JP2008213539A - Vehicle body vibration control structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body vibration control structure capable of improving occupant's riding comfortableness in a vehicle. <P>SOLUTION: This vehicle body vibration control structure is constituted by sticking a restraining type vibration control structural body 30 across a connection part 28 connecting vertical members 16, 18 constituting a vehicle body with a horizontal member 26 brought into contact with the vertical members 16, 18 continuously, constituting a face on a vehicle interior side of the restraining type vibration control structural body 30 by a hard layer, and sandwiching a highly damping layer among the hard layer and the vertical member 18 and the horizontal member 26. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle system vibration structure.

2. Description of the Related Art Conventionally, there is a vehicle in which a laminated structure for a vehicle is laid on a substrate such as a vehicle floor panel on which membrane vibration is likely to occur. This laminated structure for a vehicle is composed of a lower layer sheet made of a resin, and a constraining material sheet that is obtained by polymerizing an intermediate sheet as a vibration damping sheet on the lower layer sheet and further laminating on the intermediate sheet. This vehicle laminated structure is formed in a plate shape, and when the surface of a vibrating body such as a floor panel is bent and deformed by membrane vibration, an intermediate sheet having a vibration damping function is also bent and deformed. Since there is a difference in the vibration radius with the intermediate sheet, the vibration is suppressed by utilizing shear deformation generated based on this difference (see, for example, Patent Document 1).
Japanese Patent Publication No. 7-55550

  However, the laminated structure for a vehicle of Patent Document 1 is laid only on a substrate such as a floor panel and is excellent in that it can suppress vibration of the substrate itself. If the vertical members of the vehicle (side sills, pillars, dash lowers, etc.) are subject to vibration in the direction of falling due to input from the suspension side, etc., this is the lateral member of the vehicle (floor panels, cross members, etc.) There is a problem that the seat is vibrated and the seat is vibrated and the sound of the inside of the vehicle is generated, so that the riding comfort performance is deteriorated.

  Therefore, the present invention has been made in view of the above circumstances, and provides a vehicle system vibration structure capable of improving riding comfort performance.

  In order to solve the above problems, the invention described in claim 1 is connected to a longitudinal member (for example, the side sill 18 in the embodiment) constituting the vehicle body (for example, the vehicle body 10 in the embodiment) and the longitudinal member. A constrained vibration damping structure (for example, the vibration damping structure 30 in the embodiment) straddling the connecting portion (for example, the flange portion 28 in the embodiment) with the horizontal member (for example, the floor panel 26 in the embodiment). The restraint type vibration damping structure has a vehicle interior side surface formed of a hard layer (for example, the hard layer 33 in the embodiment), and the hard layer, the vertical member, and the cross member. The structure is characterized in that a high attenuation layer (for example, the high attenuation layer 32 in the embodiment) is sandwiched between them.

  The invention described in claim 2 is characterized in that a melt sheet (for example, melt sheet 27 in the embodiment) is laid on the surface of the cross member to which the restraint type damping structure is not attached. .

  The invention described in claim 3 is characterized in that a melt sheet is laid so as to cover the cross member and the connecting portion, and the constrained vibration damping structure is adhered so as to cover the melt sheet.

  According to the first aspect of the present invention, since the high damping layer interposed between the vertical member and the hard layer can compress and deform the vibration from the vertical member, the vibration can be absorbed. The vibration from the vertical member of the vehicle can be absorbed, and the vibration can be prevented from propagating to the cross member.

  According to the invention described in claim 2, since the vibration from the longitudinal member and the vibration from the transverse member can be absorbed by the constrained vibration damping structure and the melt sheet, the riding comfort performance can be further improved. effective. Further, since only the restraint type damping structure is provided at the connection portion, the structural damping characteristic can be improved while minimizing the increase in the weight of the vehicle, and the increase in cost can be minimized. effective.

  According to the invention described in claim 3, by covering the cross member and the connecting portion with both the melt sheet and the constrained vibration damping structure, vibrations from the vertical member and the cross member can be more reliably damped. In addition, the ride comfort performance can be improved.

(First embodiment)
Next, a first embodiment of the present invention will be described with reference to FIGS.

