JP7371486B2 - vehicle body structure - Google Patents

Description

The present invention relates to a vehicle body structure.

BACKGROUND ART Conventionally, in the body structure of a vehicle such as an automobile, a structure in which a damping member such as a damping adhesive is interposed in the overlapping portion of the vehicle body constituent members is known in order to damp vibrations generated while the vehicle is running.

For example, in the vehicle body structure described in Patent Document 1, in a configuration in which a joint member is arranged inside a closed cross-section portion of a frame that constitutes the vehicle body, the joint member is welded to a part of the inner circumferential surface of the closed cross-section portion. In a fixed state, it is overlapped with other parts of the inner circumferential surface and bonded via a damping adhesive.

Japanese Patent Application Publication No. 2013-049376

In a car body structure that uses a damping member to damp vibrations as described above, in order to improve the vibration damping effect, it is possible to increase the thickness of the damping member or increase the difference in rigidity between the car body structural members that sandwich the damping member. It will be done.

However, there is a problem in that increasing the number of damping members increases the cost of the damping members. Additionally, if the difference in rigidity between vehicle body components is increased, performance other than vibration damping of the vehicle body (for example, collision resistance, strength reliability, etc.) will be affected, and there is a risk that the shape of the component components will be significantly changed. .

The present invention has been made in view of the above circumstances, and is a vehicle body capable of improving the vibration damping effect of a damping member while suppressing an increase in the amount of the damping member applied and a change in the shape of the constituent members. The purpose is to provide structure.

The present inventors created a vehicle body structure that makes it possible to improve the vibration damping effect by paying attention to the fact that the displacement tends to be the largest at the peripheral corner of the joint surface.

That is, the vehicle body structure of the present invention includes a first vehicle body component having a first bonding surface and a second vehicle body component having a second bonding surface opposite to the first bonding surface. and a vehicle body structure in which the second bonding surface is bonded to the first bonding surface and the second bonding surface in a non-contact state via a damping member filled between them, The first bonding surface includes a corner formed by two continuous edges that intersect with each other at the periphery of the first bonding surface, and a recess that is recessed in a direction away from the second bonding surface around the corner. A vertical wall extending in a direction away from the second bonding surface is formed around the corner by an inner circumferential surface continuous in the circumferential direction of the recess, and is connected to the first bonding surface. The overlapping surface with the second bonding surface has a flat part continuous around the recess, and the damping member is in contact with the flat part and filled in the recess and in contact with the vertical wall. The first vehicle body component is filled between the first joint surface and the second joint surface, and the first vehicle body component is a node member having a flat surface, and the second vehicle body component is a node member inserted inside. a hollow member having an inner circumferential surface forming a possible space, the plane part having the corner part, and the vertical wall being formed around the corner part in the plane part. , the damping member is filled between the inner circumferential surface and the flat portion that becomes the first joint surface and the second joint surface while being in contact with the vertical wall.

In this configuration, while the vehicle is running, vibrations of the vehicle body cause the first bonding surface of the first vehicle body component and the second bonding surface of the second vehicle body component to move in a direction intersecting the normal direction of the first bonding surface (for example, , in the in-plane direction of the first joint surface) and a relative displacement in the rotational direction in which the first joint surface is inclined (twisted) with respect to the second joint surface. At this time, the displacement tends to be the largest at the corner of the periphery of the first joint surface. Therefore, in the above configuration, vertical walls are formed around the corners of the first joint surface. As a result, around the corner of the first joint surface, not only does shear strain occur in the damping member due to the relative displacement between the first joint surface and the second joint surface, but also the vertical wall compresses the damping member, causing compression. Strain also occurs in the damping member at the same time. This increases the total amount of strain energy absorbed by the damping member. The damping member is capable of damping vibrations by converting this strain energy into thermal energy. As a result, it is possible to improve the vibration damping effect of the damping member while suppressing an increase in the amount of the damping member applied and a change in the shape of the constituent members.
In the vehicle body structure described above, the first joint surface has a recess that is recessed in a direction away from the second joint surface around the corner, and the vertical wall is continuous in the circumferential direction of the recess. The damping member fills the recess and contacts the vertical wall.
With this configuration, in the vicinity of the corner of the first joint surface, the damping members compress each other along the inner circumferential surface as a vertical wall inside the recess, so that the compressive strain of the damping members increases, and the damping It becomes possible to further increase the strain energy absorbed by the member. As a result, it is possible to further improve the vibration damping effect.
Further, in the vehicle body structure described above, the first vehicle body component is a joint member having a plane portion, and the second vehicle body component is an inner member that forms a space portion into which the joint member can be inserted. It is a hollow member having a peripheral surface, the plane part has the corner part, the vertical wall is formed around the corner part in the plane part, and the damping member has the corner part. It is filled between the inner circumferential surface and the flat portion that becomes the first bonding surface and the second bonding surface in contact with the wall.
In such a configuration, a vertical wall is formed around the corner of the flat part, and the damping member is attached to the vertical wall in a configuration in which the flat part of the joint member and the inner circumferential surface of the hollow member are joined via the damping member. Since it is filled between the flat part and the inner circumferential surface in a state of contact, the damping member can be applied at the joint between the joint member and the hollow member while suppressing an increase in the amount of damping member applied and a change in the shape of the component. It is possible to improve the vibration damping effect.

In the vehicle body structure described above, it is preferable that the two edges are formed by two continuous edges that intersect with each other and are formed by the outer peripheral edge of the first joint surface.

In such a configuration, the corner is formed by two continuous edges that intersect with each other and are formed by the outer peripheral edge of the first joint surface. In such a corner, vibration energy is concentrated at the corner through the two edges while the vehicle is running, so that the displacement of the corner is largest at the first joint surface. Therefore, in the above configuration, a vertical plate is formed around the corner formed by the two edges. As a result, due to the compressive strain generated by the vertical wall compressing the damping member, the total amount of strain energy absorbed by the damping member increases around the corner formed by the two edges, and as a result, It is possible to improve the vibration damping effect of the damping member while suppressing an increase in the amount of application of the damping member and a change in the shape of the constituent members.

