JP7435341B2 - vehicle roof structure - Google Patents

Description

The present disclosure relates to a vehicle roof structure.

In recent years, a hollow annular frame has been used as a reinforcing material for the roof structure of a vehicle (for example, see Patent Document 1). Adopting an annular frame allows the roof panel to have translucency and improves the design of the roof structure.

Utility model registration No. 3194846

Here, sound insulation can be improved by making the roof panel a double wall panel. However, there were issues with improving sound insulation, ensuring rigidity of the design, suppressing deterioration of floor vibration, and suppressing a significant increase in weight.

The present disclosure can simultaneously improve sound insulation, ensure roof panel rigidity, suppress deterioration of floor vibration characteristics, and suppress a significant increase in weight of the roof panel by adjusting the mass balance of each panel of a double wall panel structure. The objective is to provide a roof structure for a vehicle.

In order to solve the above problems, a vehicle roof structure according to a first technique of the present disclosure includes a skeleton member that constitutes an upper frame of a vehicle, and a roof panel joined to the skeleton member. A roof structure for a vehicle, wherein the roof panel includes an outer panel disposed on the upper side and having an outer body portion and an outer flange portion connected to an outer edge of the outer body portion, and a lower side of the outer body portion. a frame main body portion joined to the outer flange portion along the outer edge thereof through a first joint portion; and a frame flange portion connected to the outer edge of the frame main body portion and joined to the outer flange portion via a second joint portion. and an inner panel joined to the lower side of the frame main body via a third joint, and the frame flange is connected to the skeleton member through a fourth joint. The frame main body part has an upper wall part joined to the lower surface of the outer main body part through the first joint part, and an upper wall part joined to the upper surface of the inner panel through the third joint part. an outer wall portion connected to the outer circumferential edge of the upper wall portion and the outer circumferential edge of the lower wall portion; and an inner circumferential edge of the upper wall portion and the inner circumferential edge of the lower wall portion. connected inner wall portions, the frame main body portion has a hollow closed cross-sectional structure formed by the upper wall portion, the lower wall portion, the outer wall portion, and the inner wall portion, and the first joint , the second joint, the third joint, and the fourth joint include an adhesive, and the thickness of the inner panel is 30% or more and less than 100% of the thickness of the outer panel. It is characterized by:
Further, a vehicle roof structure according to a thirteenth technique of the present disclosure is a vehicle roof structure including a skeleton member that constitutes an upper frame of a vehicle, and a roof panel joined to the skeleton member. , the roof panel includes an outer panel disposed on the upper side and having an outer body portion and an outer flange portion connected to the outer edge of the outer body portion; a frame main body part that is joined via a first joint part and has a hollow closed cross section, and a frame flange part that is connected to the outer edge of the frame main body part and joined to the outer flange part via a second joint part. and an inner panel joined to the lower side of the frame main body via a third joint, and the frame flange is connected to the skeleton member through a fourth joint. The first joint part, the second joint part, the third joint part, and the fourth joint part are joined to the upper side, and the inner panel has an adhesive, and the thickness of the inner panel is equal to that of the outer panel. It is characterized by being 30% or more and less than 100% of the plate thickness.

By employing a roof panel with a double wall panel structure, the sound insulation and rigidity of the roof structure is increased. Here, the inventors of the present invention have found that in order to further improve the sound insulation properties of the roof structure, it is effective to make the masses of each panel constituting the double wall panel structure about the same. On the other hand, the inventors of the present invention have found that if the mass of each panel is made to be exactly the same, although the sound insulation is improved, the vibration damping performance of the vehicle is reduced and the ride comfort may be reduced. According to the configurations according to the first technique and the thirteenth technique of the present disclosure , an adhesive is used at each joint of the roof panel and the frame member, and the thickness of the inner panel is set within the above range than the thickness of the outer panel. By making it smaller, it is possible to improve the sound insulation and rigidity of the roof structure while suppressing a decrease in vibration damping performance. Further, by making the thickness of the inner panel thinner than the thickness of the outer panel, it is possible to contribute to reducing the weight of the vehicle.
Further, according to the configurations according to the first technique and the thirteenth technique of the present disclosure, by employing the annular frame having a hollow closed cross-sectional structure as the frame that supports the roof panel, sufficient rigidity of the annular frame can be achieved. It is possible to reduce the weight while ensuring the same.

A second technique is characterized in that in the first technique, the outer panel and the inner panel are made of fiber-reinforced resin, and the outer panel has a thickness of 2 mm or more and 4 mm or less.

By using resin for the roof panel, it is possible to reduce the weight of the vehicle. Furthermore, by setting the thickness of the outer panel within the above range, the rigidity of the roof structure can be ensured.

A third technique is characterized in that in the first or second technique, the storage modulus E' of the adhesive is 18 MPa or more and 900 MPa or less.

According to this configuration, high damping performance of the vehicle can be ensured while ensuring high rigidity of the roof structure.

A fourth technique is any one of the first to third techniques, characterized in that the outer panel has a thickness of 3 mm, and the inner panel has a thickness of 2 mm or more and 2.5 mm or less. do.

According to this configuration, high damping performance and light weight of the vehicle can be ensured while ensuring high rigidity of the roof structure.

A fifth technique is that in any one of the first to third techniques, the outer panel has a thickness of 2 mm, and the inner panel has a thickness of 0.8 mm or more and less than 1.2 mm. Features.

According to this configuration, it is possible to further reduce the weight of the vehicle while ensuring high rigidity of the roof structure and high damping performance of the vehicle.

A sixth technique is the fifth technique, wherein the adhesive has a storage modulus E' of 100 MPa or more and 300 MPa or less.

According to this configuration, high damping performance of the vehicle can be more reliably ensured while reducing the weight of the vehicle.

A seventh technique is any one of the first to sixth techniques, in which the frame member includes a roof side rail disposed on the side of the vehicle, a front header disposed in the front of the vehicle, and It is characterized in that it is at least one of the rear headers arranged at the rear of the vehicle.

According to this configuration, by employing the above-mentioned roof structure in at least one of the roof side rails, the front header, and the rear header, high damping performance and light weight of the vehicle can be achieved while ensuring high rigidity of the roof structure. can be secured.

In an eighth technique, in the first technique, the frame member includes a flange portion to which the frame flange portion of the annular frame is joined, and the frame flange portion is connected to the upper wall portion of the outer wall portion. The inner panel is located below the flange portion.

In this configuration, the frame flange portion of the annular frame is provided on the upper wall side, and the inner panel is arranged below the flange portion of the frame member. Then, the inner panel joined to the lower wall part is arranged so as to hang below the annular frame joined to the skeleton member. As a result, vibrations input to the vehicle are easily transmitted to the inner panel, leading to a decrease in the damping performance of the vehicle. According to this configuration, transmission of vibration can be effectively suppressed even in such a roof structure, and a vehicle with good ride comfort can be provided.

A ninth technique is characterized in that the eighth technique further includes a connecting member that connects the skeleton member and the lower surface of the inner panel.

