JP2018103772A - Vehicle body structure, its manufacturing method, and strain restriction member - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle structure that excels in workability, is less likely to fall, and is able to restrict heat strain, and to provide its manufacturing method and a strain restricting member.SOLUTION: A vehicle body structure 1 comprises: a roof side rail 7: a roof panel 3 having a linear expansion coefficient value larger than that of a first structure member; a coupling part 4 coupling the roof side rail 7 and the roof panel 3; a pressure-sensitive adhesive layer 5 disposed on the roof panel 3; and a rigid member 6 joined to the roof panel 3 via the pressure-sensitive adhesive layer 5.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body structure, a manufacturing method thereof, and a strain suppressing member.

  In recent years, a structure in which a part of a steel plate is replaced with a light metal such as an aluminum plate has been studied from the viewpoint of weight reduction as a body of an automobile or the like. In particular, as a roof structure, a structure in which a light metal roof panel is mechanically connected to a steel roof side rail by a rivet or the like has been studied (see Patent Document 1).

  In Patent Document 1, in a roof structure of a vehicle body in which a light metal roof panel is bonded to a steel roof side rail, a thermal expansion suppressing member extending in the vehicle front-rear direction is bonded to the inside of both sides of the roof panel in the vehicle width direction. In addition, a roof structure of a vehicle body is disclosed in which at least both ends in the vehicle width direction of the thermal expansion suppressing member are bonded to the roof panel with an adhesive.

  In the roof structure of Patent Document 1, after the baking finish, the distortion (distortion) of the roof panel due to the difference in thermal expansion between the light metal roof panel and the steel roof side rail is suppressed by the thermal expansion suppressing member. Yes.

JP 2009-67631 A

  However, in the roof structure of Patent Document 1, a thermal expansion suppressing member is disposed on the lower surface of the roof panel via a thermosetting adhesive as an adhesive. For this reason, it is necessary to apply a liquid thermosetting adhesive to the lower surface of the roof panel and fix the thermal expansion suppression member to the application surface with a support tool for a while until it is cured. It is disadvantageous. In addition, there is a case where the thermal expansion suppressing member drops off from the lower surface of the roof panel and falls during baking coating.

  The objective of this invention is providing the vehicle body structure which is excellent in workability | operativity, cannot fall easily, and can suppress a thermal distortion, its manufacturing method, and a distortion suppression member.

  The present invention [1] includes a first structural member, a second structural member having a linear expansion coefficient value larger than that of the first structural member, the first structural member, and the second structural member. A vehicle body structure comprising: a connecting portion for connecting the second structural member; a pressure-sensitive adhesive disposed on the second structural member; and a rigid member joined to the second structural member via the pressure-sensitive adhesive. It is out.

  The present invention [2] includes the vehicle body structure according to [1], wherein the pressure-sensitive adhesive has a tensile elastic modulus at 23 ° C. of 280 kPa or more.

  The present invention [3] includes the vehicle body structure according to [1] or [2], wherein the pressure-sensitive adhesive has a thickness of 0.1 mm to 1.5 mm.

  The present invention [4] includes the vehicle body structure according to any one of [1] to [3], wherein the rigid member has a substantially square shape in a plan view.

  The present invention [5] includes the vehicle body structure according to any one of [1] to [4], wherein a length of at least one side of the rigid member is not less than 50 mm and not more than 1000 mm.

  The present invention [6] includes the vehicle body structure according to any one of [1] to [5], wherein the rigid member is an aluminum plate material or a steel plate material.

  [7] The vehicle body structure according to any one of [1] to [6], wherein the first structural member is a steel member and the second structural member is an aluminum member. Is included.

  The present invention [8] includes the vehicle body structure according to any one of [1] to [7], wherein the rigid member is disposed at a position separated from the connecting portion.

  The present invention [9] includes the vehicle body structure according to any one of [1] to [8], wherein a plurality of the connecting portions are arranged at intervals in a predetermined direction.

  The present invention [10] includes the vehicle body structure according to any one of [1] to [9], wherein the connecting portion is mechanically connected.

  The invention [11] provides the vehicle body structure according to any one of [1] to [10], wherein the first structural member is a roof side rail and the second structural member is a roof panel. Contains.

  The present invention [12] includes the vehicle body structure according to [11], wherein the rigid member is disposed at an end of the roof panel in the vehicle width direction.

  The invention [13] includes the vehicle body structure according to [11] or [12], wherein a part of the rigid member is curved along the shape of the roof panel.

  The present invention [14] includes the vehicle body structure according to any one of [11] to [13], wherein a length of the rigid member in a vehicle longitudinal direction is longer than a length of the rigid member in the vehicle width direction. Yes.

  [15] The present invention [15] is a strain suppression member for use in the vehicle body structure according to any one of [1] to [14], and is disposed on a rigid member and one surface of the rigid member. And a strain suppressing member including an adhesive layer made of a pressure adhesive.