In the vehicle body structure described above, the first vehicle body component further has an adjacent surface that intersects adjacent to the first joint surface, and the two edges forming the corner are arranged at the first joint surface. It is preferable that the ridge line is formed by one ridge line formed by a surface and the adjacent surface, and one edge that is formed by the outer peripheral edge of the first vehicle body component and that is continuous and intersects the ridge line.

In such a configuration, the corner is formed by one ridgeline formed by the first joint surface and its adjacent surface and one continuous edge that intersects the ridgeline. In such a corner, vibration energy is concentrated at the corner through the edge and ridgeline of the first joint surface while the vehicle is running, so the displacement of the corner is the largest at the first joint surface. Therefore, in the above configuration, vertical plates are formed around corners formed by edges and ridgelines. As a result, the total amount of strain energy absorbed by the damping member increases around the corners formed by the edges and ridges due to the compressive strain generated by the vertical wall compressing the damping member, and as a result, It is possible to improve the vibration damping effect of the damping member while suppressing an increase in the amount of application of the damping member and a change in the shape of the constituent members.

In the vehicle body structure described above, the first vehicle body component has a plate-shaped member, one surface of which is a first joint surface, and the one surface of the plate-shaped member has a plate-shaped member. It is preferable that a protruding portion having a concave surface and a convex surface on the other side is formed so that the concave portion is formed on the first bonding surface by the protruding portion.

With such a configuration, it is possible to easily form the recess on the first joint surface by pressing the plate-shaped member. Moreover, it is also possible to form a vertical wall with a height greater than the thickness of the plate-shaped member, and it is possible to improve the strain energy due to the compressive strain that the vertical wall gives to the damping member, making it possible to improve the vibration damping effect. Further improvements are possible.

In the vehicle body structure described above, it is preferable that the recess has a shape having an aspect ratio in a range of 0.5 to 2.0 when viewed in a direction normal to the first joint surface.

With this configuration, the shape of the recess is such that the aspect ratio is in the range of 0.5 to 2.0 when viewed in the normal direction of the first joint surface, that is, the length and width of the recess are approximately equal. Accordingly, it is possible to further increase the compressive strain of the damping member while suppressing deformation of the inner circumferential surface of the recess. Thereby, the strain energy absorbed by the damping member can be further increased, and the vibration damping effect can be further improved.

In the vehicle body structure described above, it is preferable that the recess has a circular shape when viewed in a direction normal to the first joint surface.

In this configuration, since the vertical and horizontal lengths of the recess are equal, the effect of increasing the compressive strain of the damping member while suppressing deformation of the inner circumferential surface of the recess is maximized.

In the vehicle body structure described above, it is preferable that the vertical wall is inclined at 16 to 100 degrees with respect to the first joint surface.

In such a configuration, the vertical wall compresses the damping member more strongly, thereby creating a larger compressive strain in the damping member. Therefore, the total amount of strain energy absorbed by the damping member is further increased, and it is possible to further improve the vibration damping effect.

In the vehicle body structure described above, it is preferable that the damping member has viscoelasticity.

In such a configuration, since the damping member has viscoelastic properties, it is possible to reliably generate the above-mentioned shear strain and compressive strain, reliably increase the total amount of strain energy, and reliably improve the vibration damping effect. It is.

In the vehicle body structure described above, it is preferable that the damping member has a loss coefficient of 0.2 or more and a storage modulus of 100 MPa or more under conditions of 20° C. and 60 Hz.

With such a configuration, by having the above-mentioned properties, it is possible to obtain a remarkable vibration damping effect compared to a structural adhesive.

According to the vehicle body structure of the present invention, it is possible to improve the vibration damping effect of the damping member while suppressing an increase in the amount of the damping member applied and a change in the shape of the constituent members.

FIG. 1 is a perspective view of a front portion of a vehicle compartment to which a vehicle body structure according to an embodiment of the present invention is applied. FIG. 2 is an enlarged perspective view of the area near the end of the overlapping portion of the cross rain member and floor panel in FIG. 1; FIG. 3 is an enlarged cutaway view of the vicinity of the collar of the cross rain member shown in FIG. 2; (a) is a cross-sectional explanatory diagram for explaining the shear strain and compressive strain of the damping member that occurs between the overlapping surfaces of the cross rain member and the floor panel in Fig. 2 and inside the recess in the protrusion; (b) cross rain FIG. 6 is a cross-sectional explanatory diagram showing compressive strain on the inner circumferential surface of an elliptical recess when viewed from the normal direction of the flange of the member. 4(b) is a graph showing the relationship between the aspect ratio and the natural frequency fluctuation rate of the protruding portion having the recessed portion. FIG. FIG. 4 is a diagram showing deformation of the peripheral wall when the protrusion in FIG. 3 has a circular shape, in which (a) is viewed from the normal direction of the collar of the cross rain member, and (b) is a longitudinal section near the protrusion. It is a figure when looking at a surface. FIG. 4 is a diagram showing the deformation of the peripheral wall when the protrusion in FIG. 3 has an elongated rectangular shape, in which (a) is viewed from the normal direction of the collar of the cross rain member, and (b) is the vicinity of the protrusion. FIG. 4A and 4B are diagrams showing the shapes of the protrusions in FIG. 3, in which (a) shows a substantially circular shape, (b) a trapezoidal shape, and (c) a triangular shape. 4 is a graph showing the relationship between the height per 1 mm width of the peripheral wall of the protrusion shown in FIG. 3 and the total amount of strain energy generated by shear strain and compressive strain of the damping member. 4 is a graph showing the relationship between the height per 1 mm width of the peripheral wall of the protrusion shown in FIG. 3 and the amount of vibration reduction by the damping member. (a) to (l) are diagrams showing shapes that can be applied as the protrusion in FIG. 3; (a) is an enlarged perspective view of the front part of a vehicle compartment to which a vehicle body structure according to a modified example of the present invention is applied, showing the vicinity of the overlapping part between the floor board and the toe board, and (b) is an enlarged perspective view of the overlapping part of (a). It is an enlarged view of. FIG. 7 is a diagram showing an upper part of a vehicle compartment to which a vehicle body structure according to another modification of the present invention is applied, and in which a joint member is arranged inside a roof rail. FIG. 14 is a perspective view of the knot member of FIG. 13; 2 is a sectional view taken along the line XV-XV in FIG. 1. FIG. FIG. 16 is an enlarged cross-sectional view of the vicinity of the protruding portion of the overlapping portion of the joint member and the side sill inner in FIG. 15;

