JP6540777B2 - Vehicle body structure - Google Patents

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. 2) A second rigid member joined via a joint, and the second joint is a damping adhesive that bonds both to the second rigid member and the panel member by bonding them to each other. And the second joint portion includes a second joint intersection portion overlapping the first joint portion, and a second joint adjacent to the second joint intersection portion and not overlapping the first joint portion. A portion adjacent portion, and the second joint portion adjacent portion is a non-laminated adjacent portion where the first rigid member is not disposed on the one surface side of the panel member, and the first rigid member is disposed A stack adjacent portion, and the stack adjacent portion The adhesive per unit area of the adhesive is characterized by less than the adhesive per unit area of the adhesive in the non-laminated adjacent portions.

  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 an extreme increase in rigidity in the layer adjacent portion and to suppress a decrease in vibration damping property in the specific frequency band of the layer adjacent portion. Thus, vibration transmission from the second rigid member to the panel member and the first rigid member can be suppressed.

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

  According to this configuration, even with the narrow second joint, the adhesive force can be uniformly applied over the wide range of the second joint, and the second joint can be applied locally even if an external force is applied. The rigidity of the vehicle body can be increased because the entire area of the part can be dispersed.

  Preferably, the amount of adhesive per unit area of the adhesive at the second bonding portion crossing portion is smaller than the amount of adhesive per unit area of the adhesive at the non-laminated adjacent portion.

  Even in the overlapping portion of multiple joints, if all of these members are joined using an adhesive, the rigidity is excessively increased, and even if a damping adhesive is used, vibration is transmitted to the panel member. Can be promoted, and vibration damping in a specific frequency band can be reduced. According to this configuration, it is possible to suppress an extreme increase in rigidity at the second joint crossing portion, and to suppress vibration transmission from the second rigid member to the panel member.

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

  According to this configuration, even with the narrow second joint, the adhesive force can be uniformly applied over the wide range of the second joint, and the second joint can be applied locally even if an external force is applied. The rigidity of the vehicle body can be increased because the entire area of the part can be dispersed.

  Preferably, the first joint portion and / or the second joint portion includes a pair of opposing joints disposed to face each other at a predetermined interval, and a closed cross section between the pair of opposing joints The structure is 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.

  Preferably, the first rigid member and / or the second rigid member is an elongated member having a hat-shaped cross section, and the first rigid member and / or the second rigid member is respectively the first rigid member and / or The pair of flange portions provided substantially parallel to each other so as to extend in the longitudinal direction is provided at both ends in the width direction of the second rigid member, and in the pair of opposing joint portions, the pair of flange portions is the panel member And a closed cross-sectional structure formed of the first rigid member and / or the second rigid member and the panel member 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.

  Preferably, in the second joint, the adhesive is provided along an edge of the opposing 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.

  Preferably, 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 It is.

  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.

  Preferably, 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 crossing the frame. The adhesive amount per unit area of the adhesive in the adjacent portions adjacent to the laminations provided on both ends of the floor panel in the front-rear direction of the floor panel is the same. The amount is smaller than the amount of adhesive per unit area of the adhesive at the laminated adjacent portion located on the center side of the floor panel.

  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 adhesive of the lamination adjacent portion located on the front side and the rear side of the floor panel is smaller than the adhesive amount of the adhesive of the lamination adjacent portion located on the center side of the front panel By doing this, the transmission of vibration can be effectively suppressed, and the comfort can be improved while securing the vehicle body strength.

  Preferably, 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 crossing the frame. Of the vibration of the vehicle longitudinal direction transmitted to the floor panel when an external force is applied to the floor panel from the front side and / or the rear side. The amount of adhesive per unit area of the adhesive in the adjacent portion adjacent to the position is smaller than the amount of adhesive per unit area of the adjacent portion in the adjacent portion far from the antinode position of the amplitude .

  Since the amplitude is maximum at the antinode of the amplitude of vibration, it is particularly desirable to suppress the transmission of vibration in the adjacent portion adjacent 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 the adhesive per unit area of the adhesive as the laminate adjacent portion is closer to the antinode position of the amplitude.

  Preferably, the first joint portion is provided with a damping additional adhesive which is bonded to both the first rigid member and the panel member to bond them.