According to this configuration, since the skeleton member and the roof panel are connected by the connecting member in addition to the flange portion, the rigidity of the roof structure can be further increased.

A tenth technique is any one of the first to ninth techniques, characterized in that the annular frame is made of fiber-reinforced resin.

According to this configuration, since the annular frame is made of fiber-reinforced resin, it is lighter and has higher rigidity than that of steel.

An eleventh technique is any one of the first to tenth techniques, wherein the outer panel and the inner panel have translucency.

According to this configuration, since the outer panel and the inner panel have translucency, light from outside the vehicle can be brought into the interior of the vehicle. This makes it possible to ensure brightness inside the car. Moreover, the design of the vehicle is improved.

A twelfth technique is any one of the first to eleventh techniques, characterized in that the outer panel and the inner panel are made of glass fiber reinforced resin.

According to this configuration, it is possible to reduce the weight of the vehicle and ensure rigidity by using resin for the roof panel. Furthermore, higher damping properties can be ensured than in the case of other fiber-reinforced resins.

According to the present disclosure, the sound insulation and rigidity of the roof structure can be improved by using an adhesive at each joint of the roof structure and the frame member and by making the thickness of the inner panel smaller than the thickness of the outer panel within the above range. It is possible to suppress a decrease in vibration damping performance while increasing the vibration damping performance. Further, by making the thickness of the inner panel thinner than the thickness of the outer panel, it is possible to contribute to reducing the weight of the vehicle.

1 is an exploded perspective view of a vehicle having a roof structure according to an embodiment of the present disclosure. FIG. 2 is a cross-sectional view taken along line AA in FIG. 1. It is a graph showing the relationship between the frequency of noise and the transmission loss of the panel structure. FIG. 2 is a diagram showing a double wall panel structure using a spring-mass-damper model. It is a graph showing the relationship between vibration frequency and floor vibration level when the inner panel thickness is 3 mm. It is a graph showing the relationship between vibration frequency and floor vibration level when the inner panel thickness is 2 mm. 5 is a diagram showing vibration in the frequency domain indicated by reference numeral B11 in FIG. 5 in a cross section taken along line BB in FIG. 1. FIG. FIG. 7 is a diagram showing a state of vibration in a frequency domain indicated by reference numeral B21 in FIG. 6 in a cross section taken along line BB in FIG. 1; It is a graph showing the relationship between the plate thickness of the inner panel and the floor vibration level ratio when the plate thickness of the outer panel is 3 mm. It is a graph showing the relationship between the plate thickness of the inner panel and the floor vibration level ratio when the plate thickness of the outer panel is 2 mm. It is a graph comparing the vibration reduction effects of double wall panels when the outer panel is manufactured from GFRP and the inner panel is manufactured from GFRP, CFRP, and glass. It is a graph for evaluating the weight effect of a double wall panel whose outer panel and inner panel are made of GFRP, and is a graph showing the frequency distribution of the floor vibration level when the weight of the inner panel is changed. This is a graph for evaluating the weight effect of a double wall panel in which the outer panel is made of GFRP and the inner panel is made of CFRP, and shows the frequency distribution of the floor vibration level when the weight of the inner panel is changed. It is.

Hereinafter, embodiments of the present disclosure will be described in detail based on the drawings. The following description of preferred embodiments is merely exemplary in nature and is in no way intended to limit the present disclosure, its applications, or its uses.

<Vehicle roof structure>
The roof structure 2 according to this embodiment is a structure on the upper part of the vehicle 1, as shown in FIG. The roof structure 2 includes a pair of roof side rails 3 (skeleton members), a front header 4 (skeleton member) and a rear header 5 (skeleton members), and a roof panel 7. Hereinafter, the pair of roof side rails 3, front header 4, and rear header 5 may be collectively referred to as "skeleton members 3, 4, and 5."

-Skeleton members-
The pair of roof side rails 3 are spaced apart from each other in the width direction Y of the vehicle 1 and extend in the longitudinal direction X of the vehicle 1. The pair of roof side rails 3 are arranged on the sides of the vehicle 1 (specifically, on both sides in the width direction Y), and each constitute a side frame of the roof structure 2.

The front header 4 and the rear header 5 are arranged apart from each other in the longitudinal direction X of the vehicle 1 and extend in the width direction Y of the vehicle 1. The front header 4 and the rear header 5 are arranged on the front side and the rear side of the vehicle 1, respectively, and constitute the frames of the front end and the rear end of the roof structure 2, respectively.

In this way, the frame members 3, 4, and 5 constitute the upper frame of the vehicle 1. A rectangular opening 6 of the roof structure 2 is formed by the frame members 3, 4, and 5. That is, the opening 6 opens on the top surface of the vehicle 1. The frame members 3, 4, and 5 each have a flange portion 15 that projects inside the opening 6, as shown in FIG. 2, for example. The opening 6 is closed by a roof panel 7 joined to the upper side of the flange portion 15 of the frame members 3, 4, 5.

-Roof panel-
As shown in FIGS. 1 and 2, the roof panel 7 includes an outer panel 71, an annular frame 73, and an inner panel 72.

The outer panel 71 and the inner panel 72 are arranged apart from each other in the vertical direction Z with the annular frame 73 in between. That is, the roof panel 7 has a double wall panel structure including an outer panel 71 and an inner panel 72 that are spaced apart from each other on the inner peripheral side of the annular frame 73. Since the roof panel 7 has a double wall panel structure, the sound insulation properties of the roof structure 2 are improved. Furthermore, since the roof panel 7 has a double wall panel structure, the annular frame 73 is less likely to be torsionally deformed, and the outer panel 71 and the inner panel 72 are less likely to bend, so the rigidity of the roof structure 2 is increased.

The outer panel 71 is a plate-shaped member arranged on the upper side, that is, exposed to the outside of the vehicle 1. The outer panel 71 has an outer main body portion 711 and an outer flange portion 712. The outer main body portion 711 is a plate for covering the opening 6. The outer flange portion 712 is connected to the outer edge of the outer main body portion 711.

The inner panel 72 is a plate-shaped member that is disposed on the lower side, that is, exposed inside the vehicle 1. The inner panel 72 covers the opening 6 together with the outer panel 71. The inner panel 72 is joined to the lower side of the annular frame 73 via a third joint 263, as will be described later.

The outer panel 71 and the inner panel 72 are made of transparent or translucent synthetic resin material, and have translucency and high rigidity (flexural rigidity, torsional rigidity, etc.). Since the outer panel 71 and the inner panel 72 have translucency, light from outside the vehicle can be brought into the interior of the vehicle. Thereby, the brightness inside the vehicle can be ensured, and the design of the vehicle 1 is improved. Furthermore, by making the outer panel 71 and the inner panel 72 from resin, the weight of the vehicle 1 can be reduced. The outer panel 71 and the inner panel 72 are preferably made of resin reinforced with reinforcing fibers, that is, made of fiber reinforced resin. Specifically, the fiber reinforced resin (FRP) includes, for example, carbon fiber reinforced resin (CFRP) or glass fiber reinforced resin (GFRP), that is, transparent polyester resin reinforced with glass fiber, vinyl ester resin, Examples include synthetic resins such as epoxy resins and phenol resins. Further, the outer panel 71 and the inner panel 72 may include a light control and heat shielding film attached to the inner surface facing inward of the vehicle 1. Further, the inner panel 72 may be subjected to special processing such that a desired color or pattern appears through transmitted light.

