JP6447702B1 - Vehicle body structure - Google Patents

Abstract

A vehicle body structure for a vehicle capable of suppressing an excessive increase in rigidity and having both high rigidity and high rigidity.
SOLUTION: A floor panel 6, a front panel 10 or a rear panel joined to one surface of the floor panel 6 via a damping panel adhesive 23, and a damping second adhesive 22 to the other surface of the floor panel 6. The panel joint portion 20a includes a panel crossing portion K1 that overlaps the second joint portion 20c, and a panel that is adjacent to the panel crossing portion K1 and does not overlap the second joint portion 20c. The panel adjacent portions M1 and M2 include a first panel adjacent portion M1 in which the frame 7 is not disposed on the lower surface side of the floor panel 6, and a second panel in which the frame 7 is disposed. It has an adjacent portion M2, and the amount of adhesive of the panel adhesive 23 in the second panel adjacent portion M2 is larger than the amount of adhesive of the panel adhesive 23 in the first panel adjacent portion M1. Less to.
[Selection] Figure 7

Description

  The present invention relates to a vehicle body structure of a vehicle.

  2. Description of the Related Art Conventionally, vibration transmission is suppressed by using a damping member at a joint portion of a member constituting a vehicle body of a vehicle, and swinging of a vehicle body component member is suppressed.

  For example, in a vehicle front body structure including a front window panel and a cowl panel that supports the front window panel from below, a damping member is provided at a joint between the front window panel and the cowl panel, and the front window panel Has been disclosed (see Patent Document 1).

JP 2014-151657 A

  By the way, when the adhesive is uniformly arranged in such a joint, the rigidity is excessively increased in a portion where a plurality of members overlap, and the vibration damping property in a specific frequency band is not using the adhesive. There was a problem of getting worse.

  Accordingly, an object of the present invention is to provide a vehicle body structure for a vehicle that suppresses an excessive increase in rigidity and can achieve both high damping and appropriate rigidity.

  In order to achieve the above object, in the present invention, the amount of the adhesive of the attenuating adhesive in the portion where the plurality of members overlap is made smaller than the amount of adhesive in the other portion.

  That is, the vehicle body structure disclosed herein includes a panel member constituting the vehicle body, an additional panel member joined to one surface of the panel member via a panel joint portion, and a second surface on the other surface of the panel member. A second rigid member joined via a joint, and the panel joint includes a damping panel adhesive that joins both the panel member and the additional panel member to join them together. The second joint is provided with an attenuating second adhesive that joins both the second rigid member and the panel member to bond the two, and the panel joint includes: A panel intersection that overlaps with the second joint, and a panel adjacent portion that is adjacent to the panel intersection and does not overlap with the second joint, the panel adjacent portion being on the other surface side of the panel member 2nd Tsuyoshi A first panel adjoining portion in which no member is arranged, and a second panel adjoining portion in which the second rigid member is arranged, and adhesion per unit area of the panel adhesive in the second panel adjoining portion The amount of the agent is smaller than the amount of the adhesive per unit area of the panel adhesive in the adjacent portion of the first panel.

  In the part where multiple members overlap, the rigidity is excessively increased when all of these members are joined using an adhesive, and even if a damping adhesive is used, the transmission of vibration to the panel member is promoted. As a result, vibration damping in a specific frequency band can be reduced. According to this configuration, it is possible to suppress an extreme increase in rigidity in the adjacent portion of the second panel, suppress a change in rigidity along the second rigid member, and maintain its continuity. If it does so, the fall of the vibration damping property in a specific frequency band can be suppressed, and the vibration transmission from a 2nd rigid member to a panel member can be suppressed.

  The panel adhesive and the second adhesive have a storage elastic modulus in the range of 100 MPa to 800 MPa and a loss factor of 0.2 at a temperature of 20 ° C. and a vibration force frequency of 60 Hz. It is preferable to have the above characteristics.

  According to this configuration, by using an adhesive having specific physical properties as the panel adhesive and the second adhesive, it is possible to achieve both high rigidity and high damping, and to improve riding comfort and reduce noise. It can be easily realized.

  In addition, the panel adhesive and the second adhesive have a storage elastic modulus in the range of greater than 500 MPa and less than or equal to 600 MPa under a condition where the frequency of the excitation force is 60 Hz at a temperature of 20 ° C., and the loss factor. Preferably has a characteristic of 0.3 or more.

  According to this configuration, the loss factor can be significantly increased while ensuring high rigidity, so that both higher rigidity and higher attenuation can be achieved.

  In a preferred aspect, the panel member and the additional panel member are joined to each other at each end, and the panel joining portion includes the end of the panel member and the end of the additional panel member. The panel adhesive is continuously disposed along the extending direction of the panel joint portion in a portion other than the second panel adjacent portion.

  According to this structure, even if it is a panel joint part with a narrow width | variety, adhesive force can be made to act uniformly over the wide range of a panel joint part. As a result, even when an external force is applied locally to the panel joint, the external force can be smoothly distributed over the entire area of the joint, so that the rigidity of the vehicle body can be increased.

  In a preferred embodiment, the amount of adhesive per unit area of the panel adhesive at the panel intersection is less than the amount of adhesive per unit area of the panel adhesive at the adjacent portion of the first panel.

  At the intersection where multiple joints overlap, if all of these members are joined together using a dampening adhesive, the rigidity will be excessively increased, and on the other hand, vibration transmission to the panel member will be facilitated, and vibration damping in a specific frequency band Can be reduced. According to this configuration, it is possible to suppress an extreme increase in rigidity at the panel intersection, suppress a change in rigidity along the second rigid member, and maintain its continuity. If it does so, the fall of the vibration damping property in a specific frequency band can be suppressed, and the vibration transmission from a 2nd rigid member to a panel member can be suppressed.

  In this case, it is preferable that the panel adhesive is continuously disposed along the extending direction of the panel joint portion in a portion other than the panel intersection portion and the second panel adjacent portion.

  According to this configuration, even in the case of a narrow panel joint, the adhesive force can be applied uniformly over a wide range of the panel joint, and the external force acting on the panel joint can be smoothly applied over the entire joint. Therefore, the rigidity of the vehicle body can be increased.

  In a preferred aspect, the second rigid member is a long member, the second joint portion is formed to extend in a longitudinal direction of the second rigid member, and the second adhesive is the first adhesive. It arrange | positions continuously along the extension direction of 2 junction part.

  According to this configuration, similarly to the above-described panel joint, even in the second joint having a small width, the adhesive force can be applied uniformly over a wide range of the second joint, and the external force is locally applied. Even if it acts, since it can be dispersed over the entire area of the second joint, the rigidity of the vehicle body can be increased.

  Moreover, it is preferable that the said 2nd junction part contains a pair of opposing junction part arrange | positioned so that it may oppose with a predetermined space | interval, and the closed cross-section structure is formed between a pair of said opposing junction part. .

  According to this configuration, the rigidity of the vehicle body structure can be increased by forming a closed cross-sectional structure between the pair of opposed joint portions.

  And preferably, the said 2nd adhesive agent is provided along the edge part of the said opposing junction part which faces the inner side of the said closed cross-section structure.

  According to this configuration, when an external force such as a torsional force is applied to the closed cross-sectional structure, it is possible to prevent the opposing joint from opening and deforming, so that the rigidity can be increased structurally.

  In a preferred embodiment, the second rigid member is a long member having a hat-shaped cross section, and the second rigid member is provided substantially parallel to each other so as to extend in the longitudinal direction at both ends in the width direction of the second rigid member. A pair of flange portions, wherein the pair of opposed joint portions are formed by joining the pair of flange portions to the panel member, and the second rigid member and the panel member between the pair of opposed joint portions. The closed cross-section structure comprised by these is formed.

