JP6508273B2 - Vehicle body structure - Google Patents

Description

  The present invention relates to a vehicle body structure of a vehicle including a node member in a closed cross section of a vehicle body, and at least one side of the node member being coated with a damping bond.

  As exemplified in Patent Document 1, a node member (50) is provided in a closed cross section (frame member (40)) of a vehicle body, and at least one side (junction flange (63)) of the node member (50) A vehicle body structure of a vehicle to which a damping bond (damping member (70)) is applied is known.

  In such a vehicle body structure of the vehicle, a damping bond (70) is applied to at least one side (63) of the node member (50), and the damping bond (70) is formed on the closed cross section (40) on one side (63). By joining via, the vibration transmitted through these junctions is suppressed utilizing the damping effect of the damping bond (70).

  However, at least one side (63) of the node member (50) is a non-joining portion which is not directly joined to the closed cross-section portion (40), and the bond application surface of the side (63) is vertical wall surface In such a case, the damping bond (70) is applied to the bond coated surface and then dried using the heat of the drying furnace to fix it at the applied position. It is feared that the damping bond (70) will drip down by its own weight before it does.

JP, 2014-144706, A

  The present invention has been made in view of such problems, and at least one side of the node member to which the damping bond is applied is a drop of the damping bond while the non-joining portion is not directly bonded to the closed cross section. The purpose is to prevent.

The present invention is a vehicle body structure of a vehicle including a node member in a closed cross section of a vehicle body, and at least one side of the node member being coated with a damping bond, wherein at least one side of the node member corresponds to the closed cross section. A non-bonded portion bonded via the damping bond without being directly bonded, and a bond coated surface on the side to which the damped bond is applied in the non-bonded portion is formed by a vertical wall surface, and the non-bonded portion A concave or convex shape is formed in which a bond drooping preventing portion for preventing drooping of the damping bond from the bond coated surface is formed, and the bond drooping preventing portion is formed in the vertical direction of the non-joining portion. And a bead formed in a concave or convex shape on the same side as the bead portion in a cross-sectional view orthogonal to the direction in which the closed cross-section portion extends in a portion of the closed cross-section portion facing the bead portion. Department It is those that are configured.

  According to the above configuration, it is possible to prevent the drop of the damping bond while making one side of the node member having the bond application surface a non-joining portion which is not directly joined to the closed cross section.

Further, as described above, since the bond vertical drop prevention portion is one that was composed of a concave or convex bead portion is formed in the vertical direction of the middle of the non-joined portion, of the damping bond by the bead The hooking can prevent the damping bond from dropping off.

  In addition, the up-down direction of the said bond application | coating surface shows the direction where this bond application | coating surface formed of a vertical wall surface extends.

Furthermore , as described above, a bead formed in a concave or convex shape on the same side as the bead portion in a section orthogonal to the extending direction of the closed cross-section portion in a portion facing the bead portion in the closed cross-section portion since parts are those composed, the damping bond coated on the bond coating surface, a portion corresponding to the bead portion of the non-joined portion, can be the same thickness in the other portion.

Further, the present invention is a vehicle body structure of a vehicle including a node member in a closed cross section of a vehicle body and a damping bond is applied to at least one side of the node member, wherein at least one side of the node member is the closed cross section. The non-joining portion is not directly joined but is joined via the damping bond, and the non-joining portion at the side to which the damping bond is applied is formed with a vertical wall surface, and the non-joining portion A bond drooping preventing portion for preventing drooping of the damping bond from the bond coating surface is formed in the portion, and the bond drooping preventing portion is lower than the coating portion of the damping bond in the non-bonding portion. In the above, the flange portion projecting toward the closed cross section is constituted.

According to the above configuration, even if the damping bond is dropped from the application portion of the damping bond at the non-bonding portion, the damping bond is prevented from dropping by remaining on the flange portion. it can.

  As an aspect of the present invention, the closed cross-sectional portion is configured by bonding a first member and a second member, the bond application surface faces the second member with a gap, and the node member is The first member is directly joined to the first member without the damping bond, and the non-joining portion is joined to the second member via the damping bond.

According to the above configuration, the node member is joined to the first member before forming the closed cross section, and then the first member and the second member are joined to form a closed cross section including the node member in the inside. Since the configuration can be made, for example, productivity can be improved as compared with a configuration in which a node member is provided inside after forming a closed cross-sectional portion with one member such as an extrusion member .

As an aspect of this invention, formed in conjunction with the first member is formed in the side frame outer, the second member is formed by roof rail inner, the closed-section portion is the upper part and the roof rail inner of the side frame outer The joint member is joined to the upper portion of the side frame outer, and the bond application surface faces the roof rail inner, and the roof rail inner is a relief for the flange at a portion facing the flange. The part is formed.

  According to the above configuration, by forming the relief portion in the roof rail inner, it is possible to secure the projection length (protrusion length) of the flange portion to the roof rail inner side, and the connection counterpart member with the upper portion of the side frame outer Even if the roof rail inner does not exist, it is possible to prevent the damping bond from dropping off by catching (receiving) the damping bond on the flange portion.

  As an aspect of the present invention, the protrusion length of the flange portion to the second member is a half of the thickness of the damping bond applied to the bond application surface before the bonding between the first member and the second member. It is set above.

  According to the above configuration, the flange portion can be left so that the position of the center of gravity of the flange portion can be retained at the time of receiving the damping bond which is likely to drip down, whereby the dripping prevention of the damping bond by the flange portion can be made reliable.