The annular frame 73 is an annular member joined to the periphery of the lower surface of the outer panel 71 and the upper surface of the inner panel 72, as shown in FIGS. 1 and 2. The annular frame 73 has a role of supporting the outer panel 71 and the inner panel 72.

Specifically, the annular frame 73 includes a frame main body portion 731 and a frame flange portion 732.

The frame main body portion 731 includes an upper wall portion 731A, a lower wall portion 731B, an outer wall portion 731C, and an inner wall portion 731D.

The upper wall portion 731A is an annular plate extending along the outer edge of the outer body portion 711, and forms the upper wall of the frame body portion 731. The upper wall portion 731A is joined to the lower surface of the outer main body portion 711 via the first joint portion 261. In other words, the frame main body 731 is joined to the lower side of the outer main body 711 along its outer edge.

The lower wall portion 731B is an annular plate extending along the outer edge of the inner panel 72, and forms the lower wall of the frame body portion 731. The inner panel 72 is joined to the lower surface of the lower wall portion 731B via a third joint portion 263. In other words, the lower wall portion 731B is joined to the upper surface of the inner panel 72.

The outer wall portion 731C is an annular plate connected to the outer peripheral edge of the upper wall portion 731A and the outer peripheral edge of the lower wall portion 731B. Moreover, the inner wall part 731D is an annular plate connected to the inner peripheral edge of the upper wall part 731A and the inner peripheral edge of the lower wall part 731B.

The frame main body 731 has a hollow closed cross-sectional structure, particularly a hollow rectangular cross-section, formed by an upper wall 731A, a lower wall 731B, an outer wall 731C, and an inner wall 731D. According to this configuration, by employing the annular frame 73 having a hollow closed cross-sectional structure as the frame that supports the roof panel 7, it is possible to reduce the weight of the roof panel 7 while ensuring sufficient rigidity of the annular frame 73. .

The frame flange portion 732 is connected to the outer edge of the frame body portion 731. That is, the frame flange portion 732 protrudes from the outer surface of the outer wall portion 731C of the frame body portion 731 in the direction toward the flange portions 15 of the frame members 3, 4, and 5. Note that the frame flange portion 732 is provided on the upper wall portion 731A side of the outer wall portion 731C. The frame flange portion 732 is joined to the lower surface of the outer flange portion 712 via the second joint portion 262.

Further, the frame flange portion 732 is joined to the upper side of the flange portion 15 of the frame members 3, 4, and 5 via the fourth joint portion 264. That is, the frame flange portion 732 of the annular frame 73 is joined to the upper surface of the flange portion 15 of the skeleton members 3, 4, and 5 via the fourth joint portion 264, so that the roof panel 7 is connected to the frame member 3, It is joined to the upper side of 4 and 5.

Note that, as shown in FIG. 2, the inner panel 72 is arranged below the flange portions 15 of the skeleton members 3, 4, and 5. That is, the inner panel 72 is not directly joined to the flange portions 15 of the frame members 3, 4, and 5. The inner panel 72 joined to the lower wall portion 731B is arranged to hang below the annular frame 73 joined to the skeleton members 3, 4, and 5. This makes it easier for vibrations input to the vehicle to be transmitted to the inner panel.

In this embodiment, as shown in FIG. 2, the upper end 733 of the annular frame 73 is located at approximately the same height as the upper end 3a of the roof side rail 3. Furthermore, the lower end 734 of the annular frame 73 is located below the flange portion 15. Thereby, the height of the annular frame 73 can be ensured, so that the rigidity of the roof panel 7 can be increased.

Further, in this embodiment, the outer flange portion 712 of the outer panel 71 extends to the frame flange portion 732, and is overlapped and joined to the upper surface of the frame flange portion 732. Then, the outer flange portion 712 and the frame flange portion 732 are further overlapped and bonded to the upper surfaces of the flange portions 15 of the frame members 3, 4, and 5 in an overlapping state. As a result, the load input to the frame members 3, 4, 5 during a vehicle collision, for example, is distributed and transmitted to both the outer panel 71 and the annular frame 73 via the frame flange portion 732 and the outer flange portion 712. . Thereby, the rigidity of the roof structure 2 as a whole can be increased. Furthermore, by covering the frame flange portion 732 with the outer flange portion 712, the design of the roof structure 2 is improved.

Furthermore, in this embodiment, since the annular frame 73 is joined to the frame members 3, 4, and 5 by the frame flange portions 732, the frame main body portion 731 of the annular frame 73 is disposed inside the opening 6. The state will be as follows. With this configuration, the outer panel 71 and the inner panel 72 can be supported reliably.

Further, in this embodiment, as shown in FIG. 2, a space 20 with a closed cross section is formed between the first joint part 261 and the second joint part 262 by the outer panel 71 and the annular frame 73. . As a result, the periphery of the frame flange portion 732 is reinforced by the portions of the outer panel 71 and the annular frame 73 that surround the space 20 . By having this space 20, assembly errors between the outer panel 71 and the annular frame 73 can be absorbed. Further, even if the adhesive described below slightly protrudes from the first joint portion 261 and the second joint portion 262, the space 20 absorbs the protrusion, so problems such as poor assembly are less likely to occur.

In addition, as shown in FIG. 2, the center pillar 21 (connection member) connected to the inner side of the vehicle 1 and below the flange portion 15 of the roof side rail 3 or to the lower part of the roof side rail 3 , gussets 22 (connecting members) are connected by welding or the like. In FIG. 2 , the gusset 22 is connected to the center pillar 21 and indirectly connected to the roof side rail 3 via the center pillar 21 . The upper end portion of the gusset 22 is mechanically coupled to the inner panel 72 and the annular frame 73 by bolts 23 (connecting members). In this structure, the roof side rail 3 is connected to the annular frame 73 by both the flange portion 15 and the gusset 22. This further increases the rigidity of the roof structure 2. Note that, as the nut to be screwed onto the bolt 23, a caulking nut or the like that is caulked and fixed to the annular frame 73 or the like may be used.

-Material of circular frame-
The annular frame 73 is a substantially rectangular annular frame made of a material having high rigidity, that is, high bending rigidity and torsional rigidity. Note that the shape of the annular frame 73 may be any shape other than a substantially rectangular shape, such as a substantially circular shape, as long as it is annular. A substantially rectangular shape is desirable from the viewpoint of the lighting and design of the roof panel 7 and the supportability of the outer panel 71 and the inner panel 72. It is desirable that the annular frame 73 has a higher rigidity than the outer panel 71 and the inner panel 72.