  According to this structure, the closed cross-section structure is formed by the second rigid member and the panel member, so that the rigidity of the vehicle body structure can be increased.

  In a preferred aspect, the panel member is a floor panel that constitutes a compartment of the vehicle body, the additional panel member is a front panel and / or a rear panel of the vehicle body, and the second rigid member is the It is the frame of the car body.

  According to this configuration, since a highly rigid and highly attenuating joint can be provided in the vehicle body structure that forms the lower part of the passenger compartment of the vehicle body, comfort can be improved while ensuring vehicle body strength.

  In this case, the panel joint is formed so as to extend in the vehicle width direction, the frame is joined to the floor panel and extends in the vehicle front-rear direction, and the front side or the rear side of the panel joint is It is preferable to be joined to the front panel and / or the rear panel.

  Panel joints located on the front side and the rear side of the floor panel can serve as an input source of vibration transmitted from the engine or wheel to the floor panel via the front panel, rear panel, and frame. Ensuring damping properties at the panel joint is effective in suppressing vibration transmission. According to this configuration, vibration transmission at the entrance of vibration to the floor panel can be effectively suppressed, and comfort can be improved while ensuring vehicle body strength.

  In a preferred embodiment, the panel joint portion and / or the second joint portion may have a combined structure with spot welding and / or mechanical joining means.

  The first joint portion and / or the second joint portion may be appropriately combined with a combined structure of an adhesive and spot welding (weld bond bonding), a combined structure of an adhesive and mechanical bonding means, or a combined structure of these. Thus, it is possible to achieve both higher rigidity and higher attenuation.

  In a preferred aspect, the panel joint is formed to extend in the vehicle width direction, the second rigid member is a long member, and the panel joint and / or the second joint is In addition to the bonding with the panel adhesive and / or the second adhesive, the panel bonding portion and / or the second rigid member are arranged at intervals in the extending direction, and the additional panel member and / or the second adhesive member are arranged. The two rigid members and the panel member are each provided with a plurality of spot joint portions formed by being partially welded to each other.

  According to this configuration, a weld bond including a plurality of spot joints arranged at intervals in the extending direction of the panel joint and / or the second rigid member at the panel joint and / or the second joint. By adopting joining, it is possible to significantly increase the loss factor while ensuring high rigidity, and it is possible to easily improve riding comfort and reduce noise.

  In this case, it is desirable that the interval between the spot joints is set within a range of 10 mm to 100 mm.

  If the distance between the spot joint portions is too narrow, the influence of rigidity due to the joint becomes large, and the vibration damping effect of the adhesive portion is hindered. Moreover, when the space | interval of a spot junction part is too wide, the influence of the rigidity by joining will become small, the burden to an adhesion part will increase, and there exists a possibility that the rigidity as the whole junction part may fall. According to this configuration, by setting the distance between the spot joints in the above-described range, the adhesive part having rigidity and damping property and the spot joint part having excellent rigidity are in a state of appropriately complementing each other. It is possible to stably achieve both high rigidity and high attenuation.

  Preferably, at least one of the panel member and the additional panel member in the panel joint portion and / or at least one of the panel member and the second rigid member in the second joint portion is thinner than 2 mm. It has a thickness.

  Along with the rigidity of the adhesive, the joint portion of the member thinner than 2 mm is appropriately bent and deformed, and accordingly, a load such as shear is input to the adhesive disposed in the joint portion, and the adhesive is By deforming, an effect of improving attenuation can be obtained while reducing weight.

  In a preferred aspect, the apparatus further comprises a first rigid member joined via a first joint at a position on the one surface of the panel member where the panel joint is not formed. A dampening first adhesive that bonds both the first rigid member and the panel member by bonding them to each other is provided, and the first joint portion intersects the second joint portion; An adjacent portion that is adjacent to the intersecting portion and does not overlap the second joint portion, and the adjacent portion includes a first adjacent portion in which a second rigid member is not disposed on the other surface side of the panel member. A second adjacent portion in which the second rigid member is disposed, and the amount of adhesive per unit area of the first adhesive in the second adjacent portion is the second adjacent portion in the first adjacent portion. Contact per unit area of adhesive Less than the agent amount.

  Even at the joint between the panel member and the first rigid member, that is, at the portion where the second joint overlaps the first joint, the rigidity tends to be too high. According to this configuration, both the first joint portion can achieve both high rigidity and high attenuation, and the comfort can be improved while ensuring the vehicle body strength.

  In this case, the amount of adhesive per unit area of the first adhesive in the intersecting portion may be smaller than the amount of adhesive per unit area of the first adhesive in the first adjacent portion.

  According to this configuration, both high rigidity and high damping can be achieved, and comfort can be improved while ensuring vehicle body strength.

  Preferably, the panel member is a floor panel constituting a compartment of the vehicle body, and the first rigid member is joined to an upper surface of the floor panel so as to extend in a vehicle width direction. It is a cross member for reinforcement, and the second rigid member is a frame joined to the lower surface of the floor panel so as to extend in the vehicle front-rear direction.

  According to this configuration, by suppressing an excessive increase in rigidity at the intersection of the first joint portion and the second joint portion, vibration transmission is effectively suppressed, and comfort is ensured while ensuring vehicle body strength. It can be improved.

  As described above, according to the present invention, both high rigidity and high damping can be achieved in the vehicle body structure. As a result, it is possible to easily improve the ride comfort and reduce the noise while ensuring the necessary vehicle strength, thereby improving the comfort of the vehicle.

It is the schematic which looked at the vehicle body from the left side. It is the schematic which looked at the vehicle body from the downward direction. It is a schematic perspective view which shows the panel junction part of a front panel and a floor panel. It is a schematic perspective view which shows the 1st junction part of a cross member and a floor panel. It is a schematic perspective view which shows the 2nd junction part of a floor panel and a flame | frame. FIG. 3 is a schematic enlarged view of a portion indicated by reference sign A1 in FIG. 2 and a graph for explaining the level of rigidity. It is a fragmentary sectional perspective view in the B1-B1 line | wire of FIG. It is a side view which shows roughly the mode of vibration of the vehicle body structure of the vehicle lower part. In the structure of Example 1 and Comparative Examples 1 and 2, it is a graph which shows the frequency dependence of the acoustic radiation power of the floor panel at the time of the vibration input from a rear panel. In the structure of Example 1 and Comparative Examples 1 and 2, it is a graph which shows the frequency dependence of the acoustic radiation power of the floor panel at the time of the vibration input from a front panel. FIG. 7 is a diagram corresponding to FIG. 6 for a configuration according to a second embodiment. It is a cross-sectional perspective view in the B1-B1 line | wire of FIG. 5 is a schematic enlarged view of a portion indicated by reference sign A2 in FIG. 2 and a graph for explaining the level of rigidity of the configuration according to the third embodiment. It is a cross-sectional perspective view in the B2-B2 line of FIG. FIG. 13 is a diagram corresponding to FIG. 12 for a configuration according to a fourth embodiment. It is a cross-sectional perspective view in the B2-B2 line | wire of FIG. FIG. 9A is a diagram corresponding to FIG. 9A of the configuration according to the fourth embodiment. FIG. 9 is a view corresponding to FIG. 3 showing a vehicle body structure according to Embodiment 5. FIG. 6 is a view corresponding to FIG. 4 illustrating a vehicle body structure according to Embodiment 5. FIG. 6 is a view corresponding to FIG. 5 of a vehicle body structure according to a fifth embodiment. FIG. 7 is a view corresponding to FIG. 6 of a vehicle body structure having a configuration in which a panel adhesive is uniformly applied to the entire panel joint portion. It is a fragmentary sectional perspective view in the CC line of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or its application.