  According to the present invention [16], a first structural member constituting a part of a vehicle body and a second structural member constituting a part of the vehicle body and having a linear expansion coefficient value larger than a linear expansion coefficient value of the first structural member. The manufacturing method of a vehicle body structure is provided with the connection process which connects a structural member via a connection part, and the arrangement | positioning process which arrange | positions the distortion suppression member as described in [15] to the said 2nd structural member. .

  According to the vehicle body structure of the present invention, since the rigid member is disposed on the second structural member, when the vehicle body structure is heated, the second generated in the vicinity of the connecting portion between the first structural member and the second structural member. Thermal distortion of the structural member can be suppressed.

  In addition, since the rigid member is disposed on the second structural member via the pressure-sensitive adhesive, the rigid member can suppress dropping from the second structural member even when heated.

  Further, since the vehicle body structure includes a pressure-sensitive adhesive, the rigid member is disposed on the second structural member due to the pressure-sensitive adhesive property of the pressure-sensitive adhesive. Therefore, when the rigid members are arranged on the second structural member, it is not necessary to fix them until they are cured like a thermosetting adhesive, and the vehicle body structure can be obtained by a manufacturing method with excellent workability.

  According to the manufacturing method of the vehicle body structure using the strain suppressing member of the present invention, the strain suppressing member including the rigid member and the adhesive layer made of the pressure sensitive adhesive is disposed on the second structural member. Therefore, it is possible to easily dispose the strain suppressing member that does not easily fall off in the vehicle body structure. Therefore, a vehicle body structure that can suppress thermal distortion can be manufactured with good workability.

FIG. 1 shows a perspective view of one embodiment of a vehicle body structure of the present invention. 2A to 2C are enlarged views of the roof structure of the vehicle body structure shown in FIG. 1, FIG. 2A is a plan view, FIG. 2B is a cross-sectional view taken along line AA in FIG. 2A, and FIG. -B shows a cross-sectional view. FIG. 3 is an exploded perspective view of the vehicle body structure shown in FIG. FIG. 4 shows a sample of a pressure-sensitive adhesive layer used for measurement of tensile elastic modulus in Examples. 5A to 5C show a vehicle body structure sample used in the example. FIG. 5A is a plan view, FIG. 5B is a bottom view, and FIG. 5C is a cross-sectional view taken along line AA in FIG. FIG. 6 shows the contour lines of the aluminum flat plate of Example 1 illustrating the contour lines after the thermal strain measurement. FIG. 7 shows the contour lines of the aluminum flat plate of Example 2 illustrating the contour lines after the thermal strain measurement. FIG. 8 shows the contour lines of the aluminum flat plate of Example 3 illustrating the contour lines after the thermal strain measurement. FIG. 9 shows the contour lines of the aluminum flat plate of Example 4 illustrating the contour lines after the thermal strain measurement. FIG. 10 shows the contour lines of the aluminum flat plate of Comparative Example 1 illustrating the contour lines after the thermal strain measurement. FIG. 11 shows the contour lines of the aluminum flat plate of Comparative Example 2 illustrating the contour lines after the thermal strain measurement. FIG. 12 shows the contour lines of the aluminum flat plate of Comparative Example 3 illustrating the contour lines after the thermal strain measurement.

<One Embodiment>
In FIG. 2A, the vertical direction of the paper surface is the front-rear direction (vehicle body front-rear direction, first direction), the upper side of the paper surface is the front side (one side in the first direction), and the lower side of the paper surface is the rear side (the other side in the first direction). The left-right direction in the drawing is the width direction (the vehicle body width direction, the second direction orthogonal to the first direction), the left side of the drawing is the left side (one side in the second direction), and the right side of the drawing is the right side (the other side in the second direction). . The paper thickness direction is the vertical direction (the vehicle body vertical direction, the third direction orthogonal to the first direction and the second direction), the front side of the paper is the upper side (the third direction one side), and the back side of the paper is the lower side (the third direction) The other side). Specifically, it conforms to the direction arrow in each figure.

  With reference to FIGS. 1-3, the vehicle body structure 1 which is one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the vehicle body structure 1 includes a pair of side panels 2, a roof panel 3 as a second structural member, a plurality of connecting portions 4, and a plurality (2) as a plurality (two) of adhesive layers. ) Pressure-sensitive adhesive layer 5 and a plurality (two) of rigid members 6.

  The pair of side panels 2 form a main skeleton at the upper part of the vehicle body, and are opposed to each other with an interval in the width direction. Each of the side panels 2 includes a front side frame 8 that extends in the vertical direction on the front side, a rear side frame 9 that extends in the vertical direction on the rear side, and a floor side rail that connects the lower end of the front side frame 8 and the lower end of the rear side frame 9. 10, a front pillar 11 extending rearward and upward from the upper end of the front side frame 8, a center pillar 12 extending upward from the center in the front-rear direction of the floor side rail 10, and a rear pillar 13 extending upward from the upper end of the rear side frame 9. And a roof side rail 7 as a first structural member for connecting the upper end of the front pillar 11, the upper end of the center pillar 12, and the upper end of the rear pillar 13. The front side frame 8, the front pillar 11, the center pillar 12, the floor side rail 10, and the roof side rail 7 form a space for providing the front door portion. The rear side frame 9, the center pillar 12, the rear pillar 13, and the floor side rail 10 and the roof side rail 7 form a space for providing the rear door portion.