The annular frame 73 is preferably made of fiber-reinforced resin, such as carbon fiber-reinforced synthetic resin (CFRP). By making the annular frame 73 made of fiber-reinforced resin, the annular frame 73 can be made lighter and more rigid than when it is made of metal such as steel.

An example of a method for manufacturing the annular frame 73 made of fiber-reinforced resin and having a hollow closed cross-sectional shape includes a method of manufacturing by bending a fiber-reinforced resin sheet into an annular shape.

The fiber-reinforced resin sheet is, for example, a laminated sheet formed by laminating single-layer sheets made of carbon fiber-reinforced resin (CFRP) or the like. A single-layer sheet made of CFRP is made of, for example, a plurality of carbon fibers that are long fibers extending parallel to each other as reinforcing fibers, and a synthetic resin impregnated with the carbon fibers.

The laminated sheet is, for example, made by laminating a plurality of single-layer sheets with the directions of the single-layer sheets changed so that the reinforcing fibers of each single-layer sheet extend in different directions. Thereby, the laminated sheet becomes one fiber-reinforced resin sheet containing reinforcing fibers extending in mutually different directions. According to this configuration, due to the presence of reinforcing fibers extending in different directions, the annular frame 73 can have high rigidity that can withstand loads input from various directions.

In addition, the laminated sheet may be formed by laminating a plurality of single-layer sheets with the single-layer sheets oriented in the same direction so that the reinforcing fibers of each single-layer sheet extend in the same direction. Further, the laminated sheet may have a structure in which the reinforcing fibers of some of the single-layer sheets extend in different directions, and the reinforcing fibers of the remaining single-layer sheets extend in the same direction.

Moreover, instead of a laminated sheet, the fiber-reinforced resin sheet may be one in which intermediate bodies of a plurality of reinforcing fibers arranged in advance so as to extend in mutually different directions are impregnated with a synthetic resin. Specifically, the intermediate body of a plurality of reinforcing fibers is, for example, one in which reinforcing fibers are knitted in a lattice shape.

<Characteristics and effects>
Here, in the roof structure 2 according to the present embodiment, the first joint 261, the second joint 262, the third joint 263, and the fourth joint 264 are provided with an adhesive, and the thickness of the outer panel 71 and the inner A feature is that the thickness of the panel 72 is set within a predetermined range.

-glue-
The adhesive used for the first joint 261, second joint 262, third joint 263, and fourth joint 264 is preferably a high-rigidity adhesive from the viewpoint of ensuring the rigidity of the vehicle 1. . Specific examples of adhesive types include urethane adhesives, epoxy adhesives, and the like. The same adhesive or different adhesives may be used in all of the first joint 261, second joint 262, third joint 263, and fourth joint 264. .

The higher the storage modulus E' of the adhesive, the higher the stiffness of the adhesive. However, in general, the higher the rigidity, the easier vibrations are transmitted, so if an adhesive with an excessively high storage modulus E' is used, it will be difficult to obtain high damping performance.

Therefore, it is desirable that the storage modulus E' of the adhesive is in the range of 18 MPa or more and 900 MPa or less, preferably 100 MPa or more and 900 MPa or less, and more preferably 500 MPa or more and 900 MPa or less. If the storage modulus E' is less than 18 MPa, there is a risk that sufficient rigidity of the joint may not be obtained. If the storage elastic modulus E' is more than 900 MPa, the rigidity of the joint becomes too high, and the vibration damping performance of the vehicle 1 decreases, which may make it difficult to achieve a comfortable ride.

Note that the storage modulus E' is obtained by performing a general dynamic viscoelasticity test. In the dynamic viscoelasticity test, a rectangular test piece of cured adhesive with a length of 30 mm x width of 3 mm x thickness of 1 mm is subjected to tensile vibration, and from its Lissajous (displacement-load curve) Calculate the elastic modulus E'. The above storage modulus E' is the average value of values measured at a temperature of 23° C. and under conditions where the frequency of the excitation force is 20 Hz and 100 Hz. 23°C corresponds to room temperature and is a standard temperature condition for specifying the physical properties of adhesives. The excitation forces at frequencies of 20 Hz and 100 Hz correspond to vibrations that tend to cause discomfort to occupants.

By using an adhesive having the storage elastic modulus E' described above for the first joint 261, the second joint 262, the third joint 263, and the fourth joint 264, the vehicle 1 has high rigidity and high damping. This allows for a comfortable ride while also ensuring vehicle body rigidity.

In addition, in the vehicle roof structure of this embodiment, the first joint portion 261 is formed over almost the entire surface of the upper wall portion 731A. Further, the second joint portion 262 is formed over almost the entire surface of the outer flange portion 712 and the frame flange portion 732. Further, the third joint portion 263 is formed over almost the entire surface of the lower wall portion 731B. Further, the fourth joint portion 264 is formed over almost the entire surface of the frame flange portion 732 and the flange portion 15. As a result, the load input to the frame members 3, 4, and 5 is smoothly applied to the annular frame 73 and the outer panel via the first joint 261, the second joint 262, the third joint 263, and the fourth joint 264. 71 and the inner panel 72, the rigidity of the vehicle 1 is improved.

In addition, the first joint part 261, the second joint part 262, the third joint part 263, and the fourth joint part 264 are further mechanically fastened using bolts or the like in combination with the above adhesive. Good too. Further, in the second joint portion 262 and the fourth joint portion 264, the outer flange portion 712, the frame flange portion 732, and the flange portion 15 are fastened together with bolts, rivets, etc., in combination with adhesive bonding. Good too. These configurations further improve load transmission from the frame members 3, 4, and 5 to the annular frame 73, outer panel 71, and inner panel 72, and further improve the rigidity of the vehicle 1.

-Thickness of outer panel and inner panel-
[About sound insulation properties of double wall panel structure]
The inventors of the present application have found that, from the viewpoint of ensuring high sound insulation properties, it is desirable that the masses of each panel constituting the double wall panel structure in the roof panel 7 be approximately the same.

Specifically, FIG. 3 is a characteristic diagram showing the relationship between transmission loss [dB] and noise frequency [Hz] depending on the number of panels constituting the panel structure. Note that the waveforms L1 and L2 in FIG. 9 indicate the case of a single-walled panel structure and a double-walled panel structure, respectively. Further, the transmission loss corresponds to the amount of insulation, and the larger the transmission loss, the higher the sound insulation.

As shown in FIG. 3, the transmission loss decreases at a resonant frequency of approximately 320 Hz for waveform L2 of the double wall panel structure. Therefore, for noise in the frequency range below about 450 Hz, the transmission loss of a double-walled panel structure is lower than that of a single-walled panel structure. That is, a double-walled panel structure has lower sound insulation than a single-walled panel structure.

However, for noises with frequencies above about 450 Hz, double-walled panel constructions have significantly higher transmission losses and significantly improved sound insulation compared to single-walled panel constructions.

Therefore, it is effective to adopt a double wall panel structure and shift the value of the resonant frequency to a lower frequency side in order to improve sound insulation.

