JP6508303B1 - Vehicle body structure - Google Patents

Abstract

An object of the present invention is to provide a vehicle body structure of a vehicle capable of achieving both high damping performance while suppressing an excessive increase in rigidity and having appropriate rigidity. A floor panel (6), a cross member (5) joined to an upper surface of the floor panel (6) via a first adhesive (21) having damping properties, and a second adhesive (22) on a lower surface of the floor panel (6). The first joint portion 20b includes an intersection portion Q1 overlapping the second joint portion 20c and an adjacent portion R1 adjacent to the intersection portion Q1 and not overlapping the second joint portion 20c. The adjacent portions R1 and R2 include a first adjacent portion R1 in which the frame 7 is not disposed on the lower surface side of the floor panel 6 and a second adjacent portion R2 in which the frame 7 is disposed. The amount of adhesive per unit area of the first adhesive 21 in the adjacent portion R2 is smaller than the amount of adhesive per unit area of the first adhesive 21 in the first adjacent portion R1. [Selected figure] 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 adopting an attenuating member at a joint portion of members constituting a vehicle body of a vehicle, thereby suppressing the oscillation of a vehicle body component.

  For example, in a front vehicle body structure of a vehicle provided with a front window panel and a cowl panel supporting the front window panel from below, a damping member is provided at a joint portion between the front window panel and the cowl panel Patent Document 1 discloses a technique for suppressing the fluctuation of

JP, 2014-151657, A

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

  Therefore, it is an object of the present invention to provide a vehicle body structure of a vehicle that can suppress excessive increase in rigidity and achieve high damping while having appropriate rigidity.

  In order to achieve the above object, in the present invention, the adhesive amount of the damping adhesive at the overlapping portion of the plurality of members is made smaller than the adhesive amount of the other portion.

  That is, the vehicle body structure of the vehicle disclosed herein includes a panel member constituting the vehicle body, a first rigid member joined to one surface of the panel member via the first joint portion, and the other surface of the panel member. A second rigid member joined via a second joint, wherein the first joint is bonded to both the first rigid member and the panel member so as to join them together; An adhesive is provided, and the second joint portion is provided with a second adhesive having a damping property which is adhered to both the second rigid member and the panel member to bond the two together. The joint portion includes an intersection portion overlapping the second joint portion and an adjacent portion adjacent to the intersection portion but not overlapping the second joint portion, the adjacent portion being the other surface side of the panel member A first adjacent portion where the second rigid member is not disposed at A second adjacent portion in which a second rigid member is disposed, wherein an amount of adhesive per unit area of the first adhesive in the second adjacent portion is the first adhesive in the first adjacent portion. Less than the amount of adhesive per unit area.

  When multiple members overlap, bonding them all together using an adhesive will increase the rigidity excessively, and even when using a damping adhesive, it will rather promote vibration transmission to the panel members. And vibration damping in specific frequency bands can be reduced. According to this configuration, it is possible to suppress the extreme increase of the rigidity in the second adjacent portion, suppress the variation of the rigidity along the first rigid member or the second rigid member, and maintain the continuity. In this case, it is possible to suppress the reduction in the vibration damping property in the specific frequency band and to suppress the vibration transmission from the first and second rigid members to the panel member.

  In the first adhesive and the second adhesive, the storage elastic modulus is in the range of 100 MPa to 800 MPa and the loss coefficient is at the temperature of 20 ° C. under the condition that the frequency of the vibration force is 60 Hz. It is preferable to have the characteristic of 0.2 or more.

  According to this configuration, by using an adhesive having specific physical properties as the first adhesive and the second adhesive, it is possible to achieve both high rigidity and high damping, thereby improving ride comfort and reducing noise. Can be easily realized.

  Furthermore, the first adhesive and the second adhesive have a storage elastic modulus in the range of more than 500 MPa and 600 MPa or less at a temperature of 20 ° C. and a vibration frequency of 60 Hz, and a loss It is preferable that the coefficient has a characteristic of 0.3 or more.

  According to this configuration, it is possible to significantly increase the loss coefficient while securing high rigidity, so it is possible to achieve both high rigidity and high damping.

  Preferably, the first rigid member is an elongated member, and the first joint portion is formed to extend in the longitudinal direction of the first rigid member, and the first adhesive is the second adhesive. The portion other than the adjacent portion is continuously disposed along the extension direction of the first joint portion.

  According to this configuration, even in the narrow first joint, the adhesive force can be uniformly exerted over the wide range of the first joint. As a result, even when an external force acts locally on the first joint portion, the external force can be smoothly dispersed over the entire area of the joint portion, so that the rigidity of the vehicle body can be enhanced.

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

  At the intersection where multiple joints overlap, bonding all of these parts together using a damping adhesive excessively increases rigidity, which in turn promotes vibration transmission to the panel members and damps vibration at specific frequency bands. Can be reduced. According to this configuration, it is possible to suppress the extreme increase of the rigidity at the intersection portion, suppress the variation of the rigidity along the first rigid member or the second rigid member, and maintain the continuity. In this case, it is possible to suppress the reduction in the vibration damping property in the specific frequency band and to suppress the vibration transmission from the first and second rigid members to the panel member.

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

  According to this configuration, even in the narrow first joint, the adhesive force can be uniformly applied over the wide range of the first joint, and the external force applied to the first joint is not Since the entire area can be dispersed smoothly, the rigidity of the vehicle body can be enhanced.

  The second rigid member is a long member, and the second joint portion is formed to extend in the longitudinal direction of the second rigid member, and the second adhesive is the second joint. It is characterized in that it is continuously disposed along the extension direction of the part.

  According to this configuration, as in the case of the first joint, even in the case of the second joint having a narrow width, the adhesive force can uniformly act over the wide range of the second joint, and locally Even if an external force is applied, the entire area of the second joint can be dispersed, so the rigidity of the vehicle body can be enhanced.

  The first bonding portion and / or the second bonding portion includes a pair of facing bonding portions disposed to face each other at a predetermined distance, and a closed cross-sectional structure is formed between the pair of facing bonding portions. Is preferably formed.

  According to this configuration, the rigidity of the vehicle body structure can be enhanced by forming the closed cross-sectional structure between the pair of facing joints.

  And preferably, the first adhesive and / or the second adhesive is provided along the edge of the facing joint facing the inside of the closed cross-sectional structure.

  According to this configuration, when an external force such as a twisting force is applied to the closed cross-sectional structure, it is possible to suppress the progress of deformation by opening the facing joint portion, so that rigidity can also be enhanced structurally.

