JP7294175B2 - Vehicle body manufacturing method - Google Patents

Description

The present invention relates to a vehicle body manufacturing method in which vehicle body members are joined by interposing a vibration damping member between them.

The body of a vehicle, such as an automobile, includes portions formed by joining a plurality of body members. For example, side sills and roof rails having a closed cross-section structure are constructed by joining a pair of vehicle body members forming a closed cross-section and joint members (reinforcing members) that reinforce the closed cross-section. Also, a technique is known in which a vibration damping member for damping vibration is interposed in the joint portion. Generally, a thermosetting damping adhesive is used as the vibration damping member. The closed cross-section structure is manufactured by applying the damping adhesive to the joining portion, joining the body members together, and then thermally curing the damping adhesive.

The damping adhesive has flowability before curing. Therefore, when the joint portion becomes a vertical wall in the completed state of the vehicle body, the hanging of the damping adhesive becomes a problem. Japanese Patent Laid-Open No. 2002-200001 discloses a technique of providing an uneven shape such as a bead portion on a joint surface of a vehicle body member that is joined via a vibration damping member. Since the damping adhesive material having fluidity is locked by the uneven shape, the damping adhesive material is prevented from dripping down.

JP 2019-55669 A

However, in the vehicle body structure of Patent Document 1, the rigidity of the vehicle body member changes due to the formation of the bead portion. In general, the beads improve the stiffness of the body member. In this case, the strain energy sharing ratio of the damping adhesive interposed between the vehicle body members is lowered, and the vibration damping effect may be reduced.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body manufacturing method capable of suppressing hanging of a vibration damping member and exhibiting an excellent vibration damping effect.

A vehicle body manufacturing method according to one aspect of the present invention is a method for manufacturing a vehicle body by joining a plurality of vehicle body members, wherein a first joint surface of a first vehicle body member and a second vehicle body that are joined to each other an application step of applying a vibration damping member having fluidity to at least one of second joint surfaces of members; a first joining step of overlapping the surfaces and forming a first joint portion between which the vibration damping member is interposed; and a joined assembly of the first and second vehicle body members in the completed vehicle a temporary hardening step of temporarily hardening the vibration damping member located in the portion assumed to be the lower end region of the first joint portion in the attached posture; and a second joining step of forming a second joint to be joined to the third vehicle body member.

According to this vehicle body manufacturing method, in the first joining step, the first joining surface and the second joining surface are overlapped with the vibration damping member extending in the substantially horizontal direction. No drop problems. In the temporary hardening step, the vibration damping member existing in the lower end region of the first joint portion when viewed in the vehicle state is temporarily hardened in the temporary hardening step. For this reason, even if the joined body of the first and second vehicle body members is joined to the third vehicle body member in the assembly posture after being assembled into a vehicle in the subsequent second joining step, the temporary hardening prevents the vibration damping member. Drooping is suppressed. That is, the pre-cured portion of the lower end region of the vibration damping member functions as a dam, preventing the uncured vibration damping member located on the upper end side from hanging down. In the temporary hardening step, not only the lower end region but also the entire vibration damping member interposed between the first and second joint surfaces may be temporarily hardened to reliably prevent drooping.

In the vehicle body manufacturing method described above, it is preferable that the vibration damping member is made of a thermosetting material, and the temporary hardening step is a step of applying heat to the vibration damping member to temporarily harden the material.

According to this vehicle body manufacturing method, the thermosetting vibration damping member can be quickly pre-cured. Examples of the method of applying heat to the vibration damping member include external heating by blowing hot air, internal heating by electromagnetic induction heating, and the like.

In the vehicle body manufacturing method described above, the vibration damping member is made of a material that can be cured by light irradiation, and the temporary curing step is a step of temporarily curing the vibration damping member by irradiating it with light. is desirable.

According to this vehicle body manufacturing method, the vibration damping member can be quickly pre-cured by light irradiation. As a specific example, it is possible to use a vibration damping member made of a material containing an ultraviolet curing agent, and irradiate the vibration damping member with ultraviolet rays to temporarily harden it.

In the vehicle body manufacturing method described above, the second vehicle body member and the third vehicle body member are members forming a closed cross section, and the first vehicle body member is a reinforcing member arranged within the closed cross section. is desirable.

According to this vehicle body manufacturing method, the first joint portion between the first vehicle body member and the second vehicle body member is arranged within the closed cross section. In other words, the first joint portion is arranged at a location where the operator cannot easily see and repair the drooping deformation of the vibration damping member. Under such circumstances, by reliably preventing the vibration damping member from hanging down, the vibration damping performance of the vehicle body and the manufacturing efficiency of the vehicle body can be further enhanced.