  The roof side rail 7 extends in the front-rear direction so as to be parallel to the floor side rail 10. As shown in FIG. 2B, the roof side rail 7 includes a roof side rail outer 14 and a roof side rail inner 15.

  The outer roof side rail 14 forms the outer shape in the width direction of the roof side rail 7, and has a corner shape that protrudes outward in the width direction in the cross-sectional view in the front-rear direction.

  The roof side rail inner 15 forms the width direction inner side shape of the roof side rail 7, and has a corner | angular part shape which protrudes in the width direction inner side in the front-back direction cross section.

  The roof side rail outer 14 and the roof side rail inner 15 are the roof side rail outer 14 serving as the upper surface and the width direction outer surface of the roof side rail 7, and the roof side rail inner 15 serving as the lower surface and the width direction inner surface of the roof side rail 7. Then, they are arranged so as to form a closed cross section when viewed in the front-rear direction.

  An upper stage 15a extending inward in the width direction is provided at the upper end portion of the side rail inner 15, and a lower stage 15b extending downward is provided at the lower end portion.

  The upper surface of the upper stage 15a is fixed to the inner end in the width direction of the outer roof side rail 14 by contacting the lower surface of the inner end in the width direction of the outer roof side rail 14 and mechanically connecting them. Has been.

  The lower stage 15b is fixed to the lower end portion of the roof side rail outer 14 by contacting the outer side surface in the width direction with the inner surface in the width direction of the lower end portion of the roof side rail outer 14 and connecting them. Yes.

  The material constituting the side panel 2 may be a material having rigidity that supports the vehicle body structure, and steel is preferably used from the viewpoint of rigidity, heat resistance, workability, and the like. That is, the side panel 2 is preferably a steel member.

  The roof panel 3 is disposed on the pair of side panels 2 so as to erection them. Specifically, the roof panel 3 is disposed on the pair of roof side rails 7 so that both ends (right end and left end) in the width direction of the roof panel 3 are in contact with the upper ends of the pair of roof side rails 7. Has been.

  The roof panel 3 is formed in a flat plate shape having a substantially rectangular shape in plan view. As shown in FIG. 2C, the roof panel 3 is gently curved so as to protrude upward along the upper surface of the roof side rail 7 in the cross section in the width direction. The longitudinal length of the roof panel 3 is substantially the same as the longitudinal length of the roof side rail 7. Further, as shown in FIG. 2B, the roof panel 3 is gently curved so as to protrude upward between the pair of roof side rails 7 even in the cross-sectional view in the front-rear direction.

  The roof panel 3 is formed with attachment portions 16 at both ends in the width direction. As shown in FIG. 2B, the attachment portion 16 is formed in a substantially L-shape that extends toward the outside in the width direction after extending toward the lower side at both ends in the width direction of the roof panel 3. Moreover, the attachment part 16 is extended so that it may continue in the front-back direction from the front end of the roof panel 3 to the rear end, as shown to FIG. 2A. The lower surface of the attachment portion 16 is in contact with the upper surface of the inner end portion in the width direction of the roof side rail outer 14. Note that the roof panel 3 has substantially L-shaped attachment portions 16 formed at both ends in the front-rear direction as well as both ends in the width direction, and is attached to a vehicle body member (not shown).

  The roof panel 3 is formed of a material having a linear expansion coefficient value larger than that of the side panel 2. Such a material is preferably an aluminum material such as aluminum or an aluminum alloy from the viewpoint of lightness and workability. That is, the roof panel 3 is preferably an aluminum member.

  The plurality of connecting portions 4 are portions for connecting the side panel 2 and the roof panel 3 as shown in FIG. Specifically, the plurality of connecting portions 4 fix the upper stage 15 a of the side rail inner 15, the inner end in the width direction of the side rail outer 14, and the mounting portion 16 that are arranged so as to overlap each other in the vertical direction. Thus, the side rail 7 and the attachment portion 16 are connected in the vertical direction. The some connection part 4 is mutually spaced apart so that the front-back direction may be followed.

  The connecting portion 4 is mechanically connected. Specifically, for example, rivet joining (self-piercing rivet, blind rivet etc.), clinch joining (mechanical clinching etc.), bolt fastening and the like can be mentioned.

  The plurality (two) of pressure-sensitive adhesive layers 5 are arranged on the lower surface of the roof panel 3 as shown in FIGS. 2B to 2C. Specifically, the pressure-sensitive adhesive layer 5 is disposed on the lower side of the roof panel 3 so that the upper surface of the pressure-sensitive adhesive layer 5 is in contact with the lower surfaces of both end portions in the width direction (left end portion and right end portion) of the roof panel 3. . Further, the pressure-sensitive adhesive layer 5 is disposed at a position spaced inward in the width direction from the connecting portion 4 in plan view.