  In particular, in a preferred embodiment, the first and / or second rigid members are long members having a hat-like cross section, and the first and / or second rigid members are respectively the first and second rigid members. And / or a pair of flanges provided substantially in parallel with each other so as to extend in the longitudinal direction at both ends in the width direction of the second rigid member, and the pair of opposing joints includes the pair of flanges A closed cross-sectional structure formed of the first rigid member and / or the second rigid member and the panel member is formed between the pair of facing joint portions.

  According to this configuration, the rigidity of the vehicle body structure can be enhanced by forming the closed cross-section structure by the first rigid member and / or the second rigid member and the panel member.

  The panel member is a floor panel constituting a compartment of the vehicle body, the first rigid member is a cross member for reinforcing the floor panel, and the second rigid member is a frame of the vehicle body. Is preferred.

  According to this configuration, in the vehicle body structure that constitutes the lower part of the cabin of the vehicle body, a joint portion with high rigidity and high attenuation can be provided, so that the comfort can be improved while securing the vehicle body strength.

  The frame is formed on the lower side of the floor panel so as to extend in the longitudinal direction of the vehicle, and the cross member is formed on the upper side of the floor panel so as to extend in the vehicle width direction so as to intersect the frame. The adhesive amount per unit area of the first adhesive at the intersections positioned on both ends of the floor panel in the longitudinal direction of the floor panel is different from that of the floor panel. The amount of adhesive per unit area of the first adhesive at the intersection located at the center of the vehicle in the front-rear direction of the vehicle.

  The front side and the rear side of the floor panel can be an input source of vibration transmitted from the engine or the wheel to the floor panel through the front panel, the rear panel, and the frame. In this case, if the rigidity of the front and rear joints is too high, it may be difficult to secure damping. According to this configuration, the adhesive amount of the first adhesive at the intersection located on the front side and the rear side of the floor panel is greater than the adhesive amount of the first adhesive at the intersection located at the center side of the front panel By reducing the amount of vibration, the transmission of vibration can be effectively suppressed, and the comfort can be improved while securing the strength of the vehicle body.

  In a preferred embodiment, the frame is formed on the lower side of the floor panel to extend in the vehicle longitudinal direction, and the cross member extends on the upper side of the floor panel in the vehicle width direction so as to intersect the frame. And a plurality of spaced apart vehicles in the longitudinal direction of the vehicle, and when an external force is applied to the floor panel from the front side and / or the rear side, vibration of the vehicle in the longitudinal direction transmitted to the floor panel The amount of adhesive per unit area of the first adhesive at the intersection near the antinode position of the amplitude is the adhesive per unit area of the first adhesive at the intersection remote from the antinode position of the amplitude Less than amount.

  Since the amplitude is maximum at the antinode of the amplitude of vibration, it is particularly desirable to suppress the vibration transmission at the intersection close to the antinode position of the amplitude. According to this configuration, it is possible to effectively suppress the transmission of vibration by reducing the amount of adhesive per unit area of the first adhesive as the intersection portion is closer to the antinode position of the amplitude.

  The first joint portion and / or the second joint portion may be combined with spot welding and / or mechanical joint means.

  Combining the first bonding portion and / or the second bonding portion with a combined structure of an adhesive and spot welding (weld bond bonding), a combined structure of an adhesive and a mechanical bonding means, or a combination of these combined structures as appropriate Thus, it is possible to achieve both high rigidity and high damping.

Further, in this case, the first rigid member and / or the second rigid member is an elongated member, and the first joint portion and / or the second joint portion is the first adhesive and / or the first joint portion. In addition to the bonding by the second adhesive, the first rigid member and / or the second rigid member are arranged at intervals in the extension direction, and the first rigid member and / or the second rigid member and the panel A plurality of spot joints may be provided, which are constructed by partially welding both parts together.

  According to this configuration, the first joint portion and / or the second joint portion is provided with a plurality of spot joint portions spaced apart in the extending direction of the first rigid member and / or the second rigid member. By adopting weld bond, it is possible to greatly increase the loss coefficient while securing high rigidity, and it is possible to easily realize improvement in ride comfort and reduction in noise.

And the space | interval of the said spot junction part may be made to be set in the range of 10 mm-100 mm.

  If the distance between the spot joints is too narrow, the influence of the rigidity due to the joints becomes large, and the vibration damping effect of the joints is hindered. Further, if the distance between the spot joints is too wide, the influence of the rigidity due to the joint becomes small, the burden on the bonding part increases, and the rigidity as a whole of the joint may be lowered. According to this configuration, by setting the distance between the spot bonding portions in the above-mentioned range, the bonding portion having the rigidity and the damping property and the spot bonding portion having the excellent rigidity are appropriately complemented with each other, and It is possible to stably achieve both high rigidity and high attenuation.

At least one of the panel member and the first rigid member at the first joint portion and / or at least one of the panel member and the second rigid member at the second joint portion have a thickness smaller than 2 mm It may be done .

  Since the joint of the member on the side thinner than 2 mm bends and deforms appropriately according to the rigidity of the adhesive, a load such as shear is input to the adhesive disposed at the joint along with this, and the adhesive The deformation improves the damping performance while achieving weight reduction.

The vehicle body further includes an additional panel member joined via a panel joint at a position where the first joint is not formed at the end of the one surface of the panel member, and the panel joint The unit includes a damping panel adhesive for bonding both of the panel member and the additional panel member by bonding them, and the panel joint portion overlaps the second joint portion. And a panel adjacent portion adjacent to the panel intersection portion and not overlapping the second joint portion, wherein the panel adjacent portion has a second rigid member disposed on the other surface side of the panel member And a second panel adjacent portion in which the second rigid member is disposed, wherein the adhesive amount per unit area of the first adhesive in the second adjacent portion is: Serial may be less than the amount of adhesive per unit area of the first adhesive in the first adjacent portion.

  The rigidity tends to be too high even at the joint between the panel member and the additional panel member, that is, the portion where the second joint overlaps the panel joint. According to this configuration, high rigidity and high damping property can be achieved at the panel joint as well, and the comfort can be improved while securing the vehicle body strength.

  In this case, the amount of adhesive per unit area of the panel adhesive at the panel intersection portion may be smaller than the amount of adhesive per unit area of the panel adhesive at the portion adjacent to the first panel.

  According to this configuration, it is possible to further improve the comfort while securing the vehicle body strength by simultaneously achieving both the high rigidity and the high damping property.