  According to the present invention, it is possible to prevent dripping of the damping bond while making at least one side of the nodal member on which the damping bond is applied be a non-joining portion that is not directly bonded to the closed cross section.

FIG. 2 is a rear view showing an essential part of a right side of a rear vehicle body structure of a vehicle according to a first embodiment of the present invention. FIG. 2 is an enlarged cross-sectional view taken along line AA of FIG. The rear view shown in the state which removed the rear end panel in FIG. The principal part enlarged view of FIG. The arrow line view seen from the arrow B direction and back in FIG. FIG. 6 is an arrow view showing the rear end panel removed in FIG. 5; The side view which looked at the side body structure of the vehicle which shows 2nd Embodiment of this invention from the vehicle width direction inner side which showed the roof rail inner with the imaginary line. CC sectional view taken on the line in FIG. 7. DD sectional view taken on the line in FIG. The external view which looked at the side body structure of the vehicle provided with the side frame outer from the front and width direction inner side. FIG. 3 is an external view of a node member provided in a side vehicle body structure of a vehicle viewed from the front and inside in the vehicle width direction. (A) shows the state of the damping bond immediately after coating on the bond coated surface, and (b) and (c) show the state in which the damping bond in each of the side frame inner and back is received by the flange portion. Region Z equivalent enlarged view in 8.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.
In the figure, arrow F indicates the front of the vehicle, arrow L indicates the left of the vehicle, arrow R indicates the right of the vehicle, and arrow U indicates the upper side of the vehicle.

First Embodiment
The first embodiment describes an embodiment in which the vehicle body structure of the vehicle of the present invention is applied to a rear vehicle body structure.
As shown in FIG. 1, a rear end panel 2 constituting a rear wall surface of a luggage compartment 100 (see FIG. 2) is erected from the rear end of the rear floor panel 105 at the rear of the vehicle. As described above, the rear end member 3 is joined and fixed to the upper front side (the cargo compartment 100 side) of the rear end panel 2.

  As shown in FIGS. 1, 2 and 5, the rear end panel 2 is extended rearward and upward from the upper end of the lower vertical wall 2a extending substantially in the vertical direction and the upper end of the lower vertical wall 2a. Rear upper extension 2b, an upper rear wall 2c extending upward from the rear end of the rear upper extension 2b, and an upper joining flange extending rearward and upward from the upper end of the upper rear wall 2c The portion 2d is integrally formed.

  As shown in FIGS. 2 to 4 and 6, the above-mentioned rear end member 3 is provided with a lower flange 3a joined and fixed to the upper portion of the lower vertical wall 2a of the rear end panel 2, and the lower flange A vertical wall 3b which is offset forward from the 3a and extends upward from the vehicle, an upper wall 3c extending rearward and upward from the upper end of the vertical wall 3b, and a rear upper offset from the upper end of the upper wall 3c And an upper joint flange 3d extending integrally with each other.

  Then, as shown in FIG. 2, the upper joint flanges 2 d and 3 d of the rear end panel 2 and the rear end member 3 are joined and fixed, and the upper portion of the lower vertical wall 2 a of the rear end panel 2 and the lower end of the rear end member 3 By joining the side flange 3a, the rear end member 3 and the rear end member 3 of the rear end panel 2 form a vehicle body as a closed cross section 4 (see FIGS. 1 to 5) extending in the vehicle width direction to the opposing portion thereof. It constitutes a rigid member.

  The upper vertical wall 2c of the rear end panel 2 and the vertical wall 3b and the upper wall 3c of the rear end member 3 constitute a rear wall, a front wall and an upper wall of the closed cross section 4, respectively.

  A closed cross-sectional space 4S extending in the vehicle width direction is provided inside the closed cross-sectional portion 4, that is, between the rear end member 3 and the rear end panel 2 (see FIG. 2).

  As shown in FIGS. 1 and 2, the lower edge 106a of the rear load chamber opening 106 is configured by the joint end of the upper joint flange 2d of the rear end panel 2 described above and the upper joint flange 3d of the rear end member 3. It is done. Further, reference numeral 101 in FIGS. 1 and 3 denotes a rear fender inner panel, reference numeral 102 denotes a rear fender outer panel, and reference numeral 103 denotes a rear side outer panel.

  As shown in FIGS. 2 to 6, on the left and right sides in the vehicle width direction (shown only on the right side in the drawing) in the above-mentioned closed cross-section space 4S, rear reinforcement 5 (hereinafter referred to as “rear end drain”) 5 ') is arranged.

  As shown in FIG. 6, the rear end drain 5 has a flat base wall 5a perpendicular to the vehicle width direction to divide the closed cross-sectional space 4S in the vehicle width direction, and a lower portion of the front edge 5af of the base wall 5a. A front joint flange 5b extending outward in the vehicle width direction from the rear, an upper joint flange 5c extending outward in the vehicle width direction from an intermediate portion in the front-rear direction of the upper edge 5au of the base wall 5a, and a rear edge 5ar of the base wall 5a It is integrally formed as a joint member (bulk head) with a non-joining flange portion 5d extending inward in the vehicle width direction from the rear end.

  And as shown by "x" mark in FIG. 4, FIG. 6, the front side joint flange 5b is spotted from the rear surface side to the vertical wall 3b of the rear end member 3 as the front wall of the closed cross section 4. The upper joint flange 5c is joined and fixed to the upper wall 3c of the rear end member 3 as the upper wall of the closed cross section 4 by spot welding etc. There is.

  As a result, the front joint flange 5b and the upper joint flange 5c both form a rigid joint 6 (a front rigid joint 6a and an upper rigid joint 6b) as a spot weld between the rear end member 3 Ru.