(Embodiment 1)
<Body structure>
1 and 2 show a vehicle body 1 of an automobile (vehicle) to which the vehicle body structure according to the disclosed technology is applied. FIG. 1 is a view of the vehicle body 1 viewed from the left side, and FIG. 2 is a view of the vehicle body 1 viewed from below.

  In this specification, the direction is based on the vehicle body 1. That is, as shown in FIG. 1, the “front-rear direction” and the “vertical direction” are the same as the vehicle front-rear direction and the vehicle vertical direction, respectively. The “front side” may be referred to as “front side” and the “rear side” may be referred to as “rear side”. Further, as shown in FIG. 2, the “left-right direction” is the same direction as the vehicle width direction, with the front side of the page of FIG. 1 being the left side and the back side being the right side.

  The front part of the vehicle body 1 mainly constitutes an engine room, and the rear part of the vehicle body 1 mainly constitutes a trunk room. A passenger compartment 2 that accommodates an occupant is constituted by an intermediate portion of the vehicle body 1 in the front-rear direction. Side sills 3 and 3 extending in parallel in the front-rear direction are disposed on the left and right sides of the lower middle portion of the vehicle body 1. A tunnel rain 4 is arranged at the center in the vehicle width direction between the side sills 3 and 3 so as to extend in the front-rear direction.

  A plurality of cross members 5 (first rigid members) extending in the vehicle width direction are joined to the left and right side sills 3 and 3 so as to cross the tunnel rain 4. A floor panel 6 (panel member) is disposed at the lower middle portion of the vehicle body 1 and below the cross members 5 so as to cover the floor surface of the passenger compartment 2. The cross member 5 is joined to the floor panel 6 to reinforce the floor panel 6.

  The front end portion of the floor panel 6 is joined to a front panel 10 (additional panel member) located in the lower front portion of the vehicle body 1. The rear end portion of the floor panel 6 is joined to a rear panel 11 (additional panel member) located at the lower rear portion of the vehicle body 1. A pair of left and right frames 7 (second rigid members) are joined to the lower side of the floor panel 6 and extend in the vehicle front-rear direction. The frame 7 is joined to the lower side of the front panel 10 on the front side of the front end of the floor panel 6 and to the lower side of the rear panel 11 on the rear side of the rear end of the floor panel 6. The frame 7 is joined to the floor panel 6, the front panel 10, and the rear panel 11 to reinforce them.

  The floor panel 6, the side sill 3, the tunnel rain 4, the cross member 5, the frame 7, the front panel 10 and the rear panel 11 (hereinafter, these members may be collectively referred to as “vehicle body constituent members”). By joining, the vehicle body structure which supports the lower part of the compartment 2 is comprised.

<Joint part>
Let the joint part of the said vehicle body structural member be the junction part 20. As shown in FIG. The joint portion 20 includes a panel joint portion 20a, a first joint portion 20b, and a second joint portion 20c as described below.

-Panel joint-
In FIG. 3, the panel junction part 20a of the floor panel 6 and the front panel 10 is shown. The front end portion (the end portion of the panel member) of the floor panel 6 extending in the vehicle width direction overlaps with the rear end portion (the end portion of the additional panel member) extending in the vehicle width direction vertically with a predetermined width. Are spliced in state. The panel joint portion 20a is configured by joining portions joined in a belt shape so as to extend in the vehicle width direction. In other words, the panel joint portion 20a is formed to extend along the front end portion of the floor panel 6 and the rear end portion of the front panel 10.

  A panel adhesive 23 is interposed between the joint surface at the front end of the floor panel 6 constituting the panel joint 20a and the joint surface at the rear end of the front panel 10, and this panel adhesive 23 adheres to the joint surfaces of both the floor panel 6 and the front panel 10 to form a panel joint portion 20a.

  Note that, in the panel joint portion 20a formed so as to extend along the front end portion of the floor panel 6 and the rear end portion of the front panel 10, the panel adhesive 23 is adjacent to a second panel, which will be described later, as shown in FIG. In parts other than the part M2, it arrange | positions continuously along the extension direction of the 1st junction part 20b.

  Since the panel joining portion 20a is formed by joining the end portions, the panel joining portion 20a can be formed to be elongated with a narrow width. For this reason, in order to achieve both high rigidity and high attenuation in a stable manner, it is preferable to make the bonding state uniform over the entire area of the panel bonding portion 20a. Accordingly, in the panel joint portion 20a, the panel adhesive 23 is provided in a continuous state without being substantially interrupted in the extending direction of the panel joint portion 20a.

  With this configuration, even when the width of the panel joint portion 20a is narrow, a uniform adhesive force can be ensured over a wide range of the panel joint portion 20a. Thus, even when an external force is applied locally to the panel joint portion 20a, the external force can be smoothly dispersed over the entire area of the panel joint portion 20a, so that the rigidity of the vehicle body 1 can be increased.

  In addition, since the structure of the panel junction part 20a of the floor panel 6 and the rear panel 11 is the same as the structure of the panel junction part 20a of the said floor panel 6 and the front panel 10, the description is abbreviate | omitted.

-First joint-
In FIG. 4, the 1st junction part 20b of the cross member 5 and the floor panel 6 is shown. The cross member 5 is formed by joining a cross member main body 51, which is a long member having a hat-shaped cross section, to the upper surface (one surface) of the floor panel 6 via the first joint portion 20b. The cross member main body 51 includes a strip plate-shaped main wall 51a, a pair of side walls 51b, 51b that are connected to both side edges of the main wall 51a in the state of being opposed to each other, and the protruding ends of the side walls 51b. A pair of flange portions 51c and 51c projecting in the opposite directions over the entire length.

  Each of the flange portions 51c and 51c is provided substantially in parallel with each other so as to extend in the longitudinal direction at both ends in the width direction of the cross member main body 51, and is joined to the upper surface of the floor panel 6 by the damping first adhesive 21. Has been. That is, the 1st junction part 20b is comprised by the flange parts 51c and 51c, the floor panel 6, and the 1st adhesive agent 21 which joins both by adhere | attaching both. And the 1st junction part 20b comprises a pair of opposing junction part extended in parallel so that it may oppose at predetermined intervals. A closed cross-sectional structure is formed by the main panel 51 a and the pair of side walls 51 b and 51 b of the cross member main body 51 and the floor panel 6 between the pair of opposing joints. By forming the closed cross-sectional structure, the rigidity of the vehicle body 1 is structurally enhanced.

  In addition, in the 1st junction part 20b formed so that it may extend in the longitudinal direction of the cross member 5, the 1st adhesive agent 21 is continuous along the extension direction of the 1st junction part 20b, as shown in FIG. Is arranged.

  The flange portion 51c of the cross member main body 51 can be formed to be elongated with a narrow width. For this reason, in order to achieve both high rigidity and high attenuation in a stable manner, it is preferable that a uniform bonding state is provided over the entire area of the first bonding portion 20b. Therefore, in the 1st junction part 20b, the 1st adhesive agent 21 is provided in the connected state, without interrupting substantially in the extension direction of the 1st junction part 20b.

