JP2008143936A - Adhesion part structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To relax the stress concentration of a second adhesive to an external end side and to simultaneously reduce stress of a first adhesive occurring at the external end side. <P>SOLUTION: An adhesive 30 applied between an internal end part in the direction of the vehicle width of a flange part 12A and the external end part in the direction of the vehicle width of a floor panel 14 is composed of the first adhesive 30A and the second adhesive 30B that has a Young's modulus after curing lower than that of the first adhesive 30A and low flowability before curing. The inner peripheral part of the adhesive 30 comprises the first adhesive 30A and the outer peripheral part of the adhesive 30 comprises the second adhesive 30B. The internal end part in the direction of the vehicle width in an area to which the first adhesive 30A of the flange part 12A is applied and the external end part in the direction of the vehicle width in an area to which the first adhesive 30A of the floor panel 14 is applied are equipped with open holes 32 and 34, respectively. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an adhesive portion structure in which a pair of adherends are bonded.

  An adhesive part structure has been devised in which a first adhesive and a second adhesive surrounding the first adhesive are applied between a pair of adherends to bond the pair of adherends (for example, , See Patent Document 1).

When only the surrounding second adhesive is made to have a low Young's modulus in this bonded part structure, the difference in rigidity between the adhesives becomes large at the boundary between the inner first adhesive and the surrounding second adhesive. When the bending displacement of the bonded body is absorbed by the distortion of the first adhesive and the second adhesive, the stress at the outer end portion of the first adhesive having a high Young's modulus may be increased.
Japanese Utility Model Publication No. 63-168164

  In view of the above facts, the present invention aims to reduce the stress generated at the outer end portion of the first adhesive while simultaneously reducing the stress concentration on the outer end portion of the second adhesive.

  The adhesive part structure according to claim 1 is applied to the outside of the first adhesive applied between a pair of adherends and the first adhesive between the pair of adherends. Stiffness reducing means for bonding a pair of the adherends with a second adhesive set to have a Young's modulus after curing lower than that of one adhesive, and reducing the rigidity of the adherends, The first adhesive is provided in at least one of a range where the first adhesive is applied and a range where the second adhesive is applied to the adherend.

  In the adhesive part structure according to claim 1, the first adhesive is applied between the pair of adherends, and the second adhesive is applied outside the first adhesive between the pair of adherends. A pair of adherends are bonded. Here, the Young's modulus after curing of the second adhesive is set lower than that of the first adhesive, and the second adhesive is more easily distorted than the second adhesive. The stress concentration is relaxed.

  Further, here, the rigidity of the adherend is reduced by the rigidity reducing means provided in at least one of the range where the first adhesive of the adherend is applied and the range where the second adhesive is applied. Yes. This makes it easier for the other adherend to follow the bending deformation of one adherend and suppresses the distortion of the first adhesive or the second adhesive. At the same time as reducing the stress concentration, it is possible to reduce the stress generated at the outer edge of the first adhesive.

  The adhesive part structure according to claim 2 is the adhesive part structure according to claim 1, wherein the rigidity reducing means is a penetration formed in a range where the first adhesive of the adherend is applied. It is a hole.

  In the adhesive part structure according to claim 2, the through hole is formed in a range where the first adhesive of the adherend is applied. Thus, after applying the first adhesive to one adherend, when attaching a pair of adherends, unnecessary residues such as air remaining on the adherend surface of the adherend are removed from the through holes. It becomes possible.

  The adhesive part structure according to claim 3 is the adhesive part structure according to claim 2, wherein the second adhesive is opposed to both sides of the first adhesive, and the adherend When viewed in the thickness direction, the through holes are disposed at both ends of the first adhesive in the direction in which the second adhesive is opposed.

  In the adhesive part structure according to claim 3, the second adhesive is opposed on both sides of the first adhesive, and the through-hole is seen in the thickness direction of the adherend. The second adhesive is disposed at both ends in the facing direction.