  The pressure-sensitive adhesive layer 5 is formed in a substantially planar shape extending in the front-rear direction. Specifically, the pressure-sensitive adhesive layer 5 is formed so as to be along the roof side rail 7 (that is, the plurality of connecting portions 4) at a distance from the roof side rail 7 in the width direction. Further, the pressure-sensitive adhesive layer 5 as a whole is curved along the shape of the roof panel 3 so as to protrude upward in the front-rear direction cross section and the width direction cross section.

  The pressure-sensitive adhesive layer 5 is formed from a pressure-sensitive adhesive into a layer shape (sheet shape). The pressure-sensitive adhesive layer 5 has adhesiveness on both surfaces in the thickness direction (upper surface and lower surface).

  Examples of pressure sensitive adhesives include acrylic pressure sensitive adhesives, rubber pressure sensitive adhesives, silicone pressure sensitive adhesives, polyester pressure sensitive adhesives, urethane pressure sensitive adhesives, and polyamide pressure sensitive adhesives. Vinyl alkyl ether pressure sensitive adhesives, fluorine pressure sensitive adhesives, and the like. Preferably, an acrylic pressure sensitive adhesive is used from the viewpoints of dropout suppression and distortion suppression.

  Acrylic pressure-sensitive adhesive contains, for example, an acrylic polymer obtained by copolymerizing a monomer component having (meth) acrylic acid alkyl ester as a main component and a functional group-containing monomer as a copolymerization component as a polymer component. doing.

  The (meth) acrylic acid alkyl ester is an acrylic acid alkyl ester and / or a methacrylic acid alkyl ester, and specifically, butyl (meth) acrylate, isobutyl (meth) acrylate, sec-butyl (meth) acrylate. , T-butyl (meth) acrylate, pentyl (meth) acrylate, neopentyl (meth) acrylate, isopentyl (meth) acrylate, hexyl (meth) acrylate, heptyl (meth) acrylate, (meth) acrylic Octyl acid, 2-ethylhexyl (meth) acrylate, isooctyl (meth) acrylate, nonyl (meth) acrylate, decyl (meth) acrylate, undecyl (meth) acrylate, dodecyl (meth) acrylate, ( Linear or branched carbon, such as tetradecyl (meth) acrylate (Meth) acrylic acid alkyl ester having an alkyl moiety of 4-14 are mentioned. The (meth) acrylic acid alkyl ester can be used alone or in combination of two or more.

  The blending ratio of the (meth) acrylic acid alkyl ester is, for example, 90 parts by mass or more, preferably 95 parts by mass or more, with respect to 100 parts by mass of all monomer components constituting the acrylic polymer. 99.5 parts by mass or less, preferably 99 parts by mass or less.

  Examples of functional group-containing monomers include carboxyl group-containing monomers such as acrylic acid, methacrylic acid, fumaric acid, maleic acid, monomethyl itaconate, 2- (meth) acryloyloxyethyl trimellitic acid, and carboxyethyl (meth) acrylate. Examples thereof include hydroxyl group-containing monomers such as 2-hydroxyethyl acrylate and 4-hydroxybutyl acrylate. The functional group-containing monomers can be used alone or in combination of two or more.

  The blending ratio of the functional group monomer is, for example, 0.5 parts by mass or more, preferably 1 part by mass or more, for example, 10 parts by mass or less, preferably 5 parts by mass in 100 parts by mass of all monomer components. It is as follows.

  The weight average molecular weight of the acrylic polymer is, for example, 300,000 or more, preferably 400,000 or more, and for example, 2,000,000 or less, preferably 1,500,000 or less. Thereby, the pressure-sensitive adhesive layer 5 can sufficiently exhibit the adhesive force. The weight average molecular weight is measured by gel permeation chromatography based on a standard polystyrene equivalent value.

  The acrylic pressure-sensitive adhesive can be obtained by a known method such as solution polymerization, bulk polymerization, or photopolymerization.

  The pressure-sensitive adhesive may appropriately contain known additives such as a crosslinking agent, a tackifier resin, a processing aid, a pigment, a flame retardant, a filler, a softener, and an anti-aging agent.

  The tensile elastic modulus at 23 ° C. of the pressure-sensitive adhesive layer 5 is, for example, 200 kPa or more, preferably 280 kPa or more, and more preferably 400 kPa or more. By setting the tensile elastic modulus to the above lower limit or more, thermal strain can be further suppressed. The tensile elastic modulus can be measured according to JIS K 7161. Details will be described later in Examples.

  The peel strength of the pressure-sensitive adhesive layer 5 after heating at 190 ° C. is, for example, 10 N / 25 mm or more, preferably 25 N / 25 mm or more, and for example, 100 N / 25 mm or less. The peel strength was determined based on a T-type peel strength test on a laminate in which an aluminum plate having a width of 25 mm was bonded to both surfaces of a pressure sensitive adhesive layer 5 having a width of 25 mm, and a tensile speed of 50 mm / min. It can be measured by peeling off under the conditions. Details will be described later in Examples.

  The thickness of the pressure sensitive adhesive layer 5 is, for example, 0.1 mm or more, preferably 0.2 mm or more, and, for example, 1.5 mm or less, preferably 1.0 mm or less.