FIG. 1 is a perspective view showing a right front portion of a vehicle interior of a vehicle.
As shown in FIG. 1, a driver's seat 11 and a passenger seat 19 are arranged on the left and right on a floor panel 26 as a floor of the vehicle body 10. A floor tunnel 20 is formed to bulge between the driver's seat 11 and the passenger seat 19 along the front-rear direction of the vehicle body 10, and a side sill 18 is connected to a side edge of the floor panel 26 along the front-rear direction of the vehicle body 10. ing.

  A dash lower 21 constituting a partition wall with the engine room is joined to the front edge of the floor panel 26, and a dash upper 22 is joined to the upper edge of the dash lower 21. A cowl box portion (not shown) is provided on the upper portion of the dash upper 22, and both end portions of the cowl box portion are joined to the front pillar 14. An instrument panel 24 is supported on the dash upper 22. The front end of the side sill 18 is joined to the lower part of the front pillar 14 via a front fender.

A lower part of the center pillar 16 is connected to the side sill 18, and a roof side rail 17 is connected to upper ends of the front pillar 14 and the center pillar 16.
A front windshield 12 is mounted between the left and right front pillars 14, and a front door 13 is formed at a side opening of the vehicle body 10 surrounded by the front pillar 14, the roof side rail 17, the center pillar 16, and the side sill 18. It is attached so that it can be opened and closed. Reference numeral 15 denotes a rear door, and 25 denotes a steering.

FIG. 2 is a cross-sectional view taken along the line AA in FIG. 1 and shows a configuration in the vicinity of the floor panel.
As shown in FIG. 2, the floor tunnel 20 is integrally formed with the floor panel 26, and flange portions 28 are formed upward on both side edges of the floor panel 26, and the side sill 18 is welded to the flange portions 28. ing. The side sill 18 is a skeletal member of the vehicle body 10 formed by a sill outer 18a and a sill inner 18b in a closed cross-sectional structure. Similarly, a center pillar 16 as a skeleton member of the vehicle body 10 is joined to the side sill 18. Specifically, the center pillar 16 is a member formed of a pillar outer 16a and a pillar inner 16b in a closed cross-sectional structure. The pillar outer 16a is welded to the sill outer 18a of the side sill 18, and the pillar inner 16b is welded to the sill inner 18b of the side sill 18. ing.

  Here, when the center pillar 16 vibrates in a direction that tilts inward, the vibration acts on the side sill 18 as a moment about the longitudinal direction of the vehicle body of the side sill 18, causing the floor panel 26 to bend and causing vibration. . Therefore, in this embodiment, even if the vibration in the falling direction of the center pillar 16 occurs, it is not transmitted to the floor panel 26 using the damping structure 30 shown below.

On the upper surface of the floor panel 26, a melt sheet 27 is attached from the front of the floor tunnel 20 to the front of the flange portion 28.
And the damping structure 30 is substantially L-shaped in the site | part which crosses the lower part of the pillar inner 16b of the center pillar 16 through the corner part (part straddling the flange part 28) of the floor panel 26 and the side sill 18 from the outer edge of the Mel sheet 27. It is stuck in the shape.

FIG. 3 is a cross-sectional view taken along line BB in FIG. 1 and is a view showing a configuration in the vicinity of the floor panel.
As shown in FIG. 3, a floor frame 50 is joined to the lower surface of the floor panel 26 along the longitudinal direction of the vehicle body, and a front side frame 51 in the engine room is connected to the front end of the floor frame 50. A dash lower 21 is joined to the front edge of the floor panel 26, and a damping structure 30 is provided so as to connect between the floor panel 26 and the dash lower 21. A sub-frame 52 that supports an engine and a suspension (not shown) is provided below the front side frame 51.

FIG. 4 is a partially enlarged view of FIG.
As shown in FIG. 4, the vibration damping structure 30 has a three-layer structure, and an adhesive layer extends over the floor panel 26, the side sill 18 (sill inner 18 b), and the center pillar 16 (pillar inner 16 b) on the vehicle body side. 31 is formed, a high attenuation layer 32 made of a foam material or the like is formed on the vehicle interior side of the adhesive layer 31, and a hard layer 33 made of a thermosetting resin or the like is formed on the vehicle interior side of the high attenuation layer 32. Is formed.