FIG. 4 is a diagram showing a double wall panel structure using a spring-mass-damper model.

Let the resonant frequency of the double wall panel structure 50 be f _rm , the effective mass of the inner and outer walls 51 and 52 be _me , and the spring elastic modulus of the sealing intermediate layer 53 be k [N/m]. Note that the spring elastic modulus of the hermetically sealed intermediate layer 53 means the ease with which air, which forms the gas layer 54 forming the hermetically sealed intermediate layer 53, is compressed. In addition, in FIG. 4, D is the viscous damping coefficient of the sealing intermediate layer 53, which means the ease with which the solid layer 55 forming the sealing intermediate layer 53 is compressed. It is assumed to be constant and is not considered.

The resonant frequency f _rm can be expressed by the following equation (1).

f _rm = (k/m _e ) ^1/2 /2π (1)
Further, the effective mass m _e and the spring elastic modulus k can be expressed by the following equations (2) and (3), respectively.

m _e = m ₁ m ₂ / (m ₁ + m ₂ )...(2)
k= ^ρc2 /d...(3)
Here, m ₁ is the mass of the outer wall 51 as the incident side panel into which noise enters. However, when a vehicle component is attached to the panel vibration surface of the outer wall 51, m ₁ includes the mass of the vehicle component. m ₂ is the mass of the inner wall 52 as the output side panel from which noise is output. However, when a vehicle component is attached to the panel vibration surface of the inner wall, m ₂ includes the mass of the vehicle component. Note that the mass m ₁ of the outer wall 51 and the mass m ₂ of the inner wall 52 are both in kg.

Further, ρ is the density of air as a gas, c is the speed of sound, d is the distance between walls, and ^ρc2 is the bulk elastic modulus E (gas elastic modulus) of the sealed intermediate layer 53, that is, the gas layer 54.

From equation (1) above, it is believed that by maximizing the effective mass m _e , the resonant frequency f _rm of the double wall panel structure can be lowered.

From the above formula (2), in order to maximize the effective mass m _e , the mass ratio of the outer wall 51 and the inner wall 52 should be set to 1:1, that is, the mass m ₁ of the outer wall 51 and the mass m ₂ of the inner wall 52. It turns out that it is effective to make them equal.

In this way, it can be seen that in the double wall panel structure, making each panel have the same mass is effective in improving sound insulation.

[About damping properties and ride comfort]
However, in the roof structure 2 according to the present embodiment, if the mass of each panel in the double wall panel structure is made equal, that is, the thickness of each panel corresponding to the mass of the panel per unit area is made the same, the vehicle 1 The inventors of the present invention have found that the vibration damping properties of the material are reduced. Vibration damping property refers to the ability to reduce the transmission of vibrations input from, for example, tires to the interior space of a vehicle. When the damping performance decreases, vibrations transmitted to the interior space of the vehicle increase, resulting in a decrease in ride comfort.

As described above, in the roof structure 2 according to the present embodiment, the inner panel 72 is not directly joined to the flange portions 15 of the frame members 3, 4, and 5, so that vibrations input to the vehicle 1 are not transmitted to the inner panel 72. It becomes easier to communicate. As a result, floor vibrations of the vehicle 1 are affected, as will be described later.

Hereinafter, the results of examining the transmissibility of floor vibrations for the vehicle 1 having the roof structure 2 according to the present embodiment will be described.

Regarding the vehicle 1 having the roof structure 2 according to the present embodiment, vibrations transmitted to the floor panel when vibrations are input from the front tires and rear tires (not shown) were examined by CAE analysis. Note that the vibration transmitted to the floor panel is expressed as a floor vibration level [mm·s ⁻² /N] per unit input (1N). Specifically, the average value of the vibration levels at four fixed positions of the driver's seat indicated by reference numeral 91 in FIG. 1 was calculated as the floor vibration level. The results are shown in FIGS. 5 to 9.

In addition, in the CAE analysis, the adhesives used for the first joint part 261, the second joint part 262, the third joint part 263, and the fourth joint part 264 are all the same, and the adhesives are shown in Table 1. It was assumed that adhesives A1 to A5 (the unit of storage modulus E' is MPa) were used. Further, the frame members 3, 4, and 5 were assumed to be steel members, and the outer panel 71 and the inner panel 72 were assumed to be FRP plates made of epoxy resin containing glass fiber. Further, as the annular frame 73, a CFRP laminated sheet formed by laminating two UDCFRP sheets such that the lamination directions of the carbon fibers are perpendicular to each other is formed into an annular shape by internal pressure molding. Furthermore, it is assumed that the areas of the outer panel 71 and the inner panel 72 are approximately the same, and the mass of both panels is made to correspond to the plate thickness.

FIG. 5 shows the relationship between the frequency [Hz] and the floor vibration level [mm·s ⁻² /N] when the thicknesses of the outer panel 71 and the inner panel 72 are both 3 mm.

Further, FIG. 6 shows the relationship between the frequency [Hz] and the floor vibration level [mm·s ⁻² /N] when the outer panel 71 has a thickness of 3 mm and the inner panel 72 has a thickness of 2 mm. .

In FIGS. 5 and 6, the floor vibration levels in the frequency domain indicated by symbols B11 to B15 are derived from local vibrations of the roof. Further, the floor vibration level in the frequency domain indicated by the symbol B21 is derived from the two-node bending vibration of the skeleton.

FIG. 7 shows the vibration in the frequency region indicated by reference numeral B11 in FIG. 5, that is, the local vibration of the roof, in a cross section taken along the line BB in FIG. 1. The local vibration of the roof is a vibration mode in which the center pillar 21 of the vehicle 1 hardly vibrates, but the outer panel 71 and the inner panel 72 vibrate in the vertical direction Z, as shown in FIG. In the local vibration of the roof, the floor panel 9 also vibrates in the vertical direction Z in response to the vibration of the outer panel 71 and the inner panel 72. As shown in FIGS. 5 and 6, vibrations originating from local vibrations of the roof exist over the entire frequency range from 20 Hz to 200 Hz. Therefore, if the local vibrations of the roof become dominant in the vibrations transmitted to the floor panel, the occupants will feel vibrations of various frequencies, resulting in a decrease in ride comfort. As shown in FIG. 7, when the thickness of the outer panel 71 and the inner panel 72 are both 3 mm, the local vibration of the roof is lower when adhesive A5 is used than when adhesive A1 is used. It turns out that it is smaller. In the local vibration of the roof, the movement of the center pillar 21 is small, so the movement of the annular frame 73 of the roof panel 7 is small. Considering this point, it is considered that the smaller the storage modulus E' of the adhesive, the lower the rigidity of the adhesive, and therefore the greater the amount of vibration transmitted through the joint.