Hereinafter, one preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

The vehicle body structure 20 of the vehicle shown in FIG. 1 is composed of a plurality of vehicle body structural members, specifically, a floor panel 1 that constitutes the bottom surface of the vehicle interior, and a tunnel rain member that extends in the longitudinal direction of the vehicle in the center of the vehicle interior. 2, a cross rain member 3 extending in the vehicle width direction, a toe board 4 disposed in front of the floor panel 1, a front pillar 5 extending vertically on both sides of the front end of the vehicle interior, and a cross rain member 3 extending in the vertical direction on both sides of the center of the vehicle interior. The vehicle includes a center pillar 6 extending in the direction of the vehicle, and side sills 7 extending in the longitudinal direction of the vehicle on both sides of the lower portion of the vehicle interior. The cross rain member 3 increases the rigidity of the lower part of the vehicle body by connecting the tunnel rain member 2 and the side sill 7. On both sides of the vehicle interior, a substantially rectangular front side opening 8 is formed by the front pillar 5, the center pillar 6, the side sill 7, and the roof rail 15 (see FIG. 13) that extends in the longitudinal direction of the vehicle above the side sill 7. .

As shown in FIGS. 2 and 3, in this embodiment, a floor panel 1 and a cross rain are used as an example of a first vehicle body component and a second vehicle body component that are joined via a damping adhesive 10 (damping member). The explanation will focus on the joint portion of the member 3.

That is, the cross rain member 3 as the first vehicle body component of the present invention has a pair of collar portions 3a. The flange portion 3a has a lower surface 3a1 as a first joint surface. On the other hand, the floor panel 1 as the second vehicle body component of the present invention has an upper surface 1a that is a flat surface serving as a second joint surface.

The lower surface 3a1 of each of the pair of collar portions 3a of the cross rain member 3 is bonded to the upper surface 1a of the floor panel 1 via a damping adhesive 10, which is a damping member. Therefore, vibrations transmitted between the floor panel 1 and the cross rain member 3 can be damped by the damping adhesive 10.

In this embodiment, as shown in FIGS. 2 to 4, the cross rain member 3 as the first vehicle body component has a flange portion 3a that is a plate-shaped member. The flange portion 3a has one side surface (lower surface 3a1 facing the upper surface 1a of the floor panel 1) as a first joint surface, and the flange portion 3a has a concave surface on one side and a convex surface on the other side. A plurality of protrusions 11 are formed by press molding or the like. These protrusions 11 form recesses 12 on the lower surface 3a1 (first joint surface).

As a result, as shown in FIGS. 4(a) and 4(b), the lower surface 3a1 (first joint surface) of the flange portion 3a is directed in the direction A1 away from the upper surface 1a (second joint surface) of the floor panel 1. The structure has a concave portion 12. Further, the inner circumferential surface 30 continuous in the circumferential direction of the recess 12 constitutes the vertical wall of the present invention. The damping adhesive 10 fills the recess 12 and contacts the inner circumferential surface 30 .

To explain the protrusion 11 in more detail, the protrusion 11 includes a peripheral wall 13 and a ceiling wall 14 that closes the opening edge of the peripheral wall 13. The peripheral wall 13 has a closed shape (approximately annular shape in FIG. 4(b)) and has the same thickness over the entire circumference. As shown in FIGS. 4(a) and 4(b), the damping adhesive 10 is filled inside the recess 12 of the protrusion 11 and is applied to the inner peripheral surface 30 of the recess 12 (that is, the inner peripheral surface of the peripheral wall 13). are in contact. The inner circumferential surface 30 of the recessed portion 12 serving as a vertical wall is in contact with the damping adhesive 10 in an in-plane direction B intersecting the normal direction A of the collar portion 3a. More specifically, as shown in FIGS. 4(a) and 4(b), the collar 3a (first joint surface) of the cross rain member 3 and the upper surface 1a (see FIG. 3) of the floor panel 1 (see FIG. 3) (second joint surface) The overlapping surface S with the recess 12 has a continuous flat portion S1 around the recess 12. The damping adhesive 10 contacts the flat portion S1, fills the recess 12, and contacts the inner circumferential surface 30 (vertical wall) between the collar portion 3a (first bonding surface) and the upper surface 1a (first bonding surface) of the floor panel 1. 2 joint surfaces).

In this embodiment, as shown in FIGS. 2 and 3, a plurality of protrusions 11 each having an inner circumferential surface 30 as a vertical wall are formed on the collar 3a of the cross rain member 3. Among the plurality of protrusions 11, the protrusions 11A and 11B are formed in the parts of the flange 3a that undergo the largest displacement due to vibrations during vehicle running, that is, in the peripheral regions 41 and 42 of the corners 34 and 35 of the flange 3a. has been done.

More specifically, the collar portion 3a having the lower surface 3a1 as a first joint surface has two continuous edges (a pair of edges 31 and 32 described later, or an edge 32 and a ridge line 33). Projections 11A and 11B having inner circumferential surfaces 30 as vertical walls are formed in peripheral areas 41 and 42 of the corners 34 and 35 of the collar 3a.

The peripheral regions 41 and 42 are defined, for example, as regions around the corners 34 and 35 that are displaced as the corners 34 and 35 are displaced.

To be more specific about the two continuous edges that cross each other, the two continuous edges that cross each other that form the corner 34 are the two edges that cross each other and are formed by the outer peripheral edge of the collar 3a. It is composed of two continuous edges 31 and 32. These edges 31 and 32 are portions that are not connected to other parts (so-called free ends).