  According to this configuration, it is possible to increase the bonding strength of the first bonding portion and to improve the rigidity of the vehicle body.

  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 additional adhesive is the first adhesive. It is arrange | positioned continuously along the extension direction of a junction part.

  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.

  The adhesive has 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 desirable.

  According to this configuration, by using an adhesive having specific physical properties, it is possible to achieve both high rigidity and high damping, and it is possible to easily realize improvement in ride comfort and reduction in noise.

  The adhesive has a storage elastic modulus of more than 500 MPa and 600 MPa or less and a loss coefficient of 0.3 or more under the condition that the frequency of vibration force is 60 Hz at a temperature of 20 ° C. It is desirable to have

  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 bonding portion includes a damping additional adhesive that bonds the first rigid member and the panel member by bonding them to each other, and the first bonding portion and / or Alternatively, the second joint is a combined structure 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.

  Preferably, 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 adhesive and / or the additional adhesive. In addition to bonding by the first rigid member and / or the second rigid member, both the first rigid member and / or the second rigid member and the panel member are spaced apart in the extending direction of the first rigid member and / or the second rigid member. Are provided with a plurality of spot joints which are constructed by being partially welded 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.

  Preferably, the distance between the spot junctions is set in the range of 10 mm to 100 mm.

  If the distance between the spot joints is too narrow, the influence of the rigidity due to the joint becomes large, and the vibration damping effect of the joint where the adhesive is present 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.

  Preferably, 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 thinner than 2 mm Have

  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.

  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 enlarged view of the part shown by code | symbol D of FIG. It is sectional drawing in the D1-D1 line 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. FIG. 6 is a view corresponding to FIG. 5 of the configuration according to the second embodiment. It is sectional drawing in the D1-D1 line | wire of FIG. It is the FIG. 8 equivalent view in the structure of Example 2 and Comparative Examples 1 and 2. FIG. It is the FIG. 3 equivalent view of the vehicle body structure which concerns on Embodiment 3. FIG. It is the FIG. 4 equivalent view of the vehicle body structure which concerns on Embodiment 3. FIG. It is the FIG. 5 equivalent view of the vehicle body structure which has the structure which apply | coated the 2nd adhesive agent uniformly to the whole 2nd junction part. It is sectional drawing in the D1-D1 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 portion of the floor panel 6 is joined to a front panel 10 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 located at the lower rear 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 20 b and the second bonding portion 20 c 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 in parallel with each other so as to extend in the longitudinal direction at both ends in the width direction of the cross member main body 51, and the first adhesive 21 (additional adhesive) It is joined to the upper surface of the panel 6. 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 20b formed to extend in the longitudinal direction of the cross member 5, as shown in FIG. 3, the first adhesive 21 is continuous along the extending direction of the first bonding portion 20b. Is located in

  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 flange portions 71c, 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 the floor panel is formed by the second adhesive 22 (adhesive). It is joined to six. 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, as shown in FIG. It arrange | positions continuously along the extension direction of the junction part 20c.

  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.

-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 and the second adhesive 22 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 and 4, 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, and at least one of the floor panel 6 and the frame 7 in the second joint portion 20c are configured to have a thickness smaller than 2 mm. can do.

  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, the connection site between the front panel 10 or the rear panel 11 and the floor panel 6, etc. It is joined by.

<Laminated part>
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 the code | symbol D 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 symbol D is shown in FIG. In FIG. 5, the second adhesive 22 is hatched for the sake of understanding, and the first adhesive 21 is not shown for simplicity. 6 is a cross-sectional view taken along line D1-D1 of FIG.

  As shown in FIGS. 5 and 6, 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 second bonding portion 20c overlaps with the first bonding portion 20b, and a second bonding portion crossing portion Q2 which is overlapped with the first bonding portion 20b to form the stacked portion Q, and is adjacent to the second bonding portion crossing portion Q2 and overlaps with the first bonding portion 20b. Non-laminated adjacent part R21 and laminated adjacent part R22 (hereinafter, non-laminated adjacent part R21 and laminated adjacent part R22 as a second joint adjacent part which does not fit together may be referred to as "second joint adjacent part R21, R22" And).