  On the other hand, the rear end drain 5 is joined to the rear end member 3 by the front rigid joint 6a and the upper rigid joint 6b, and before being joined with the rear end panel 2, the rear face of the nonjoining flange 5d is damped. Bond B is applied (see FIGS. 4 and 6). For this reason, the rear surface is formed as a bond application surface 71.

  Specifically, as shown in FIGS. 2 to 5, the non-bonding flange portion 5 d is formed as a vertical wall surface where the bond application surface 71 is orthogonal to the front-rear direction, and as shown in FIG. When the rear end panel 2 is joined to the rear end panel 2, the front end of the upper vertical wall 2c of the rear end panel 2 (hereinafter referred to as "panel side bond opposing surface 72") is opposed with a gap.

  Thus, in a state where the rear end drain 5 and the rear end panel 2 are joined, the damping bond B applied to the bond applied surface 71 of the non-joined flange portion 5 d is the bond applied surface 71 and the panel side bond of the rear end panel 2 It will be in the state of being interposed between the facing surface 72.

  Here, after the rear end drain 5 and the rear end panel 2 are joined, the vehicle body is introduced into a heating furnace, and a drying step of heating to dry the electrodeposition coated vehicle surface is performed.

  The damping bond B interposed between the bond coated surface 71 and the panel side bond opposing surface 72 is dried using the heat at the time of the drying step, and is fixed to the bond coated surface 71 and the panel side bond opposing surface 72 ( Fix the bonding). As a result, the bond application surface 71 and the panel-side bond opposing surface 72 are bonded at the flexible bonding portion 7 as the damping bond B fixed thereto (see FIG. 2).

  That is, the non-joining flange portion 5 d is not directly joined to the panel side bond opposing surface 72 of the rear end panel 2 by welding etc., but is joined to the panel side bond opposing surface 72 via the damping bond B. It is formed as

  Furthermore, as shown in FIG. 2, FIG. 4 and FIG. 6, the damping bond B applied to the bond coated surface 71 of the non-bonding flange portion 5d is prevented from sagging due to its own weight before being fixed by the drying step. A rain side bead portion 5e is formed as a bond drooping prevention portion. In this example, the rain-side bead portion 5e is located approximately in the middle in the vertical direction of the non-joining flange 5d (see FIG. 2), and across the entire vehicle width direction of the non-joining flange 5d (see FIG. 4) It is formed in convex shape toward the vertical wall 3b side of the rear end member 3 (see FIG. 2).

  On the other hand, as shown in FIG. 1, FIG. 2 and FIG. 5, in the upper vertical wall 2c of the rear end panel 2, a panel side bead 2e as a bond drooping preventing portion is also provided at a portion facing the rain side bead 5e. Is formed. The panel-side bead portion 2e is formed in a convex shape on the same front side as the rain-side bead portion 5e in an orthogonal cross-sectional view in a direction (vehicle width direction) in which the closed section 4 extends (in the state shown in FIG. 2). ing.

In other words, the panel-side bead portion 2 e is formed convex toward the bond application surface 71 while the rain-side bead portion 5 e is formed concave with respect to the panel-side bond opposing surface 72.
The panel-side bead portion 2e and the rain-side bead portion 5e protrude with substantially the same projection length and extend with the same vehicle width direction length (see FIGS. 2 and 5).

  In a state where rear end panel 2 and rear end member 3 are joined with rear end drain 5 interposed therebetween, damping bond B is subjected to the above-described drying step, that is, on bond application surface 71 and panel side bond opposing surface 72. Before being fixed, a substantially middle portion in the vertical direction of the damping bond B is kept in a state of being caught by the rain side bead portion 5e and the panel side bead portion 2e.

  As described above, the vehicle body structure of the vehicle according to the present embodiment includes the rear end drain 5 as a node member in the closed cross section 4 of the vehicle body, and at least one side (rear edge 5 ar of the base wall 5 a of the rear end drain 5 6) is a vehicle body structure of a vehicle in which a non-joining flange 5d to which a damping bond B is applied is formed, and the non-joining flange 5d is damped without being directly joined to the closed cross-section 4. A non-joined portion joined via the bond B is formed, and a bond coated surface 71 corresponding to the rear surface of the non-joined flange portion 5d is formed as a vertical wall, and the non-joined flange portion 5d is formed from the bond coated surface 71. A bond drooping prevention portion for preventing drooping of the damping bond B is formed (see FIGS. 2 to 4 and FIG. 6).

  According to the above configuration, it is possible to prevent the falling of the damping bond B while forming the non-joining flange 5 d which is not directly joined to the closed cross-section 4 on one side of the rear end drain 5.

  Specifically, by forming a non-joining flange 5 d which is not directly joined to the closed cross-section 4 at one side of the rear end drain 5, the damping bond B interposed between the non-joining flange 5 d and the closed cross-section 4 The friction energy between these can be converted into heat energy to obtain the vibration damping effect.

  In addition, damping bond B is applied to bond application surface 71 of non-joining flange portion 5d, and then drying step of electrodeposition coated vehicle body surface performed after that, damping bond B is dried using heat of heating furnace. Then, it is fixed to each of the bond application surface 71 and the panel side bond opposing surface 72.

  However, if the damping bond B sags due to its own weight between the time when the damping bond B is applied to the bond coating surface 71 and the drying step is performed, the damping bond B is not properly present on the bond coating surface 71 It may also occur that the drying step takes place in the state.