The cross rain member 3 of this embodiment has a vertical wall 3b that intersects adjacent to the collar portion 3a (orthogonally in this embodiment). The vertical wall 3b has an adjacent surface 3b1 that is an inner surface orthogonal to the lower surface 3a1 of the collar portion 3a. The two continuous edges that cross each other forming the corner 35 are one ridgeline 33 formed by the lower surface 3a1 and the adjacent surface 3b1, and one edge 32 that continues and crosses the ridgeline 33. It is configured.

Here, as shown in FIG. 4(a), while the vehicle is running, at the overlapping surface S of the floor panel 1 (second joint surface side) and the collar portion 3a of the cross rain member 3 (first joint surface side), Consider a case where the floor panel 1 and the collar portion 3a are relatively displaced in the in-plane direction B due to the vibration.

In this case, in the flat portion S1 of the overlapping surface S, only the shear force F1 in the in-plane direction B acts on the damping adhesive 10 due to the pressure P in the in-plane direction B of the collar portion 3a, causing shear strain. arise.

In this embodiment, in the collar portion 3a of the cross rain member 3, the inner peripheral surface 30 of the recess 12 as a vertical wall is formed by the arrangement of the protrusion 11. Due to the peripheral wall 13 having the inner circumferential surface 30, a compressive force F2 (or tensile force) in the in-plane direction B acts on the damping adhesive 10, causing compressive strain. As a result, both shear strain and compressive strain are generated in the damping adhesive 10 due to the relative displacement of the floor panel 1 and the collar 3a, so that the total amount of strain energy absorbed by the damping adhesive 10 increases.

Moreover, as shown in FIG. 4(b), when the inner peripheral surface 30 of the recess 12 inside the peripheral wall 13, which is closed in a substantially annular shape, is viewed from the normal direction A of the collar 3a, the damping adhesive 10 In this case, the compressive force F2 (or tensile force) acts continuously along the inner circumferential surface 30 and compressive strain is continuously generated, so that the strain energy due to the compressive strain increases and is absorbed by the damping adhesive 10. The applied strain energy further increases.

As shown in FIG. 4(b), the recess 12 and the protrusion 11 having the recess have a shape with an aspect ratio b/a in the range of 0.5 to 2.0 when viewed from the normal direction A. (Note that since the peripheral wall 13 of the protrusion 11 has the same thickness over the entire circumference, the aspect ratio of the protrusion 11 corresponds to the aspect ratio of the recess 12.) Within this range, the vertical and horizontal lengths of the recess 12 are approximately equal, so that the inner peripheral surface 30 of the recess 12 (specifically, the peripheral wall 13 constituting the inner peripheral surface 30) as a vertical wall is deformed. It is possible to increase the compressive strain of the damping adhesive 10 while suppressing the stress.

Looking at the graph shown in FIG. 5, the relationship between the aspect ratio b/a and the natural frequency fluctuation rate D of the recess 12 and the protrusion 11 having the recess 12 in FIG. 4(b) is that the aspect ratio b/a is 1 When the natural frequency fluctuation rate D becomes the minimum 1 (that is, in the curve shown in FIG. 5, it becomes an inflection point when the aspect ratio b/a is 1), and the aspect ratio b/a becomes larger than 1. The natural frequency fluctuation rate D increases as it becomes smaller than 1 or 1. When this natural frequency fluctuation rate D increases, the protrusion 11 tends to be easily deformed.

For example, as shown in FIGS. 6(a) and 6(b), the external shape of the protruding portion 11 (i.e., the shape of the peripheral wall 13) viewed from the normal direction A of the collar portion 3a is circular (i.e., the aspect ratio b /a=1), when the damping adhesive 10 receives pressure P in the in-plane direction B from the upper surface 1a and the collar 3a of the floor panel 1, the opening deformation ( In other words, almost no outward deformation of the protrusion 11 occurs, and the peripheral wall 13 does not deflect outward. Therefore, the compressive strain of the damping adhesive 10 around the peripheral wall 13 is accumulated without being dispersed, and as a result, it is possible to increase the strain energy absorbed by the damping adhesive 10, thereby improving the vibration damping effect. is possible.

On the other hand, as shown in FIGS. 7(a) and 7(b), the shape of the protrusion 11 (that is, the shape of the peripheral wall 13) seen from the normal direction A of the collar 3a is an elongated rectangle (aspect ratio b/a> In the case of >2), the opening deformation from the peripheral wall 131 in the initial state is large, and the peripheral wall 13 is largely deflected outward. Therefore, the compressive strain of the damping adhesive 10 around the peripheral wall 13 is dispersed and not accumulated, and as a result, the strain energy absorbed by the damping adhesive 10 decreases, making it difficult to obtain a vibration damping effect.

Further, as shown in FIG. 8, if the protruding portion 11 has any one of a circular, triangular, or quadrangular shape when viewed from the normal direction A of the collar portion 3a, the protruding portion 11 may be formed by press molding or the like. Easy to form. In particular, when the protrusion 11 has a circular shape when viewed from the normal direction A, the vertical and horizontal lengths of the protrusion 11 are equal, so that the damping adhesive 10 can be applied while suppressing the deformation of the peripheral wall 13. This is most preferable because it has the highest effect of increasing compressive strain.

The peripheral wall 13 having the inner peripheral surface 30 as a vertical wall is inclined at 16 to 100 degrees with respect to the collar portion 3a of the cross rain member 3 in order to increase the strain energy absorbed by the damping adhesive 10. is preferred.

Here, from the graph shown in FIG. 9, the relationship between the height h per 1 mm width of the peripheral wall 13 of the protrusion 11 in FIG. I see.

As is clear from the graph of FIG. 9, the strain energy Ug generated by shear strain of the damping adhesive 10 hardly changes when the height h per 1 mm of the width of the peripheral wall 13 ranges from 0 to 0.3 mm, and when the height h per 1 mm of the width of the peripheral wall 13 ranges from 0 to 0.3 mm. It can be seen that there is a slight increase between 3 and 1.0 mm.

On the other hand, the strain energy Ue generated by the compressive strain of the damping adhesive 10 hardly changes when the height h per 1 mm of the width of the peripheral wall 13 is from 0 to a height slightly lower than 0.3 mm, and when the height h is slightly lower than 0.3 mm. It can be seen that there is a slight increase from a slightly lower height, and a sharp increase from 0.3 to 1.0 mm.