  The width direction interval D between the connecting portion 4 and the pressure-sensitive adhesive layer 5 is, for example, 2.0 mm or more, preferably 10 mm or more, and for example, 100 mm or less, preferably 50 mm or less.

  A plurality (two) of rigid members 6 are members that suppress thermal distortion of the roof panel 3 via the pressure-sensitive adhesive layer 5.

  The rigid member 6 is disposed on the lower surface of the pressure-sensitive adhesive layer 5. Specifically, the rigid member 6 is disposed below the pressure-sensitive adhesive layer 5 so that the entire upper surface thereof is in contact with the entire lower surface of the pressure-sensitive adhesive layer 5. The rigid member 6 is disposed so as to coincide with the pressure-sensitive adhesive layer 5 in plan view.

  That is, the rigid member 6 has the same size and the same shape as the pressure-sensitive adhesive layer 5 in a plan view, and is formed in a substantially rectangular flat plate shape extending in the front-rear direction. Further, the rigid member 6 is disposed below the both ends in the width direction (left end portion and right end portion) of the roof panel, and is disposed at a position separated from the connecting portion 4 inward in the width direction. Specifically, the rigid member 6 is disposed along the roof side rail 7 (that is, the plurality of connecting portions 4) at a distance from the roof side rail 7 in the width direction.

  The rigid member 6 as a whole is gently curved along the shape of the pressure-sensitive adhesive layer 5 and the roof panel 3 so as to protrude upward in the front-rear direction cross section and the width direction cross section.

  The rigid member 6 is made of, for example, a metal material such as the above-described aluminum material or steel, for example, ceramics, for example, fiber reinforced plastic (FRP), fiber-free plastic, glass cloth, epoxy glass, or the like. From the viewpoints of light weight and drop-off suppression, it is preferably formed from an aluminum material such as aluminum or an aluminum alloy. From the viewpoint of further suppressing thermal strain, steel is preferable. That is, the rigid member 6 is preferably an aluminum plate or a steel plate.

  The length (short side) of the rigid member 6 in the width direction is, for example, 30 mm or more, preferably 50 mm or more, and 300 mm or less, preferably 250 mm or less. Moreover, the width direction length of the rigid member 6 is 3% or more and 40% or less with respect to the width direction length of the roof panel 3, for example. The total length of the width direction lengths of the plurality of rigid members 6 is, for example, 6% or more and 80% or less with respect to the width direction length of the roof panel 3.

  The length (long side) in the front-rear direction of the rigid member 6 is longer than the width-direction length, for example, 30 mm or more, preferably 50 mm or more, and, for example, 1500 mm or less, preferably 1000 mm or less. Further, the longitudinal length of the rigid member 6 is, for example, 20% or more and 90% or less with respect to the longitudinal length of the roof panel 3. The length of the rigid member 6 in the front-rear direction is, for example, 1.5 times or more, preferably 2 times or more of the width direction length of the rigid member 6, and is, for example, 50 times or less, preferably 30 times or less. It is. By setting the length of the rigid member 6 in the front-rear direction to the above range, distortion of the roof end can be suppressed in a wide range in the vehicle front-rear direction.

  The thickness of the rigid member 6 is, for example, 0.3 mm or more, preferably 0.5 mm or more, and, for example, 3.0 mm or less, preferably 2.5 mm or less. By setting the thickness of the rigid member 6 within the above range, thermal distortion can be more reliably suppressed.

<The manufacturing method of one embodiment>
Next, a method for manufacturing the vehicle body structure 1 will be described with reference to FIG.

  The vehicle body structure 1 is obtained, for example, by performing a distortion suppressing member preparation process, a connection process, and an arrangement process.

  In the strain suppression member preparation, the strain suppression member 17 is prepared.

  The strain suppressing member 17 includes a rigid member 6 and a pressure-sensitive adhesive layer 5 disposed on the upper surface thereof. The strain suppression member 17 is obtained, for example, by arranging the pressure-sensitive adhesive described above on the rigid member 6 in a layer shape (sheet shape).

  In the connecting step, the pair of side panels 2 and the roof panel 3 are connected via a plurality of connecting portions 4.

  Specifically, each mounting portion 16 of the roof panel 3 is disposed on the upper surface of each side panel 2 (the inner end in the width direction of each roof side panel 7), and the roof side rail outer 14 and the roof side rail overlap in plan view. The inner 15 and the attachment part 16 are fixed by mechanical connection. Such mechanical connection is carried out at a plurality of positions at intervals in the front-rear direction. In FIG. 3, it is fixed by rivet bonding.

  In the arranging step, the distortion suppressing member 17 is arranged on the roof panel 3.

  Specifically, the pressure-sensitive adhesive layer 5 of the strain suppression member 17 is brought into contact with the lower surfaces of both end portions (the left end portion and the right end portion) in the width direction of the roof panel 3, thereby attaching the strain suppression member 17 to the roof. Place on panel 3. At this time, it arrange | positions in the position spaced apart to the width direction inner side from the connection part 4 so that the longitudinal direction (front-back direction) of the distortion suppression member 17 may follow a vehicle body front-back direction.