  As a result, the first adhesive is injected from the through-hole disposed at one end of the first adhesive in the direction in which the second adhesive of the first adhesive faces in the thickness direction of the adherend, and disposed at the other end. By confirming the outflow of the first adhesive from the formed through hole, it is possible to confirm that the first adhesive is filled between the pair of adherends and the second adhesive.

  The adhesive part structure according to claim 4 is the adhesive part structure according to any one of claims 1 to 3, wherein the second adhesive is before curing than the first adhesive. It is an adhesive having low fluidity.

  The adhesive part structure according to claim 4, wherein the second adhesive applied on the outside of the first adhesive between the pair of adherends has lower fluidity before curing than the first adhesive. It is said. Thereby, dripping of the adhesive when applying the adhesive between the pair of adherends can be suppressed.

  The adhesion part structure according to claim 5 is the adhesion part structure according to any one of claims 1 to 4, wherein the adherend constitutes a vehicle body panel member or a vehicle body constituting the vehicle body. The vehicle body skeleton member is characterized by the following.

  In the adhesion part structure according to claim 5, it peels in the adhesion part of the body panel members which constitute a car body, the adhesion part of the car body frame members which constitute a car body, or the adhesion part of a car body panel member and a car body frame member When a load acts, a sudden change in stress generated at the boundary between the first adhesive and the second adhesive can be alleviated. Thereby, peeling with the boundary part of a 1st adhesive agent and a 2nd adhesive agent, and a vehicle body panel member or a vehicle body frame member can be suppressed.

  The bonding portion structure according to claim 6 is the bonding portion structure according to any one of claims 1 to 4, wherein one of the adherends extends in a vehicle front-rear direction at a vehicle body front portion. A body unit including at least a front side member, and the other adherend is a cabin unit joined to the body unit in a longitudinal direction of the vehicle body to form a passenger compartment, and the first adhesive is the body unit The second adhesive is applied to the lower side and the upper side of the first adhesive between the joints of the body unit and the cabin unit. The rigidity reducing means is provided in at least one of a vehicle body lower end portion and a vehicle body upper end portion of a joint portion of the body unit with the cabin unit.

  In the adhesive part structure according to claim 6, a first adhesive is applied between the joint parts of the body unit having at least the front side member and the cabin unit constituting the passenger compartment, and the first part between the joint parts is provided. A second adhesive is applied to the vehicle body lower side and vehicle body upper side of the adhesive to bond the body unit and the cabin unit in the vehicle longitudinal direction. Here, by setting the Young's modulus after curing of the second adhesive lower than that of the first adhesive, the stress concentration on the lower end and the upper end of the second adhesive is alleviated. .

  Here, the rigidity of the joint portion of the body unit with the cabin unit is reduced by rigidity reducing means provided at least one of the vehicle body lower end portion and the vehicle body lower end portion of the joint portion of the body unit with the cabin unit. It is decreasing. Thus, when a shear load mainly in the vertical direction of the vehicle body acts on the joint between the body unit and the cabin unit, it is possible to alleviate a sudden change in stress that occurs at the boundary between the first adhesive and the second adhesive. This makes it difficult for the body unit to peel off the boundary between the first adhesive and the second adhesive.

  As described above, according to the present invention, it is possible to reduce the stress generated at the outer end portion of the first adhesive and simultaneously reduce the stress concentration on the outer end portion of the second adhesive. .

  Next, an embodiment of the bonding portion structure of the present invention will be described with reference to FIGS.

  In the figure, the arrow FR indicates the vehicle body front direction, the arrow UP indicates the vehicle body upward direction, and the arrow IN indicates the vehicle width inside direction.