Looking at the total amount of strain energy Ug+Ue shown in FIG. 9, if the height h per 1 mm of the width of the peripheral wall 13 is slightly lower than 0.3 mm, the total amount of strain energy Ug+Ue increases. I understand that.

Here, considering that the inclination angle of the peripheral wall 13 is tan- ¹ (0.3) = 16.7 degrees when the height h per 1 mm of the width of the peripheral wall 13 is 0.3 mm, If the peripheral wall 13 is inclined by 16 degrees or more with respect to the collar portion 3a of the cross rain member 3, it is possible to increase the strain energy absorbed by the damping adhesive 10. On the other hand, in consideration of processing limitations when forming the circumferential wall 13 as a vertical wall by press forming using a metal plate such as steel, the angle of the circumferential wall 13 with respect to the collar portion 3a is preferably within 100 degrees. Therefore, it is derived from the conditions of strain energy increase and processing limit that the peripheral wall 13 is preferably inclined at 16 to 100 degrees with respect to the flange portion 3a.

Next, from the graph shown in FIG. 10, the relationship between the height h per 1 mm width of the peripheral wall 13 of the protrusion 11 and the vibration reduction amount R (dB) by the damping adhesive 10 will be examined. In the graph of FIG. 10, the vibration reduction amount R (dB) by the damping adhesive 10 hardly decreases when the height h per 1 mm of the width of the peripheral wall 13 is from 0 to a height slightly lower than 0.3 mm. It can be seen that the degree of decrease becomes slightly greater from a height slightly lower than 3 mm, and further decreases rapidly from 0.3 to 1.0 mm. As a result, the vibration reduction amount R (dB) due to the damping adhesive 10 is determined as follows: If the height h per 1 mm of the width of the peripheral wall 13 is at least a height slightly lower than 0.3 mm, the vibration reduction amount R (dB) is This proves that if the peripheral wall 13 is inclined at 16 degrees or more with respect to the collar portion 3a, the vibration damping effect will be enhanced.

The protruding part 11 can adopt various shapes as long as the angle of the peripheral wall 13 with respect to the collar part 3a is in the range of 16 to 100 degrees. Therefore, as shown in FIGS. 11(a) to 11(d), the peripheral wall 13 is arranged at an acute angle, a right angle, or an obtuse angle with respect to the flange 3a so that the peripheral wall 13 extends in a direction away from the floor panel 1 facing the flange 3a. Alternatively, as shown in FIG. 11(e), the protruding portion 11 may protrude in the direction approaching the floor panel 1 and the peripheral wall 13 may protrude in the direction making the same angle as the floor panel 1. May be tilted. Furthermore, even if the peripheral wall 13 is curved as shown in FIGS. It is possible to increase the total amount. Note that, as shown in FIGS. 11(a) to 11(e), the compressive strain of the damping adhesive 10 can be increased when the peripheral wall 13 and the collar 3a form a sharp corner. This is preferable in this respect.

The damping adhesive 10 (damping member) preferably has viscoelasticity in order to reliably produce a vibration damping effect. The damping adhesive 10 having such viscoelasticity includes, for example, an epoxy-based, urethane-based, or acrylic-based adhesive, and additives added to the adhesive (for example, a curing agent, an inorganic or organic filler, or moisture absorbing material, etc.).

Note that the damping member is not limited to the form of a paste adhesive, but may be of any material or form as long as it has viscoelasticity.

Further, if the damping adhesive 10 has a loss coefficient of 0.2 or more and a storage modulus of 100 MPa or more under the conditions of 20° C. and 60 Hz, it has a remarkable vibration damping effect compared to structural adhesives. It is possible to obtain. Further, more preferably, if the loss coefficient is 0.3 to 0.4 and the storage modulus is 1000 MPa or more, it is possible to obtain a more significant vibration damping effect.

(Features of this embodiment)
(1)
The vehicle body structure 20 of the present embodiment includes a cross rain member 3 (first vehicle body component) including a collar 3a having a lower surface 3a1 (first joint surface), and an upper surface 1a (second joint surface) opposite to the lower surface 3a1 of the collar 3a. The lower surface 3a1 of the flange portion 3a and the upper surface 1a of the floor panel 1 are connected to each other through a damping adhesive 10 (damping member) filled between them. It has a structure in which the two parts are joined together. The lower surface 3a1 of the collar portion 3a is formed by two consecutive edges that intersect with each other at the periphery of the collar portion 3a (i.e., a pair of two edges 31 and 32, and a pair of edge 32 and a ridge line 33). It has corner portions 34 and 35. In the peripheral areas 41 and 42 of the corners 34 and 35 on the lower surface 3a1 of the flange 3a, there are grooves extending in the direction A2 approaching the floor panel 1 (see FIG. 4(a)) or in the direction A1 away from the floor panel 1. Projections 11A and 11B each having a peripheral wall 13 having an inner peripheral surface 30 as a vertical wall are formed. The damping adhesive 10 is filled between the collar portion 3a and the floor panel 1 so as to be in contact with the inner circumferential surface 30.

In this configuration, when the vehicle is running, vibrations of the vehicle body cause the side sill 7 and the cross rain member 3 to undergo relative displacement in the in-plane direction B of the flange 3a that intersects the normal direction A of the flange 3a. is inclined (twisted) with respect to the floor panel 1. (motion) occurs. At this time, the corner portions 34 and 35 around the lower surface 3a1 of the collar portion 3a tend to undergo the largest displacement. Therefore, in the above configuration, vertical walls (specifically, the inner circumferential surfaces 30 of the circumferential walls 13 of the protrusions 11A and 11B) are formed in the peripheral regions 41 and 42 of the corners on the lower surface 3a1 of the collar portion 3a. . As a result, in the surrounding areas 41 and 42 of the corners 34 and 35 of the flange 3a, not only is shear strain generated in the damping adhesive 10 due to the relative displacement of the flange 3a and the floor panel 1, but also the inner periphery as a vertical wall As the surface 30 compresses the damping adhesive 10, a compressive strain is simultaneously generated in the damping adhesive 10. This increases the total amount of strain energy absorbed by the damping adhesive 10. Damping adhesive 10 is capable of damping vibrations by converting this strain energy into thermal energy. As a result, it is possible to improve the vibration damping effect of the damping adhesive 10 while suppressing an increase in the amount of the damping adhesive 10 applied and a change in the shape of the constituent members.