  Actually, the damping bond B applied to the bond coated surface 71 in the drying step is applied to the bond coated surface 71 due to circumstances such as sandwiching a factory holiday until the drying step is performed after the damping bond B is applied to the bond coated surface 71. In some cases, it may be left for several days without being solidified by heating, and measures to prevent dripping of damping bond B are necessary.

  On the other hand, as described above, the non-joining flange portion 5d is not joined to the closed cross-sectional portion 4 by forming, for example, the rain-side bead portion 5e as the bond drooping prevention portion in the non-joining flange portion 5d. While being a part, it is possible to prevent the dripping of the damping bond B.

  In the embodiment of the present invention, the bond drooping preventing portion is formed midway in the vertical direction of the non-joining flange portion 5d, and is configured from the rain-side bead portion 5e which is concave with respect to the upper vertical wall portion 2c (See FIGS. 2 and 6).

  According to the above configuration, it is possible to prevent the falling of the damping bond B due to the hooking of the damping bond B by the rain-side bead portion 5e.

  In one embodiment of the present invention, in the closed cross-section 4, the part facing the rain-side bead 5 e includes the rain-side bead 5 e in an orthogonal cross-sectional view in the direction in which the closed cross-section 4 extends (vehicle width direction). The panel side bead part 2e formed in convex shape in the same front side is comprised (refer FIG.1, FIG.2, FIG.5).

  According to the above configuration, when the damping bond B is interposed between the panel-side bond facing surface 72 of the rear end panel 2 and the bond coating surface 71 of the rear end member 3, the damping bond B can be In the direction, the thickness corresponding to the portion corresponding to the rain-side bead portion 5e and the other portion can be made (see FIG. 2).

  As a result, a uniform and stable damping effect can be obtained over the entire area where the damping bond B is applied to the bond coated surface 71.

  Furthermore, since the damping bond B interposed between the bond applied surface 71 and the panel side bond opposing surface 72 is caught on each of the rain side bead portion 5e and the panel side bead portion 2e, it is caught only on the rain side bead portion 5e. Compared to the configuration, the effect of preventing the damping bond B from dropping can be further enhanced.

  In the embodiment of the present invention, the closed cross-sectional portion 4 is configured by joining the rear end member 3 as the first member and the rear end panel 2 as the second member, and the non-joining flange portion 5d has a gap. , And the rear end drain 5 is directly joined to the rear end member 3 without the damping bond B (refer to "x" mark in FIG. 4 and FIG. The non-joining flange 5d is joined to the rear end panel 2 via a damping bond B (see FIG. 2).

  According to the above configuration, the rear end member 3 is joined to the rear end member 3 by welding or the like, and then the rear end member 3 and the rear end panel 2 are joined by joining the rear end drain 5 and the rear end panel 2 via the damping bond B. Since the closed cross-sectional portion 4 provided with the rear end drain 5 can be configured in the inside, for example, after the closed cross-sectional portion 4 is configured as an extrusion member etc. It is possible to improve the quality.

Second Embodiment
The second embodiment describes an embodiment in which the vehicle body structure of the vehicle of the present invention is applied to a side vehicle body structure.
Specifically, as shown in FIGS. 7 to 9, the upper end portion of the center pillar 20 is coupled to the middle portion of the roof rail 10 extending in the longitudinal direction of the vehicle. The vehicle body structure of the vehicle of the present invention is applied to a joint portion C of the roof rail 10 with the center pillar 20.

  The roof rail 10 is a vehicle body rigid member as a closed cross-sectional portion 14 extending in the longitudinal direction of the vehicle, is located outside the vehicle width, and has a roof rail outer 11 with a hat-shaped cross section opened toward the inside in the vehicle width direction. Roof rail inner 12 (see FIG. 8 and FIG. 9) covering an opening directed inward in the vehicle width direction from the inside in the vehicle width direction, and a cross section hat interposed between these 11 and 12 and opened inward in the vehicle width direction It is comprised from the shape of roof rail reinforcement 13 (henceforth "the roof rail rain 13").

  As shown in FIG. 8, the roof rail inner 12 extends from the lower end of the inner longitudinal wall 12 a to the outer side of the vehicle width from the lower end of the inner longitudinal wall 12 a extending in the vertical direction in the orthogonal cross section of the vehicle longitudinal direction. It is integrally formed with the inner lower extension 12b.

  As shown in the figure, the roof railing 13 includes an upper wall portion 13a, a vertical wall portion 13b extending downward and outward in the vehicle width direction from an inner end of the vehicle, and a lower wheel extending approximately downward from the lower end of the vertical wall portion 13b. It is integrally formed with the lower wall portion 13c extending inward in the width direction.

  As shown in the figure, the center pillar 20 is a vehicle body rigid member as a closed cross-sectional portion 24 extending in the vertical direction, and includes a center pillar outer 21 located on the vehicle outer side and a center pillar inner 22 located on the vehicle inner side. And a center pillar reinforcement 23 (hereinafter referred to as "center pillar rain 23") interposed between these 21 and 22.

  As shown in FIG. 10, the roof rail outer 11 and the center pillar outer 21 together with the side sill outer 31, the hinge pillar outer 32, the front pillar outer 33 and the rear pillar outer 34 form a single outer panel as the side frame outer 30. There is. That is, the roof rail outer 11 and the center pillar outer 21 are formed as a part of the side frame outer 30.

  On the other hand, as shown in FIG. 8, a roof 40 is disposed between the pair of left and right roof rails 10 (only the right side is shown). The roof 40 is constructed by a roof panel 41 forming the upper surface of the passenger compartment and a pair of left and right roof rails 10, and extends in the vehicle width direction so as to support the roof panel 41. And have.