  FIG. 1 shows an automobile body B having the bonding portion structure of the present invention. As shown in this figure, the vehicle body B includes a pair of left and right adherends and side sills 12 as vehicle body skeleton members, each of which is elongated in the longitudinal direction of the vehicle body. The vehicle width direction outside end portions of the floor panel 14 as the adherend and the vehicle body panel member constituting the vehicle body floor F are bonded to the vehicle width direction inner side end portions of the left and right side sills 12, respectively. As an adherend and a vehicle body skeleton member that extends in the vehicle longitudinal direction and opens downward in the vehicle vertical direction at the vehicle width direction central portion of the vehicle body floor F mainly extending in the vehicle longitudinal direction and the vehicle width direction. Floor tunnels 16 are provided, and the inner ends in the vehicle width direction of the left and right floor panels 14 are bonded to the downward opening ends of the floor tunnel 16 in the vehicle body vertical direction.

  Further, each side sill 12 has a front end 12A continuous with a lower end 18A of a front pillar 18 extending substantially along the vertical direction of the vehicle body. Although illustration is omitted, the left and right front pillars 18 extend in the vertical direction of the vehicle body and hold the front windshield glass between them. Further, the left and right front pillars 18 are joined to both ends of the dash panel 20 as the adherend and the vehicle body panel member in the vehicle width direction.

  The dash panel 20 extends in the vehicle width direction and the vehicle body vertical direction, and separates the compartment C from a space Rf (for example, an engine compartment) in front of the compartment C. The dash panel 20 has a pair of left and right adherends and a rear end portion 21A of the front side member 21 as a vehicle body skeleton member. The front end of the left and right front side members 21 is a front portion. It is bridged by bumper reinforcement that forms the skeleton of the bumper. A notch 20 </ b> A that opens the front end of the floor tunnel 16 to the front space Rf is formed in the lower center of the dash panel 20 in the vehicle width direction.

  On the other hand, the rear ends 12B of the left and right side sills 12 are continuous with the lower end 22A of the center pillar 22 extending substantially along the vertical direction of the vehicle body. Rear side members (not shown) are connected to the rear ends 12B and the center pillars 22 of the left and right side sills 12. Furthermore, both ends of the room partition panel 24 in the vehicle width direction are joined to the left and right center pillars 22, respectively.

  The room partition panel 24 is configured as an inclined surface extending in the vehicle width direction and substantially the vehicle body vertical direction, and separates the vehicle compartment C and a space Rr (for example, a trunk room) behind the vehicle compartment C. . A cutout portion (not shown) that opens the rear end of the floor tunnel 16 to the rear space Rr is formed at the center of the room partition panel 24 in the vehicle width direction. That is, the floor tunnel 16 extends over the entire length of the vehicle body floor F in the longitudinal direction of the vehicle body, and is configured to open at both ends in the longitudinal direction of the vehicle body.

  The automobile body B described above includes the main components of the side sill 12, the floor panel 14, the floor tunnel 16, the front pillar 18, the dash panel 20, the front side member 21, the center pillar 22, and the room partition panel 24 that are the main components. Are made of carbon fiber reinforced plastic (hereinafter referred to as CFRP). However, glass fiber reinforced plastic (GFRP) is not excluded and fiber reinforced plastic (FRP) may be used.

  The automobile body B includes a side sill 12, a floor panel 14, a floor tunnel 16, a front pillar 18, a dash panel 20, a center pillar 22 and a room partition panel 24. The body unit 42 including the side member 21 and constituting the front portion of the vehicle body is integrated by bonding the rear end portion 21A of the front side member 21 to the dash panel 20 as described above.

  Here, as shown in FIG. 2, a flange portion 12 </ b> A whose longitudinal direction is the longitudinal direction of the vehicle body is formed at the vehicle width direction inner ends of the left and right side sills 12. The flange portion 12A is formed by extending a wall portion 12B on the vehicle body lower side of the side sill 12 inward in the vehicle width direction. Further, a flange portion 16 </ b> A having a longitudinal direction in the vehicle longitudinal direction is formed at the downward opening end portion (outer end portion in the vehicle width direction) of the floor tunnel 16.

  The vehicle width direction outer side end portion 14A of the floor panel 14 is overlapped on the vehicle width direction inner side end portion 12C of the flange portion 12A, and the entire contact surface between the vehicle width direction inner end portion 12C and the vehicle width direction outer end portion 14A. The adhesive 30 is applied (applied) to the vehicle width direction, and the vehicle width direction inner end portion 12C and the vehicle width direction outer end portion 14A are bonded to each other.