  With this configuration, even when the width of the first joint portion 20b is narrow, a uniform adhesive force can be ensured over a wide range of the first joint portion 20b. Thus, even when an external force is applied locally to the first joint portion 20b, the external force can be smoothly dispersed over the entire area of the first joint portion 20b, so that the rigidity of the vehicle body 1 can be increased. it can.

  Moreover, as shown in FIG. 4, you may make it provide the 1st adhesive agent 21 along the edge which faces the inner side of the closed cross-section structure of the 1st junction part 20b. Then, when external force such as torsional force is applied to the closed cross-sectional structure, it is possible to prevent the first joint portion 20b from opening and progressing deformation, so that the rigidity can be increased structurally.

-Second joint-
In FIG. 5, the 2nd junction part 20c of the floor panel 6 and the flame | frame 7 is shown. Similar to the cross member 5, the frame 7 is formed by joining a frame main body 71, which is a long member having a hat-shaped cross section, to the lower surface (other surface) of the floor panel 6. The frame main body 71 includes a strip-shaped frame main wall portion 71a, a pair of frame side wall portions 71b and 71b that are continuous with each other on both side edges of the frame main wall portion 71a in a state of being opposed to each other, and each frame side wall portion 71b. A pair of frame flange portions 71c and 71c projecting in the opposite directions over the entire length from the protruding end.

  Each of the frame flange portions 71c and 71c is provided substantially in parallel with each other so as to extend in the longitudinal direction at both ends in the width direction of the frame main body 71, and is joined to the floor panel 6 by the damping second adhesive 22. ing. That is, the 2nd junction part 20c is comprised by frame flange part 71c, 71c, the floor panel 6, and the 2nd adhesive agent 22 which joins both by adhere | attaching both. Thus, the second joint portion 20c constitutes a pair of opposing joint portions that extend in parallel so as to face each other at a predetermined interval. A closed cross-sectional structure is formed by the frame main wall 71a and the pair of frame side walls 71b and 71b of the frame main body 71 and the floor panel 6 between the pair of opposing joints. By forming the closed cross-sectional structure, the rigidity of the vehicle body 1 is structurally enhanced.

  In addition, in the 2nd junction part 20c formed so that it might extend in the longitudinal direction of the flame | frame 7, as shown in FIG. 5, the 2nd adhesive agent 22 is continuously along the extension direction of the 2nd junction part 20c. Has been placed.

  Similarly to the flange portions 51c and 51c of the cross member 5, the frame flange portions 71c and 71c may be formed to be elongated with a narrow width. Therefore, the second adhesive 22 is substantially interrupted in the extending direction of the second joint portion 20c from the viewpoint of dispersing the adhesive force at the second joint portion 20c and stably achieving both high rigidity and high attenuation. It is preferable that they are provided in a continuous state without being connected, and a uniform joining state is provided over the entire area of the second joining portion 20c.

  Also in the second joint portion 20c, as in the first joint portion 20b, as shown in FIG. 5, the second adhesive 22 may be provided along the edge facing the inside of the closed cross-sectional structure. . Then, when an external force such as a torsional force is applied to the closed cross-sectional structure, it is possible to prevent the second joint 20c from opening and progressing the deformation, so that the rigidity can be increased structurally.

-Adhesive-
Since the joint portion 20 is required to have high rigidity from the need to ensure the strength of the vehicle body, it is common to use an adhesive having a highly rigid physical property such that the storage elastic modulus exceeds 1500 MPa, for example. On the other hand, generally, the higher the rigidity, the easier the transmission of vibrations. Therefore, from the viewpoint of realizing a comfortable riding comfort by suppressing the transmission of vibrations generated when the automobile is running, the vehicle body 1, particularly a vehicle in which a passenger is accommodated. It is desirable to use an adhesive having a damping property that can attenuate vibration while ensuring high rigidity for the joint portion 20 constituting the chamber 2.

  However, since the loss coefficient of the adhesive having a storage elastic modulus generally employed exceeding 1500 MPa is approximately 0.05, the damping effect obtained with respect to the vibration of the vehicle body 1 cannot be obtained.

  In this regard, the inventors of the present application show that the reduction in rigidity of the joint portion 20 of the member constituting the vehicle body 1 is 20% even when the storage elastic modulus of the adhesive is lowered from about 2000 MPa to about 100 MPa by CAE analysis. I found that it stopped to the extent. It was also found that if the storage modulus is higher than 500 MPa, there is almost no difference in the rigidity of the joint 20.

  If the storage modulus can be reduced, the loss factor can be increased. For example, if the storage elastic modulus is 500 MPa, the loss coefficient can be 0.4 or more. Therefore, high attenuation can be realized.

  Based on this knowledge, a damping adhesive having specific physical properties is used as the first adhesive 21, the second adhesive 22, and the panel adhesive 23 in the joint portion 20 of the vehicle body 1. Specifically, an adhesive having a storage elastic modulus in a range of 100 MPa to 800 MPa and a loss coefficient of 0.2 or more under a condition in which a vibration force frequency is 60 Hz at a temperature of 20 ° C. Is used.

  Here, 20 degreeC is the temperature corresponding to normal temperature, and represents standard temperature conditions, when specifying the physical property of an adhesive agent. The excitation force with a frequency of 60 Hz corresponds to vibrations that are likely to cause discomfort to the occupant. By realizing high damping under these conditions, the comfort (NVH) of the automobile can be improved. .

  By using the adhesive having the above-mentioned physical properties for the joint portion 20, it becomes possible to achieve both high rigidity and high damping in the vehicle body 1, thereby improving the ride comfort while ensuring the vehicle body strength. Noise reduction can be realized.

  The storage elastic modulus is preferably in the range of 300 MPa to 700 MPa, more preferably in the range of 450 MPa to 600 MPa, and further in the range of greater than 500 MPa to 600 MPa or less from the viewpoint of obtaining the highly rigid and highly damped joint 20. The inside is even more preferable.

  The loss factor is preferably 0.3 or more, more preferably 0.2 or more, and more preferably 0.4 or more. The higher the loss factor, the higher the vibration damping effect, so that the comfort can be further improved.

-Other configurations-
As shown in FIGS. 3 to 5, a part of the adhesive may protrude from the edge portion of the joint portion 20. If it does so, when apply | coating an adhesive agent to the junction part 20, even if some dispersion | variation generate | occur | produces in an application amount and an application position, an adhesion part can be stably provided along the edge of the junction part 20. Therefore, opening of the mouth can be suppressed with higher accuracy.

  Further, at least one of the vehicle body constituting members constituting the joint portion 20 can be configured to have a thickness smaller than 2 mm. Specifically, for example, at least one of the floor panel 6 and the cross member 5 in the first joint 20b, at least one of the floor panel 6 and the frame 7 in the second joint 20c, the floor panel 6 and the front panel in the panel joint 20a. At least one of 10 (or the rear panel 11) can be configured to have a thickness of less than 2 mm.

  When the thickness of both of the vehicle body constituting members constituting the joint portion 20 is 2.0 mm or more, when an external force such as torsion is applied to the joint portion 20, the rigidity of the vehicle body constituent member becomes the stiffness of the adhesive. Too much. As a result, the vehicle body constituting member is appropriately bent and hardly deformed with the rigidity of the adhesive, and the above-described attenuation improvement effect cannot be obtained.

  On the other hand, when at least one of the two vehicle body constituting members constituting the joint portion 20 is thinner than 2 mm, at least the thickness of the vehicle body constituting member is thinner than 2 mm due to the rigidity of the adhesive. Since the vehicle body constituent member on the side is appropriately bent and deformed, a load such as shearing is input to the adhesive disposed in the joint portion 20 accordingly, and the above-described effect of improving the damping property is obtained. As the thickness of the vehicle body constituent member is thinner, an increase in the improvement rate of the damping property can be expected, which is advantageous from the viewpoint of reducing the member cost and the vehicle body weight.