  Thereby, the vehicle body structure 1 provided with the side panel 2, the roof panel 3, the connection part 4, the pressure-sensitive adhesive layer 5, and the rigid member 6 is obtained.

  According to the vehicle body structure 1, since the rigid member 6 is disposed on the roof panel 3, when the vehicle body structure 1 is heated to, for example, 190 ° C. or more by baking coating or the like, the roof panel 3 and the roof side rail 7 can suppress thermal distortion of the roof panel 3 that occurs in the vicinity of the connecting portion 4. Further, since the rigid member 6 is disposed on the roof panel 3 via the pressure-sensitive adhesive layer 5, the rigid member 6 can suppress dropping from the lower surface of the roof panel 3. Further, since the rigid member 6 is disposed on the roof panel 3 due to the pressure-sensitive adhesive property of the pressure-sensitive adhesive layer 5, the vehicle body structure 1 can be obtained by a method having excellent workability.

  In the vehicle body structure 1, the rigid member 6 is curved along the shape of the roof panel 3. Therefore, the rigid members 6 are always arranged at regular intervals (the thickness of the pressure-sensitive adhesive layer 5) in the vertical direction with respect to the roof panel 3. Therefore, the thermal distortion of the roof panel 3 can be suppressed more evenly.

  Further, in the vehicle body structure 1, the rigid members 6 are disposed at both ends in the width direction of the roof panel 3, so that thermal distortion that easily occurs at both ends in the width direction of the roof panel 3 is effectively suppressed. be able to.

  In the vehicle body structure 1, the rigid member 6 and the pressure-sensitive adhesive layer 5 are disposed at positions spaced inward in the width direction from a plurality of connecting portions 4 that are disposed at intervals in the front-rear direction. In addition, the rigid member 6 and the pressure-sensitive adhesive layer 5 are arranged so as to extend along the plurality of connecting portions 4, that is, in the front-rear direction. Therefore, non-uniform thermal distortion caused by the plurality of connecting portions 4 can be suppressed and made uniform in the front-rear direction by the stress relaxation of the pressure-sensitive adhesive layer 5 and the rigidity of the rigid member 6. .

  Moreover, if the vehicle body structure 1 is manufactured using the strain suppressing member 17 including the rigid member 6 and the pressure-sensitive adhesive layer 5, the strain suppressing member 17 that does not easily fall off can be easily disposed on the lower surface of the roof panel 3. Can do. Therefore, a vehicle body structure that can suppress thermal distortion can be manufactured with good workability.

<Modification>
In the embodiment shown in FIG. 1, the connecting portion 4 is mechanically connected. However, for example, although not shown, the connecting portion 4 may be connected by welding (welded portion). That is, as welding, spot welding, arc joining, etc. are mentioned, for example.

  In the embodiment shown in FIG. 1, a part of the rigid member 6 is curved along the shape of the roof panel 3. For example, although not shown, only a part of the rigid member 6 is curved, The remaining portion may be linear in the front-rear direction cross section and the width direction cross section. Further, the entire rigid member 6 may be linear in the front-rear direction cross section and the width direction cross section.

  In the embodiment shown in FIG. 1, the rigid member 6 coincides with the pressure-sensitive adhesive layer 5 in a plan view. For example, although not shown, the rigid member 6 has a pressure-sensitive adhesive layer in the plan view. It may be larger than 5. Preferably, the rigid member 6 coincides with the pressure-sensitive adhesive layer 5 in a plan view from the standpoint of dropping prevention.

  In the embodiment shown in FIG. 1, the pressure-sensitive adhesive layer 5 is disposed on the entire upper surface of the rigid member 6. For example, although not shown, the pressure-sensitive adhesive layer 5 is within a range that can hold the rigid member 6. The layer 5 may be arranged in stripes or dots. Preferably, the pressure-sensitive adhesive layer 5 is disposed on the entire upper surface of the rigid member 6 from the standpoint of preventing dropping.

  In the embodiment shown in FIG. 1, a vehicle body structure including a roof side rail 7 as a first structural member and a roof panel 3 as a second structural member is described. For example, the first structural member and the second structural member include a roof It is not limited to the side rail and the roof panel, and any member such as a door member, a hood member, and a rear member may be used as long as it is a vehicle body structure. Specifically, the first structural member can be an outer panel of the door portion, and the second structural member can be an inner panel of the door portion.

(Strain suppression member)
Example 1
Pressure sensitive adhesive (acrylic double-sided adhesive tape, thickness 0.4 mm, trade name “H7004”, Nitto Denko Corporation) The distortion suppressing member of the example was manufactured. The tensile modulus at 23 ° C. of the pressure sensitive adhesive used in this example was 523 kPa. The peel strength after heating at 190 ° C. was 35.6 N / 25 mm.

Example 2
Except for changing the pressure-sensitive adhesive to a pressure-sensitive adhesive (acrylic double-sided pressure-sensitive adhesive tape, thickness 1.2 mm, trade name “H7012”, manufactured by Nitto Denko Corporation), in the same manner as in Example 1, A strain suppressing member was produced. The tensile modulus at 23 ° C. of the pressure sensitive adhesive used in this example was 523 kPa. Further, the peel strength after heating at 190 ° C. was 27.5 N / 25 mm.