Further, the panel member is a floor panel constituting a compartment of the vehicle body, and the additional panel member is disposed at a front panel disposed at a front lower portion of the vehicle body and / or at a rear lower portion of the vehicle body has been a rear panel, said second rigid member may be a lower side of the floor panel such that the arranged frame to extend up to the front panel and / or the rear panel in the vehicle longitudinal direction.

  The joints between the front and rear panels and the floor panel, that is, the panel joints, can be an input source of vibration to the floor panel when vibration is transmitted from the front or rear of the front panel and the frame. According to this configuration, by suppressing an excessive increase in rigidity at the intersection between the panel joint portion and the second joint portion, transmission of vibration is effectively suppressed, and comfort is improved while securing the vehicle body strength. it can.

  As described above, according to the present invention, high rigidity and high damping property can be compatible in the vehicle body structure of the vehicle. As a result, improvement in ride comfort and noise reduction can be easily realized while securing necessary vehicle strength, and vehicle comfort is improved.

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 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. It is a schematic perspective view which shows the panel junction part of a front panel and a floor panel. FIG. 3 is a schematic enlarged view of a portion indicated by symbol A2 in FIG. 2 and a graph for explaining the level of rigidity. It is a cross-sectional perspective view in the B2-B2 line | wire of FIG. It is a side view which shows roughly the mode of the vibration of the vehicle body structure of the lower part of a vehicle. 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. It is the FIG. 6 equivalent view of a structure concerning Embodiment 2. FIG. It is a cross-sectional perspective view in the B2-B2 line | wire of FIG. It is a schematic enlarged view of the part shown with code | symbol A1 of FIG. 2, and the graph for demonstrating the level of rigidity about the structure which concerns on Embodiment 3. FIG. It is the fragmentary sectional perspective view in the B1-B1 line | wire of FIG. It is the FIG. 11 equivalent view of a structure which concerns on Embodiment 4. FIG. FIG. 15 is a partial cross-sectional perspective view taken along line B1-B1 of FIG. 14; It is the FIG. 9A equivalent view of a structure concerning Embodiment 4. FIG. It is the FIG. 3 equivalent view of the vehicle body structure which concerns on Embodiment 5. FIG. It is the FIG. 4 equivalent view of the vehicle body structure which concerns on Embodiment 5. FIG. It is the FIG. 5 equivalent view of the vehicle body structure which concerns on Embodiment 5. FIG. It is the FIG. 6 equivalent view of the vehicle body structure which has the structure which apply | coated the 1st adhesive agent uniformly to the whole 1st junction part. It is a cross-sectional perspective view in the CC line of FIG.

  Hereinafter, embodiments of the present invention will be described in detail based on 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 applications or its uses.

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

  In the present 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 longitudinal direction and the vehicle vertical direction, respectively. The "front side" may be referred to as the "front side" and the "rear side" may be referred to as the "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 paper surface of FIG. 1 as the left side and the back side as 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 accommodating an occupant is formed by an intermediate portion in the front-rear direction of the vehicle body 1. Side sills 3, 3 extending in parallel in the front-rear direction are disposed on the left and right of the lower middle portion of the vehicle body 1. A tunnel rain 4 is disposed to extend in the front-rear direction at a central portion in the vehicle width direction between the side sills 3 and 3.

  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 in a state of traversing the tunnel lane 4. A floor panel 6 (panel member) is disposed on the lower side of the cross member 5 in the middle part of the lower part of the vehicle body 1 so as to cover the floor surface of the compartment 2. The cross member 5 is joined to the floor panel 6 and has a role of reinforcing the floor panel 6.

  The front end of the floor panel 6 is joined to a front panel 10 (additional panel member) located at the lower front 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 rear lower 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 longitudinal direction. The frame 7 is joined to the lower side of the front panel 10 on the front side than the front end of the floor panel 6 and to the lower side of the rear panel 11 on the rear side than 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 and has a role of reinforcing 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 component members") mutually. By being joined, a vehicle body structure that supports the lower part of the passenger compartment 2 is configured.

<Joint>
A joint portion of the above-mentioned vehicle body constituent members is referred to as a joint portion 20. The bonding portion 20 includes the first bonding portion 20b, the second bonding portion 20c, and the panel bonding portion 20a as follows.

-First joint-
FIG. 3 shows a first joint portion 20 b between the cross member 5 and the floor panel 6. 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 20 b. The cross member main body 51 includes a band plate-shaped main wall 51a, a pair of side walls 51b and 51b extending over the entire length of both sides of the main wall 51a in a state of facing each other, and a projecting end of each side wall 51b It has a pair of flange parts 51c and 51c which project mutually opposite direction over full length.

  Each of the flange portions 51c, 51c is provided substantially parallel to 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 first adhesive 21 having a damping property. It is done. That is, the first joint portion 20b is configured by the flange portions 51c and 51c, the floor panel 6, and the first adhesive 21 for bonding the both by bonding them. Thus, the first bonding portion 20b constitutes a pair of facing bonding portions extending in parallel so as to face each other at a predetermined interval. A closed cross-sectional structure is formed by the main wall 51 a of the cross member main body 51, the pair of side walls 51 b and 51 b, and the floor panel 6 between the pair of facing joints. By forming the closed cross-sectional structure, the rigidity of the vehicle body 1 is structurally reinforced.

  In the first bonding portion 20 b formed to extend in the longitudinal direction of the cross member 5, the first adhesive 21 is a first adhesive as shown in FIG. 3 in portions other than the second adjacent portion R 2 described later. It arrange | positions continuously along the extension direction of the junction part 20b.

  The flange portion 51c of the cross member main body 51 can be formed to extend in a narrow width. Therefore, in order to stably achieve both the high rigidity and the high damping property, it is preferable to make a uniform bonding state throughout the entire first bonding portion 20b. Therefore, in the first bonding portion 20b, the first adhesive 21 is provided in a continuous state without being substantially disconnected in the extending direction of the first bonding portion 20b.

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

  Further, as shown in FIG. 3, the first adhesive 21 may be provided along the edge facing the inside of the closed cross-sectional structure of the first bonding portion 20b. Then, when an external force such as a twisting force is applied to the closed cross-sectional structure, the first joint portion 20b can be opened to suppress the progress of the deformation, so that the rigidity can also be enhanced structurally.

-Second joint-
FIG. 4 shows the floor panel 6 and the second joint portion 20 c of the frame 7. Similarly to the cross member 5, the frame 7 is formed by bonding 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 band plate-like frame main wall 71a, a pair of frame side walls 71b and 71b extending in the entire length to both side edges of the frame main wall 71a facing each other, and each frame side wall 71b. A pair of frame flange portions 71c, 71c are provided to extend in opposite directions from each other over the entire length from the tip end.