  The connecting portion between the side sill 3 and the floor panel 6, the connecting portion between the tunnel rain 4 and the floor panel 6, and the like are also joined with a damping adhesive in the same manner.

<Intersection>
As shown in FIG. 2, the frame 7 extends in the front-rear direction from the lower side of the floor panel 6 to the lower side of the front panel 10 and the rear panel 11. For example, as shown by reference numeral A1 in FIG. A portion where 20a and the second joint portion 20c overlap is formed.

  2 is a portion in which the front panel 10, the floor panel 6, and the frame 7 overlap each other in the vertical direction. FIG. 6 shows a schematic enlarged view of a portion indicated by reference numeral A1. In addition, the graph which shows typically the height of the rigidity of the vehicle front-back direction in the junction part 20 is shown in the lower part of FIG. 7 is a cross-sectional perspective view taken along line B1-B1 of FIG.

  As shown in FIGS. 6 and 7, the front panel 10, the floor panel 6 and the frame 7 are overlapped in the vertical direction at the front panel 10, the floor panel 6, and the frame flange portions 71 c and 71 c of the frame body 71. Constitutes a panel laminated portion K that is laminated in the vertical direction. In other words, the panel laminated portion K is a portion where the panel joint portion 20a and the second joint portion 20c overlap.

  The panel joint portion 20a overlaps with the second joint portion 20c to form the panel crossing portion K1 and the panel crossing portion K1 is adjacent to the panel crossing portion K1 and does not overlap with the second joint portion 20c. The first panel adjacent portion M1 and the second panel adjacent portion M2 (hereinafter, the first panel adjacent portion M1 and the second panel adjacent portion M2 may be referred to as “panel adjacent portions M1 and M2”). Yes.

  The first panel adjacent portion M1 is a portion where the frame 7 is not disposed on the lower surface side of the floor panel 6. The second panel adjacent portion M2 is a portion where the frame main wall portion 71a of the frame 7 and the pair of frame side wall portions 71b and 71b are disposed on the lower surface side of the floor panel 6, and these frame main wall portion 71a and It can be said that the panel joint portion 20a is located at a portion forming the above-described closed cross-sectional structure together with the pair of frame side wall portions 71b and 71b.

  Here, in the disclosed technique, as shown in FIGS. 6 and 7, the amount of adhesive per unit area of the panel adhesive 23 in the second panel adjacent portion M2 is equal to the panel adhesive 23 in the first panel adjacent portion M1. Less than the amount of adhesive per unit area. Hereinafter, the function and effect will be described.

  FIG. 8 is a diagram schematically showing how the floor panel 6 and the cross member 5 vibrate when an external force is applied to the front panel 10 and the rear panel 11. For simplicity, the frame 7 is not shown.

  In FIG. 8, a broken line indicates a configuration before an external force is applied, and a solid line indicates a configuration when an external force is applied from the front side and the rear side. As indicated by the white arrows S1 and S2 in FIG. 8, when an external force is applied to the front panel 10 and the rear panel 11 from the lower side, for example, vibrations in the front-rear direction transmitted from the front panel 10 and the rear panel 11 are denoted by the signs H1 and H2. The panel junction 20a at the position indicated by the black arrow is input to the floor panel 6 as an entrance. Therefore, in order to reduce the vibration transmitted to the floor panel 6, it is important to attenuate the vibration in the panel joint portion 20a.

  20 and 21 show a state where the panel adhesive 23 is disposed over the entire area of the panel joint portion 20a including the second panel adjacent portion M2. That is, the panel adhesive 23 is continuously and uniformly arranged in the second panel adjacent portion M2 in FIG. 7 as in the first panel adjacent portion M1.

  Thus, when the panel adhesive 23 is uniformly disposed over the entire area of the panel joint portion 20a, the rigidity in the vehicle front-rear direction tends to be excessively increased in the second panel adjacent portion M2, as shown in the lower part of FIG. Occurs. If the rigidity in the second panel adjacent portion M2 increases too much, the damping property in the second panel adjacent portion M2 decreases, and vibration transmission from, for example, the frame 7 to the floor panel 6 is accelerated when considered in the vehicle longitudinal direction. As a result, vibration damping in a specific frequency band can be reduced.

  On the other hand, as shown in FIGS. 6 and 7, according to the disclosed technique, the amount of adhesive per unit area of the panel adhesive 23 of the second panel adjacent portion M2 is compared with that of the first panel adjacent portion M1. As a result, the adhesive force between the front panel 10 and the floor panel 6 in the second panel adjacent portion M2 can be reduced. If it does so, the rigidity in the 2nd panel adjacent part M2 will fall, and the fluctuation | variation of the rigidity along the flame | frame 7 of the vehicle front-back direction will be suppressed. Thus, the continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, the decrease in vibration attenuation in a specific frequency band is suppressed, and the vibration transmission at the entrance of the vibration to the floor panel 6 is suppressed. Vibration transmission from the frame 7 to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and comfort can be improved while ensuring vehicle body strength.

  Regarding the adhesive amount per unit area of the panel adhesive 23, the adhesive amount of the second panel adjacent portion M2 is preferably 50% or less, more preferably 40% of the adhesive amount of the first panel adjacent portion M1. Hereinafter, it can be more preferably 30% or less. In a particularly preferable aspect, as described later, the amount of adhesive in the second panel adjacent portion M2 may be zero.

  In this specification, the “adhesive amount per unit area” means, for example, the amount of adhesive per unit area at an arbitrary position of the second panel adjacent portion M2, and for example, one second panel adjacent portion M2 The average value of the amount of adhesive per unit area in the whole is also included. That is, for example, not only when the adhesive is uniformly applied to one second panel adjacent portion M2, but also by applying the adhesive in a dot shape, for example, locally per unit area Although there are locations where the amount of the agent is large and locations where the amount of the agent is small, it includes a case where the average value of the entire portion adjacent to the second panel M2 satisfies the range of the adhesive amount described above. In addition, when it says an average value about the adhesive amount per unit area in the 1st panel adjacent part M1, the part which has an area equivalent to the area of the panel crossing part K1 of the location adjacent to the 1st panel adjacent part M1. This shall mean the average value of the amount of adhesive per unit area.

  Further, a plurality of second panel adjacent portions M2 may be formed in one vehicle body 1, but the amount of adhesive in all of the plurality of second panel adjacent portions M2 may not be the same, and the second panel adjacent portions The amount of adhesive can be appropriately increased or decreased depending on the position of M2.

  In addition, from the viewpoint of ensuring rigidity continuity and achieving both high rigidity and high damping properties, as shown in FIG. 7 in particular, the panel adhesive 23 may not be disposed at all in the second panel adjacent portion M2. preferable.

  9A and 9B are results of calculating the floor acoustic radiation power with respect to the frequency using the CAE analysis for the vibration transmitted to the floor panel 6 in the configuration shown in FIG. 9A and 9B are results when vibration inputs from the rear panel 11 and the front panel 10 are assumed, respectively.

  9A and 9B, in Comparative Example 1 indicated by the alternate long and short dash line, in the case where the panel adhesive 23 and the second adhesive 22 are not disposed in the panel joint 20a and the second joint 20c, Comparative Example 2 indicated by the broken line is As shown in FIG. 20 and FIG. 21, when the panel adhesive 23 and the second adhesive 22 are uniformly arranged over the entire area of the panel joint 20a and the second joint 20c, the first embodiment indicated by a solid line is as follows. As shown in FIG.6 and FIG.7, it is a result at the time of setting the adhesive agent amount of the panel adhesive 23 of all the 2nd panel adjacent parts M2 to zero.