Example 3
Except that the pressure-sensitive adhesive was changed to a pressure-sensitive adhesive (acrylic double-sided pressure-sensitive adhesive tape, thickness 0.4 mm, trade name “A4004-R”, manufactured by Nitto Denko Corporation), the same operation as in Example 1 was performed. An example strain suppressing member was prepared. In addition, the tensile elasticity modulus in 23 degreeC of the pressure sensitive adhesive used in this Example was 279 kPa. The peel strength after heating at 190 ° C. was 20.9 N / 25 mm.

Example 4
Implementation was performed in the same manner as in Example 1 except that the pressure-sensitive adhesive was changed to a pressure-sensitive adhesive (acrylic double-sided pressure-sensitive adhesive tape, thickness 1.2 mm, trade name “A4012-R”, manufactured by Nitto Denko Corporation). An example strain suppressing member was prepared. In addition, the tensile elasticity modulus in 23 degreeC of the pressure sensitive adhesive used in this Example was 279 kPa. The peel strength after heating at 190 ° C. was 22.8 N / 25 mm.

Comparative Example 1
Instead of a pressure sensitive adhesive, a room temperature curable thermosetting adhesive (epoxy resin) is applied to the rigid member (aluminum plate, A5052-O, 280 mm × 50 mm × thickness 1.2 mm) with a thickness of 0. It applied so that it might become 0.5 mm, and the distortion suppression member of a comparative example was produced.

Comparative Example 2
The distortion of the comparative example is the same as that of the comparative example 1 except that the thermosetting adhesive is changed to a thermosetting adhesive (urethane adhesive, “Bond Ultra Versatile SU Premium Hard”, manufactured by Konishi Co., Ltd.). A suppression member was produced.

Comparative Example 3
The distortion suppressing member of the comparative example is produced in the same manner as in the comparative example 1 except that the thermosetting adhesive is changed to a thermosetting adhesive (acrylic adhesive, “Metal Lock U610”, manufactured by Cemedine). did.

(Measurement of tensile modulus)
The tensile elastic modulus of the pressure-sensitive adhesive layer used in each example was measured according to JIS K 7161. Specifically, the following procedures 1 to 3 were followed.

  Procedure 1: The pressure sensitive adhesive layer was punched into the shape of dumbbell No. 3 (unit: mm) shown in FIG.

Procedure 2: Tensile stress was measured under the following conditions.
Measuring machine: Tensile and compression testing machine (Technograph TG-5kN, manufactured by Minebea)
Temperature: 23 ° C
Grip distance: 20mm
Tensile speed: 500 mm / min Procedure 3: Using the tensile stress obtained in Procedure 2 and the following formula 1, the tensile elastic modulus Et was calculated.

Formula 1

Et: Tensile modulus (kPa)
α1: Tensile stress (kPa) measured at strain ε1 = 0.05
α2: Tensile stress (kPa) measured at strain ε2 = 0.15
ε1: 0.05
ε2: 0.15
In addition, the said measurement was implemented 3 times and this average value was made into the tensile elasticity modulus of an Example.

(Measurement of adhesive strength)
The adhesive force of the pressure sensitive adhesive used in each example was measured according to the following procedures 1 to 3.

  Procedure 1: The pressure sensitive adhesive was set to a tape width of 25 mm, an aluminum flat plate (“A5052”, width 25 mm, thickness 0.8 mm) was placed on the top surface of the pressure sensitive adhesive, and an aluminum flat plate (“A5052”) was placed on the bottom surface. , Width 25 mm, thickness 1.2 mm) was arranged to obtain a laminate. The surface of the aluminum flat plate was previously washed with isopropyl alcohol.

  Next, the aluminum plate was reciprocated once with a 5 kg roller to completely press-bond the two aluminum flat plates to the pressure-sensitive adhesive.

  Procedure 2: The laminate was allowed to stand at room temperature (25 ° C.) for 30 minutes and then heated at 190 ° C. for 30 minutes.

  Procedure 3: Using a tensile / compression tester (Technograph TG-5kN, manufactured by Minebea), the upper aluminum plate was pulled upward and the lower aluminum plate was pulled downward at a speed of 50 mm / min. The T-type peel strength at this time was measured.

(Preparation of body structure sample)
As shown in FIG. 5, an aluminum flat plate 21 (“A5052-O”, 400 mm × 300 mm × 0.8 mm thickness, E ₂₀₀ / E ₂₅ : 0.85) is used as the first constituent member, and the second constituent member is used. Using four steel-made (SPCC, E ₂₀₀ / E ₂₅ : 0.95) L-shaped plate material 22 (two long side L plates and two short side L plates), A total of 24 connecting members 23 (bolts and nuts) were connected to produce a vehicle body structure sample 20. The direction along the long side was defined as the front-rear direction, and the direction along the short side was defined as the width direction.

