels, includes a front side member and a hood ridge, and the other metal panel, which is a cast aluminum strut housing, is bridged so as to straddle the front side member and the hood ridge. The dissimilar metal panel metal panel joining method according to claim 10.   The method for joining different types of metal panel metal panels according to claim 10 or 12, wherein the heat curing treatment of the adhesive is performed by a heat curing treatment in an oven after the vehicle body is painted.   The method for bonding dissimilar metal panels according to claim 2, wherein preheating is performed in advance on the adhesive at a part of the bonding sites prior to the heat curing treatment after the bonding.   15. The method for bonding dissimilar metal panels according to claim 14, wherein bonding by an adhesive is used in combination for mechanical bonding between the metal panels.   16. The method for joining dissimilar metal panels according to claim 14, wherein one metal panel is a steel plate and the other metal panel is a panel made of an aluminum alloy. One metal panel is a steel frame skeleton member at the front of the car body, and the other metal panel is an aluminum alloy strut housing,
16. The method for joining dissimilar metal panels according to claim 14 or 15, wherein preheating is performed on a portion on the front side of the vehicle body in a joining portion by an adhesive.   The frame member, which is one of the metal panels, includes a front side member and a hood ridge, and the other metal panel, which is a cast aluminum strut housing, is bridged so as to straddle the front side member and the hood ridge. The dissimilar metal panel joining method according to claim 17, wherein the dissimilar metal panel is joined.   The bonding method for dissimilar metal panels according to claim 17 or 18, wherein the heat-curing treatment of the adhesive is performed by heat-curing in an oven after painting the vehicle body.

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