  The non-laminated adjacent portion R <b> 21 is a portion where the cross member 5 is not disposed on the upper surface side of the floor panel 6. The stacked adjacent portion R22 is a portion where the main wall portion 51a and the pair of side wall portions 51b and 51b of the cross member 5 are disposed on the upper surface side of the floor panel 6, and these main wall portion 51a and the pair of side wall portions It can be said that the second joint portion 20c is located at the portion of the floor panel 6 which forms the above-mentioned closed cross-section structure together with 51b, 51b.

  Here, according to the disclosed technology, as shown in FIG. 5 and FIG. 6, the amount of adhesive per unit area of the second adhesive 22 in the laminated adjacent portion R22 is the same as that of the second adhesive 22 in the non-laminated adjacent portion R21. It is characterized by being smaller than the amount of adhesives per unit area. Hereinafter, the operation and effect will be described.

  FIGS. 14 and 15 show a state in which the second adhesive 22 is disposed in the entire area of the second bonding portion 20c including the lamination adjacent portion R22. That is, similarly to the non-laminated adjacent part R21, the second adhesive 22 is continuously and uniformly disposed also in the laminated adjacent part R22 of the laminated part Q in FIG.

  Thus, when the second adhesive 22 is uniformly disposed over the entire area of the second bonding portion 20c, the first adhesive 21 is disposed in the portion of the first bonding portion 20b located in the laminated portion Q. Therefore, the rigidity in the longitudinal direction of the vehicle tends to be excessively increased in the laminated portion Q, and the damping property in the laminated portion Q may be reduced.

  Further, since the floor panel 6 located in the stacked adjacent portion R22 forms a closed cross-section structure with the cross member 5, when the second adhesive 22 is disposed in the stacked adjacent portion R22, the stacked adjacent portion from the stacked portion Q As a result of the rigidity increasing to the portion R22, for example, in the vehicle front-rear direction, vibration transmitted through the frame 7 is easily transmitted to the floor panel 6 and the cross member 5 via the stacked portion Q and the stacked adjacent portion R22.

  On the other hand, as shown in FIGS. 5 and 6, according to the present disclosure, the adhesive amount per unit area of the second adhesive 22 of the stacked adjacent portion R22 is smaller than that of the non-laminated adjacent portion R21. By doing this, the adhesion between the frame flange portion 71c and the floor panel 6 in the stacked adjacent portion R22 can be reduced. As a result, it is possible to suppress an excessive increase in rigidity in the laminated adjacent portion R22 forming the closed cross-sectional structure and suppress a decrease in the damping property, and thus from the frame 7 to the floor panel 6 or the cross member 5 in the closed cross-sectional structure. Vibration transmission can be suppressed. As a result, the comfort can be improved while securing the vehicle body strength.

  The adhesive amount per unit area of the second adhesive 22 is preferably 50% or less, more preferably 40% or less, of the adhesive amount of the non-laminated adjacent portion R21. More preferably, it can be 30% or less. Further, in a particularly preferred embodiment, as described later, the adhesive amount of the stacked adjacent portion R22 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 lamination adjacent portion R22, and, for example, two laminations shown in FIG. 5 and FIG. The average value of the amount of adhesive per unit area in the entire stacked adjacent portion R22 in one of the adjacent portions R22 is also included. Specifically, for example, in one laminated adjacent portion R22, 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 Although there are places where the amount of adhesive is high and places where the amount of adhesive is low, the average value of one entire laminated adjacent portion R22 includes the case where the above-mentioned range of the amount of adhesive is satisfied. The average adhesive amount per unit area in the non-laminated adjacent portion R21 is equal to the area of the second joint intersection portion Q2 adjacent to the second joint intersection portion Q2. It says about the average value of the amount of adhesives per unit area of the part which it has.

  Further, although a plurality of stacked adjacent portions R22 may be formed in one vehicle body 1, the adhesive amount in all of the plurality of stacked adjacent portions R22 may not be the same, and adhesion may be performed depending on the position of the stacked adjacent portion R22. The amount of agent can be appropriately increased or decreased.

  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 a stacked portion Q is also formed at a plurality of places. Therefore, the stacked adjacent portion R22 is also present at a plurality of places.