  In order to attach the vibration damping structure 30 to the vehicle body, first, an adhesive material constituting the adhesive layer 31 is applied to the attachment location, and a foam material constituting the high attenuation layer 32 is adhered thereto, and the upper surface of the high attenuation layer 32 is attached. The thermosetting resin which comprises the hard layer 33 is apply | coated to. Thereafter, by heating the thermosetting resin (during baking, etc.), the hard layer 33 on the surface layer is cured, and the high attenuation layer 32 is replaced with the hard layer 33, the floor panel 26 of the vehicle body, the center pillar 16, the side sill 18, and the like. And sandwiched between. Here, since the hard layer 33 uses a thermosetting resin, it can be easily provided on a curved surface, and can be easily attached to places where the attachment angles are different. In addition, the damping structure 30 is similarly formed also about the corner part of the dash lower 21 and the floor panel 26 (refer FIG. 3).

  On the floor panel 26, a melt sheet 27 is provided so as to be connected to a place where the member of the damping structure 30 is interrupted (see FIG. 2), and is provided so as to cover the upper surface of the floor panel 26. And the carpet etc. which are not shown in figure are laid so that the upper surface of the damping structure 30 and the melt sheet 27 may be covered.

Next, the effect | action of the damping structure 30 is demonstrated using FIG. 2, FIG.
As shown by the chain line in FIG. 2, when the center pillar 16 is vibrated in the tilt direction, the lower portion of the center pillar 16 is deformed in the direction of the arrow as shown in FIG. At this time, the deformed center pillar 16 (pillar inner 16 b) presses the high damping layer 32 of the vibration damping structure 30 with the pressing force P. Since the high damping layer 32 is made of a foam material, it deforms and absorbs the pressing force P from the center pillar 16. In addition, since the hard layer 33 is formed to be hard, vibrations from the center pillar 16 can be absorbed by the high attenuation layer 32 and can be reduced without substantially deforming.

  As a result, vibration from the center pillar 16 does not propagate to the floor panel 26, and since the melt sheet 27 is laid on the floor panel 26, vibration from the center pillar 16 and membrane vibration of the floor panel 26 are present. Can be prevented from propagating to the seat in the passenger compartment. In addition, it is possible to reduce the noise of the vehicle interior caused by vibration.

  Therefore, according to the present embodiment, the damping structure 30 is attached to the center pillar 16 and the side sill 18 constituting the vehicle body 10 and the connecting portion between the floor panel 26 connected to the center pillar 16 and the side sill 18. The vibration structure 30 has a structure in which a surface on the vehicle interior side is configured by the hard layer 33 and the high damping layer 32 is sandwiched between the hard layer 33 and the center pillar 16, the side sill 18, and the floor panel 26. The vibration from the 16 and the side sill 18 can be absorbed by the high damping layer 32 being compressed and deformed, so that the vibration can be suppressed and the riding comfort performance can be improved.

  Further, since the Mel sheet 27 is laid on the surface of the floor panel 26 to which the vibration damping structure 30 is not attached, the vibration from the center pillar 16 and the side sill 18 and the floor panel 26 are caused by the vibration damping structure 30 and the Mel sheet 27. Since the vibration from the vehicle can be suppressed, the ride performance can be further improved.

  Further, the vibration damping structure 30 is only provided near the connecting portion between the center pillar 16 and the floor panel 26. Further, since the vibration damping structure 30 is made of a foam material or a resin, the weight of the vehicle is increased. The structural damping characteristic can be improved while minimizing the cost and the cost increase can be minimized.

(Second embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the first embodiment is different from the first embodiment only in the method for attaching the vibration damping structure, and the other components are the same as those in the first embodiment. Detailed description will be omitted.
FIG. 6 is a cross-sectional view taken along line AA in FIG. 1 and shows a configuration in the vicinity of the floor panel.
As shown in FIG. 6, in this embodiment, a melt sheet 27 is attached to a portion extending from the center pillar 16, the floor panel 26, and the floor tunnel 20 in the vehicle left-right direction (vehicle width direction).

  Although not shown in the figure, in the front of the vehicle, the melt sheet 27 is provided up to a portion reaching the rising portion of the dash lower 21 so as to cover the joint between the floor panel 26 and the dash lower 21.