FIG. 8 shows the state of vibration in the frequency domain indicated by reference numeral B21 in FIG. 6, that is, the two-node bending vibration of the skeleton, in a cross section taken along the line BB in FIG. The frame two-node bending vibration is a mode in which the vehicle body frame vibrates in the longitudinal direction X, width direction Y, and vertical direction Z, with the positions of front tires and rear tires (not shown) as nodes. As shown in FIG. 8, in the two-node bending vibration of the skeleton, the center pillar 21 vibrates in the width direction Y, that is, in and out of the vehicle 1, and along with the vibration, the roof panel 7 and floor panel 9 vibrate in the vertical direction Z. do. As shown in FIGS. 5 and 6, the vibration originating from the two-node bending vibration of the skeleton has a frequency of about 50 Hz, so the frequency range is limited. As a result, the influence of the two-node bending vibration of the skeleton on the ride comfort is smaller than the influence of the local vibration of the roof on the ride comfort. Therefore, when the vibration transmitted to the floor panel is dominated by the two-node bending vibration of the skeleton, the ride comfort is improved compared to when the local vibration of the roof is dominant. Note that, as shown in FIG. 8, when the outer panel 71 has a thickness of 3 mm and the inner panel 72 has a thickness of 2 mm, the two-node bending vibration of the skeleton is stronger than when adhesive A5 is used. It can be seen that the size is smaller when A1 is used. In the two-node bending vibration of the skeleton, for example, the center pillar 21 in FIG. 1 vibrates in the width direction Y, so the annular frame 73 of the roof panel 7 rotates. Therefore, the greater the storage elastic modulus E' of the adhesive, the higher the rigidity of the joint, so it is thought that the outer panel 71 and the inner panel 72 will deform significantly following the deformation of the center pillar 21.

In addition, in FIG. 6, compared to FIG. 5, the floor vibration derived from the local vibration of the roof in the frequency region of symbol B11 becomes smaller, and the floor vibration derived from the two-node bending vibration of the skeleton in the frequency region of symbol B21 becomes larger. I understand. That is, as shown in FIG. 5, when the inner panel 72 has a thickness of 3 mm, it is considered that floor vibrations originating from local vibrations of the roof are dominant. On the other hand, as shown in FIG. 6, when the inner panel 72 has a thickness of 2 mm, it is considered that the floor vibration originating from the two-node bending vibration of the skeleton is dominant. In other words, from the results shown in FIGS. 5 and 6, by making the thickness of the inner panel 72 thinner than the thickness of the outer panel 71, the floor vibration level changes from a state dominated by local vibration of the roof to a state where the two-node bending of the frame It is thought that vibration becomes dominant and ride comfort is improved.

FIG. 9 is a graph showing the relationship between the thickness [mm] of the inner panel 72 and the floor vibration level ratio [%] when the thickness of the outer panel 71 is 3 mm. In addition, the floor vibration level ratio is the integral value of the floor vibration level over all frequencies from 20Hz to 200Hz of a vehicle that uses a general steel single-wall panel structure (plate thickness 0.6 mm) as the roof, which is taken as 100%. The ratio of the integral value at all frequencies of the floor vibration level of the vehicle according to the present embodiment is expressed as a percentage. It can be determined that the smaller the floor vibration level ratio is, the more vibrations transmitted to the floor panel are reduced.

As shown in FIG. 9, when the inner panel 72 had a thickness of 2.5 mm, the floor vibration level ratio was lower for all adhesives than when the inner panel 72 had a thickness of 3 mm. Furthermore, compared to the case where the inner panel 72 has a thickness of 3 mm, when the inner panel 72 has a thickness of 2 mm, the floor vibration level ratio decreases for adhesives A1 to A3, and In both cases, the floor vibration level ratio was about the same.

Thus, from the results shown in FIG. 9, it is thought that the overall floor vibration level is generally reduced by making the thickness of the inner panel 72 thinner than the thickness of the outer panel 71, and from this, the ride comfort is also reduced. It is thought that this will be improved.

[summary]
In this way, from the perspective of sound insulation, it is effective that the masses of the outer panel 71 and the inner panel 72 are equal; however, from the perspective of damping properties and ride comfort, the mass of the inner panel 72 should be greater than the mass of the outer panel 71. It turns out that it is effective to make it a little smaller.

Note that, also from the viewpoint of reducing the weight of the vehicle 1, it is effective to reduce the thickness of the inner panel 72. In particular, it is not necessary to make the inner panel 72 thicker than the outer panel 71. This is because the rigidity of the outer panel 71 contributes more to the rigidity of the vehicle 1 than the rigidity of the inner panel 72. Further, if the thickness of the inner panel 72 is made larger than the thickness of the outer panel 71, the overall mass of the vehicle 1 increases, which is not preferable.

Specifically, from the viewpoint of ensuring the rigidity of the roof panel 7, the thickness of the outer panel is preferably 2 mm or more and 4 mm or less.

When the storage modulus E' of the adhesive is 18 MPa or more and 300 MPa or less, preferably 18 MPa or more and 100 MPa or less, the thickness of the inner panel 72 is desirably 30% or more and less than 100% of the thickness of the outer panel 71. If the thickness of the inner panel 72 is less than 30% of the thickness of the outer panel 71, the thickness of the inner panel 72 will be too small, making it difficult to ensure sufficient rigidity of the roof structure 2. If the thickness of the inner panel 72 is 100% of the thickness of the outer panel 71, it will be difficult to obtain high damping properties. In this case, if the outer panel 71 has a thickness of 3 mm, the inner panel 72 preferably has a thickness of 1 mm or more and less than 3 mm.

It is particularly desirable that the thickness of the inner panel 72 be 60% or more and 85% or less of the thickness of the outer panel 71. If the thickness of the inner panel 72 is less than 60% of the thickness of the outer panel 71, the thickness of the inner panel 72 will be too small, making it difficult to ensure sufficient rigidity of the vehicle 1 and making it difficult to obtain high damping performance. I want to. If the thickness of the inner panel 72 exceeds 85% of the thickness of the outer panel 71, it becomes difficult to obtain high damping properties. In this case, if the outer panel 71 has a thickness of 3 mm, the inner panel 72 preferably has a thickness of 2 mm or more and 2.5 mm or less. By selecting the thicknesses of the outer panel 71 and the inner panel 72 in this manner, it is possible to ensure high rigidity of the roof structure, and high damping performance and light weight of the vehicle.

Therefore, when the storage modulus E' of the adhesive is 18 MPa or more and 900 MPa or less, the thickness of the inner panel 72 is desirably 60% or more and 85% or less of the thickness of the outer panel 71. In particular, if the outer panel 71 has a thickness of 3 mm, the inner panel 72 preferably has a thickness of 2 mm or more and 2.5 mm or less.

(Considerations on reducing the thickness of the outer panel 71)
The present inventors have discovered that when reducing the thickness of the outer panel 71 for the purpose of reducing vehicle weight, the outer panel 71 and the inner panel 72 are designed so that a high vibration reduction effect can be obtained while reducing the thickness of the outer panel 71. The plate thickness was considered.

When the thickness of the outer panel 71 is reduced, the weight effect of the outer panel 71 (that is, the effect of consuming vibration energy due to the outer panel weight (specifically, the kinetic energy of the outer panel)) is also reduced, and as a result, vibration is reduced. It is thought that the effect tends to decrease gradually.