  Each of the frame flanges 71c and 71c is provided substantially parallel to 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 second adhesive 22 having damping properties. ing. That is, the second joint portion 20c is constituted by the frame flange portions 71c and 71c, the floor panel 6, and the second adhesive 22 which bonds the both to each other. Thus, the second bonding portion 20c constitutes a pair of facing bonding portions extending 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 of the frame main body 71, the pair of frame side wall portions 71b and 71b, and the floor panel 6 between the pair of facing joints. By forming the closed cross-sectional structure, the rigidity of the vehicle body 1 is structurally reinforced.

  In the second bonding portion 20c formed to extend in the longitudinal direction of the frame 7, the second adhesive 22 is continuously provided along the extending direction of the second bonding portion 20c as shown in FIG. It is arranged.

  The frame flanges 71 c and 71 c may also be formed to extend in a narrow width and in an elongated manner, similarly to the flanges 51 c and 51 c of the cross member 5. Therefore, the second adhesive 22 is substantially disconnected in the extending direction of the second bonding portion 20c from the viewpoint of dispersing the adhesive force in the second bonding portion 20c and stably achieving high rigidity and high damping property. It is preferable to provide them in a continuous state and to make the entire bonding portion 20c have a uniform bonding state.

  In the second bonding portion 20c, as in the first bonding 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. . In this case, when an external force such as a twisting force is applied to the closed cross-sectional structure, the second joint portion 20c can be opened to suppress the progress of deformation, so that the rigidity can also be enhanced structurally.

-Panel joint-
FIG. 5 shows a panel joint portion 20 a between the floor panel 6 and the front panel 10. The front end portion of the floor panel 6 extending in the vehicle width direction is seamed with the rear end portion of the front panel 10 extending in the vehicle width direction so as to overlap vertically with a predetermined width. The panel joint portion 20a is configured by joining the strip-shaped seamed portions so as to extend in the vehicle width direction.

  A panel adhesive 23 intervenes between the joint surface of the front end of the floor panel 6 constituting the panel joint 20a and the joint surface of the rear end of the front panel 10, and this panel adhesive A panel joint portion 20a is formed by adhering the joint surface 23 to the joint surface of both the floor panel 6 and the front panel 10.

  In the panel bonding portion 20a, as in the first bonding portion 20b and the second bonding portion 20c, as shown in FIG. 5, the panel adhesive 23 is provided along the edge of the panel bonding portion 20a. It is good to do. Also in this case, as in the case of the closed cross-sectional structure formed in the first bonding portion 20b and the second bonding portion 20c, the rigidity can be structurally enhanced.

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

-Adhesive-
Since the joint portion 20 is required to have high rigidity from the necessity of securing the vehicle body strength, it is general to use an adhesive having physical properties such as high rigidity, for example, whose storage elastic modulus exceeds 1500 MPa. On the other hand, generally, the higher the rigidity, the easier it is for vibrations to be transmitted, so from the viewpoint of realizing comfortable ride by suppressing transmission of vibrations generated during traveling of the vehicle, etc. It is desirable to use an adhesive having a damping property that can damp the vibration while securing high rigidity, in the bonding portion 20 of the portion constituting the chamber 2.

  However, since the loss coefficient of the adhesive generally used whose storage elastic modulus exceeds 1500 MPa is approximately 0.05, the damping effect to be obtained for the vibration of the vehicle body 1 can not be obtained.

  In this respect, the inventors of the present invention have found that the reduction in the rigidity of the bonding 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 100 MPa according to CAE analysis. I found that it stopped to a degree. It was also found that if the storage elastic modulus is higher than 500 MPa, there is almost no difference in the rigidity of the joint portion 20.

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

  Based on such findings, 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 the range of 100 MPa to 800 MPa and a loss coefficient of 0.2 or more at a temperature of 20 ° C. and a frequency of vibration of 60 Hz. Is used.

  Here, 20 ° C. is a temperature corresponding to normal temperature, and represents a standard temperature condition for specifying the physical properties of the adhesive. The 60 Hz vibrational force corresponds to the vibration that is likely to cause discomfort to the occupants, and achieving high damping under this condition makes it possible to improve the comfort (NVH) of the car. .

  By using the adhesive having the above-described physical properties for the joint portion 20, it is possible to achieve both high rigidity and high damping in the vehicle body 1, and as a result, the ride comfort is improved while securing the vehicle body strength. Noise can be reduced.

  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 still more preferably in the range of more than 500 MPa to 600 MPa or less from the viewpoint of obtaining the high rigidity and high damping joint 20. The inside is even more preferable.

  The loss factor is also preferably 0.2 or more and 0.3 or more, and more preferably 0.4 or more. As the loss factor is higher, the vibration damping effect is enhanced, and thus the comfort can be further improved.

-Other configuration-
As shown in FIGS. 3 to 5, a part of the adhesive may be protruded from the edge of the joint 20. Then, when applying the adhesive to the bonding portion 20, the bonding portion can be stably provided along the edge portion of the bonding portion 20 even if a slight variation occurs in the coating amount and the coating position. Therefore, the opening can be suppressed with higher accuracy.

  Further, at least one of the vehicle body components 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 portion 20b, at least one of the floor panel 6 and the frame 7 in the second joint portion 20c, the floor panel 6 and the front panel in the panel joint portion 20a At least one of 10 (or rear panel 11) can be configured to have a thickness less than 2 mm.

  When the thickness of both of the vehicle body constituent 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 is the rigidity of the adhesive. It will be excessive. As a result, with the rigidity of the adhesive, it becomes difficult for the vehicle body structural member to be appropriately bent and deformed, and the above-described damping improvement effect can not be obtained.

  On the other hand, if at least one of the two vehicle body constituent members constituting the joint portion 20 is thinner than 2 mm, at least the thickness of the vehicle body constituent members is thinner than 2 mm according to the rigidity of the adhesive. Since the vehicle body component on the side is appropriately bent and deformed, a load such as shear is input to the adhesive disposed at the joint portion 20 in accordance with this, and the above-described damping improvement effect is obtained. The thinner the thickness of the vehicle body component, the higher the improvement rate of damping can be expected, which is advantageous also from the viewpoint of reducing the member cost and the vehicle weight.

  The connection site between the side sill 3 and the floor panel 6, the connection site between the tunnel rain 4 and the floor panel 6, etc. are also joined by a damping adhesive in the same manner.