FIG. 7 is a partially enlarged view of FIG.
As shown in FIG. 7, a vibration damping structure 40 is provided on the melt sheet 27 so as to cover the entire surface of the melt sheet 27. Here, in order to attach the vibration damping structure 40 to the vehicle body, a foam material constituting the high attenuation layer 32 is attached so as to cover the entire surface of the melt sheet 27, and heat hardening is performed to constitute the hard layer 33 on the upper surface of the high attenuation layer 32. Apply resin. Then, the surface layer portion is cured by heating the thermosetting resin (for example, during baking coating), and the high attenuation layer 32 is sandwiched between the hard layer 33 and the melt sheet 27. And the carpet etc. which comprise a vehicle interior which are not shown in figure are laid so that the upper surface of the damping structure 40 may be covered.

Next, the operation of the vibration damping structure 40 will be described.
The center pillar 16 is deformed by vibration and presses the melt sheet 27, and the vibration is absorbed by the melt sheet 27. However, when the pressing force (vibration) P cannot be suppressed by the melt sheet 27, the high damping layer 32 of the damping structure 40 is pressed. Since the high attenuation layer 32 is made of a foam material, it deforms and absorbs the pressing force P. In addition, since the hard layer 33 is formed to be hard, vibrations from the center pillar 16 can be absorbed by the high attenuation layer 32 and can be reduced without substantially deforming.

  As a result, the vibration from the center pillar 16 does not propagate to the floor panel 26, and since the melt sheet 27 and the damping structure 40 are laid on the floor panel 26, the vibration from the center pillar 16 and The membrane vibration of the floor panel 26 can be prevented from propagating to the seat in the vehicle interior. In addition, it is possible to reduce the noise of the vehicle interior caused by vibration.

  Therefore, according to the present embodiment, the vibration damping structure 40 is adhered to the connection portion between the center pillar 16 and the side sill 18 constituting the vehicle body 10 and the floor panel 26 connected to the center pillar 16 and the side sill 18. The body 40 has a structure in which the surface on the vehicle interior side is configured by the hard layer 33 and the high damping layer 32 is sandwiched between the hard layer 33 and the center pillar 16, the side sill 18, and the floor panel 26. Since the vibration from the side sill 18 can be absorbed by the high damping layer 32 being compressed and deformed, the vibration can be suppressed and the riding comfort performance can be improved.

  Further, since the melt sheet 27 is laid from the center pillar 16 so as to cover the entire surface of the floor panel 26 and the side surface of the floor tunnel 20, and the vibration damping structure 40 is adhered so as to cover the entire surface of the melt sheet 27, the floor panel 26 and the center pillar are attached. 16 is covered with both the melt sheet 27 and the vibration damping structure 40. Therefore, the vibrations of the center pillar 16, the side sill 18 and the floor panel 26 themselves can be more reliably damped, and the riding comfort performance can be further improved.

The technical scope of the present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the specific structures and materials described in the embodiments are merely examples, and can be changed as appropriate.
For example, in the present embodiment, the thermosetting resin is used for the hard layer, but other materials having substantially the same function may be used.

It is a schematic block diagram of the vehicle interior in the embodiment of the present invention. It is sectional drawing of 1st embodiment which follows the AA line of FIG. It is sectional drawing of 1st embodiment which follows the BB line of FIG. FIG. 3 is a partially enlarged view of FIG. 2. It is explanatory drawing which shows the effect | action of the damping structure in 1st embodiment of this invention. It is sectional drawing of 2nd embodiment which follows the AA line of FIG. It is the elements on larger scale of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Car body 16 ... Center pillar (vertical material) 18 ... Side sill (vertical material) 26 ... Floor panel (cross member) 27 ... Mel sheet 28 ... Flange part (connection part) 30 ... Damping structure (restraint type damping structure) 32 ... High attenuation layer 33 ... Hard layer

Claims (3)

Affixing the restraint type vibration damping structure across the connecting part of the vertical member constituting the vehicle body and the horizontal member connected to the vertical member,
The constrained vibration damping structure has a structure in which a surface on the vehicle interior side is constituted by a hard layer, and a high damping layer is sandwiched between the hard layer and the longitudinal member and the transverse member. Car system structure.   The vehicle system vibration structure according to claim 1, wherein a melt sheet is laid on a surface of the cross member to which the restraint type vibration damping structure is not attached.   The vehicle structure vibration structure according to claim 1, wherein a melt sheet is laid so as to cover the cross member and the connection portion, and the restraint type damping structure is attached so as to cover the melt sheet. .

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