  Further, the vehicle width direction inner end portion 14B of the floor panel 14 is overlaid on the vehicle width direction outer end portion 16B of the flange portion 16A, and the vehicle width direction outer end portion 16B and the vehicle width direction inner end portion 14B contact each other. The adhesive 30 is applied (applied) to the entire surface, and the vehicle width direction outer side end portion 16B and the vehicle width direction inner side end portion 14B are bonded in an overlapped state.

  Here, the structure of the bonding portion 10 between the flange portion 12A and the floor panel 14 will be described. In addition, although description about the structure of the adhesion part 11 of 16 A of flange parts and the floor panel 14 is abbreviate | omitted, it has a left-right symmetric structure with the adhesion part 10 of the flange part 12A and the floor panel 14. FIG.

  3A and 3B are enlarged cross-sectional views of the left adhesive portion 10 in the illustrated state of FIG. As shown in these drawings, the adhesive 30 is composed of a first adhesive 30A and a second adhesive 30B having different Young's modulus after curing and fluidity (viscosity) before curing. The first adhesive 30 </ b> A constitutes the inner part of the adhesive 30, and the second adhesive 30 </ b> B constitutes the outer peripheral part (outer part) of the adhesive 30. That is, the second adhesive 30B surrounds the periphery of the first adhesive 30A, and bonds the peripheral edge of the adhesive surface 14S of the floor panel 14 and the peripheral edge of the adhesive surface 12S of the flange portion 12A.

  The Young's modulus after curing of the first adhesive 30A is set high enough to obtain sufficient breaking strength as a structural adhesive, and the Young's modulus after curing of the second adhesive 30B is: It is set lower than the first adhesive 30A. Further, the second adhesive 30B is set to have low fluidity before curing (high viscosity before curing) to such an extent that no dripping occurs even when the temperature is raised to the curing temperature. 30A is set to have higher fluidity before curing (lower viscosity before curing) than the second adhesive 30B.

  A plurality of through holes 32 penetrating the flange portion 12A are formed along the vehicle body front-rear direction at the vehicle width inner end portion of the range 12T where the first adhesive 30A of the flange portion 12A is applied. Further, a plurality of through holes 34 penetrating the floor panel 14 are formed along the vehicle body front-rear direction at the vehicle width outer side end portion of the range 14T where the first adhesive 30A of the floor panel 14 is applied.

  Here, the second adhesive 30B is opposed on both sides in the vehicle width direction across the first adhesive 30A, and the through holes 32 and 34 are seen in the thickness direction of the floor panel 14 and the flange portion 12A. The second adhesive 30B of the first adhesive 30A is disposed at both ends in the facing direction (vehicle width direction).

  The through holes 32 and 34 are filled with the first adhesive 30A.

  Next, the structure of the bonding portion 100 between the rear end portion of the front side member 21 and the dash panel 20 will be described with reference to FIGS.

  As shown in FIGS. 4A and 4B, the rear end portion 21A of the front side member 21 is joined to a dash panel 20 and a rectangular plate-like plate 44 that is bonded in the longitudinal direction of the vehicle body. The adhesive 30 described above is applied to the entire contact surface between the plate 44 and the bonding portion 20A of the dash panel 20, and the plate 44 and the dash panel 20 are bonded in a state of being overlapped in the vehicle body front-rear direction. Yes.

  Here, the 2nd adhesive 30B which comprises the outer peripheral part of the adhesive agent 30 adhere | attaches the peripheral parts of the adhesive surface 44S of the plate 44, and the adhesive surface 20S of the dash panel 20, and comprises the inner part of the adhesive agent 30 The first adhesive 30A to be bonded adheres the range surrounded by the second adhesive 30B of the adhesive surface 44S of the plate 44 and the adhesive surface 20S of the dash panel 20 to each other.