According to the present invention, it is possible to provide a vehicle body manufacturing method capable of suppressing hanging of a vibration damping member and exhibiting an excellent vibration damping effect.

FIG. 1 is a schematic side view of a vehicle body to which the present invention is applied. FIG. 2 is a schematic bottom view of a vehicle body to which the present invention is applied. FIG. 3 is a process chart showing the procedure of the vehicle body manufacturing method according to the embodiment of the present invention. FIGS. 4A to 4C are schematic diagrams for explaining the coating step, the first joining step, and the temporary curing step of the vehicle body manufacturing method. FIG. 5 is a schematic diagram for explaining the second joining step of the vehicle body manufacturing method. FIGS. 6A and 6B are schematic diagrams for explaining the temporary hardening step by heat in the vehicle body manufacturing method. FIG. 7 is a schematic diagram for explaining a temporary curing step by light irradiation in the vehicle body manufacturing method. FIG. 8 is a cross-sectional view of a side sill having a closed cross-section. FIG. 9 is a perspective view of a reinforcing member positioned within the closed cross-section of the side sill; FIGS. 10A and 10B are diagrams showing a method of manufacturing side sills. FIG. 11 is a cross-sectional view of a roof rail having a closed cross-section. FIG. 12 is a side view of the roof gusset (reinforcing member) arranged in the closed cross section of the roof rail, viewed from the inside of the passenger compartment. FIG. 13 is a perspective view of the roof gusset. FIG. 14 is a bottom view for explaining the manufacturing method of the roof rail. FIG. 15 is a side view for explaining the manufacturing method of the roof rail.

[Body structure]
Hereinafter, a vehicle body manufacturing method and a vehicle body structure according to the present invention will be described in detail with reference to the drawings. First, referring to FIGS. 1 and 2, an overall vehicle body structure of a vehicle to which the present invention is applied will be described. FIG. 1 is a schematic side view of a vehicle body 1 of the vehicle, and FIG. 2 is a bottom view thereof. A vehicle body 1 illustrated in FIGS. 1 and 2 is a hatchback type four-wheel vehicle. Vehicles to which the present invention is applied are not limited to those illustrated here, and may be other types of four-wheeled vehicles, trucks, buses, various work vehicles, and the like.

The vehicle body 1 includes side frames 10 forming left and right side surfaces of the vehicle. As shown in FIG. 1 , the side frame 10 includes roof rails 11 , front pillars 12 , center pillars 13 , rear pillars 14 and side sills 15 . The constituent members of these side frames 10 are constituted by highly rigid frame members having a closed cross section. The roof rail 11 extends in the upper portion of the vehicle, and the side sill 15 extends in the lower portion of the vehicle in the longitudinal direction of the vehicle. The roof rail 11 and the side sill 15 are arranged as a pair on the left and right sides of the vehicle. The roof rail 11 and the side sill 15 are vertically connected by a front pillar 12 on the front side, a rear pillar 14 on the rear side, and a center pillar 13 near the center in the longitudinal direction.

As shown in FIG. 2 , a tunnel rain 16 extends in the front-rear direction in a central region between the pair of side sills 15 in the vehicle width direction. A plurality of cross members 17 are arranged across the tunnel rain 16. - 特許庁Both ends of these cross members 17 are respectively connected to the left and right side sills 15 . This cross member 17 is also made of a highly rigid frame member having a closed cross section. A flat floor panel 18 is arranged between the pair of side sills 15 and below the cross member 17 . These floor panel 18, side sill 15, tunnel rain 16 and cross member 17 are interconnected to form a vehicle lower structure. A roof rain (not shown) is installed between the pair of roof rails 11 .

[Flow of car body manufacturing]
Next, a method for manufacturing the vehicle body 1 according to this embodiment will be described. FIG. 3 is a process chart showing the procedure of the vehicle body manufacturing method according to this embodiment. 4A to 4C and FIG. 5 are schematic diagrams for explaining each step of the process chart. 4 and 5 are labeled with XY to indicate the direction after the vehicle is completed. Here, the X direction is the vertical direction, +X is the vehicle upward direction, -X is the vehicle downward direction, and the Y direction is the vehicle width direction, for example +Y is the vehicle outside direction and -Y is the vehicle inside direction. The parentheses "upper", "lower", "left", and "right" added to the XY display indicate the actual directions in which each process is carried out.

FIG. 5 is also a sectional view showing an example of a vehicle body structure 1A manufactured by the vehicle body manufacturing method. First, the vehicle body structure 1A will be described with reference to FIG. The body structure 1A includes a first body member 2, a damping adhesive 3, a second body member 4 and a third body member 6. As shown in FIG. For example, the second vehicle body member 4 and the third vehicle body member 6 are vehicle body members that form a closed cross section C, and the first vehicle body member 2 is a rigid reinforcing body (reinforcing member) arranged within the closed cross section C. . The vehicle body structure 1A exemplified here is a simplified structure of the roof rail 11, the front pillar 12, the center pillar 13, the rear pillar 14, the side sill 15, and the cross member 17 having the above closed cross section. be.