  As shown in FIG. 9A, when vibration input from the rear panel 11 is assumed, in the vicinity of the frequency band of 250 Hz, the floor acoustic radiation power is greatly reduced in the comparative example 1 to the comparative example 2, and the vibration is transmitted to the floor panel 6. It can be seen that is reduced. On the other hand, in the vicinity of the frequency band 290 Hz to 300 Hz, it can be seen that the floor acoustic radiation power is increased and the vibration transmitted to the floor panel 6 is increased in Comparative Example 2 as compared with Comparative Example 1. And in Example 1, compared with the comparative example 2, it turns out that the increase in the floor acoustic radiation power of the frequency band 290 Hz-300 Hz vicinity is suppressed.

  As shown in FIG. 9B, even when vibration input from the front panel 10 is assumed, in Example 1, the floor acoustic radiation power decreases in the vicinity of the frequency band 280 Hz to 300 Hz as compared with Comparative Example 2. It can be seen that vibration transmission is suppressed.

  Thus, by setting it as the structure which does not arrange | position the panel adhesive 23 in the 2nd panel adjacent part M2 at all, the damping property in the junction part 20 can be ensured and the vibration transmission to the floor panel 6 can be suppressed.

(Embodiment 2)
Hereinafter, other embodiments according to the present invention will be described in detail. In the description of these embodiments, the same parts as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the first embodiment, the adhesive amount per unit area of the panel adhesive 23 is configured such that the adhesive amount of the second panel adjacent portion M2 is smaller than the adhesive amount of the first panel adjacent portion M1. The amount of adhesive at the panel intersection K1 may be smaller than the amount of adhesive at the first panel adjacent portion M1.

  Specifically, as shown in FIGS. 10 and 11, the amount of adhesive is reduced in the panel intersection portion K1 in addition to the second panel adjacent portion M2.

  The second adhesive 22 is disposed in the portion of the second joint portion 20c located in the panel laminated portion K, and the adhesive per unit area of the panel adhesive 23 in the panel crossing portion K1 of the panel laminated portion K. By reducing the amount as compared with the first panel adjacent portion M1, the adhesive force between the front panel 10 and the floor panel 6 at the panel intersection portion K1 can be reduced. If it does so, the rigidity in the panel crossing part K1 will fall, and the fluctuation | variation of the rigidity along the flame | frame 7 of the vehicle front-back direction is further suppressed. Thus, the continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, the decrease in vibration attenuation in a specific frequency band is suppressed, and the vibration transmission at the entrance of the vibration to the floor panel 6 is suppressed. Vibration transmission from the frame 7 to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and comfort can be improved while ensuring vehicle body strength.

  In addition, about the adhesive amount per unit area of the panel adhesive 23, the adhesive amount of the panel crossing part K1 is based on the view of the adhesive amount in the 2nd panel adjacent part M2, and is adhesion of 1st panel adjacent part M1. The amount of the agent is preferably 50% or less, more preferably 40% or less, and further preferably 30% or less. In a particularly preferred embodiment, the amount of adhesive at the panel intersection K1 may be zero.

  In addition, a plurality of panel crossing portions K1 can be formed in one vehicle body 1, but the amount of adhesive in all of the plurality of panel crossing portions K1 may not be the same. The dosage can be increased or decreased as appropriate.

(Embodiment 3)
As shown in FIG. 2, the frame 7 extends in the front-rear direction from the lower side of the floor panel 6 to the lower side of the front panel 10 and the rear panel 11, for example, as shown by reference numeral A <b> 2 in FIG. 2. Also in the portion 20b, a portion overlapping the second joint portion 20c can be formed.

  FIG. 12 is an enlarged view of a portion indicated by reference numeral A2 in FIG. FIG. 13 is a cross-sectional perspective view taken along line B2-B2 of FIG. As shown in FIGS. 12 and 13, a portion where the first joint portion 20 b and the second joint portion 20 c overlap is defined as a laminated portion Q.

  The first joint portion 20b overlaps the second joint portion 20c to form the stacked portion Q, and a first portion as an adjacent portion adjacent to the intersection portion Q1 and not overlapping the second joint portion 20c. An adjacent portion R1 and a second adjacent portion R2 are provided.

  The first adjacent portion R1 is a portion where the frame 7 is not disposed on the lower surface side of the floor panel 6. The second adjacent portion R2 is a portion where the frame main wall portion 71a of the frame 7 and the pair of frame side wall portions 71b, 71b are disposed on the lower surface side of the floor panel 6, and the frame main wall portion 71a and the pair of the frame main wall portions 71a and 71b. It can be said that the first joint portion 20b is located in the portion forming the above-described closed cross-sectional structure together with the frame side wall portions 71b and 71b.

  At this time, similarly to the second panel adjacent portion M2, the amount of the adhesive per unit area of the first adhesive 21 in the second adjacent portion R2 is set to the amount per unit area of the first adhesive 21 in the first adjacent portion R1. The amount may be less than the amount of adhesive.

  Thereby, the adhesive force of the flange part 51c and the floor panel 6 in 2nd adjacent part R2 can be reduced. If it does so, the rigidity in 2nd adjacent part R2 will fall, and the fluctuation | variation of the rigidity along the flame | frame 7 of the vehicle front-back direction will be suppressed. Thus, the continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, and a decrease in vibration damping in a specific frequency band can be suppressed, and the frame 7 to the floor panel 6 and also the cross member 5 can be controlled. Vibration transmission to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and comfort can be improved while ensuring vehicle body strength.

  In addition, about the adhesive amount per unit area of the 1st adhesive agent 21, the adhesive amount of 2nd adjacent part R2 is the 1st adjacent part based on the same view as the adhesive amount of 2nd panel adjacent part M2. The amount of the adhesive R1 is preferably 50% or less, more preferably 40% or less, and even more preferably 30% or less. In a particularly preferred embodiment, the amount of adhesive in the second adjacent portion R2 may be zero.

  Also, a plurality of second adjacent portions R2 can be formed in one vehicle body 1, but the amount of adhesive in all of the plurality of second adjacent portions R2 may not be the same, and the position of the second adjacent portion R2 The amount of adhesive can be increased or decreased as appropriate.

  Specifically, as shown in FIG. 2, a plurality of cross members 5 (two in this embodiment) are provided apart from each other in the vehicle front-rear direction, and the second adjacent portions R2 are also formed at a plurality of locations. Yes.

  As shown in FIG. 8, when an external force is applied to the front panel 10 and the rear panel 11 from the lower side, for example, the vibration in the front-rear direction transmitted from the front panel 10 and the rear panel 11 is input to the floor panel 6 as described above. Thus, it may become an antinode of the amplitude at the positions indicated by the black arrows of the symbols T1 and T3. That is, the amplitude of the floor panel 6 can be larger at the positions indicated by the black arrows indicated by the reference signs T1 and T3 than at the position indicated by the black arrow indicated by the reference sign T2.

  Then, the amount of adhesive per unit area of the first adhesive 21 in the second adjacent portion R2 close to the position of the amplitude antinode is set to the first adhesive 21 in the other second adjacent portion R2 far from the position of the amplitude antinode. It is effective to reduce the amount of the adhesive per unit area in terms of suppressing vibration transmission. Specifically, for example, the amount of adhesive per unit area of the first adhesive 21 of the second adjacent portion R2 formed in the first joint portion 20b of the cross member 5 close to the position indicated by reference numeral T3 in FIG. The amount of adhesive per unit area of the first adhesive 21 of the second adjacent portion R2 formed in the first joint portion 20b of the cross member 5 close to the position indicated by the symbol T2 may be smaller.