  In addition, a plurality of through holes 32 and 34 penetrating the plate 44 are provided in the vehicle width direction at the lower end portion and the upper end portion of the vehicle body in the range 44T where the first adhesive 30A of the plate 44 is applied. Are formed along.

  Here, the second adhesive 30B is opposed to the vehicle body in the vertical direction on both sides of the first adhesive 30A. When viewed in the thickness direction of the plate 44, the through holes 32 and 34 are formed of the first adhesive 30B. The second adhesive 30B of 30A is disposed at both ends in the facing direction (the vehicle body vertical direction).

  Next, the operation in this embodiment will be described. In addition, although description about the effect | action about the adhesion part 11 of the floor panel 14 and the flange part 16A is abbreviate | omitted, the same effect can be acquired by the effect | action similar to the adhesion part 10 of the floor panel 14 and the flange part 12A. .

  As shown in FIG. 5, when a load P such as an occupant or a baggage is input to the floor panel 14 from the upper side of the vehicle body to the lower side of the vehicle body, a tension F in the direction of the input position of the load P is applied to the peripheral portion of the floor panel 14. Will occur. This tension F acts as a shearing force inward in the vehicle width direction on the inner end in the vehicle width direction of the bonded portion 10 between the floor panel 14 and the flange portion 12A, and the bonded portion 10 between the floor panel 14 and the flange portion 12A. A bending moment M1 (in a counterclockwise direction when viewed from the front of the vehicle body) is bent at the inner end in the vehicle width direction of the floor panel 14 to the opposite side of the adhesive 30.

  Accordingly, as shown in FIG. 6A, the floor panel is connected to the vehicle width direction inner side end portion 14C of the vehicle width direction outer end portion (hereinafter referred to as a floor panel bonding portion) 14A with the flange portion 12A of the floor panel 14. The bending deformation to the opposite side of 14 adhesive 30 occurs.

  Here, the second adhesive 30B constituting the inner end portion in the vehicle width direction of the adhesive 30 is distorted following the bending deformation of the inner end portion 14C in the vehicle width direction of the floor panel adhesive portion 14A. The bending deformation of the inner end portion 14C in the vehicle width direction of the portion 14A is to be absorbed. For this reason, stress concentration occurs in the second adhesive 30 </ b> B constituting the inner end of the adhesive 30 in the vehicle width direction.

  However, in the present embodiment, the Young's modulus after curing of the second adhesive 30B constituting the inner end portion of the adhesive 30 in the vehicle width direction is set as the first adhesive 30A constituting the central portion of the adhesive 30 in the vehicle width direction. The second adhesive 30B is more easily distorted than the first adhesive 30A. Thereby, the stress concentration generated at the inner end of the adhesive 30 in the vehicle width direction can be reduced.

  Further, the rigidity of the inner end portion 12D in the vehicle width direction of the flange portion 12A (hereinafter referred to as a flange bonding portion) 12C is reduced by the through hole 32, so that the through hole 32 is flanged. Compared to the case where the portion 12A is not formed (see FIG. 6B), the vehicle width direction inner end portion 14D of the floor panel bonding portion 14A is connected to the vehicle width direction inner end portion 12D of the flange bonding portion 12C. Bending deformation following the bending deformation is likely to occur. Thereby, the distortion which arises in the vehicle width direction inner side edge part of the adhesive agent 30 can be suppressed.

  Accordingly, as shown in the stress distribution diagram of FIG. 7A, the inner side of the adhesive 30 in the vehicle width direction compared to the case where the through hole 32 is not formed in the flange portion 12A (see FIG. 7B). The stress generated at the end can be relieved, and at the same time, a sudden change in stress at the boundary between the first adhesive 30A and the second adhesive 30B can be relieved, and the inner end of the first adhesive 30A in the vehicle width direction The stress generated in the part can be reduced.