However, when the thickness of the outer panel 71 is set to 2 mm, the thickness of the inner panel 72 is set to 30% or more and less than 100% of the thickness of the outer panel 71 as described above, that is, 0.6 mm or more and less than 2 mm. In some cases, it was discovered through the following CAE analysis that there is a region where the vibration level is extremely deteriorated due to resonance.

Therefore, the inventors of the present invention determined the thickness of the inner panel that can avoid this vibration level deterioration region through CAE analysis.

Specifically, as shown in the graph of FIG. 10, when the thickness of the outer panel 71 is set to 2 mm, similar to FIG. 9 above, when vibrations are input from the front tires and rear tires (not shown), The floor vibration level transmitted to the floor panel was analyzed using CAE analysis.

In the CAE analysis in FIG. 10, adhesives B1 to B6 ( The unit of storage elastic modulus E' is MPa). Other conditions are the same as those for the CAE analysis in FIG. 9 .

As shown in the graph of FIG. 10, with respect to the outer panel 71 having a thickness of 2 mm, the thickness of the inner panel 72 was gradually lowered from the nearest value of 2 mm within the above range of 0.6 mm or more and less than 2 mm. In this case, when the thickness of the inner panel 72 is around 1.4 mm, the floor vibration level increases rapidly for all adhesives B1 to B6 (storage modulus E' is in the range of 18 to 900 MPa). I understand that. At this time, it was confirmed that the floor vibration level was extremely deteriorated due to resonance between the inner panel 72 and the floor panel.

However, in the graph of FIG. 10, when the thickness of the inner panel 72 is further lowered from the resonance point near 1.4 mm, the floor vibration level partially decreases in the range R of 0.8 to 1.2 mm. It was confirmed that Note that when the thickness of the inner panel 72 is lower than 0.8 mm, the weight effect of the inner panel 72 becomes lower and the vibration reduction effect decreases. ), the floor vibration level increases.

Considering the above points, when the outer panel 71 has a thickness of 2 mm and the inner panel 72 has a thickness of 0.8 mm or more and less than 1.2 mm, the roof structure has high rigidity and the vehicle has high damping properties. It is understood that it is possible to further reduce the weight of the vehicle while ensuring the same.

Further, as shown in FIG. 10, in the case of adhesive B3 (storage elastic modulus E'100 MPa) and adhesive B4 (storage elastic modulus E'300 MPa), the inner panel 72 has a thickness of 0.8 mm or more. It can be seen that in the range of less than .2 mm, the floor vibration level is reliably lowered compared to other ranges. Therefore, when the storage elastic modulus E' of the adhesive is 100 MPa or more and 300 MPa or less, high damping properties of the vehicle can be more reliably ensured while reducing the weight of the vehicle.

(Explanation regarding the outer panel 71 and inner panel 72 made of glass fiber reinforced resin)
The outer panel 71 and inner panel 72 described above can be manufactured from various materials such as glass fiber reinforced resin (GFRP), carbon fiber reinforced resin (CFRP), and glass.

GFRP, for example, has a structure in which short glass fibers are mixed in a resin in a randomly oriented state. Furthermore, CFRP includes, for example, a plurality of single-layer sheets in which continuous carbon fibers are oriented in a single direction, and the single-layer sheets are laminated so that the orientation of the carbon fibers is different from that of other adjacent single-layer sheets. It has a unique structure.

In particular, if the outer panel 71 and the inner panel 72 are made of glass fiber reinforced resin (GFRP), higher damping properties can be ensured than in the case of other fiber reinforced resins.

Here, using the graph shown in FIG. 11, the vibration reduction effects of double wall panels will be compared when the outer panel 71 is made of GFRP and the inner panel 72 is made of GFRP, CFRP, and glass. The vibration reduction effect is determined by CAE analysis in the same manner as in FIGS. 9 and 10, as described above.

In the graph of Fig. 11, when looking at the overall floor vibration reduction rate (%) when compared with the conventional steel inner panel (see the item "Vibration reduction amount" in Fig. 11), in the case of GFRP, It can be seen that the vibration reduction rate is 3 to 4% higher than in the case of other CFRP and glass.

Here, the overall vibration reduction amount shown in FIG. 11 specifically includes the damping effect (IP damping) of the inner panel 72 shown in other items in FIG. ) It is obtained by adding up various effects such as the effect due to the stiffness of the inner panel 72 (IP stiffness) and the effect due to other factors (others).

Here, the IP weight in FIG. 11 indicates the contribution rate to vibration reduction due to an increase in the weight of the inner panel 72, and in GFRP, the heavier side (specifically, when the original weight is taken as the original weight) is lighter. (Specifically, when the weight is assumed to be 0), the vibration damping ratio is larger than that of the other CFRP and glass.The heavier one has a lower vibration reduction ratio than the lighter one.

Next, in relation to the IP weight in FIG. 11, the weight effect of the inner panel 72 will be examined in more detail with reference to FIGS. 12 and 13.

FIG. 12 shows the frequency of the floor vibration level for C1 when the weight of the inner panel 72 is taken as the original weight in a double wall panel in which both the outer panel 71 and the inner panel 72 are made of GFRP, and for C2 when the weight is assumed to be 0. The distribution is shown. According to FIG. 12, in the frequency band FB1 (90 to 190 Hz) where the floor panel vibrates due to the influence of local vibration of the double wall panel (see FIG. 7), when the weight of the inner panel 72 is taken as the original weight, the weight of C1 is It can be seen that the floor vibration level is lower in C2 than in C2 when the weight is assumed to be 0. In particular, it can be seen that the floor vibration level is significantly reduced in the road noise region FB2 (near 130 Hz) caused by unevenness of the road surface. Therefore, it can be seen that in the case of a double wall panel made of GFRP, the contribution rate of the vibration reduction effect due to the weight effect of the inner panel 72 is high.

On the other hand, FIG. 13 shows C1, which is the original weight of the inner panel 72 in a double wall panel in which the outer panel 71 is made of GFRP and the inner panel 72 is made of CFRP, and C2, where the weight is assumed to be 0. The frequency distribution of the floor vibration level is shown. According to FIG. 13, in the frequency band FB1 (90 to 190 Hz) where the floor panel vibrates due to the influence of local vibration of the double wall panel, the weight of the inner panel 72 is originally reduced, including the road noise region FB2 (near 130 Hz). It can be seen that there is almost no decrease in the floor vibration level when comparing C1 when the weight is assumed to be 0 and C2 when the weight is assumed to be 0. Therefore, it can be seen that in the case of a double wall panel made of CFRP, the contribution rate to the vibration reduction effect due to the weight effect of the inner panel 72 is low.

Furthermore, the fact that the vertical axis of GFRP for "IP weight" in FIG. 11 is greater than "0" indicates that there is a weight effect in vibration reduction in the 0 to 200 Hz region in total.