The first vehicle body member 2 includes a vertical wall portion 21 extending in the X direction (vertical direction), a pair of lateral wall portions 22 extending in the Y direction (vehicle width direction), and a pair of flange portions 23 . The vertical wall portion 21 has a first joint surface 2</b>A that serves as a joint surface for the second vehicle body member 4 on its −Y side. The pair of lateral wall portions 22 extend from the +X side and -X side of the vertical wall portion 21 to the +Y side. The +X side flange portion 23 extends from the +Y end of the +X side wall portion 22 in the +X direction, and the -X side flange portion 23 extends from the +Y end of the -X side wall portion 22 in the -X direction. Each flange portion 23 has a contact surface 2B for the third vehicle body member 6 on its +Y side surface.

The second vehicle body member 4 has a second joint surface 4A facing the first joint surface 2A with a predetermined interval (for example, about 5 mm to 25 mm). A portion of the second vehicle body member 4 where at least the second joint surface 4A is formed is a vertical wall portion extending in the X direction. The third vehicle body member 6 has a third joint surface 6A that contacts the contact surface 2B.

The damping adhesive 3 is interposed between the first joint surface 2A and the second joint surface 4A to form a first joint F1 joining the joint surfaces 2A, 4A. The damping adhesive material 3 is not particularly limited as long as it is a material that has fluidity before curing treatment, is cured by treatment such as heating or light irradiation, and has adhesiveness and predetermined viscoelasticity. For example, a viscoelastic member made of silicone-based material or acrylic-based material can be used. The physical properties of the damping adhesive 3 after curing are such that, under conditions of a temperature of 20° C. and an excitation force frequency of 200 Hz, the storage elastic modulus is in the range of 200 MPa to 3000 MPa, and the loss factor is 0.5. Those with two or more properties are preferred. Such a damping adhesive 3 absorbs vibration energy as strain energy, converts it into heat energy and dissipates it, thereby damping vibration.

The contact surface 2B of the flange portion 23 and the third joint surface 6A of the third vehicle body member 6 are overlapped so that they are in direct contact with each other. A spot joint SW is formed in a portion where the flange portion 23 and the third joint surface 6A are overlapped with each other. The spot joint SW forms a second joint F2 that joins the joint 5 of the first vehicle body member 2 and the second vehicle body member 4 to the third vehicle body member 6 .

Returning to FIG. 3, the process chart of the vehicle body manufacturing method according to the present embodiment for manufacturing the vehicle body 1 by joining a plurality of vehicle body members will be sequentially described. This embodiment shows an example in which a thermosetting damping adhesive 3 is used, and the damping adhesive 3 is fully cured by the heat of the drying process for drying the electrodeposition coating of the rust preventive agent. A characteristic point of the manufacturing method of the present embodiment is that at least a part of the damping adhesive 3 applied to the area that will become the vertical wall joint portion after vehicle construction is temporarily cured to suppress the drooping of the damping adhesive 3. is.

First, an application step M1 is performed to apply the damping adhesive material 3 having fluidity to a desired location. FIG. 4A is a diagram showing the execution status of the coating process M1. Here, the damping adhesive 3 is applied to the required thickness on the first joint surface 2A (-Y side) of the vertical wall portion 21 of the first vehicle body member 2. As shown in FIG. Note that the vertical wall portion 21 will be a wall extending in the vertical direction after the completion of the vehicle, but in this coating step M1, as shown in FIG. It is desirable to work with 2A facing upward. In the application step M1, the damping adhesive 3 is applied to the second joint surface 4A of the second vehicle body member 4, or the damping adhesive 3 is applied to both the first joint surface 2A and the second joint surface 4A. You can do it. That is, the application step M1 may be a step of applying the damping adhesive 3 to at least one of the first joint surface 2A and the second joint surface 4A.

Next, the first joining step M2 is performed to join the first vehicle body member 2 and the second vehicle body member 4 with the damping adhesive 3 to form the first joint portion F1. FIG. 4B shows the execution status of the first bonding step M2. In the first bonding step M2, the first bonding surface 2A of the first vehicle body member 2 and the second bonding surface 4A of the second vehicle body member 4 are bonded together in a posture in which the damping adhesive 3 applied in the coating step M1 spreads in a substantially horizontal direction. are superimposed on each other. In this example, the second vehicle body member 4 extends in the left-right direction, the second joint surface 4A faces upward, and the first joint surface 2A carrying the damping adhesive 3 is overlaid thereon. showing.