(2)
In the vehicle body structure 20 of the present embodiment, the two edges forming the corner 34 are composed of two continuous edges 31 and 32 that intersect with each other and are formed by the outer periphery of the lower surface 3a1 of the flange 3a. There is. In such a corner portion 34, vibration energy is concentrated on the corner portion 34 through the two edges 31 and 32 while the vehicle is running, so that the displacement of the corner portion 34 is greatest at the flange portion 3a. Therefore, in the above configuration, a vertical plate (specifically, the inner circumferential surface 30 of the circumferential wall 13 of the protrusion 11A) is formed in the peripheral area 41 of the corner 34 formed by the two edges 31 and 32. There is. As a result, the peripheral area of the corner 34 formed by the two edges 31 and 32 is caused by the compressive strain generated when the vertical wall (that is, the inner circumferential surface 30 of the protrusion 11A) compresses the damping adhesive 10. 41, the total amount of strain energy absorbed by the damping adhesive 10 increases, and as a result, the vibration damping effect of the damping adhesive 10 can be maintained while suppressing an increase in the amount of applied damping adhesive 10 and a change in the shape of the component. It is possible to improve.

(3)
In the vehicle body structure 20 of this embodiment, the cross rain member 3 further has an adjacent surface 3b1 that intersects adjacent to the lower surface 3a1 of the collar portion 3a. Two consecutive edges that intersect with each other forming the corner 35 are composed of one ridgeline 33 formed by the lower surface 3a1 and the adjacent surface 3b1 of the collar 3a, and the outer peripheral edge of the cross rain member 3, and the ridgeline 33 and one continuous edge 32 that intersects with each other. In this configuration, the corner portion 35 is formed by one ridgeline 33 formed by the lower surface three a1 of the collar portion 3a and its adjacent surface three b1, and one edge 32 that intersects and continues with the ridgeline 33. In such a corner 35, vibration energy is concentrated on the corner 35 through the edge 32 and ridge line 33 of the lower surface 3a1 of the collar 3a while the vehicle is running, so that the displacement of the corner 35 on the lower surface 3a1 of the collar 3a is reduced. becomes the largest. Therefore, in the above configuration, a vertical plate (specifically, the inner circumferential surface 30 of the circumferential wall 13 of the protrusion 11B) is formed in the peripheral area 42 of the corner 35 formed by the edge 32 and the ridge line 33. . As a result, in the peripheral area 42 of the corner 35 formed by the edge 32 and the ridge line 33, due to compressive strain generated when the vertical wall (inner circumferential surface 30 of the protrusion 11B) compresses the damping adhesive 10, The total amount of strain energy absorbed by the damping adhesive 10 increases, and as a result, the vibration damping effect of the damping adhesive 10 is improved while suppressing an increase in the amount of the damping adhesive 10 applied and a change in the shape of the constituent members. is possible.

(4)
In the vehicle body structure 20 of this embodiment, the lower surface 3a1 (first joint surface) of the flange portion 3a is spaced apart from the upper surface 1a (second joint surface) of the floor panel 1 in the peripheral areas 41, 42 of the corners 34, 35. It has a recess 12 (specifically, the recess 12 of the protrusions 11A and 11B) recessed in the direction A1. The vertical wall is constituted by an inner circumferential surface 30 continuous in the circumferential direction of the recess 12. The damping adhesive 10 fills the recess 12 and contacts the inner circumferential surface 30 .

In this configuration, inside the recess 12, the damping adhesive 10 compresses each other along the inner peripheral surface 30 as a vertical wall, so that the compressive strain of the damping adhesive 10 increases, and is absorbed by the damping adhesive 10. This makes it possible to further increase the strain energy applied. As a result, it is possible to further improve the vibration damping effect.

(5)
In the vehicle body structure 20 of this embodiment, the cross rain member 3 as the first vehicle body component has a flange portion 3a that is a plate-shaped member. The flange portion 3a has one side surface (lower surface 3a1 facing the upper surface 1a of the floor panel 1) as a first joint surface, and the flange portion 3a has a concave surface on one side and a convex surface on the other side. The protruding portion 11 is formed by press molding or the like. This protrusion 11 forms a recess 12 on the lower surface 3a1 (first joint surface). In this configuration, the recess 12 can be easily formed in the lower surface 3a1 (first joint surface) by pressing the flange 3a, which is a plate-shaped member. Moreover, it is also possible to form a vertical wall (that is, the inner circumferential surface 30 of the recess 12) having a height greater than the thickness of the plate-shaped member, and the strain due to the compressive strain that the vertical wall gives to the damping adhesive 10 can be reduced. Energy can be improved, and vibration damping effects can be further improved.

(6)
In the vehicle body structure 20 of the present embodiment, the recess 12 has a shape in which the aspect ratio b/a is in the range of 0.5 to 2.0 when viewed in the normal direction A of the lower surface 3a1 (first joint surface) of the flange 3a. has. In this configuration, the shape of the recess 12 is such that the aspect ratio b/a is in the range of 0.5 to 2.0 when viewed in the normal direction A of the lower surface 3a1 (first joint surface) of the collar 3a, that is, the recess By making the vertical and horizontal lengths of the recesses 12 substantially equal, the damping adhesive 10 can be compressed while suppressing deformation of the inner circumferential surface 30 of the recess 12 (specifically, the circumferential wall 13 that constitutes the inner circumferential surface 30). It is possible to increase the strain even further. Thereby, the strain energy absorbed by the damping adhesive 10 can be further increased, and the vibration damping effect can be further improved.