  Accordingly, it is possible to suppress the peeling between the vehicle width direction inner end portion of the adhesive 30 and the vehicle width direction inner end portion 12D of the flange bonding portion 12C, and at the same time, the boundary portion between the first adhesive 30A and the second adhesive 30B. And the flange bonding portion 12C can be prevented from peeling. In addition, even when the first adhesive 30A and the second adhesive 30B are different kinds of adhesives that do not mix with each other, the first adhesive 30A and the second adhesive 30B peel off from each other. This can be suppressed.

  Further, as shown in FIG. 8, in the bonding portion 100 between the plate 44 and the dash panel 20, a shearing force in the vertical direction of the vehicle body acts due to an input of a tire thrust load to the front side member 21. At the lower end of the vehicle body of the bonding portion 100 between the plate 44 and the dash panel 20, a shearing force Q directed downward of the vehicle body acts, and the lower end portion 20 </ b> C of the bonding portion 20 </ b> A of the dash panel 20 is opposed to the adhesive 30. A bending moment M2 (counterclockwise when viewed from the left side of the vehicle body) is generated. Thereby, bending deformation to the opposite side of the adhesive 30 occurs at the vehicle body lower side end portion 20C of the bonding portion 20A of the dash panel 20.

  Here, since the lower end of the vehicle body of the adhesive 30 is constituted by the second adhesive 30B, the lower end of the vehicle body of the adhesive portion 20A of the dash panel 20 due to distortion of the lower end of the vehicle body of the adhesive 30. Even when the bending deformation of the portion 20 </ b> C is absorbed, stress concentration generated at the lower end of the vehicle body of the adhesive 30 can be relaxed.

  Further, the rigidity of the lower end 44A of the vehicle body of the plate 44 is reduced by the through hole 32, and the lower end 20C of the vehicle body of the bonding portion 20A of the dash panel 20 is connected to the lower end 44A of the vehicle body of the plate 44. Bending deformation following the bending deformation is likely to occur. As a result, the stress concentration generated at the lower end of the vehicle body of the adhesive 30 can be reduced, and at the same time, the sudden change in stress at the boundary between the first adhesive 30A and the second adhesive 30B can be reduced, The stress generated at the lower end of the vehicle body of the first adhesive 30A can be reduced.

  Accordingly, even when a peeling load in the vertical direction of the vehicle body acts on the bonding portion 100 between the plate 44 and the dash panel 20 in which the bonding surfaces 44S and 20S spread in the vertical direction of the vehicle body, the lower end portion of the vehicle body and the plate 44 of the adhesive 30 are applied. At the same time, the peeling between the lower end of the vehicle body and the boundary between the first adhesive 30A and the second adhesive 30B and the plate 44 can be suppressed.

  Next, a method for bonding the floor panel 14 and the flange portion 12A (a plurality of adherend bonding methods, a plurality of vehicle body component bonding methods, and a vehicle body manufacturing method) will be described.

  First, the second adhesive 30B is applied to at least one peripheral edge of the adhesive surface 12S of the flange portion 12A and the adhesive surface 14S of the floor panel 14, and the adhesive surface 12S of the flange portion 12A and the adhesive surface 14S of the floor panel 14 Are superimposed. At this time, the gap between the adhesive surface 12S of the flange portion 12A and the adhesive surface 14S of the floor panel 14 is set to a specified amount.

  Thereafter, the first adhesive 30A is injected into the gap between the flange portion 12A, the floor panel 14, and the second adhesive 30B from one of the through hole 32 and the through hole 34. The operation of injecting the first adhesive 30A continues until the first adhesive 30A flows out from the other of the through hole 32 and the through hole 34.

  And after completion | finish of injection | pouring operation | work of 1st adhesive agent 30A, 1st adhesive agent 30A and 2nd adhesive agent 30B are heated, and it heats up to hardening temperature. As a result, the floor panel 14 and the flange portion 12A are bonded.

  Next, the effect | action in this adhesion | attachment method is demonstrated.