As a result of this superposition, as shown in FIG. 4A, the damping adhesive material 3 piled up in a loose mountain shape on the first joint surface 2A spreads in the left-right direction, and the first joint surface 2A and the second joint surface 4A are spread. fill the gap between As a result, the first joint surface 2A and the second joint surface 4A are adhered to form a first joint portion F1 in which the damping adhesive material 3 is interposed therebetween. That is, the joined body 5 is formed by joining the first vehicle body member 2 and the second vehicle body member 4 with the damping adhesive 3 . In addition, FIG. 4B shows an example in which the first vehicle body member 2 subjected to the application step M1 of FIG. Alternatively, the second joint surface 4A of the second vehicle body member 4 may be superimposed on the first joint surface 2A from above while the first vehicle body member 2 remains in the posture shown in FIG. 4(A).

Subsequently, a temporary curing step M3 for temporarily curing the applied damping adhesive 3 is performed. Since the damping adhesive 3 is a thermosetting material, it is not yet solidified at the stage where the coating process M1 and the first bonding process M2 are completed. Also, the damping adhesive 3 has a corresponding thickness. Therefore, in this state, if the first joint portion F1 is set in a vertical position, that is, if the vertical wall portion 21 is set in a position extending in the original vertical direction, the damping adhesive 3 may hang down. Therefore, by preliminarily curing at least a portion of the applied damping adhesive 3, the drooping is prevented.

FIG. 4C is a diagram showing the execution status of the temporary curing step M3. The portion of the damping adhesive 3 that requires at least temporary hardening is located in the portion that is assumed to be the lower end region of the first joint portion F1 in the assembled posture of the joined body 5 in the completed vehicle. 3. That is, it is the damping adhesive 3 located in the area a surrounded by the dotted line near the -X side end. In the temporary curing step M3, the attenuation adhesive 3 in the region a is temporarily cured by a temporary curing processor 61 (specific examples will be described later with reference to FIGS. 6 and 7). In other words, the damping adhesive 3 is hardened to such an extent that the fluidity is almost lost, even if it does not reach the final hardening. Of course, the lower half or the whole of the damping adhesive 3 interposed between the first joint surface 2A and the second joint surface 4A may be temporarily cured.

After that, the second joining step M4 of forming the second joining portion F2 joining the joined body 5 to the third vehicle body member 6 is performed. In the second joining step M4, the joined body 5 is joined to the third vehicle body member 6 so that the joined body 5 assumes an assembly posture in the completed vehicle. FIG. 5 is a diagram showing the execution status of the second bonding step M4. The joined body 5 is in a state in which the vertical wall portion 21 of the first vehicle body member 2 faces the up-down direction, which is the posture after being converted into a vehicle, and the contact surface 2B of the flange portion 23 faces the third vehicle body member 6. 3 are superimposed on the joint surface 6A. Spot welding is performed by, for example, arranging a welding electrode at a predetermined position of the overlapping portion of the flange portion 23 and the third vehicle body member 6 . As a result, a spot joint portion SW is formed at the overlapping portion, and a second joint portion F2 where the joined body 5 and the third vehicle body member 6 are joined is formed.

After the second bonding step M4, a cleaning step M5 for the vehicle body structure 1A and an antirust agent electrodeposition coating step M6 are sequentially performed. The cleaning step M5 is a step of cleaning the surface of the vehicle body structure 1A to be coated with the antirust agent. A predetermined cleaning liquid is sprayed onto the surface of the vehicle body 1 including the vehicle body structure 1A. The electrodeposition coating step M6 is a step of immersing the vehicle body structure 1A in an electrodeposition liquid containing a rust inhibitor. Specifically, the vehicle body structure 1A and electrodes are placed in a tank filled with the electrodeposition liquid, and a potential difference is generated between the two to deposit a rust inhibitor layer on the surface of the vehicle body structure 1A. Let

After that, the paint drying process M7 is executed. The coating drying step M7 is originally a step of heating and drying the vehicle body structure 1A having the antirust agent layer coated in the step M6 at a predetermined temperature for a certain period of time. In the present embodiment, the coating drying step M7 also serves as a final curing step for fully curing the damping adhesive 3. As shown in FIG. That is, the heat applied to the vehicle body structure 1A for drying the antirust agent layer is utilized as the heat for fully curing the damping adhesive 3 . As a result, the number of heat treatment steps in vehicle body manufacturing can be reduced, and manufacturing efficiency can be improved.