<Crossing point>
As shown in FIG. 2, the frame 7 is formed to extend in the vehicle longitudinal direction under the floor panel 6, and the cross member 5 intersects the frame 7 above the floor panel 6 in the vehicle width direction It is formed to extend.

  The part shown by code | symbol A2 of FIG. 2 is a part which becomes a structure which the cross member 5, the floor panel 6, and the flame | frame 7 overlap in the up-down direction. A schematic enlarged view of a portion indicated by reference numeral A2 is shown in FIG. In the lower part of FIG. 6, there is shown a graph schematically showing the level of rigidity in the longitudinal direction of the vehicle in the joint portion 20. 7 is a cross-sectional perspective view taken along line B2-B2 of FIG.

  As shown in FIGS. 6 and 7, the cross members 5, the floor panel 6 and the frame 7 overlap in the vertical direction with the flange portions 51 c and 51 c of the cross member main body 51, the floor panel 6 and the frame main body 71. The frame flange portions 71c and 71c of the second embodiment form a stacked portion Q formed by stacking in the vertical direction. In other words, the stacked portion Q is a portion where the first bonding portion 20 b and the second bonding portion 20 c overlap.

  The first bonding portion 20b is a first crossing portion Q1 overlapping the second bonding portion 20c to form the stacked portion Q, and a first portion adjacent to the crossing portion Q1 and not overlapping the second bonding portion 20c. The adjacent portion R1 and the second adjacent portion R2 (hereinafter, the first adjacent portion R1 and the second adjacent portion R2 may be referred to as "adjacent portions R1 and R2").

  In addition, 1st adjacent part R1 is a part in which the flame | frame 7 is not arrange | positioned at the lower surface side of the floor panel 6. As shown in FIG. The second adjacent portion R2 is a portion where the frame main wall portion 71a and the pair of frame side wall portions 71b and 71b of the frame 7 are disposed on the lower surface side of the floor panel 6, and these frame main wall portions 71a and the pair Together with the frame side wall portions 71b and 71b, it can be said that the first joint portion 20b is located in a portion forming the above-described closed cross-sectional structure.

  Here, according to the disclosed technology, as shown in FIG. 6 and FIG. 7, the adhesive amount per unit area of the first adhesive 21 in the second adjacent portion R2 is the same as the first adhesive 21 in the first adjacent portion R1. Less than the amount of adhesive per unit area. Hereinafter, the operation and effect will be described.

  FIGS. 20 and 21 show a state in which the first adhesive 21 is disposed in the entire area of the first bonding portion 20b including the second adjacent portion R2. That is, similarly to the first adjacent portion R1, the first adhesive 21 is continuously and uniformly disposed in the second adjacent portion R2 in FIG.

  Since the floor panel 6 located in the second adjacent portion R2 forms a closed cross-sectional structure with the frame 7, for example, the floor panel 6 is greatly affected by the vibration transmitted through the frame 7. Therefore, when the first adhesive 21 is uniformly disposed over the entire area of the first bonding portion 20b in this manner, as shown in the lower part of FIG. 20, the rigidity in the longitudinal direction of the vehicle is excessive at the second adjacent portion R2. Tends to rise. If the rigidity in the second adjacent portion R2 is excessively increased, the damping property in the second adjacent portion R2 is reduced, and vibration transmission from the frame 7 to the floor panel 6 is rather promoted, when considered in the vehicle longitudinal direction, Vibration damping in specific frequency bands may be reduced.

  On the other hand, as shown in FIGS. 6 and 7, according to the present disclosure, the amount of adhesive per unit area of the first adhesive 21 of the second adjacent portion R2 is smaller than that of the first adjacent portion R1. By reducing the adhesive force, the adhesive force between the flange portion 51c and the floor panel 6 in the second adjacent portion R2 can be reduced. Then, the rigidity in the second adjacent portion R2 is reduced, and the variation in the rigidity along the frame 7 in the vehicle longitudinal direction is suppressed. Thus, continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, and a decrease in vibration damping property in a specific frequency band can be suppressed, and the frame 7 to the floor panel 6, and likewise the cross member 5. Transmission to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and the comfort can be improved while securing the vehicle body strength.

  The adhesive amount per unit area of the first adhesive 21 is preferably 50% or less, more preferably 40% or less, of the adhesive amount of the first adjacent portion R1. More preferably, it can be 30% or less. In a particularly preferred embodiment, as described later, the adhesive amount of the second adjacent portion R2 may be zero.

  In the present specification, “the amount of adhesive per unit area” refers to, for example, the amount of adhesive per unit area at an arbitrary position of the second adjacent portion R2, and, for example, the two units shown in FIGS. The average value of the adhesive amount per unit area in the entire second adjacent portion R2 in one of the second adjacent portions R2 is also included. Specifically, for example, in one second adjacent portion R2, not only when the adhesive is uniformly applied, but also when the adhesive is applied, for example, in the form of dots, locally per unit area There are places where the amount of adhesive is high and low, but the average value of the entire one second adjacent portion R2 includes the case where the above-mentioned range of the amount of adhesive is satisfied. In addition, the amount of adhesive per unit area in the first adjacent portion R1 means the average value per unit area of a portion having the same area as the intersection portion Q1 of the portion adjacent to the first adjacent portion R1. The average value of the adhesive amount of

  Further, although a plurality of second adjacent portions R2 may be formed in one vehicle body 1, the adhesive amount 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 (two in the present embodiment) cross members 5 are provided apart in the vehicle longitudinal direction, and the second adjacent portion R2 is also formed in a plurality of places. .

  FIG. 8 is a view schematically showing the vibration of the floor panel 6 and the cross member 5 when an external force acts on the front panel 10 and the rear panel 11. The frame 7 is not shown for simplicity.

  In FIG. 8, the broken line shows the configuration before the external force acts, and the solid line shows the configuration when the external force acts from the front side and the rear side. For example, when an external force is applied to the front panel 10 and the rear panel 11 from the lower side, as indicated by white arrows S1 and S2 in FIG. 8, vibrations in the front-rear direction transmitted from the front panel 10 and the rear panel 11 are H1 and H2. The panel junction 20a at the position indicated by the black arrow is input to the floor panel 6 as the entrance and transmitted to the floor panel 6, and can be an antinode of amplitude at the position indicated by the black arrows T1 and T3. That is, the amplitude of the floor panel 6 may be greater at the positions indicated by the black arrows T1 and T3 than at the positions indicated by the black arrows T2.