  FIG. 7 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. 7, 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. As shown by white arrows S1 and S2 in FIG. 7, 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 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 adhesive amount per unit area of the second adhesive 22 in the laminated adjacent portion R22 close to the antinode position of the amplitude is determined by the unit of the second adhesive 22 in the other laminated adjacent portion R22 far from the antinode position of the amplitude. Making the amount smaller than the amount of adhesive per area is effective in terms of suppressing the transmission of vibration. Specifically, for example, the amount of adhesive per unit area of the second adhesive 22 of the laminated adjacent portion R22 formed in the second joint portion 20c 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 second adhesive 22 of the laminated adjacent portion R22 formed in the second joint portion 20c close to the position indicated by 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 adhesive amount per unit area of the second adhesive 22 at the lamination adjacent portion R22 located on the front and rear sides of the floor panel 6, that is, on the front and rear sides, is located on the center side of the floor panel 6. The amount of adhesive per unit area of the second adhesive 22 of the stacked adjacent portion R22 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.

  In addition, as shown in FIG. 6, in particular, as shown in FIG. 6 from the viewpoint of suppressing vibration transmission from the frame 7 to the floor panel 6 and the cross member 5 and achieving both high rigidity and high damping property, the adjacent portion R22 It is preferable not to arrange at all.

  FIG. 8 is a result of calculating floor acoustic radiation power with respect to frequency using CAE analysis for vibration transmitted to the floor panel 6 when vibration input from the rear panel 11 is assumed in the configuration shown in FIG.

  In FIG. 8, when the first adhesive 21 and the second adhesive 22 are not disposed in the first bonding portion 20 b and the second bonding portion 20 c, the comparative example 1 indicated by the dashed dotted line is the comparative example 2 indicated by the broken line. As shown in FIGS. 14 and 15, 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, Example 1 indicated by a solid line is As shown in FIG. 5 and FIG. 6, it is a result when the adhesive amount of the 2nd adhesive 22 of all the lamination | stacking adjacent parts R22 is made into zero.

  As shown in FIG. 8, in the vicinity of the frequency band 245 Hz to 270 Hz, the floor acoustic radiation power is significantly reduced in Comparative Example 1 to Comparative Example 2, and it can be seen that the vibration transmitted to the floor panel 6 is reduced. On the other hand, in the vicinity of the frequency band of 310 Hz, the floor acoustic radiation power is increased in Comparative Example 2 as compared with Comparative Example 1, and it can be seen that the vibration transmitted to the floor panel 6 is rather increased. And in Example 1, compared with the comparative example 2, it turns out that the increase in floor acoustic radiation power of the frequency band 310 Hz vicinity is suppressed.

  As described above, the configuration in which the second adhesive 22 is not disposed at all in the stacked adjacent portion R22 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, regarding the adhesive amount of the second adhesive 22, the adhesive amount of the laminated adjacent portion R22 is smaller than the adhesive amount of the non-laminated adjacent portion R21. The adhesive amount of Q2 may also be smaller than the adhesive amount of the non-laminated adjacent portion R21.

  Specifically, as shown in FIGS. 9 and 10, in addition to the stacked adjacent portion R22, the adhesive amount is reduced also in the second joint crossing portion Q2.

  While the second adhesive 22 is disposed in the portion of the second joint portion 20c located in the laminated portion Q, that is, the second joint portion intersection portion Q2, the second adhesive portion 22 is disposed. [2] By reducing the adhesive amount per unit area of the adhesive 22 compared to the non-laminated adjacent portion R21, the adhesive force between the flange portion 51c and the floor panel 6 at the second joint portion intersection portion Q2 is reduced. Can. Then, the rigidity at the second joint crossing portion Q2 is reduced, so that it is possible to suppress the reduction in the damping property of the laminated portion Q, and in this case, the vibration transmission from the frame 7 to the floor panel 6 or the cross member 5 It can be effectively suppressed. As a result, the comfort can be improved while securing the vehicle body strength.

  The amount of adhesive per unit area of the second adhesive 22 is the amount of adhesive in the second bonding portion intersection portion Q2 based on the concept of the amount of adhesive in the lamination adjacent portion R22. Preferably 50% or less, more preferably 40% or less, and even more preferably 30% or less of the adhesive amount. In a particularly preferred embodiment, the adhesive amount of the second joint crossing portion Q2 may be zero.