According to the vehicle body manufacturing method of the present embodiment, in the first bonding step M2, the first joint surface 2A and the second joint surface 4A are overlapped with the damping adhesive material 3 extending substantially horizontally. The problem of material 3 dripping does not occur. Then, the damping adhesive material 3 present in the portion (region a) that will be the lower end region in the first joint portion F1 after being converted into a vehicle is temporarily cured in the temporary curing step M3. Therefore, even if the joined body 5 is joined to the third vehicle body member 6 in the subsequent second joining step M4 in the assembled posture after the vehicle is manufactured, the temporary curing prevents the damping adhesive 3 from hanging down. be. That is, the temporarily hardened portion of the damping adhesive 3 (the lower end region indicated by region a) serves as a dam, and the uncured damping adhesive 3 located on the upper end side can be prevented from hanging down. In addition, since shape deformation portions such as beads are not particularly formed on the first joint surface 2A and the second joint surface 4A, the strain energy sharing ratio of the damping adhesive 3 is not lowered. Therefore, the damping adhesive 3 can exhibit the desired vibration damping effect.

[Specific example of temporary curing step]
Next, a specific example of the temporary curing step M3 will be described. The temporary hardening step M43 can be a step of applying heat to the damping adhesive 3 applied to the first joint surface 2A to temporarily harden it. FIGS. 6A and 6B are schematic diagrams for explaining the thermal temporary curing step M3. FIG. 6(A) shows an example in which hot air HA is blown onto a region a which will be the lower end after being converted into a vehicle, and the damping adhesive 3 is temporarily cured by the heat. The hot air HA generated by the hot air generator 62 is blown against a portion corresponding to the region a of the second vehicle body member 4 for a predetermined time period to heat the portion. The heat temporarily hardens the damping adhesive 3 .

FIG. 6B shows an example of temporarily curing the damping adhesive 3 by electromagnetic induction heating. In this embodiment, a heating device including an IH heating head 64 having an IH coil 63 and an IH power source 65 supplying high-frequency power to the IH coil 63 is used. The IH heating head 64 is positioned such that the magnetic flux φ generated by the IH coil 63 passes through the overlapping portion of the vertical wall portion 21 and the second vehicle body member 4 in the area a. The damping adhesive 3 is temporarily hardened by Joule heat associated with an induced current induced in the overlapped portion by the magnetic flux φ. According to the temporary curing step M3 of applying heat to the damping adhesive 3 as described above, the thermosetting damping adhesive 3 can be rapidly temporarily cured.

The temporary hardening step M3 can be a step of irradiating the applied attenuation adhesive 3 with light to temporarily harden it. FIG. 7 is a schematic diagram for explaining the temporary curing step M3 by irradiation with UV light (ultraviolet light) OP. In this embodiment, a UV light generator including a UV light irradiation head 66 and a UV light source 67 that generates UV light OP is used. The UV light OP generated by the UV light source 67 is sent to the UV light irradiation head 66 through an optical fiber bundle or the like, and the attenuating adhesive 3 is irradiated with the UV light OP. The irradiation is performed on the exposed portion of the damping adhesive 3 in the gap between the vertical wall portion 21 and the second vehicle body member 4 .

In the embodiment of FIG. 7, a damping adhesive 3 is used which consists of a material which can be cured not only by heat, but also by irradiation with light. For example, the attenuation adhesive 3 made of an acrylic resin that undergoes radical photopolymerization or an epoxy resin that undergoes cationic photopolymerization can be used. This embodiment has the advantage that the attenuating adhesive 3 can be rapidly pre-cured by irradiation with the UV light OP.

[Example of application to side sills]
Next, an example in which the vehicle body manufacturing method of the present invention is applied to manufacture of the side sill 15 shown in FIGS. 1 and 2 will be described. 8 is a cross-sectional view of a side sill 15 having a closed cross-sectional structure, and FIG. 9 is a perspective view of a reinforcing member 70 arranged within the closed cross-section of the side sill 15. As shown in FIG. The postures of the side sill 15 and the reinforcing member 70 shown in FIGS. 8 and 9 match the assembly posture after the completion of the vehicle.

The side sill 15 includes a side sill inner 151 (second vehicle body member) that is a vehicle-interior frame, a side sill outer 152 that is a vehicle-exterior frame, and a side sill rain 153 (second vehicle body member) disposed between the side sill inner 151 and the side sill outer 152 . 3 vehicle body member) and a reinforcing member 70 (first vehicle body member) that reinforces the rigidity of the side sill 15 .

The side sill inner 151 is formed to have a substantially hat-shaped cross section so as to protrude toward the inside of the vehicle. A portion of the side sill inner 151 that protrudes most toward the vehicle interior side is a vertical wall portion 154 that extends in the vertical direction. On the other hand, the side sill rain 153 and the side sill outer 152 are formed in a hat-shaped cross section so as to protrude outwardly of the vehicle. The side sill inner 151, the side sill rain 153, and the side sill outer 152 are overlapped and joined at both ends in the vertical direction of the vehicle body.