  The roof rain 42 located at the joint C with the center pillar 20 in the vehicle longitudinal direction of the roof rail 10 has a vehicle width inner end (not shown) at the vehicle width outer end 13 aa of the roof rail rain 13 (FIG. 8). Bonding fixed to (see).

  Further, the upper portions of the roof rail outer 11 and the roof rail rain 13 both extend inwardly in the vehicle width, and the upper end portion 11 a of the roof rail outer 11 is the vehicle width outer end 41 a of the roof panel 41 and the vehicle width inner end of the roof rail rain 13 It is joined to the part 13aa so as to be sandwiched from the upper and lower sides (see FIG. 8).

  The inner vertical wall portion 12a extending in the vertical direction of the roof rail inner 12 and the roof rain 42 extending in the vehicle width direction both have a substantially L-shaped roof corner in cross section from the cabin side at the corner portion formed by these 12a and 42. It is joined and fixed by the gusset 43 (see FIG. 8). A joint C between the roof rail 10 and the roof 40 is reinforced by the roof corner gusset 43.

  Subsequently, the upper end portion 22a of the center pillar inner 22 (FIG. 7, FIG. 7) at the joint C between the roof rail 10 and the center pillar 20 described above, as indicated by the symbol W1 among the “x” marks in FIG. 8) and the lower end 12ba (refer to the same figure) of the roof rail inner 12 are joined to each other.

  Further, as shown in FIG. 8, the center pillar rain 23 extends upward so that the upper portion 23 a thereof is interposed between the roof rail outer 11 and the roof rail rain 13. The upper portion 23a (see FIG. 8) of the center pillar rain 23 and the vertical wall portion 13b (see FIG. 8) of the roof rail rain 13 are joined to each other.

  As shown in FIG. 8, at the joint C of the roof rail 10 with the center pillar 20, the roof rail outer 11 and the roof rail inner 12 form a closed cross-sectional portion 14 extending in the front-rear direction. A closed cross-sectional space 14S extending in the longitudinal direction of the vehicle is formed between the roof rail rain 13 joined to the roof rail 11 and the roof rail inner 12.

  In the present embodiment, "the top of the side frame outer 30 (the roof rail outer 11) and the roof rail inner 12 are joined" indicates that the members 11 and 12 are directly joined by welding or the like. Rather, it is indicated that they are indirectly joined via another member such as the roof rail 13 so that the closed cross section 14 is configured between the members 11 and 12.

  And as shown in FIGS. 7-9, the roof rail gusset 15 as a reinforcement body is arrange | positioned by this closed cross-section space 14S.

  The roof rail gusset 15 is integrally formed as a node member (bulk head) whose front and rear sides are substantially symmetrical with respect to the middle in the vehicle longitudinal direction by punching and bending a steel plate.

  Specifically, as shown in FIGS. 7 to 9 and particularly FIG. 11 of FIG. 11, the roof rail gusset 15 includes a base wall 151 extending in the front and rear direction and the up and down direction. Front and rear non-joined wall portions 152a and 152b (front non-joined wall portion 152a and rear non-joined wall portion 152b) at positions (offset positions) offset inward in the vehicle width direction with respect to the base wall portion 151. ) Are arranged.

  As shown in FIGS. 7 and 11, the front joint flange 153a is disposed on the front side of the front non joint wall 152a, and the rear joint flange is disposed on the rear side of the rear non joint wall 152b. Portions 153b are disposed, and as shown in FIGS. 9 and 11, these joint flanges 153a and 153b are respectively outside in the vehicle width direction with respect to the front non-joint wall 152a and the rear non-joint wall 152b. It is disposed at a position offset from the position of the base wall 151.

  Then, as shown in FIGS. 9 and 11, the front edge 151f of the base wall 151 and the rear edge 152ar of the front non-joining wall 152a respectively extend through the central front connecting wall 154a extending substantially in the vehicle width direction. It is connected integrally. On the other hand, the rear edge 151r of the base wall 151 and the front edge 152bf of the rear non-joining wall 152b are integrally connected via a central rear connecting wall 154b extending substantially in the vehicle width direction.

Further, the front edge 152af of the front non-joining wall 152a and the rear edge 153br of the front joining flange 153a are integrally connected via a front connecting wall 155a extending substantially in the vehicle width direction. On the other hand, the rear edge 152br of the rear non-joining wall 152b and the front edge 153bf of the rear joining flange 153b are integrally connected via a rear connecting wall 155b extending substantially in the vehicle width direction.
As shown in FIG. 11, the base wall portion 151 is integrally formed with an upper joining flange portion 156 extending inward in the vehicle width direction from the upper edge 151 u upward.

  On the other hand, in the lower part of the base wall part 151, a raised part 151a raised inward in the vehicle width direction with respect to the upper part than the lower part is formed. An outwardly extending lower joint flange portion 158 is integrally formed.

  As shown in FIG. 9, the front connection wall portion 155a and the rear connection wall portion 155b are orthogonal to the front and rear direction as partitions for dividing the inner closed cross sectional space 14S inside the closed cross section 14 extending in the front and rear direction. Are arranged to constitute the

  A pair of front and rear non-joined wall portions 152a and 152b (front non-joined wall portion 152a and rear non-joined wall portion 152b) is one side in an orthogonal cross-sectional view of the direction (front and rear direction) An inner end 152 af of the front connecting wall portion 155 a and an inner end 152 br of the rear connecting wall portion 155 b are formed.