  Further, although a plurality of second joint intersections Q2 may be formed in one vehicle body 1, the amount of adhesive in all of the plurality of second joint intersections Q2 may not be the same, and the second joint may be formed. The amount of adhesive can be appropriately increased or decreased depending on the position of the portion intersection portion Q2.

  Specifically, as shown in FIG. 7, as described above, the adhesive amount per unit area of the second adhesive 22 at the second joint crossing portion Q2 close to the position of the antinode of the amplitude is It is effective from the viewpoint of suppressing the transmission of vibration that the amount of adhesive per unit area of the second adhesive 22 at the other second joint crossing portion Q2 far from the position is smaller than that.

  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. Therefore, as described above, the amount of adhesive per unit area of the second adhesive 22 at the second joint intersection Q2 located on the front side and the rear side of the floor panel 6 is 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 of the second adhesive 22 of the second joint intersection portion Q2. 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 suppressing the vibration transmission from the frame 7 to the floor panel 6 and the cross member 5 and achieving both high rigidity and high damping property, as shown in FIG. It is preferable not to arrange at all at the second joint crossing portion Q2.

  FIG. 11 is a view corresponding to FIG. 8 regarding the vehicle body structure according to the second embodiment. Specifically, in FIG. 11, Comparative Examples 1 and 2 have the same results as FIG. 8. And Example 2 shown by a solid line as shown in FIG.9 and FIG.10 when the adhesive agent amount of the 2nd adhesive 22 of all the lamination | stacking adjacent parts R22 and the 2nd junction part crossing part Q2 is made into zero. It is a result.

  As shown in FIG. 11, it can be seen that in the second embodiment, the floor acoustic radiation power near the frequency band of 260 Hz is further reduced compared to the second comparative example, and high attenuation is secured. In addition, it can be seen that, compared to Comparative Example 2, the increase in floor acoustic radiation power near 310 Hz is also clearly suppressed. As described above, by setting the adhesive amount of the second adhesive 22 in all the second joint crossing portions Q2 to zero in addition to all the stacked adjacent portions R22, high damping property of the joint 20 is secured, It can be seen that vibration transmission can be effectively suppressed.

(Embodiment 3)
In the first and second embodiments, the vehicle body structural members in the first bonding portion 20b and the second bonding portion 20c are configured to be bonded to each other by the adhesive, but the bonding portion 20 including these is bonded by the adhesive It may be combined with spot welding and / or mechanical joining means.

  Specifically, for example, as shown in FIG. 12, the first joint portion 20 b is disposed at an interval in the extension 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 FIG. 13, similarly to the first bonding portion 20 b, the plurality of spot bonding portions 27 as described above may be provided also in the second bonding portion 20 c.

  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, from the viewpoint of achieving both the high rigidity and the high damping property of the vehicle body 1 stably, as shown in FIG. 12 and FIG. 13, the distance P of the spot bonding parts 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. Further, if the distance P between the spot bonding portions 27 is too wide, the effect of improving the rigidity by bonding is reduced, the load on the bonding portion is increased, and the rigidity of the bonding portion 20 as a whole 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. .

  In the embodiment described above, a configuration using an adhesive is adopted as a bonding method of the bonding portion 20. However, as long as the second adhesive 22 is used for bonding the second bonding portion 20c, A bonding method other than the adhesive may be used for the other bonding portions 20. Specifically, for example, the bonding of the first bonding portion 20b is replaced with the bonding by the first adhesive 21, for example, spot welding Or the structure using joining only by mechanical joining means may be sufficient. That is, the present disclosure can be widely applied regardless of the bonding method of the bonding portion 20 other than the second bonding portion 20c.