Due to this joining, the side sill 15 has an inner closed cross-section C1 formed by the side sill inner 151 and the side sill rain 153 and an outer closed cross-section C2 formed by the side sill outer 152 and the side sill rain 153. The reinforcing member 70 is arranged within the inner closed cross section C1. Arrangement of the reinforcing member 70 prevents the inner closed cross-section C1 and the outer closed cross-section C2 from collapsing.

The reinforcing member 70 includes a first partition surface portion 71 and a second partition surface portion 72 that serve as partition walls partitioning the inner closed cross section C1, and a connecting portion 73 that connects the outer end portions of the partition surface portions 71 and 72 in the longitudinal direction of the vehicle body. have The first partition surface portion 71 is provided with a first flange portion 74 on the inner side, a second flange portion 75 on the upper side, and a third flange portion 76 on the lower side. A first flange portion 74 , a second flange portion 75 and a third flange portion 76 are also attached to the second partition surface portion 72 . The first flange portion 74 is provided with a joint surface 74A recessed toward the outside of the vehicle for disposing a damping adhesive 3A, which will be described later.

A spot joint SW is formed in the first flange portion 74 to be joined to the vertical wall portion 154 of the side sill inner 151 . The hat-shaped side sill lane 153 has a vertical wall portion 153A, an upper horizontal wall 153B and a lower horizontal wall 153C. The connecting portion 73 of the reinforcing member 70 is connected to the vertical wall portion 153A, the second flange portion 75 is connected to the upper horizontal wall 153B, and the third flange portion 76 is connected to the lower horizontal wall 153C. Furthermore, the joint surface 74A (first joint surface) of the first flange portion 74 and the joint surface 154A (second joint surface) of the vertical wall portion 154 are adhered by the damping adhesive 3A interposed therebetween. . Vibrations applied to the side sill 15 are damped by the interposition of the damping adhesive 3A.

10A and 10B are diagrams showing a method of manufacturing the side sill 15. FIG. FIG. 10A is a diagram showing the execution status of the first bonding process M2 and the temporary curing process M3 (FIG. 3) in the manufacturing process of the side sill 15. FIG. Prior to the first bonding step M2, a coating step M1 is performed to apply the damping adhesive 3A with a required thickness to the bonding surfaces 74A of the first flange portions 74 of the first and second partition surface portions 71 and 72. It is In the first joining step M2, the joint surface 74A of the first flange portion 74 and the joint surface 154A of the vertical wall portion 154 of the side sill inner 151 are superimposed in a posture in which the damping adhesive 3A that has been applied spreads in a substantially horizontal direction. be. In other words, the two bonding surfaces 74A and 154A are superimposed with a predetermined pressing force in a state parallel to the horizontal direction. Then, the two joint surfaces 74A and 154A are adhered to each other by the damping adhesive material 3A interposed therebetween (formation of the first joint portion).

Subsequently, a temporary hardening step M3 is performed to temporarily harden a portion of the applied damping adhesive 3A. A region a surrounded by a dotted line in FIG. 10A is a portion that is assumed to be the lower end region in the assembled posture after the completion of the vehicle at the joint portion of the two joint surfaces 74A and 154A. In the temporary hardening step M3, the attenuation adhesive 3A in the region a is temporarily hardened by a predetermined temporary hardening processor 61 (FIG. 4(C)). Of course, the entire damping adhesive 3A interposed between the joint surfaces 74A and 154A may be pre-cured.

FIG. 10B is a diagram showing the execution status of the second bonding step M4. In the second joining step M4, the joined body of the side sill inner 151 and the reinforcing member 70 is joined to the side sill lane 153 so as to assume an assembly posture in the completed vehicle. The vertical wall portion 154 is oriented in the up-down direction after being made into a vehicle. However, at this stage, the vicinity of the lower end (region a) of the damping adhesive 3A is temporarily hardened, and the temporarily hardened portion serves as a dam, so the damping adhesive 3A does not hang down due to gravity. The connection part 73 of the reinforcing member 70 to the vertical wall part 153A, the second flange part 75 to the upper horizontal wall 153B, the third flange part 76 to the lower horizontal wall 153C, and the third flange part 76 to the lower horizontal wall 153C are connected to the side sill lane 153 by spot welding. It is achieved by welding (formation of the second joint). In practice, the side sill outer 152 is also joined to the joint.