The roof rail reinforcement 13 is joined and fixed to the roof rail gusset 15 at a spot welding location corresponding to the rigid joint portion 16 as indicated by the symbols W _{2 a to} W _{2 c} among the “x” marks in FIG. .

On the other hand, as shown in FIG. 7 to FIG. 9, FIG. 11 and FIG. 12 (a), in the state before joining the roof rail outer 11 and the roof rail inner 12 Damping bond B is applied to the For this reason, these vehicle width inner surfaces are formed as the bond application surface 81.
FIG. 12A is a cross-sectional view showing an enlarged view corresponding to the area Z in FIG. 8 immediately after the damping bond B is applied to the bond application surface 81 of the front non-joining wall 152a.

  Specifically, the front and rear pair of non-joined wall portions 152a and 152b are formed as vertical wall surfaces in which the respective bond application surfaces 81 are orthogonal to the vehicle width direction (see FIGS. 8 and 9), and the roof rail outer 11 and the roof rail When joined to the inner 12, the inner longitudinal wall 12 a of the roof rail inner 12 faces the outer surface (hereinafter referred to as “inner-side bond facing surface 82”) of the inner longitudinal wall 12 a with a gap.

  Thus, in a state where the roof rail outer 11 and the roof rail inner 12 are joined, the damping bond B applied to the bond application surfaces 81 of the front and rear pair of non-joint wall portions 152a and 152b is the bond application surface 81 and the roof rail, respectively. It is in a state of being interposed between the inner side 12 and the inner bond facing surface 82 of the inner 12.

  After the roof rail outer 11 and the roof rail inner 12 are joined in this manner, the bond coated surface 81 and the inner bond opposing surface 82 are utilized by utilizing the heat during the drying process performed on the vehicle surface coated with the electrodeposition solution. And the damping bond B interposed therebetween is dried and fixed to the bond coated surface 81 and the inner bond opposing surface 82. As a result, the bond application surface 81 and the inner-side bond facing surface 82 are bonded at the flexible bonding portion 17 as the damping bond B fixed thereto (see FIG. 8).

  That is, the front and rear pair of non-joining wall portions 152a and 152b are not directly joined to the inner bond facing surface 82 of the roof rail inner 12 by welding or the like, and are joined to the inner bond facing surface 82 via the damping bond B. Formed as a non-bonded part.

  Furthermore, as shown in FIG. 7, FIG. 8, FIG. 11, and FIG. 12 (a), lower portions of the front and rear pair of non-joining wall portions 152a and 152b, that is, portions lower than the application portion of the damping bond B, As a bond drooping preventing portion for preventing sagging of the damping bond B applied to the bond application surface 81 due to its own weight, a flange portion 15a which protrudes toward the roof rail inner 12 toward the lower end is formed.

  On the other hand, as shown in FIG. 8, in the roof rail inner 12, a relief 12 c is formed in the vehicle width direction so as not to interfere with the flange 15 a protruding toward the roof rail inner 12. It is done.

  The relief portion 12c is formed at a corner portion of the inner vertical wall portion 12a of the roof rail inner 12 and the inner lower extension portion 12b, and the corner portion is concave with respect to the front and rear non-joining wall portions 152a and 152b. In other words, the front and rear non-joint wall portions 152a and 152b are formed in a convex shape on the side opposite to the side (inward in the vehicle width direction).

  The thickness of the damping bond B interposed between the bond application surface 81 and the inner bond opposing surface 82 is smaller than the thickness of the damping bond B interposed between the outer surface of the relief 12c and the lower end (tip) of the flange 15a. A gap d is formed (see FIG. 8).

By the way, as shown in FIG. 12A, before the roof rail outer 11 and the roof rail inner 12 are joined, the damping bond B is formed on the respective bond application surfaces 81 of the front and rear pair of non-joined wall portions 152a and 152b. The resin composition is applied to a substantially central portion in a front view of the bond application surface 81 so as to protrude from the bond application surface 81 in a dot shape. When the roof rail outer 11 and the roof rail inner 12 are joined, the damping bond B applied to the front and rear bond application surfaces 81 is crushed by the pressure from the roof rail inner 12 and the thickness before the roof rail inner 12 is pressed (R (R) ) (The protrusion length R from each bond coated surface 81) is pushed and spread on each of the front and rear bond coated surfaces 81 until the thickness (r) becomes half or thinner than the thickness (r) (FIG. 8) , FIG. 12 (a)).
The damping bond B is not limited to application in the form of dots on the bond application surface 81 as described above, but may be application in the form of lines or planes.

  Here, when the side frame outer 30 and the roof rail inner 12 are joined, the damping bond B before being spread out on the bond coated surface 81 by the pressing force from the roof rail inner 12 is taken as a damping bond B before crushing. The dampening bond B after being spread is taken as a damped bond B after crushing.

  Furthermore, here, as shown in FIG. 12A, the gravity center position G of the damping bond B before crushing applied to the bond coated surface 81 in a dot shape is the thickness of the damping bond B before the crushing (R Set as having one half of the

  In this case, as shown in the figure, the flange portion 15a has a protrusion length L which is half or more the thickness (r) of the thickness (R) of the damping bond B before crushing, that is, it is crushed from the bond applied surface 81 The front and rear bond application surfaces 81 are formed to project (L> r = R / 2) so as to have a projection length equal to or greater than the distance (r) to the barycentric position G of the previous damping bond B.