  The first adhesive 30A is injected from one of the through hole 32 and the through hole 34 into a gap surrounded by the flange portion 12A, the floor panel 14, and the second adhesive 30B, and the second adhesion is performed in the gap. Spreads to agent 30B. Here, since the second adhesive 30B has lower fluidity before curing than the first adhesive 30A, the first adhesive 30A is blocked by the second adhesive 30B. Thereby, the dripping of the adhesive 30 from the bonding portion 10 between the flange portion 12A and the floor panel 14 is suppressed.

  Further, after the first adhesive 30A is filled in the gap surrounded by the flange portion 12A, the floor panel 14, and the second adhesive 30B, the first adhesive 30A is either the through hole 32 or the through hole 34. Escape from the other.

  Thereby, it is possible to suppress the second adhesive 30B from being spread by the first adhesive 30A injected into the gap. In addition, by confirming that the first adhesive 30A flows out from the other of the through hole 32 and the through hole 34, the completion of the filling of the first adhesive 30A into the gap can be confirmed.

  The bonding method between the floor panel 14 and the flange portion 12A has been described above, but the bonding between the floor panel 14 and the flange portion 16A and the bonding between the plate 44 and the dash panel 20 are also performed by the same method, Similar effects can be obtained.

  In this bonding method, the first adhesive 30A is applied after the flange portion 12A and the floor panel 14 are bonded together. However, after the first adhesive 30A is applied to the flange portion 12A or the floor panel 14, the flange The portion 12A and the floor panel 14 may be bonded together. In this case, unnecessary residues such as air remaining on the bonding surface 12S of the flange portion 12A and the bonding surface 14S of the floor panel 14 can be removed from the through hole 32 or the through hole 34.

  The present invention has been described in detail with respect to specific embodiments. However, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It is clear to the contractor. For example, in the present embodiment, the bonding portion structure of the present invention is applied to a bonding portion between a floor panel and a side sill, a bonding portion between a floor panel and a floor tunnel, and a bonding portion between a body unit and a cabin unit. This adhesive part structure can also be applied to other adhesive parts provided on the vehicle body, such as an adhesive part between the A pillar and the dash panel, or an adhesive part provided outside the vehicle body.

  In the present embodiment, the rigidity reducing means is the through holes 32 and 34 formed in the flange portions 12A and the areas 12T and 14T where the first adhesive 30A of the floor panel 14 is applied, respectively. Any means may be used as long as it reduces the rigidity of the bonding portion 12C in the vehicle width direction inner end portion 12D of the flange portion 12A and the rigidity of the outer end portion in the vehicle width direction of the bonding portion 14A of the floor panel 14.

  For example, the through holes 32 and 34 have grooves (U grooves) 50 and 52 extending along the vehicle width direction inner end 12D of the flange bonding portion 12C and the vehicle width direction outer end 14D of the floor panel bonding portion 14A, respectively. (See FIGS. 9A and 9B), and holes (non-through holes) 54 and 56 (FIGS. 10A and 10B) that are open to the flange portion 12A and the middle portion of the floor panel 14 in the thickness direction. It may be replaced with other shape means such as Further, as shown in FIGS. 10 (A) and 10 (B), the rigidity reducing means such as the holes 54 and 56 are provided in the areas 12U and 14U where the second adhesive 30B of the flange portion 12A and the floor panel 14 is applied. It may be formed.

  In the present embodiment, the second adhesive 30B surrounds the first adhesive 30A, but this is not essential. For example, the range in which the second adhesive 30B is applied is such that the second adhesive 30B is not applied in a range where the peeling load at the peripheral edge of the adhesive 30 is not input or in a range where the input peeling load is extremely small. What is necessary is just to set suitably for every copy.

  Further, in the present embodiment, the through holes 32 and 34 are provided at both end portions in the vehicle width direction of the bonding portion between the floor panel 14 and the flange portion 12A, and both end portions in the vehicle vertical direction of the bonding portion between the plate 44 and the dash panel 20. For example, whether or not the through holes 32 and 34 are provided, such as not providing the through holes 32 and 34 in a range where the peeling load is not input or in a range where the input peeling load is extremely small, What is necessary is just to determine suitably for every.