  Further, the front side and the rear side of the floor panel 6 can serve as an input source of vibrations transmitted to the floor panel 6 from an engine, suspension, etc. (not shown) via the front panel 10, the rear panel 11, and the frame 7. If it does so, if the rigidity of the junction part 20 located in a front side and a rear side becomes high too much, it will become difficult to ensure a damping property.

  Therefore, the amount of adhesive per unit area of the first adhesive 21 in the second adjacent portion R2 located on both ends in the vehicle front-rear direction of the floor panel 6, that is, on the front side and the rear side, is on the center side of the floor panel 6. You may set so that it may become less than the adhesive amount per unit area of the 1st adhesive agent 21 of the 2nd adjacent part R2 located. Thereby, transmission of vibration can be effectively suppressed, and comfort can be improved while securing vehicle body strength.

(Embodiment 4)
In the configuration of the third embodiment, the amount of adhesive per unit area of the first adhesive 21 may be configured such that the amount of adhesive at the intersection portion Q1 is further smaller than the amount of adhesive at the first adjacent portion R1.

  Specifically, as shown in FIGS. 14 and 15, the amount of adhesive is reduced in the intersection portion Q1 in addition to the second adjacent portion R2.

  The second adhesive 22 is disposed in the portion of the second joint portion 20c located in the laminated portion Q, and the amount of adhesive per unit area of the first adhesive 21 in the intersecting portion Q1 of the laminated portion Q is also determined. By making it less than the first adjacent portion R1, the adhesive force between the cross member 5 and the floor panel 6 at the intersecting portion Q1 can be reduced. If it does so, the rigidity in the intersection part Q1 will fall and the fluctuation | variation of the rigidity along the flame | frame 7 of the vehicle front-back direction is further suppressed. Thus, the continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, the decrease in vibration attenuation in the specific frequency band is suppressed, and the vibration transmission in the antinode of the vibration amplitude transmitted to the floor panel 6 is achieved. And transmission of vibration from the frame 7 to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and comfort can be improved while ensuring vehicle body strength.

  In addition, about the adhesive amount per unit area of the 1st adhesive agent 21, the adhesive amount of the cross | intersection part Q1 is based on the concept of the adhesive amount in the 2nd panel adjacent part M2, and the adhesive agent of 1st adjacent part R1 The amount is preferably 50% or less, more preferably 40% or less, and even more preferably 30% or less. In a particularly preferred embodiment, the amount of adhesive at the intersection portion Q1 may be zero.

  Further, a plurality of intersections Q1 can be formed in one vehicle body 1, but the amount of adhesive in all of the plurality of intersections Q1 does not have to be the same, and the amount of adhesive depends on the position of the intersections Q1. It can be increased or decreased as appropriate.

  In the second embodiment shown in FIG. 16, the panel adhesive 23 and the first adhesive 21 in all the second panel adjacent portions M2, the panel intersecting portions K1, the second adjacent portions R2, and the intersecting portions Q1 shown in FIG. FIG. 9B is a view corresponding to FIG. 9A in a configuration in which the amount of adhesive per unit area is zero. Note that Comparative Example 1 and Comparative Example 2 are the same as those in FIG. 9A.

  As shown in FIG. 16, in the configuration of Example 2, it can be seen that the floor acoustic radiation power is lower than that of Comparative Example 1 near the frequency band 300H. Further, it can be seen that the floor acoustic radiation power is greatly reduced in the vicinity of the frequency band 315 Hz as compared with Comparative Examples 1 and 2. Note that, in the vicinity of the frequency band of 260 Hz, a slight increase is observed as compared with Comparative Example 2, but a decrease is still observed as compared with Comparative Example 1. In the vicinity of the frequency band of 260 Hz, Example 1 in FIG. 9A is lower than Example 2 and a value similar to that of Comparative Example 2 is obtained.

  In this way, the panel adhesive 23 and the first adhesive 21 are not arranged at all in the second panel adjacent portion M2, the panel intersection portion K1, the second adjacent portion R2, and the intersection portion Q1, so that High damping can be secured and vibration transmission to the floor panel 6 can be suppressed.

(Embodiment 5)
In the said embodiment, although the vehicle body structural member in the 1st junction part 20b, the 2nd junction part 20c, and the panel junction part 20a was the structure mutually joined by the adhesive agent, the junction part 20 containing these is adhesion | attachment. It is good also as a combined structure with joining by an agent and spot welding and / or mechanical joining means.

  Specifically, for example, as shown in FIG. 17, the panel joint portion 20 a is arranged at an interval in the extending direction, and both the front panel 10 and the floor panel 6 are partially welded to each other. A plurality of spot joint portions 27 may be provided. Further, as shown in FIGS. 18 and 19, the first joint 20b and the second joint 20c may be configured to include the plurality of spot joints 27 as described above, similarly to the panel joint 20a. .

  The combined structure of the adhesive and the spot joint 27 is a so-called weld bond joint. By adopting such a weld bond joint to the joint 20, it becomes possible to greatly increase the loss factor while ensuring high rigidity, so that it is possible to easily improve riding comfort and reduce noise. Become.

  The spot joint 27 which is a partial joint structure in the weld bond joint may be formed by welding (that is, spot welding) as described above, and is not limited to spot welding but may be a spot joint structure. For example, mechanical joining means such as SPR (self-piercing rivet) may be used. In addition, the joint portion 20 takes into consideration the arrangement in the vehicle body 1, necessary rigidity, damping properties, and the like, and includes only an adhesive, a combined structure of adhesive and spot welding, and a combined structure of adhesive and mechanical joining means. These may be combined as appropriate.

  Further, in order to achieve both high rigidity and high damping of the vehicle body 1 stably, as shown in FIGS. 17 to 19, the interval P between the spot joints 27 is set within a range of 10 mm to 100 mm. Is preferable, and it is more preferable to set within the range of 15 mm to 70 mm, and even more preferable to set within the range of 25 mm to 50 mm.

  If the distance P between the spot joint portions 27 is too narrow, the influence of the rigidity due to the joint becomes large, and the vibration damping effect of the adhesive portion composed of the adhesive and the spot joint portion 27 is hindered. Moreover, if the space | interval P of the spot junction part 27 is too wide, the influence of the rigidity by joining will become small, the burden to an adhesion part will increase, and there exists a possibility that the rigidity as the whole junction part 20 may fall.

  On the other hand, by setting the interval P between the spot joint portions 27 within the above-described range, the adhesive having rigidity and damping property and the spot joint portion 27 having excellent rigidity are in a state of appropriately complementing each other. It is possible to stably achieve both high rigidity and high attenuation.

(Other embodiments)
The disclosed technology is not limited to the above-described embodiment, and includes other various configurations.

  For example, the adhesive does not necessarily have to be provided along the edge of the joint 20. In the case where it is not preferable that the adhesive protrudes from the edge of the joint 20 from the viewpoint of ensuring aesthetics, the adhesive can be provided so as to be located at the back from the edge of the joint. In addition, the disclosed technology is applicable not only to joint portions of vehicle body constituent members such as the cross member 5, the floor panel 6, the frame 7, the front panel 10, and the rear panel 11, but also to other joint portions constituting the vehicle body. .

  The present invention is extremely useful in the field of vehicle body structures.