  The damping bond B before crushing which is not solidified by the heat of the drying step generally maintains the shape before dripping down to some extent when it is dropped from its front and back bond applied surfaces 81 by its own weight. It has a visco-elastic property that falls down so that it slips off (drops off). From this, even if the damping bond B before squeezing drops from the front and rear bond application surfaces 81, as shown in FIG. 12 (b), the flange portion 15a has the damping bond B before squeezing. The center of gravity G does not fall down from the flange portion 15a beyond the lower end portion (tip portion) of the flange portion 15a, and the center of gravity G of the damping bond B before crushing is formed with a projection length to stay on the flange portion 15a doing.

  The vehicle body structure of the vehicle according to the second embodiment includes a roof rail gusset 15 as a node member in the closed cross-sectional portion 14 of the vehicle body, and at least one side of the roof rail gusset 15 (vehicle width inner edge 152af, 152br (FIGS. 9 and 11) )) Is formed with a pair of front and rear non-bonding wall portions 152a and 152b to which damping bond B is applied, and these non-bonding wall portions 152a and 152b are not directly bonded to the closed cross-sectional portion 14 A non-bonded portion bonded via the damping bond B is formed, and the bond coated surfaces 81 of the front and rear pair of non-bonded wall portions 152a and 152b are formed as vertical wall surfaces, and the non-bonded wall portions 152a and 152b are damped. As a bond drooping preventing portion for preventing the dripping of the bond B, a flange projecting toward the closed cross-sectional portion 14 toward the lower end below the application portion of the damping bond B. Those constructed from parts 15a (see FIGS. 7, 8, 11, 12 (a) (b) (c)).

  According to the above configuration, even if the damping bond B applied to the bond coated surface 81 is to be dropped, the damping bond B can be prevented from dropping by leaving the damping bond B on the flange portion 15a (see FIG. 12 (b) (c)).

  More specifically, the roof rail gusset 15 as a node member is joined to the roof rail outer 11 provided on the upper portion of the side frame outer 30, and the damping bond B is applied to the non-joining wall portions 152a and 152b of the roof rail gusset 15. For example, it may be left for several days to several tens of days (so-called open storage) in a state where the other roof rail inner 12 or the like is not joined due to the manufacturing process etc. until after the drying process is performed.

  Therefore, the damping bond B applied to the non-joined wall portions 152a and 152b is not joined from the roof rail inner 12 when the roof rail outer 11 and the roof rail inner 12 are joined when the side frame outer 30 is left open. The side frame outer 30 is installed, for example, in a posture substantially upright on a pallet of a factory or the like when it is not left pressed to the side of the wall portions 152a and 152b and the side frame outer 30 is left open as such. Therefore, since the bond coated surfaces 81 of the non-joined wall portions 152a and 152b become vertical wall surfaces, it is necessary to take measures to prevent the damping bond B from falling from the bond coated surfaces 81, in particular.

  On the other hand, by forming the flange portion 15a as the bond drooping preventing portion on the non-joining wall portions 152a and 152b, the damping bond B is exposed from the bond coated surface 81 in the so-called open state of the side frame outer 30. Even if it is going to hang down, it can be left on the flange portion 15a, and it is possible to prevent the hanging down of the damping bond B from the flange portion 15a (see FIG. 12B).

  Then, the roof rail inner 12 is joined to the upper portion (roof rail outer 11) of the side frame outer 30 from the open state. Thus, as shown in FIG. 12C, the damping bond B remains in the state of remaining on the flange portion 15a, and the non-joint wall portions 152a and 152b and the closed cross-sectional portion 14 (that is, the roof rail inner 12 that constitutes a part thereof). And is dried in the drying step in that state, and is appropriately joined and fixed to each of the non-joined wall portions 152a and 152b and the closed cross-sectional portion 14.

  On the other hand, even if the damping bond B applied to the bond application surface 81 tries to hang down from the bond application surface 81 in a state where the roof rail outer 11 and the roof rail inner 12 are joined, it can still be received by the flange portion 15a. (Refer FIG.12 (c)). Also in this case, the damping bond B is dried in the drying step while remaining on the flange portion 15a in the same manner as described above, and bonding and fixing are appropriately performed on the non-bonding wall portions 152a and 152b and the closed cross-sectional portion 14 respectively. Be done.

  In the aspect of the present invention, the closed cross-sectional portion 14 is formed by the upper portion (roof rail outer 11) of the side frame outer 30 and the roof rail inner 12, and the roof rail gusset 15 is joined to the side frame outer 30 Each bond application surface 81 of 152a and 152b is opposed to the roof rail inner 12, and a relief 12c for the flange 15a is formed at the portion of the roof rail inner 12 opposed to the flange 15a (FIG. 8). reference).

  According to the above configuration, by forming the relief portion 12c in the roof rail inner 12, there is no risk of the roof rail inner 12 interfering with the flange portion 15a when the roof rail outer 11 and the roof rail inner 12 are joined. The protrusion length to the roof rail inner 12 side of the part 15a is securable.

  Therefore, as shown in FIG. 12 (b), even if the roof rail outer 11 and the roof rail inner 12 are in a state before bonding, the damping bond B is dropped due to the hooking (receiving) of the damping bond B on the flange portion 15a. Can be prevented.

  In the aspect of the present invention, the thickness (L) of the protruding portion (L) of the flange portion 15a to the roof rail inner 12 is the thickness of the damping bond B applied to the bond coated surface 81 before bonding the roof rail outer 11 and the roof rail inner 12 It is set to half thickness (r) or more of R) (L> r = 2 / R).