(7)
In the vehicle body structure 20 of this embodiment, the recess 12 has a circular shape when viewed in the normal direction A of the lower surface 3a1 (first joint surface) of the flange 3a. In this configuration, since the vertical and horizontal lengths of the recess 12 are equal, the damping adhesive 10 can be applied while suppressing deformation of the inner peripheral surface 30 of the recess 12 (specifically, the peripheral wall 13 that constitutes the inner peripheral surface 30). The effect of increasing compressive strain is highest.

(8)
In the vehicle body structure of this embodiment, the peripheral wall 13 constituting the inner peripheral surface 30 as a vertical wall is inclined by 16 to 100 degrees with respect to the lower surface 3a1 of the flange portion 3a. In this configuration, the inner circumferential surface 30 serving as the vertical wall compresses the damping adhesive 10 more strongly, so that a larger compressive strain is generated in the damping adhesive 10. Therefore, the total amount of strain energy absorbed by the damping adhesive 10 is further increased, and it is possible to further improve the vibration damping effect. Moreover, since the above range of inclination angle of the peripheral wall 13 is within the processing limit of the peripheral wall 13 having the inner peripheral surface 30 as a vertical wall, the protrusion 11 having the peripheral wall 13 cannot be formed by press molding or the like. is possible.

(9)
In the vehicle body structure 20 of this embodiment, since the damping adhesive 10 has viscoelastic properties, the above-mentioned shear strain and compressive strain are reliably generated, the total amount of strain energy is reliably increased, and the vibration damping effect is improved. It is possible to definitely improve.

(10)
In the vehicle body structure 20 of this embodiment, the damping adhesive 10 has a loss coefficient of 0.2 or more and a storage modulus of 100 MPa or more under the conditions of 20° C. and 60 Hz. Due to this property of the damping adhesive 10, it is possible to obtain a remarkable vibration damping effect compared to a structural adhesive.

(11)
In the vehicle body structure 20 of the present embodiment, the cross rain member 3 as the first vehicle body component has a cross-sectional shape of a hat including the brim portion 3a having the lower surface 3a1 as the first joint surface, and the cross rain member 3 as the first vehicle body component The floor panel 1 has an upper surface 1a which is a flat surface and serves as a second bonding surface which is superimposed on the flange portion 3a with a damping adhesive 10 interposed therebetween. The collar 3a has corners 34 and 35, and the vertical walls (specifically, the inner circumferential surfaces 30 of the protrusions 11A and 11B) are formed in peripheral areas 41 and 42 of the corners of the collar 3a. It is formed. In this configuration, a brim portion 3a having a lower surface 3a1 as a first joint surface of the cross rain member 3 (first vehicle body component) having a cross-sectional shape of a hat, and a second collar portion 3a of the floor panel 1 (second vehicle body component). In the configuration in which the upper surface 1a, which is a plane serving as a joint surface, is overlapped and joined via the damping adhesive 10, the vertical wall (inner circumferential surface 30 of the protrusions 11A, 11B) is the lower surface 3a1 of the collar 3a. As a result, damping is achieved at the joint portion of the cross rain member 3 (first vehicle body component) having a cross-sectional shape of a hat, while suppressing an increase in the amount of damping adhesive 10 applied and a change in the shape of the component. It is possible to improve the vibration damping effect of the adhesive 10.

Note that the present invention can be similarly applied to a joint portion between a member having a hat cross-section shape other than the cross rain member 3 and a plane.

Furthermore, the above effects can be achieved even if the vertical wall is formed on the floor panel 1 instead of being formed on the collar portion 3a having the lower surface 3a1 as the first joint surface in the cross rain member 3. It is.

(Modified example)
(A)
In the above embodiment, an example is shown in which the cross rain member 3 is applied as the first vehicle body component and the floor panel 1 is applied as the second vehicle body component, but the present invention is not limited to this. However, if it is a part where two consecutive car body structural members are overlapped and joined together, and the joining surface of at least one car body structural member has a corner, then other parts of the car body It is also possible to apply the vehicle body structure of the present invention to.

As a modification of the present invention, a portion of the vehicle body where planes overlap, for example, a floor panel 1 (first vehicle body component) and a toe board 4 (first vehicle body component), as shown in FIGS. For example, the vertical wall shown in FIGS. 3 to 4 is attached to the toe board 4 of the floor panel 1 and the toe board 4 at the portion where the overlapping portion with the two vehicle body structural members) is joined via the damping adhesive 10 (damping member). A plurality of protrusions 11 (that is, a protrusion 11 having the inner circumferential surface 30 of the recess 12 in FIG. 4) are formed, and a protrusion 11C among the plurality of protrusions 11 is arranged around the corner 4a of the toe board 4. may be done.

(B)
Further, as another modification of the present invention, as shown in FIGS. 13 and 14, a joint member 16 (second vehicle body component) is provided inside a hollow roof rail 15 (first vehicle body component). In the roof rail 15 and the joint member 16, for example, a plurality of protruding parts 17 are formed on the flat part 16a of the joint member 16, and among the plurality of protruding parts 17, the protruding part 17A is formed on the corner part 16b of the flat part 16a. It may be placed around the periphery. The joint member 16 is inserted into the space 15b of the roof rail 15 and is fixed to the roof rail outer 15a of the roof rail 15 by welding or the like. The protruding portion 17 of the joint member 16 is a hollow portion that protrudes from the flat portion 16a toward the roof rail outer 15a side. If the overlapping surfaces of the flat portion 16a and the roof rail inner (not shown) are bonded using a damping adhesive, it is possible to obtain a structure similar to that shown in FIGS. 3 and 4 above.

Note that although the node member 16 shown in FIGS. 13 and 14 has a flat shape made by press-forming a single metal plate, the present invention is not limited to this, and the node member 16 has a box-shaped node. members may be applied. In that case as well, a protrusion having a vertical wall may be formed on at least one surface of the overlapping surface of the box-shaped node member and the roof rail.