[Example of application to roof rails]
Next, an example in which the vehicle body manufacturing method of the present invention is applied to manufacture of the roof rail 11 shown in FIGS. 1 and 2 will be described. 11 is a cross-sectional view of the roof rail 11 having the closed cross-section C3, and FIG. 12 is a side view of the roof gusset 80 (first vehicle body member/reinforcing member) arranged in the closed cross-section C1 of the roof rail 11 from the inside of the passenger compartment. It is a diagram. FIG. 13 is a perspective view of the roof gusset 80 alone. The attitudes of the roof rails 11 and roof gussets 80 shown in FIGS. 11 and 12 are the attitudes of assembly after the completion of the vehicle.

The roof rail 11 is a vehicle body rigid member having a closed cross section C1 extending in the longitudinal direction of the vehicle, and includes a roof rail inner 111 (second vehicle body member) as a vehicle inner frame, a roof rail outer 112 as a vehicle outer frame, and a roof rail inner 111 . and a roof rail rain 113 (third vehicle body member) disposed between the roof rail outer 112, and a roof gusset 80 (first vehicle body member ) and

The roof rail inner 111 has a vertical wall portion 114 that extends vertically and faces the roof gusset 80 . The roof rail outer 112 and the roof rail rain 113 are formed to have a hat-shaped cross section that bulges obliquely upward outside the vehicle. The roof rail outer 112 has a flange portion 112A at its upper end portion inside the vehicle. The flange portion 112A is spot-welded to the vehicle-interior end portion 113A of the roof rail rain 113 together with the end portion of the roof panel 191 . An end portion of a roof corner gusset 192 is joined to the vertical wall portion 114 of the roof rail inner 111 by spot welding.

The center pillar 13 includes a center pillar inner 131 that is a vehicle-interior frame, a center pillar outer 132 that is a vehicle-exterior frame, and a center pillar rein 133 disposed between the center pillar inner 131 and the center pillar rein 133 . include. A lower end portion 111A of the roof rail inner 111 is joined to an upper end portion 131A of the center pillar inner 131 by spot welding. In FIG. 12, the spot joints SW are indicated by x marks. The roof rail outer 112 and the center pillar outer 132 are composed of an integrated outer panel. An upper end portion 133</b>A of a center pillar rain 133 is joined to the vehicle exterior protruding portion of the roof rail rain 113 .

The roof gusset 80 includes a base portion 81 , a pair of joint wall portions 82 , a pair of connecting portions 83 , an upper flange portion 84 , a lower flange portion 85 and a pair of lateral flange portions 86 . The base 81 is made of a flat plate extending in the front-rear direction and the up-down direction. The pair of joint wall portions 82 are connected to the front and rear of the base portion 81 respectively. The joint wall portion 82 is a flat plate portion arranged at a position offset inward in the vehicle width direction with respect to the base portion 81 . The connecting portion 83 is a substantially triangular flat plate portion extending outward from the side edge of the joint wall portion 82 . The upper flange portion 84 is a flange portion that extends from the upper end of the base portion 81 toward the inside of the vehicle. The lower flange portion 85 is a flange portion that extends outward from the lower end of the base portion 81 . The lateral flange portion 86 is a flange portion extending from the edge of the connecting portion 83 .

The upper flange portion 84, the lower flange portion 85, and the pair of lateral flange portions 86 of the roof gusset 80 are each joined to the roof rail rain 113 by spot welding. Also, the pair of joint wall portions 82 are joined to the vertical wall portion 114 of the roof rail inner 111 via the damping adhesive 3B. Specifically, a joint surface 82A (first joint surface), which is a side surface of the joint wall portion 82 on the vehicle inner side, and a joint surface 114A (a second joint surface), which is a side surface on the vehicle outer side of the vertical wall portion 114, extend in the vehicle width direction. They face each other with a gap between them. The two joint surfaces 82A and 114A are adhered by the damping adhesive material 3B interposed therebetween. Vibration applied to the roof rail 11 or the center pillar 13 is damped by the interposition of the damping adhesive material 3B.

14 and 15 are diagrams showing a method of manufacturing the roof rail 11. FIG. FIG. 14 is a diagram showing the execution status of the first joining process M2 and the temporary hardening process M3 (FIG. 3) in the manufacturing process of the roof rail 11. As shown in FIG. Prior to the first bonding step M2, an application step M1 is performed to apply the damping adhesive 3B to a required thickness on the joint surfaces 82A of the pair of joint wall portions 82. As shown in FIG. In the first joining step M2, the joint surface 82A of the joint wall portion 82 and the joint surface 114A of the vertical wall portion 114 of the roof rail inner 111 are overlapped with the damping adhesive material 3B that has been applied spreads in a substantially horizontal direction. . That is, the two bonding surfaces 82A and 114A are superimposed in parallel with each other in the horizontal direction. Then, the two joint surfaces 82A and 114A are adhered to each other by the damping adhesive material 3B interposed therebetween (formation of the first joint portion).