  As described above, the thickness (R) of half of the thickness (R) of the damping bond B before the damping bond B applied to the bond coated surface 81 by the bonding of the roof rail outer 11 and the roof rail inner 12 is pressed from the roof rail inner 12 (R) Since the projection length (L) of the flange portion 15a is set to have the above thickness, the damping bond B is applied to the bond application surface 81 in the open condition before the roof rail outer 11 is joined to the roof rail inner 12 Even if the flange portion 15a is allowed to hang down from the applied portion, the damping bond B can be left so that its center of gravity position G can be held, whereby the dripping prevention of the damping bond B by the flange portion 15a can be made reliable. (Refer FIG.12 (b)).

  The projecting angle etc. of the flange portion 15a of this embodiment is set in consideration of the formability and the like of the roof rail gusset 15 having the flange portion 15a and the roof rail inner 12 having the relief portion 12c. It is preferable from the viewpoint of preventing dripping of the damping bond B that the angle be as horizontal as possible and the projection length be as long as possible.

  However, in FIG. 12A, a state is shown in which the damping bond B is applied to the bond application surface 81 as a vertical wall surface extending in the vertical direction, but generally the side frame outer 30 is left open. The bond application surface 81 is disposed so as to be inclined to face obliquely upward. For this reason, even if the flange portion 15a does not protrude completely horizontally (at right angles) with respect to the bond application surface 81, the side frame outer 30 has a projection angle closer to the horizontal when it is left open. An excellent dripping prevention effect can be obtained.

The present invention is not limited to the configuration of the above-described embodiment, and can be formed in various embodiments.
For example, although not shown, a configuration may be adopted in which the rain-side bead portion 5e of the first embodiment is added to the non-joining wall portions 152a and 152b having the flange portion 15a as in the second embodiment. In that case, a configuration may be adopted in which a panel side bead portion 2e is added to a portion facing the rain side bead portion 5e of the roof rail inner 12.

2e ... Panel-side bead portion (bond drooping preventing portion, bead portion formed in a portion facing the bead portion in the closed cross-sectional portion)
4, 14 ... closed cross section 4S, 14S ... in closed cross section 5 ... rear end drain (joint member)
5ar ... trailing edge of base wall (one side of joint member)
5d ... Non-joining flange (non-joining part)
5e ... Rain side bead portion (bond drooping preventing portion, bead portion formed midway in the vertical direction of the non-joining portion)
11 ... Roof rail outer (upper part of side frame outer)
12: Roof rail inner (second member)
12c ... relief portion 15 ... roof rail gusset (node member)
15a ... flange portion (bond falling prevention portion)
30: Side frame outer (first member)
71, 81 · · · Bond coated surface 152a · · · · front non-joint wall (non-joint)
152b ... back side non-joint wall (non-joint)
152af ... Vehicle width inner end of front connection wall (one side of joint member)
152br ... Vehicle width inner end of rear connection wall (one side of nodal member)
B: Damping bond

Claims (6)

A vehicle body structure of a vehicle comprising a node member in a closed cross section of a vehicle body, and at least one side of the node member being coated with a damping bond,
At least one side of the nodal member is a non-joining portion joined not through direct bonding to the closed cross section but through the damping bond,
In the non-joining portion, a bond application surface on the side to which damping bond is applied is formed by a vertical wall surface,
A bond drooping preventing portion for preventing drooping of the damping bond from the bond coated surface is formed in the non-bonding portion ;
The bond drooping preventing portion is composed of a concave or convex bead portion formed midway in the vertical direction of the non-joining portion,
In a portion of the closed cross-sectional portion facing the bead portion, a bead portion formed concave or convex on the same side as the bead portion in an orthogonal cross-sectional view in the direction in which the closed cross-sectional portion extends The body structure of the vehicle. The closed cross section is formed by joining a first member and a second member,
The bond application surface faces the second member with a gap,
Said clause member while being bonded directly without going through the damping bonded to the first member, the non-joint for a vehicle according to claim 1 which is bonded via the damping bonded to the second member Body structure. A vehicle body structure of a vehicle comprising a node member in a closed cross section of a vehicle body, and at least one side of the node member being coated with a damping bond,
At least one side of the nodal member is a non-joining portion joined not through direct bonding to the closed cross section but through the damping bond,
In the non-joining portion, a bond application surface on the side to which damping bond is applied is formed by a vertical wall surface,
A bond drooping preventing portion for preventing drooping of the damping bond from the bond coated surface is formed in the non-bonding portion ;
The vehicle body structure of a vehicle, wherein the bond drooping preventing portion comprises a flange portion projecting toward the closed cross-sectional portion below the application portion of the damping bond in the non-joining portion . The closed cross section is formed by joining a first member and a second member,
The bond application surface faces the second member with a gap,
The vehicle according to claim 3 , wherein the node member is directly joined to the first member without the damping bond, and the non-joining portion is joined to the second member via the damping bond. Body structure. The first member is formed of a side frame outer, and the second member is formed of a roof rail inner,
The closed cross section is formed by the upper portion of the side frame outer and the roof rail inner, and the node member is joined to the upper portion of the side frame outer,
The bond application surface faces the roof rail inner,
The vehicle body structure of a vehicle according to claim 4 , wherein a relief portion for the flange portion is formed in a portion of the roof rail inner facing the flange portion. The closed cross section is formed by joining a first member and a second member,
The bond application surface faces the second member with a gap,
The node member is directly bonded to the first member without the damping bond and is bonded to the second member via the damping bond.
The projection length of the flange portion to the second member is set to a half or more of the thickness of the damping bond applied to the bond application surface before the bonding of the first member and the second member. The vehicle body structure of the vehicle according to 3 .

Images