  Then, the amount of adhesive per unit area of the first adhesive 21 in the second adjacent portion R2 near the antinode position of the amplitude is set to the first adhesive 21 in the other second adjacent portion R2 far from the antinode position of the amplitude. Making the amount of adhesive per unit area smaller than the above is effective in terms of suppressing the transmission of vibration. Specifically, for example, the adhesive amount 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 code 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 is desirably smaller.

  Further, the front side and the rear side of the floor panel 6 can be an input source of vibration transmitted to the floor panel 6 from an engine, a suspension or the like (not shown) via the front panel 10, the rear panel 11, and the frame 7. Then, if the rigidity of the joint portion 20 located on the front side and the rear side becomes too high, it may be difficult to secure damping.

  Therefore, the amount of adhesive per unit area of the first adhesive 21 in the second adjacent portion R2 located on the front and rear sides of the floor panel 6, that is, on the front side and the rear side, corresponds to the center side of the floor panel 6. The amount of adhesive per unit area of the first adhesive 21 of the second adjacent portion R2 located may be set to be smaller. Thereby, the transmission of vibration can be effectively suppressed, and the comfort can be improved while securing the vehicle body strength.

  From the viewpoint of ensuring continuity of rigidity and achieving both high rigidity and high attenuation, in particular, as shown in FIG. 7, the first adhesive 21 is not disposed at all in the second adjacent portion R2. preferable.

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

  The comparative example 1 shown by a dashed-dotted line in FIGS. 9A and 9B is a comparative example shown by a broken line when the first adhesive 21 and the second adhesive 22 are not arranged in the first joint portion 20b and the second joint portion 20c. As shown in FIG. 20 and FIG. 21, when the first adhesive 21 and the second adhesive 22 are uniformly disposed in the entire area of the first bonding portion 20b and the second bonding portion 20c, the operation shown by solid line 2 is shown by solid lines. Example 1 is the result when the adhesive amount of the first adhesive 21 of all the second adjacent portions R2 is zero as shown in FIGS. 6 and 7.

  As shown in FIG. 9A, when vibration input from the rear panel 11 is assumed, the floor acoustic radiation power is significantly reduced in Comparative Example 1 to Comparative Example 2 in the vicinity of the frequency band 250 Hz, and the vibration transmitted to the floor panel 6 Is reduced. On the other hand, in the vicinity of the frequency band 300 Hz, 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 300 Hz vicinity is suppressed.

  Further, as shown in FIG. 9B, even when vibration input from the front panel 10 is assumed, in Example 1, a decrease in floor acoustic radiation power is observed in the vicinity of the frequency band 290 Hz as compared with Comparative Example 2, It can be seen that vibration transmission is suppressed.

  As described above, the configuration in which the first adhesive 21 is not disposed at all in the second adjacent portion R2 can ensure the damping property of the bonding portion 20 and suppress the vibration transmission to the floor panel 6.

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

  In the first embodiment, with regard to the adhesive amount of the first adhesive 21, the adhesive amount of the second adjacent portion R2 is smaller than the adhesive amount of the first adjacent portion R1, but the adhesion of the intersection portion Q1 is The amount of application may be smaller than the amount of adhesive of the first adjacent portion R1.

  Specifically, as shown in FIGS. 10 and 11, the amount of adhesive is reduced in the crossing portion Q1 in addition to the second adjacent portion R2.

  Since the second adhesive 22 is disposed in the portion of the second bonding portion 20c located in the laminated portion Q, the amount of adhesive per unit area of the first adhesive 21 at the intersection portion Q1 of the laminated portion Q is also The adhesion between the flange portion 51c and the floor panel 6 at the intersection portion Q1 can be reduced by reducing the first adjacent portion R1 compared to the first adjacent portion R1. Then, the rigidity at the intersection portion Q1 is reduced, and the variation of the rigidity along the frame 7 in the vehicle longitudinal direction is further suppressed. Thus, continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, and a decrease in vibration damping property in a specific frequency band can be suppressed, and the frame 7 to the floor panel 6, and likewise the cross member 5. Transmission to the floor panel 6 can be suppressed. As a result, a highly rigid and highly damped joint can be provided, and the comfort can be improved while securing the vehicle body strength.

  The amount of adhesive in the intersection portion Q1 of the amount of adhesive per unit area of the first adhesive 21 is the amount of adhesive in the first adjacent portion R1 based on the concept of the amount of adhesive in the second adjacent portion R2. Preferably it is 50% or less, more preferably 40% or less, and even more preferably 30% or less. In a particularly preferred embodiment, the adhesive amount at the intersection portion Q1 may be zero.

  Further, although a plurality of intersections Q1 may be formed in one vehicle body 1, the adhesive amount in all the plurality of intersections Q1 may not be the same, and the adhesive amount may be determined depending on the position of the intersections Q1. It can be increased or decreased appropriately.

  Specifically, as shown in FIG. 8, as described above, the amount of adhesive per unit area of the first adhesive 21 at the intersection Q1 close to the position of the antinode of the amplitude is far from the position of the antinode of the amplitude The amount of the adhesive per unit area of the first adhesive 21 at the intersection portion Q1 is preferably smaller than that of the first adhesive 21 in terms of suppressing the transmission of vibration.

  Further, the front side and the rear side of the floor panel 6 can be an input source of vibration transmitted to the floor panel 6 from an engine, a wheel or the like (not shown) via the front panel 10, the rear panel 11, and the frame 7. Then, if the rigidity of the joint portion 20 located on the front side and the rear side becomes too high, it may be difficult to secure damping.

  Further, the amount of adhesive per unit area of the first adhesive 21 at the intersection portion Q1 located on the front side and the rear side of the floor panel 6 corresponds to the first adhesive of the intersection portion Q1 located on the center side of the floor panel 6 It may be set to be smaller than the amount of adhesive per unit area. Thereby, the transmission of vibration can be effectively suppressed, and the comfort can be improved while securing the vehicle body strength.

(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 A1 in FIG. A portion overlapping with the second bonding portion 20c can be formed also in 20a.

  FIG. 12 shows an enlarged view of a portion indicated by reference numeral A1 in FIG. Moreover, the cross-sectional perspective view in the B1-B1 line | wire of FIG. 12 is shown in FIG. As shown in FIGS. 12 and 13, a portion where the panel joint portion 20 a and the second joint portion 20 c overlap is referred to as a panel laminated portion K.