(C)
As still another modification of the present invention, as shown in FIGS. 15 and 16, the first vehicle body component is a joint member 9 having a flat surface portion 9a, and the second vehicle body component is a joint member 9 having a joint member 9 on the inside. The side sill 7 may be a hollow member having an inner circumferential surface forming a space 7c into which the side sill 7 can be inserted. In this modification, a plurality of protrusions 18 having recesses 12 are formed on the plane portion 9a. The inner peripheral surface 30 of the recess 12 constitutes a vertical wall. The flat portion 9a has a corner portion 9b. A protrusion 18A among the plurality of protrusions 18 is arranged at the corner 9b. As a result, the vertical wall (specifically, the inner circumferential surface 30 of the protruding portion 18A) is formed in the peripheral region 19 of the corner portion 9b of the flat portion 9a. The damping adhesive 10 is filled between the flat portion 9a, which becomes the first bonding surface and the second bonding surface, and the inner circumferential surface of the space portion 7c while in contact with the vertical wall (the inner circumferential surface 30 of the protruding portion 18A). has been done.

The side sill 7 shown in FIG. 15 is composed of a side sill inner 7a on the inside of the vehicle interior and a side sill outer 7b on the outside of the vehicle interior. A knot member 9 is arranged inside the space 7c of the side sill 7 so as to partition the space 7c of the side sill 7 in the longitudinal direction of the vehicle. The collar portion 3a of the joint member 9 faces the vertical surface 7d of the side sill inner 7a.

The joint member 9 is fixed to the inner surface of the side sill outer 7b by welding or the like, and is joined to the inner surface of the side sill inner 7a via a damping adhesive 10, which is a damping member.

In the modification shown in FIGS. 15 and 16, in a configuration in which the flat portion 9a of the joint member 9 and the inner circumferential surface of the side sill 7 are joined via the damping adhesive 10, the peripheral area of the corner portion 9b in the flat portion 9a is The inner circumferential surface 30 of the recess 12 of the protrusion 18A as a vertical wall is formed in the vertical wall 19, and the damping adhesive 10 is in contact with the inner circumferential surface 30 between the flat portion 9a and the inner circumferential surface of the side sill 7. Therefore, the vibration damping effect of the damping adhesive 10 can be improved while suppressing an increase in the amount of the damping adhesive 10 applied and a change in the shape of the component at the joint between the joint member 9 and the side sill 7. It is possible.

(D)
In the above embodiments and modifications (A) to (C), an example is shown in which a protrusion having a vertical wall is formed on the first joint surface of the first vehicle body component, but the present invention is not limited to this. It is not limited. In the present invention, a vertical wall extending in a direction approaching the second joint surface or a direction away from the second joint surface may be formed around the corner of the first joint surface of the first vehicle body component. Therefore, a protrusion may be provided around the corner of the first bonding surface to protrude in a direction approaching the second bonding surface, and the peripheral surface of the protrusion may be made into a vertical wall. Alternatively, a recess that is recessed in a direction away from the second joint surface may be formed on the first joint surface, and the inner circumferential surface of the recess may be a vertical wall.

1 Floor panel (second vehicle body component)
1a Top surface (second joint surface)
2 Tunnel rain member 3 Cross rain member (first vehicle body component)
3a Brim portion 3a1 Lower surface (first joint surface)
4 Toe board 5 Front pillar 6 Center pillar 7 Side sill 7c Space 7d Vertical surfaces 9, 16 Joint members 9a, 16a Plane portion 10 Damping adhesive (damping member)
11, 17, 18 Projections 12, 23 Recesses 13, 19 Peripheral wall (vertical wall)
15 Roof rail 20 Vehicle body structure 21 First vehicle body component 22 Second vehicle body component 24, 30 Inner peripheral surface (vertical wall)
S Polymerization surface

Claims (9)

a first vehicle body component having a first joint surface; and a second vehicle body component having a second joint surface opposite to the first joint surface; A vehicle body structure in which the first joint surface and the second joint surface are joined in a non-contact state via a damping member filled with the damping member,
The first bonding surface has a corner formed by two continuous edges that intersect with each other at the periphery of the first bonding surface, and is recessed in a direction away from the second bonding surface around the corner. It has a recessed part,
A vertical wall extending in a direction away from the second joint surface is formed around the corner of the first joint surface by an inner peripheral surface continuous in the circumferential direction of the recess,
The overlapping surface of the first bonding surface and the second bonding surface has a continuous flat portion around the recess,
The damping member is filled between the first bonding surface and the second bonding surface while contacting the flat portion and filling the recess and contacting the vertical wall ;
The first vehicle body component is a joint member having a flat portion,
The second vehicle body component is a hollow member having an inner circumferential surface that forms a space into which the node member can be inserted;
The plane portion has the corner portion,
The vertical wall is formed around the corner of the flat portion,
The damping member is filled between the inner circumferential surface and the flat portion that becomes the first joint surface and the second joint surface while in contact with the vertical wall.
Vehicle body structure. The two edges forming the corner portion are composed of two continuous edges that intersect with each other and are formed by the outer peripheral edge of the first joint surface.
A vehicle body structure according to claim 1. The first vehicle body component further has an adjacent surface that intersects adjacent to the first joint surface,
The two edges forming the corner portion are composed of one ridgeline formed by the first joint surface and the adjacent surface and the outer peripheral edge of the first vehicle body component, and the two edges intersect the ridgeline. Consisting of one continuous edge,
A vehicle body structure according to claim 1. The first vehicle body component has a plate-like member, one surface of which is a first joint surface,
A protrusion is formed on the plate-shaped member, and the protrusion has a concave surface on one side and a convex surface on the other side, so that the concave portion is formed on the first bonding surface by the protrusion.
A vehicle body structure according to claim 1. The recess has a shape with an aspect ratio in the range of 0.5 to 2.0 when viewed in the normal direction of the first joint surface.
A vehicle body structure according to any one of claims 1 to 4. The recess has a circular shape when viewed in the normal direction of the first bonding surface.
A vehicle body structure according to claim 5. The vertical wall is inclined at 16 to 100 degrees with respect to the first joint surface.
A vehicle body structure according to any one of claims 1 to 6. The damping member has viscoelasticity,
A vehicle body structure according to any one of claims 1 to 7. The damping member has a loss coefficient of 0.2 or more and a storage modulus of 100 MPa or more under conditions of 20 ° C. and 60 Hz.
A vehicle body structure according to any one of claims 1 to 8.

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