  Two strain suppression members 17 of each example or each comparative example were arranged so that the pressure-sensitive adhesive layer 5 was in contact with the lower surface of the aluminum flat plate 21 of the vehicle body structure sample 20. In addition, each distortion suppression member 17 was arrange | positioned so that it might become a position 30 mm away in the width direction inner side from the connection member 23, and may be located in the front-back direction center of the aluminum flat plate 21. FIG. Moreover, about the distortion suppression member 17 of each comparative example, it supported with the weight for 24 hours until the adhesive agent hardened | cured.

(Thermal strain test)
The vehicle body structure sample on which the strain suppressing member of each example or each comparative example was arranged was heated at 190 ° C. for 20 minutes. The body structure sample after heating was measured for the vertical strain (strain) of the aluminum flat plate by using a three-dimensional camera, and the contour line was measured every 0.2 mm in the vertical direction. The state at this time is shown in FIGS.

  In the body structure samples of Examples 1 to 4, as is clear from FIGS. 6 to 9, the contour lines extend in the front-rear direction and are evenly formed until reaching the center of the aluminum flat plate. On the other hand, in the vehicle body structure samples of Comparative Examples 1 to 3, as is clear from FIGS. 10 to 12, it was found that the contour lines were irregularly formed and the aluminum plate was distorted.

(Dropping test)
The vehicle body structure sample on which the strain suppressing member of each example or each comparative example was placed was left for 1 hour after the heating.

  In the vehicle body structure samples of Examples 1 and 2, the strain suppression member was generally fixed to the lower surface of the aluminum flat plate.

  In the vehicle body structure samples of Examples 3 to 4, the corners of the strain suppressing member were peeled off from the aluminum flat plate, but the strain suppressing member was not detached from the aluminum flat plate.

  In the vehicle body structure samples of Comparative Examples 1 to 3, the strain suppression member was dropped from the aluminum flat plate.

  It should be noted that the strain suppressing members of Comparative Examples 1 to 3 were dropped because the thermosetting adhesive used for the strain suppressing member is hardened once and cured, and loses elasticity. Therefore, it is considered that it is caused by peeling between the aluminum plate and the adhesive layer (thermosetting thermosetting adhesive layer) without being able to follow the shape of the aluminum flat plate distorted by the subsequent heating. On the other hand, since the strain suppressing members of Examples 1 to 4 are provided with a pressure-sensitive adhesive layer having flexibility, they can be deformed flexibly in response to the thermal strain (shape change) of the aluminum flat plate. It is inferred that no separation occurred.

DESCRIPTION OF SYMBOLS 1 Car body structure 3 Roof panel 4 Connection part 5 Pressure sensitive adhesive layer 6 Rigid member 7 Roof side rail 17 Strain suppression member

Claims (16)

A first structural member;
A second structural member having a linear expansion coefficient value greater than the linear expansion coefficient value of the first structural member;
A connecting portion for connecting the first structural member and the second structural member;
A pressure sensitive adhesive disposed on the second structural member;
A vehicle body structure comprising: a rigid member joined to the second structural member via the pressure-sensitive adhesive.   The vehicle body structure according to claim 1, wherein the pressure-sensitive adhesive has a tensile elastic modulus at 23 ° C of 280 kPa or more.   The vehicle body structure according to claim 1 or 2, wherein the pressure-sensitive adhesive has a thickness of 0.1 mm to 1.5 mm.   The vehicle body structure according to any one of claims 1 to 3, wherein the rigid member has a substantially rectangular shape in plan view.   5. The vehicle body structure according to claim 1, wherein a length of at least one side of the rigid member is 50 mm or greater and 1000 mm or less.   The vehicle body structure according to any one of claims 1 to 5, wherein the rigid member is an aluminum plate material or a steel plate material. The first structural member is a steel member;
The vehicle body structure according to any one of claims 1 to 6, wherein the second structural member is an aluminum member.   The vehicle body structure according to any one of claims 1 to 7, wherein the rigid member is disposed at a position separated from the connection portion.   The vehicle body structure according to any one of claims 1 to 8, wherein a plurality of the connecting portions are arranged at intervals in a predetermined direction.   The vehicle body structure according to claim 1, wherein the connecting portion is a mechanical connection. The first structural member is a roof side rail;
The vehicle body structure according to claim 1, wherein the second structural member is a roof panel.   The vehicle body structure according to claim 11, wherein the rigid member is disposed at an end portion of the roof panel in a vehicle width direction.   The vehicle body structure according to claim 11 or 12, wherein a part of the rigid member is curved along a shape of the roof panel.   The vehicle body structure according to any one of claims 11 to 13, wherein a length of the rigid member in the vehicle body front-rear direction is longer than a length of the rigid member in the vehicle width direction. A distortion suppressing member for use in the vehicle body structure according to any one of claims 1 to 14,
A rigid member;
A strain suppressing member, comprising: an adhesive layer disposed on one surface of the rigid member and made of a pressure sensitive adhesive. A first structural member constituting a part of the vehicle body and a second structural member constituting a part of the vehicle body and having a linear expansion coefficient value larger than the linear expansion coefficient value of the first structural member, A connecting step of connecting via
The manufacturing method of the vehicle body structure characterized by including the arrangement | positioning process which arrange | positions the distortion suppression member of Claim 15 in a said 2nd structural member.