  The panel joint portion 20a is a panel intersection portion K1 that overlaps the second joint portion 20c to form the panel laminated portion K, and a panel adjacent portion that is adjacent to the panel intersection portion K1 and does not overlap the second joint portion 20c. A first panel adjacent portion M1 and a second panel adjacent portion M2.

  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 71a and the pair of frame side walls 71b and 71b of the frame 7 are disposed on the lower surface side of the floor panel 6, and these frame main wall 71a and It can be said that it is the panel junction part 20a located in the part which forms the above-mentioned closed cross-section structure with a pair of flame | frame side wall part 71b, 71b.

  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, vibration in the front-rear direction transmitted from the front panel 10 and the rear panel 11 is indicated by black arrows H1 and H2 as described above. The panel joint 20a at the position is input to the floor panel 6 as the entrance.

  Therefore, damping the vibration at the panel joint 20 a is also effective in reducing the vibration transmitted to the floor panel 6. From this point, similarly to the second adjacent portion R2, the adhesive amount per unit area of the panel adhesive 23 in the second panel adjacent portion M2 is set to the unit area of the panel adhesive 23 in the first panel adjacent portion M1. It may be smaller than the adhesive amount.

  Thereby, an excessive rise in rigidity can be suppressed in the second panel adjacent portion M2. Thus, the transmission of the vibration transmitted to the floor panel 6 can be effectively suppressed, and the comfort can be improved while securing the vehicle body strength.

  The adhesive amount per unit area of the panel adhesive 23, the adhesive amount of the second panel adjacent portion M2 is the same as the adhesive amount of the second adjacent portion R2, the first panel adjacent portion The adhesive amount of M1 is preferably 50% or less, more preferably 40% or less, and still more preferably 30% or less. In a particularly preferred embodiment, the adhesive amount of the second panel adjacent portion M2 may be zero.

  In addition, although a plurality of second panel adjacent portions M2 may be formed in one vehicle body 1, the adhesive amount 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.

(Embodiment 4)
In the configuration of the third embodiment, the amount of adhesive per unit area of the panel adhesive 23 may be smaller than the amount of adhesive in the panel intersection portion K1 compared to the amount of adhesive in the first panel adjacent portion M1. .

  Specifically, as shown in FIGS. 14 and 15, the adhesive amount is reduced in the panel crossing portion K1 in addition to the second panel adjacent portion M2.

  The adhesive 22 per unit area of the panel adhesive 23 of the panel intersection portion K1 of the panel laminated portion K is disposed where the second adhesive 22 is disposed in the portion of the second joint portion 20c located in the panel laminated portion K. The adhesion between the front panel 10 and the floor panel 6 at the panel intersection portion K1 can be reduced by reducing the amount as compared to the first panel adjacent portion M1. Then, the rigidity at the panel intersection portion K1 is reduced, and the variation of the rigidity along the frame 7 in the vehicle longitudinal direction is further suppressed. Thus, the continuity of rigidity along the frame 7 in the longitudinal direction of the vehicle can be maintained, the reduction of the vibration damping property in the specific frequency band is suppressed, and the vibration transmission at the entrance of the vibration to the floor panel 6 is suppressed. , 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 the comfort can be improved while securing the vehicle body strength.

  The amount of adhesive per unit area of the panel adhesive 23, the amount of adhesive in the panel intersection portion K1 is based on the concept of the amount of adhesive in the second adjacent portion R2, the adhesive of the first panel adjacent portion M1 The amount may be preferably 50% or less, more preferably 40% or less, and even more preferably 30% or less. In a particularly preferred embodiment, the adhesive amount at the panel intersection portion K1 may be zero.

  Further, although a plurality of panel crossing portions K1 may be formed in one vehicle body 1, the adhesive amount in all of the plurality of panel crossing portions K1 may not be the same, and depending on the position of the panel crossing portion K1, The amount of agent can be appropriately increased or decreased.

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

  As shown in FIG. 16, it can be seen that in the configuration of the second embodiment, the floor acoustic radiation power has a value lower than that of the first comparative example in the vicinity of the frequency band 300H. Further, it can be seen that the floor acoustic radiation power is significantly reduced in the frequency band of around 315 Hz as compared with Comparative Examples 1 and 2. In the vicinity of the frequency band of 260 Hz, although a slight increase is observed compared to Comparative Example 2, a decrease is still observed compared to Comparative Example 1. In the vicinity of the frequency band of 260 Hz, Example 1 of FIG. 9A is lower than Example 2, and the same value as Comparative Example 2 is obtained.

  As described above, the first adhesive 21 and the panel adhesive 23 are not disposed at all at the second adjacent portion R2, the intersection portion Q1, the second panel adjacent portion M2, and the panel intersection portion K1. It is possible to ensure high attenuation and suppress vibration transmission to the floor panel 6.

Embodiment 5
In the above embodiment, the vehicle body structural members in the first bonding portion 20b, the second bonding portion 20c, and the panel bonding portion 20a are configured to be bonded to one another by an adhesive, but the bonding portion 20 including them is bonded It is good also as joint construction with joint by an agent, and spot welding and / or mechanical joint means.

  Specifically, for example, as shown in FIG. 17, the first joint portion 20 b is disposed at an interval in the extending direction of the flange portions 51 c and 51 c of the cross member 5, and the flange portions 51 c and 51 c of the cross member 5. And the floor panel 6 may be provided with a plurality of spot joints 27 configured by partially welding together. Further, as shown in FIGS. 18 and 19, similarly to the first bonding portion 20b, the second bonding portion 20c and the panel bonding portion 20a may be configured to include the plurality of spot bonding portions 27 as described above. .

  The combined structure of the adhesive and the spot bonding portion 27 is a so-called weld bond bonding. By adopting such a weld bond in the joint portion 20, it is possible to greatly increase the loss coefficient while securing high rigidity, and it is possible to easily realize improvement in ride comfort and reduction in noise. Become.

  The spot joint 27 which is a partial joint structure in 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 point joint structure For example, mechanical joining means such as SPR (self-piercing rivet) may be used. In addition, in consideration of the disposition in the vehicle body 1, necessary rigidity, damping property, etc., the joint portion 20 has a configuration of only the adhesive, a combined structure of the adhesive and the spot welding, and a combined structure of the adhesive and the mechanical joining means May be combined appropriately.

  Further, in order to stably achieve both the high rigidity and the high damping property of the vehicle body 1, as shown in FIGS. 17 to 19, the interval P of the spot bonding portions 27 is set within the range of 10 mm to 100 mm. It is more preferable to set in the range of 15 mm-70 mm, and still more preferable to set in the range of 25 mm-50 mm.