1 Car body 2 Car compartment 3 Side sill 4 Tunnel rain 5 Cross member (first rigid member)
6 Floor panels (panel members)
7 Frame (2nd rigid member)
DESCRIPTION OF SYMBOLS 10 Front panel 11 Rear panel 20a Panel junction part 20b 1st junction part 20c 2nd junction part 21 1st adhesive agent 22 2nd adhesive agent 23 Panel adhesive agent 27 Spot junction part 51 Cross member main body 51b Side wall part 51c Flange part 71 Frame main body 71a Frame main wall portion 71b Frame side wall portion 71c Frame flange portion K Panel laminated portion K1 Panel intersection portion M1 First panel adjacent portion (panel adjacent portion)
M2 Second panel adjacent part (panel adjacent part)
Q Laminated portion Q1 Intersection R1 First adjacent portion (adjacent portion)
R2 Second adjacent part (adjacent part)

Claims (19)

A panel member constituting the vehicle body;
An additional panel member joined to one surface of the panel member via a panel joint;
A second rigid member joined to the other surface of the panel member via a second joint,
The panel joint portion includes a dampening panel adhesive that joins both the panel member and the additional panel member by bonding them,
The second joint portion includes a second adhesive having a damping property that bonds both the second rigid member and the panel member to join the second rigid member and the panel member.
The panel junction includes a panel intersection that overlaps with the second junction, and a panel adjacent portion that is adjacent to the panel intersection and does not overlap with the second junction.
The panel adjacent portion includes a first panel adjacent portion in which the second rigid member is not disposed on the other surface side of the panel member, and a second panel adjacent portion in which the second rigid member is disposed. ,
The vehicle is characterized in that the amount of adhesive per unit area of the panel adhesive in the adjacent portion of the second panel is smaller than the amount of adhesive per unit area of the panel adhesive in the adjacent portion of the first panel. Car body structure. The vehicle body structure according to claim 1,
The panel adhesive and the second adhesive have a storage elastic modulus in the range of 100 MPa to 800 MPa and a loss factor of 0.2 at a temperature of 20 ° C. and a vibration force frequency of 60 Hz. A vehicle body structure having the above characteristics. In the vehicle body structure according to claim 2,
The panel adhesive and the second adhesive have a storage elastic modulus in the range of greater than 500 MPa and less than or equal to 600 MPa and a loss factor of 0 at a temperature of 20 ° C. and a frequency of excitation force of 60 Hz. A vehicle body structure having a characteristic of 3 or more. In the vehicle body structure according to any one of claims 1 to 3,
The panel member and the additional panel member are joined to each other at each end,
The panel joint is formed to extend along the end of the panel member and the end of the additional panel member,
The vehicle body structure of a vehicle, wherein the panel adhesive is continuously disposed along a direction in which the panel joint portion extends in a portion other than a portion adjacent to the second panel. In the vehicle body structure of the vehicle according to any one of claims 1 to 4,
The vehicle body of the vehicle characterized in that the amount of adhesive per unit area of the panel adhesive at the panel crossing portion is smaller than the amount of adhesive per unit area of the panel adhesive at the adjacent portion of the first panel. Construction. The vehicle body structure according to claim 5,
The vehicle body structure of a vehicle, wherein the panel adhesive is continuously disposed along the extending direction of the panel joint portion in a portion other than the panel crossing portion and the second panel adjacent portion. . The vehicle body structure according to any one of claims 1 to 6,
The second rigid member is a long member,
The second joint portion is formed to extend in the longitudinal direction of the second rigid member,
The vehicle body structure of a vehicle, wherein the second adhesive is continuously disposed along an extending direction of the second joint portion. In the vehicle body structure according to any one of claims 1 to 7,
The second joint includes a pair of opposing joints arranged to face each other at a predetermined interval,
A vehicle body structure for a vehicle, wherein a closed cross-sectional structure is formed between the pair of opposed joint portions. The vehicle body structure according to claim 8,
The vehicle body structure of a vehicle, wherein the second adhesive is provided along an edge of the facing joint facing the inside of the closed cross-sectional structure. In the vehicle body structure according to claim 8 or 9,
The second rigid member is a long member having a hat-shaped cross section,
The second rigid member includes a pair of flange portions provided substantially parallel to each other so as to extend in the longitudinal direction at both ends in the width direction of the second rigid member,
The pair of opposed joint portions are formed by joining the pair of flange portions to the panel member.
A vehicle body structure for a vehicle, wherein a closed cross-sectional structure constituted by the second rigid member and the panel member is formed between the pair of opposed joint portions. In the vehicle body structure of the vehicle according to any one of claims 1 to 10,
The panel member is a floor panel constituting a casing of the vehicle body,
The additional panel member is a front panel and / or a rear panel of the vehicle body,
The vehicle body structure of a vehicle, wherein the second rigid member is a frame of the vehicle body. The vehicle body structure according to claim 11,
The panel joint is formed to extend in the vehicle width direction,
The frame is joined to the floor panel and extends in the vehicle front-rear direction, and the front or rear side of the panel joint is joined to the front panel and / or the rear panel. Body structure. In the vehicle body structure according to any one of claims 1 to 12,
The vehicle body structure of a vehicle, wherein the panel joint portion and / or the second joint portion is a combined structure with spot welding and / or mechanical joining means. The vehicle body structure according to claim 13,
The panel joint is formed to extend in the vehicle width direction,
The second rigid member is a long member,
In addition to the panel adhesive and / or the second adhesive, the panel joint and / or the second joint is spaced apart in the extending direction of the panel joint and / or the second rigid member. A plurality of spot joints arranged by being spaced apart from each other and configured such that both of the additional panel member and / or the second rigid member and the panel member are partially welded to each other are provided. The vehicle body structure. The vehicle body structure according to claim 14,
A vehicle body structure for a vehicle, wherein an interval between the spot joints is set in a range of 10 mm to 100 mm. In the vehicle body structure of the vehicle according to any one of claims 1 to 15,
At least one of the panel member and the additional panel member in the panel joint and / or at least one of the panel member and the second rigid member in the second joint has a thickness less than 2 mm. A vehicle body structure, characterized in that A vehicle body structure according to any one of claims 1 to 16,
A first rigid member joined through a first joint at a position on the one side of the panel member where the panel joint is not formed;
The first joint portion includes a first attenuating adhesive that joins both the first rigid member and the panel member to join the first rigid member and the panel member,
The first joint includes an intersecting portion that overlaps with the second joint, and an adjacent portion that is adjacent to the intersecting portion and does not overlap with the second joint.
The adjacent portion includes a first adjacent portion in which the second rigid member is not disposed on the other surface side of the panel member, and a second adjacent portion in which the second rigid member is disposed,
The amount of adhesive per unit area of the first adhesive in the second adjacent portion is smaller than the amount of adhesive per unit area of the first adhesive in the first adjacent portion. Car body structure. The vehicle body structure according to claim 17,
The vehicle body of the vehicle characterized in that the amount of adhesive per unit area of the first adhesive in the intersecting portion is smaller than the amount of adhesive per unit area of the first adhesive in the first adjacent portion. Construction. A vehicle body structure according to claim 17 or claim 18, wherein
The panel member is a floor panel constituting a casing of the vehicle body,
The first rigid member is a cross member that is joined to the upper surface of the floor panel so as to extend in the vehicle width direction and reinforces the floor panel;
The vehicle body structure for a vehicle, wherein the second rigid member is a frame joined to the lower surface of the floor panel so as to extend in the vehicle front-rear direction.

Images