In Figure 12, although C1 is worse than C2 near 50 Hz, it is still larger than 0 in total, indicating that the area of C1 is considerably smaller than the area of C2 in the 90 to 190 Hz region. There is.

It is also generally known that GFRP has a higher loss coefficient than CFRP or glass.

Taking the above points together, it is understood that if the outer panel 71 and the inner panel 72 are made of glass fiber reinforced resin (GFRP), it is possible to ensure higher damping properties than in the case of other fiber reinforced resins. be done. Furthermore, by using resin for the roof panel, it is possible to reduce the weight of the vehicle and ensure rigidity.

In particular, in the case of the outer panel 71 and the inner panel 72 made of GFRP, the effect of reducing floor vibration in the road noise region (about 130 Hz) is high, and it is possible to reduce the weight of the vehicle body while maintaining the rigidity of the vehicle body.

As described above, according to the roof structure 2 according to the present embodiment, the sound insulation properties and rigidity of the vehicle 1 can be improved by employing the roof panel 7 having a double wall panel structure. In addition, the above-mentioned adhesive is used in the first joint 261, second joint 262, third joint 263, and fourth joint 264, and the thickness of the inner panel 72 in the double-walled panel structure is adjusted to the outer panel 71. By making the plate thinner than the plate thickness of , it is possible to ensure high damping performance and effectively reduce vibrations transmitted into the vehicle. This makes it possible to provide a good ride comfort for the vehicle 1. Further, by making the thickness of the inner panel 72 thinner than the thickness of the outer panel 71, the weight of the vehicle 1 can be reduced.

(Other embodiments)
Other embodiments according to the present disclosure will be described in detail below. In addition, in the description of these embodiments, the same parts as in the above embodiments are given the same reference numerals, and detailed description thereof will be omitted.

In the above-mentioned embodiment, the case where the structure similar to FIG. 2 is adopted in all the connections between the frame members 3, 4, 5 and the roof panel 7 has been described as an example. Even if a configuration similar to that in FIG. 2 is adopted for joining at least one of the frame members 3, 4, and 5 to the roof panel 7, the effects of the present disclosure can be obtained.

By adjusting the mass balance of each panel in a double wall panel structure, the present invention can simultaneously improve sound insulation, ensure roof panel rigidity, suppress deterioration of floor vibration characteristics, and suppress a significant increase in the weight of the roof panel. It is extremely useful because it can provide a roof structure for a vehicle.

1 Vehicle 15 Flange portion 2 Roof structure 21 Center pillar (connecting member)
22 Gusset (connecting member)
23 Bolt (connection member)
261 First joint 262 Second joint 263 Third joint 264 Fourth joint 3 Roof side rail (skeleton member)
4 Front header (skeleton member)
5 Rear header (skeleton member)
7 Roof panel 71 Outer panel 711 Outer main body 712 Outer flange 72 Inner panel 73 Annular frame 731 Frame main body 731A Upper wall 731B Lower wall 731C Outer wall 731D Inner wall 732 Frame flange 9 Floor panel

Claims (13)

A skeleton member that constitutes the upper frame of the vehicle;
a roof panel joined to the skeleton member;
A vehicle roof structure comprising:
The roof panel is
an outer panel disposed on the upper side and having an outer main body and an outer flange connected to the outer edge of the outer main body;
a frame body part joined to the lower side of the outer body part via a first joint part along its outer edge; and a frame body part connected to the outer edge of the frame body part and connected to the outer flange part through a second joint part. a frame flange portion joined to the annular frame;
an inner panel joined to the lower side of the frame main body via a third joint;
Equipped with
The frame flange part is joined to the upper side of the skeleton member via a fourth joint part,
The frame main body portion includes an upper wall portion joined to the lower surface of the outer main body portion via the first joint portion, and a lower wall portion joined to the upper surface of the inner panel via the third joint portion. , an outer wall portion connected to the outer circumferential edge of the upper wall portion and the outer circumferential edge of the lower wall portion, and an inner wall portion connected to the inner circumferential edge of the upper wall portion and the inner circumferential edge of the lower wall portion. Prepare,
The frame main body has a hollow closed cross-sectional structure formed by the upper wall, the lower wall, the outer wall, and the inner wall,
The first joint, the second joint, the third joint, and the fourth joint include an adhesive,
A roof structure for a vehicle, wherein the thickness of the inner panel is 30% or more and less than 100% of the thickness of the outer panel. In claim 1,
The outer panel and the inner panel are made of fiber reinforced resin,
A roof structure for a vehicle, wherein the outer panel has a thickness of 2 mm or more and 4 mm or less. In claim 1 or claim 2,
A roof structure for a vehicle, wherein a storage modulus E' of the adhesive is 18 MPa or more and 900 MPa or less. In any one of claims 1 to 3,
The outer panel has a thickness of 3 mm,
A roof structure for a vehicle, wherein the inner panel has a thickness of 2 mm or more and 2.5 mm or less. In any one of claims 1 to 3,
The outer panel has a thickness of 2 mm,
A roof structure for a vehicle, wherein the inner panel has a thickness of 0.8 mm or more and less than 1.2 mm. In claim 5,
A roof structure for a vehicle, wherein the storage elastic modulus E' of the adhesive is 100 MPa or more and 300 MPa or less. In any one of claims 1 to 6,
The frame member is at least one of a roof side rail located on a side of the vehicle, a front header located at the front of the vehicle, and a rear header located at the rear of the vehicle. vehicle roof structure. In claim 1 ,
The skeleton member includes a flange portion to which the frame flange portion of the annular frame is joined,
The frame flange portion is provided on the upper wall side of the outer wall portion,
A roof structure for a vehicle, wherein the inner panel is disposed below the flange portion. The vehicle roof structure according to claim 8 , further comprising a connecting member connecting the frame member and the lower surface of the inner panel. In any one of claims 1 to 9 ,
A vehicle roof structure, wherein the annular frame is made of fiber-reinforced resin. In any one of claims 1 to 10 ,
A roof structure for a vehicle, wherein the outer panel and the inner panel have translucency. In any one of claims 1 to 11 ,
A roof structure for a vehicle, wherein the outer panel and the inner panel are made of glass fiber reinforced resin. A skeleton member that constitutes the upper frame of the vehicle;
a roof panel joined to the skeleton member;
A vehicle roof structure comprising:
The roof panel is
an outer panel disposed on the upper side and having an outer main body and an outer flange connected to the outer edge of the outer main body;
a frame main body part that is joined to the lower side of the outer main body part via a first joint part along the outer edge thereof and has a hollow closed cross section; and a second joint part that is connected to the outer edge of the frame main body part and has a hollow closed section. a frame flange portion joined to the outer flange portion via the annular frame;
an inner panel joined to the lower side of the frame main body via a third joint;
Equipped with
The frame flange part is joined to the upper side of the skeleton member via a fourth joint part,
The first joint, the second joint, the third joint, and the fourth joint include an adhesive,
A roof structure for a vehicle, wherein the thickness of the inner panel is 30% or more and less than 100% of the thickness of the outer panel.

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