Subsequently, a temporary hardening step M3 is performed to temporarily harden a portion of the applied damping adhesive 3B. A region a surrounded by a dotted line in FIG. 15 (not shown in FIG. 14) is a portion that is assumed to be a lower end region at the joint between the two joint surfaces 82A and 114A in the assembled posture after the completion of the vehicle. is. In the temporary curing step M3, the attenuation adhesive 3B in the region a is temporarily cured by a predetermined temporary curing processor 61 (FIG. 4(C)). Of course, the entire damping adhesive 3B interposed between the joint surfaces 82A and 114A may be temporarily cured.

FIG. 15 is a diagram showing the execution status of the second bonding step M4. In the second joining step M4, the joined body of the roof rail inner 111 and the roof gusset 80 is joined to the roof rail lining 113 so as to assume an assembly posture in the completed vehicle. After vehicle construction, the vertical wall portion 114 of the roof rail inner 111 is oriented in the vertical direction. However, at this stage, the vicinity of the lower end (region a) of the damping adhesive 3B is temporarily hardened, and the temporarily hardened portion serves as a dam, so the damping adhesive 3B does not hang down due to gravity. The joining of the joined body to the roof rail rain 113 is achieved by spot welding the upper flange portion 84, the lower flange portion 85, and the pair of lateral flange portions 86 of the roof gusset 80 to the roof rail rain 113, respectively, as described above. (formation of the second joint). In practice, the roof rail outer 112 is also joined to the joint.

[Modification]
Although the embodiment of the present invention has been described above, the present invention is not limited to this. For example, as a specific application example of the vehicle body manufacturing method of the present invention, the manufacturing example of the roof rail 11 and the side sill 15 has been shown, but other vehicle body structures having a closed cross-sectional structure such as the front pillar 12, the center pillar 13, the cross member 17, etc. May be applied to the body. The present invention may also be applied to assembly of vehicle body members that do not have a closed cross-section structure, for example, manufacturing of a vehicle body structure that joins three flat plate members.

In the above-described embodiment, as the step of fully curing the damping adhesive 3, the rust preventive drying step M7 is used as an example. Alternatively, a separate heating step may be performed for final curing of the damping adhesive 3 . For example, the main curing step for the damping adhesive 3 may be performed before the cleaning step M5.

1 vehicle body 11 roof rail 111 roof rail inner (second vehicle body member)
113 roof rail rain (third vehicle body member)
114 vertical wall portion 114A joint surface (second joint surface)
15 side sill 151 side sill inner (second vehicle body member)
153 Side sill lane (third vehicle body member)
154 vertical wall portion 154A joint surface (second joint surface)
2 First vehicle body member 2A First joint surface 3, 3A, 3B Damping adhesive (vibration damping member)
4 second vehicle body member 4A second joint surface 5 joined body 6 third vehicle body member 70 reinforcement member (first vehicle body member)
74 first flange portion 74A joint surface (first joint surface)
80 Roof gusset (first vehicle body member/reinforcing member)
82 joint wall portion 82A joint surface (first joint surface)
C Closed section F1 First joint F2 Second joint

Claims (4)

A method for manufacturing a vehicle body by joining a plurality of body members, comprising:
an application step of applying a vibration damping member having fluidity to at least one of a first joint surface of a first vehicle body member and a second joint surface of a second vehicle body member that are to be joined to each other;
The first joint surface and the second joint surface are overlapped in a posture in which the applied vibration damping member spreads in a substantially horizontal direction to form a first joint portion in which the vibration damping member is interposed therebetween. a bonding process;
The vibration damping member positioned at a portion assumed to be the lower end region of the first joint portion in the assembled posture of the joined body of the first vehicle body member and the second vehicle body member in the completed vehicle. A temporary hardening step for temporary hardening;
a second joining step of forming a second joining portion for joining the joined body to the third vehicle body member so as to take the assembly posture;
A vehicle body manufacturing method comprising: In the vehicle body manufacturing method of claim 1,
The vibration damping member is a thermosetting material,
The vehicle body manufacturing method, wherein the temporary hardening step is a step of applying heat to the vibration damping member to temporarily harden the vibration damping member. In the vehicle body manufacturing method of claim 1,
The vibration damping member is a material that can be cured by irradiation with light,
The vehicle body manufacturing method, wherein the temporary curing step is a step of temporarily curing the vibration damping member by irradiating it with light. In the vehicle body manufacturing method according to any one of claims 1 to 3,
The second vehicle body member and the third vehicle body member are members forming a closed cross section,
The vehicle body manufacturing method, wherein the first vehicle body member is a reinforcing member arranged within the closed cross section.

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