  If the distance P between the spot joints 27 is too narrow, the influence of the rigidity due to the joint becomes large, and the vibration damping effect of the bonded portion consisting of the adhesive and the spot joint 27 is hindered. In addition, if the distance P between the spot bonding portions 27 is too wide, the influence of the rigidity due to the bonding is reduced, the load on the bonding portion is increased, and the rigidity as a whole of the bonding portion 20 may be reduced.

  On the other hand, by setting the interval P of the spot bonding portions 27 in the above-described range, the adhesive having rigidity and damping property and the spot bonding portions 27 having excellent rigidity complement each other appropriately. It is possible to stably achieve both high rigidity and high attenuation.

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

  For example, the adhesive may not necessarily 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 bonding portion 20 from the viewpoint of securing the appearance, etc., the adhesive can be provided so as to be located behind the edge of the bonding. Further, the present disclosure can be applied not only to the joint of vehicle body components 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 joints constituting the vehicle body. .

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

1 vehicle body 2 compartment 3 side sill 4 tunnel rain 5 cross member (first rigid member)
6 Floor panel (panel member)
7 Frame (second rigid member)
10 front panel 11 rear panel 20a panel joint portion 20b first joint portion 20c second joint portion 21 first adhesive 22 second adhesive 23 panel adhesive 27 spot joint portion 51 cross member main body 51b side wall portion 51c flange portion 71 frame main body 71a frame main wall 71b frame side wall 71c frame flange 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 stacked part Q1 crossing part R1 first adjacent part (adjacent part)
R2 Second adjacent part (adjacent part)

Claims (13)

Panel members constituting the vehicle body;
A first rigid member joined to one surface of the panel member via a first joint;
And a second rigid member joined to the other surface of the panel member via a second joint portion,
The first bonding portion includes a first adhesive having a damping property that bonds the first rigid member and the panel member by bonding them to each other.
The second bonding portion is provided with a second adhesive having a damping property that bonds the second rigid member and the panel member by bonding them to each other.
The first joint includes an intersection overlapping with the second joint, and an adjacent part adjacent to the intersection but not overlapping the second joint.
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, and a second adjacent portion in which the second rigid member is disposed.
An amount of the adhesive per unit area of the first adhesive in the second adjacent portion is smaller than an amount of the adhesive per unit area of the first adhesive in the first adjacent portion. Body structure. In the vehicle body structure of a vehicle according to claim 1,
The first adhesive and the second adhesive have a storage elastic modulus in the range of 100 MPa to 800 MPa and a loss coefficient of 0. 0 at a temperature of 20 ° C. and a frequency of vibration force of 60 Hz. A vehicle body structure of a vehicle having two or more characteristics. In the vehicle body structure of a vehicle according to claim 2,
The first adhesive and the second adhesive have a storage elastic modulus in the range of more than 500 MPa and 600 MPa or less and a loss coefficient under the condition that the frequency of vibration force is 60 Hz at a temperature of 20 ° C. A vehicle body structure of a vehicle having a characteristic of 0.3 or more. The vehicle body structure of a vehicle according to any one of claims 1 to 3.
The first rigid member is a long member,
The first joint portion is formed to extend in the longitudinal direction of the first rigid member,
The vehicle body structure of a vehicle, wherein the first adhesive is disposed continuously along the extension direction of the first joint portion in portions other than the second adjacent portion. In the vehicle body structure of a vehicle according to any one of claims 1 to 4,
An amount of adhesive per unit area of the first adhesive at the intersection portion is smaller than an amount of adhesive per unit area of the first adhesive at the first adjacent portion. Construction. In the vehicle body structure of a vehicle according to claim 5,
The vehicle body structure of a vehicle, wherein the first adhesive is continuously disposed along the extending direction of the first joint portion in portions other than the intersection portion and the second adjacent portion. . In the vehicle body structure of a vehicle 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 disposed continuously along the extension direction of the second joint. In the vehicle body structure of a vehicle according to any one of claims 1 to 7,
The first bonding portion and / or the second bonding portion includes a pair of opposing bonding portions disposed to face each other at a predetermined distance,
A vehicle body structure of a vehicle, wherein a closed cross-sectional structure is formed between the pair of facing joints. It is a vehicle body structure of the vehicle of Claim 8, Comprising:
A vehicle body structure of a vehicle, wherein the first adhesive and / or 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 of a vehicle according to claim 8 or 9,
The first rigid member and / or the second rigid member is a long member having a hat-shaped cross section,
The first rigid member and / or the second rigid member are a pair of flanges substantially parallel to each other so as to extend longitudinally at both ends in the width direction of the first rigid member and / or the second rigid member, respectively. Have a department,
The pair of opposing joint portions are formed by joining the pair of flange portions to the panel member,
A vehicle body structure of a vehicle, wherein a closed cross-sectional structure constituted by the first rigid member and / or the second rigid member and the panel member is formed between the pair of facing joints. The vehicle body structure of a vehicle according to any one of claims 1 to 10.
The panel member is a floor panel constituting a compartment of the vehicle body,
The first rigid member is a cross member for reinforcing the floor panel,
A vehicle body structure of a vehicle, wherein the second rigid member is a frame of the vehicle body. In the vehicle body structure of a vehicle according to claim 11,
The frame is formed on the lower side of the floor panel so as to extend in the longitudinal direction of the vehicle,
The cross member is formed on the upper side of the floor panel so as to extend in the vehicle width direction so as to intersect the frame, and a plurality of cross members are provided separately in the vehicle longitudinal direction,
The adhesive amount per unit area of the first adhesive at the intersections located at both ends in the vehicle longitudinal direction of the floor panel corresponds to the intersection located at the center in the vehicle longitudinal direction of the floor panel The vehicle body structure of a vehicle, wherein the amount of the adhesive per unit area of the first adhesive is smaller. In the vehicle body structure of a vehicle according to claim 11,
The frame is formed on the lower side of the floor panel so as to extend in the longitudinal direction of the vehicle,
The cross member is formed on the upper side of the floor panel so as to extend in the vehicle width direction so as to intersect the frame, and a plurality of cross members are provided separately in the vehicle longitudinal direction,
When an external force is applied to the floor panel from the front side and / or the rear side, per unit area of the first adhesive at the intersection portion near the position of the antinode of the vibration amplitude in the vehicle longitudinal direction transmitted to the floor panel The vehicle body structure of a vehicle, wherein the amount of adhesive is smaller than the amount of adhesive per unit area of the first adhesive at the intersection far from the antinode position of the amplitude.

Images