It is a perspective view which shows a vehicle body provided with the adhesion part structure of one Embodiment of this invention. It is sectional drawing of FIG. (A) which shows the adhesion part structure of one Embodiment of this invention is sectional drawing, (B) is a top view. (A) which shows the adhesion part structure of one Embodiment of this invention is a side view, (B) is a front view. It is sectional drawing which shows the state into which the passenger | crew's load was input into the floor panel. (A) is an expanded sectional view corresponding to Drawing 3 (A) showing an operation of adhesion part structure of one embodiment of the present invention, and (B) shows operation of adhesion part structure of one embodiment of a comparative example. It is an expanded sectional view shown. (A) is a graph which shows the stress distribution figure in the adhesion part provided with the adhesion part structure of this invention, (B) is a graph which shows the stress distribution figure in the adhesion part of a comparative example. It is an expanded sectional view corresponding to Drawing 4 (A) showing an operation of adhesion part structure of one embodiment of the present invention. (A) which shows the modification of the adhesion part structure of one Embodiment of this invention is sectional drawing, (B) is a top view. (A) which shows the modification of the adhesion part structure of one Embodiment of this invention is sectional drawing, (B) is a top view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Adhesion part 11 Adhesion part 12 Side sill (Substrate, body frame member)
12A Flange (adhered body)
12T Range in which first adhesive is applied 12U Range in which second adhesive is applied 14 Floor panel (adhered body, body panel member)
14T Range in which first adhesive is applied 14U Range in which second adhesive is applied 16 Floor tunnel (adhered body, body frame member)
16A Flange (adhered body)
20 Dash panel (adhered body, body panel member)
21 Front side member (Substrate, body frame member)
30A 1st adhesive 30B 2nd adhesive 32 Through-hole (rigidity reduction means)
34 Through hole (means for reducing rigidity)
40 cabin unit (adherent)
42 Body unit 42 (adherent)
44 Plate (Adherent)
50 groove (means to reduce rigidity)
52 Groove (Rigidity reducing means)
54 holes (rigidity reduction means)
56 holes (rigidity reduction means)
100 bonding parts

Claims (6)

The first adhesive applied between the pair of adherends and the outer side of the first adhesive between the pair of adherends, and the Young's modulus after curing is higher than that of the first adhesive. With the second adhesive set low, the pair of adherends are bonded,
The rigidity reducing means for reducing the rigidity of the adherend is provided in at least one of a range where the first adhesive of the adherend is applied and a range where the second adhesive of the adherend is applied. An adhesive portion structure characterized by being provided.   The said rigidity reduction means is a through-hole formed in the range to which the said 1st adhesive agent of the said to-be-adhered body was constructed, The adhesion part structure of Claim 1 characterized by the above-mentioned. The second adhesive is opposed on both sides of the first adhesive,
The said through-hole is arrange | positioned at the both ends of the direction where the said 2nd adhesive agent of the said 1st adhesive opposes seeing in the thickness direction of the said to-be-adhered body. Bonding part structure.   The adhesive part structure according to any one of claims 1 to 3, wherein the second adhesive is an adhesive having a lower fluidity before curing than the first adhesive.   The adhesion part structure according to any one of claims 1 to 4, wherein the adherend is a vehicle body panel member constituting a vehicle body or a vehicle body skeleton member constituting a vehicle body. One of the adherends is a body unit including at least a front side member extending in the front-rear direction of the vehicle body at the front portion of the vehicle body, and the other adherend is joined to the body unit in the front-rear direction of the vehicle body, A cabin unit to be configured,
The first adhesive is applied between the joints between the body unit and the cabin unit, and the second adhesive is the vehicle body of the first adhesive between the joints between the body unit and the cabin unit. It is constructed on the lower side and the upper side of the car body,
The rigidity reduction means is provided in at least one of a vehicle body lower end and a vehicle upper end of a joint portion of the body unit with the cabin unit. The adhesive part structure according to claim 1.

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