  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 20b first joint portion 20c second joint portion 21 first adhesive (additional adhesive)
22 2nd adhesive (adhesive)
27 spot joint 51 cross member main body 51b side wall 51c flange 71 frame main body 71a frame main wall 71b frame side wall 71c frame flange Q laminated part Q2 second joint part intersection part R21 non-laminated adjacent part (second joint part Adjacent part)
R22 Stacking adjacent part (second joint adjacent part)

Claims (18)

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 second bonding portion includes a damping adhesive that bonds the second rigid member and the panel member by bonding them to each other.
The second bonding portion includes a second bonding portion crossing portion overlapping the first bonding portion, and a second bonding portion adjacent portion adjacent to the second bonding portion crossing portion and not overlapping the first bonding portion. Equipped
The second joint adjacent portion includes a non-laminated adjacent portion where the first rigid member is not disposed on the one surface side of the panel member, and a laminated adjacent portion where the first rigid member is disposed. Yes,
The vehicle body structure of a vehicle, wherein an amount of adhesive per unit area of the adhesive in the adjacent portion adjacent to the lamination is smaller than an amount of adhesive per unit area of the adhesive in the adjacent portion adjacent to the lamination. In the vehicle body structure of a vehicle according to claim 1,
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 adhesive is continuously disposed along the extension direction of the second joint in a portion other than the second joint crossing portion. In the vehicle body structure of a vehicle according to claim 1,
The amount of adhesive per unit area of the adhesive at the second joint crossing portion is smaller than the amount of adhesive per unit area of the adhesive at the non-laminated adjacent portion, the vehicle body of the vehicle Construction. In the vehicle body structure of a vehicle according to claim 3,
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 of the vehicle, wherein the adhesive is continuously disposed along the extending direction of the second joint at a portion other than the second joint crossing portion and the stacked adjacent portion. Construction. The vehicle body structure of the vehicle according to any one of claims 1 to 4.
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. In the vehicle body structure of a vehicle according to claim 5,
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. It is a vehicle body structure of the vehicle of Claim 6, Comprising:
The vehicle body structure of a vehicle, wherein the adhesive is provided along an edge of the facing joint facing the inside of the closed cross-sectional structure in the second joint. In the vehicle body structure of a vehicle according to any one of claims 1 to 7,
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 8,
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 adhesive in the adjacent portions adjacent to the layers in the front-rear direction of the floor panel is the same as that in the adjacent portions adjacent to the center of the floor panel. A vehicle body structure of a vehicle, characterized in that the amount of adhesive per unit area is smaller. In the vehicle body structure of a vehicle according to claim 8,
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 acts on the floor panel from the front side and / or the rear side, the adhesive per unit area in the adjacent portion adjacent to the position of the antinode of the amplitude of the vibration in the vehicle longitudinal direction transmitted to the floor panel A vehicle body structure of a vehicle, wherein an amount of adhesive is smaller than an amount of adhesive per unit area of the adhesive at the laminated adjacent portion far from a position of an antinode of the amplitude. The vehicle body structure of a vehicle according to any one of claims 1 to 10.
A vehicle body structure of a vehicle, wherein the first joint portion includes a damping additional adhesive that bonds both of the first rigid member and the panel member by bonding them. In the vehicle body structure of a vehicle according to claim 11,
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 additional adhesive is disposed continuously along the extension direction of the first joint. The vehicle body structure of a vehicle according to any one of claims 1 to 12.
The adhesive has 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. Body structure of the vehicle, characterized in that In the vehicle body structure of a vehicle according to claim 13,
The adhesive has a storage elastic modulus of more than 500 MPa and 600 MPa or less and a loss coefficient of 0.3 or more 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, characterized in that In the vehicle body structure of a vehicle according to any one of claims 1 to 14,
The first joint portion includes a damping additional adhesive that bonds the first rigid member and the panel member by bonding them to each other.
A vehicle body structure of a vehicle, wherein the first joint portion and / or the second joint portion is a combined structure with spot welding and / or mechanical joint means. In the vehicle body structure of a vehicle according to claim 15,
The first rigid member and / or the second rigid member is an elongated member,
In addition to bonding with the adhesive and / or the additional adhesive, the first joint portion and / or the second joint portion may be spaced apart in the extending direction of the first rigid member and / or the second rigid member. And a plurality of spot junctions arranged by partially welding together the first rigid member and / or the second rigid member and the panel member. The body structure of the vehicle that is characterized. In the vehicle body structure of a vehicle according to claim 16,
The vehicle body structure of a vehicle, wherein the distance between the spot junctions is set within a range of 10 mm to 100 mm. The vehicle body structure of a vehicle according to any one of claims 1 to 17.
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 A vehicle body structure of a vehicle, characterized in that

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