Vehicle superstructure

Abstract

The present invention provides an upper structure of a vehicle that can suppress the increase in manufacturing cost and the increase in vehicle weight, and can reduce cabin noise by suppressing roof vibration. The upper structure of a vehicle (1) includes a roof, a front window lintel (13), a roof (17), and a vibration damping member (18). The front window lintel (13) extends in the vehicle width direction on the cabin inner side of the roof. The roof (17) covers the roof from the cabin inner side. The vibration damping member (18) is fixed to the upper side of the roof (17). The vibration damping member (18) is arranged between the sunshade fixing portion (17b) and the connecting plate fixing portion (17c) in the vehicle width direction, near the front window lintel (13). The vibration damping member (18) has at least two resonance frequencies, and one of the resonance frequencies is approximately the same as the resonance frequency of the roof (17).

Description

Technical Field

[0001] The present invention relates to an upper structure of a vehicle, and in particular to a roof vibration suppression structure in a vehicle. Background Art

[0002] Vehicle weight reduction is currently being pursued for the purpose of improving fuel efficiency. In this effort, reducing cabin noise is crucial. In particular, the vibration of the roof, which is attached to and covers the interior of the cabin, is a significant factor in the noise transmitted into the cabin.

[0003] Patent Document 1 discloses a vehicle superstructure constructed with a vibration-damping reinforcement material inserted between a roof and a ceiling. The vibration-damping reinforcement material in Patent Document 1 consists of a base layer made of, for example, polyurethane foam; and a surface layer made of, for example, paper or resin, laminated on both the front and back surfaces of the base layer. The vibration-damping reinforcement material is positioned with a gap relative to the roof. Furthermore, the surface layer facing the roof has multiple holes.

[0004] Prior art literature

[0005] Patent Literature:

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2015-151105. Summary of the Invention

[0007] Technical problem to be solved by the invention

[0008] However, the vibration-damping reinforcement material disclosed in Patent Document 1 covers almost the entire roof-side surface of the ceiling, and thus there are problems of increased manufacturing costs and increased vehicle weight.

[0009] The present invention is made to solve the above-mentioned problems, and its object is to provide a vehicle upper structure that can suppress an increase in manufacturing cost and vehicle weight while reducing cabin noise by suppressing roof vibration.

[0010] Technical means to solve technical problems

[0011] A vehicle superstructure according to one aspect of the present invention includes a roof, a vehicle body frame member, a ceiling, and a vibration damping member. The vehicle body frame member is disposed inside the cabin relative to the roof and extends in the vehicle width direction. The ceiling is disposed inside the cabin relative to the vehicle body frame member and covers the roof from inside the cabin. The vibration damping member is fixed to the upper side of the ceiling on the roof side.

[0012] In the vehicle upper structure involved in this form, the ceiling has a first fixing portion and a second fixing portion which are fixed to the vehicle body frame member at positions separated from each other in the vehicle width direction, and the vibration damping member is arranged between the first fixing portion and the second fixing portion in the vehicle width direction and near the vehicle body frame member, and the vibration damping member has at least two resonant frequencies, and one of the at least two resonant frequencies is approximately the same as the resonant frequency of the ceiling.

[0013] In the vehicle upper structure involved in the above-mentioned form, the vibration damping member is arranged near the vehicle body frame member, so compared with the structure disclosed in the above-mentioned Patent Document 1 in which the vibration damping reinforcement material is arranged to cover almost the entire upper side of the ceiling, it is possible to suppress the increase in manufacturing cost and weight.

[0014] Furthermore, in the vehicle superstructure according to the above-described embodiment, a vibration damping member is provided between the first fixing portion and the second fixing portion. Therefore, although vibration energy transmitted from the vehicle body frame member via the first fixing portion and the second fixing portion to the ceiling tends to vibrate the ceiling, the vibration damping member provided between the first fixing portion and the second fixing portion (at the antinode of the vibration) damps the vibration energy, thereby suppressing the vibration.

[0015] Furthermore, in the vehicle superstructure according to the above aspect, the vibration damping member is formed to have at least two resonant frequencies, one of which is substantially the same as the resonant frequency of the ceiling. This allows the vibration amplitude to be attenuated at the target resonant frequency for reducing ceiling vibration, and also at other resonant frequencies. Consequently, the vehicle superstructure according to the above aspect can attenuate ceiling vibration across multiple frequency ranges.

[0016] In the above embodiment, “substantially the same” not only includes the case where the one resonance frequency of the vibration damping member coincides with the resonance frequency of the ceiling, but also includes a frequency region corresponding to the bottom of the ceiling resonance frequency.

[0017] In the vehicle superstructure according to the above aspect, the vibration damping member may have a loss coefficient of 0.01 or greater.

[0018] In the vehicle upper structure according to the above-described aspect, the loss coefficient of the vibration damping member is set to 0.01 or greater, and therefore a high ceiling vibration damping effect can be obtained.

[0019] In the vehicle upper structure involved in the above-mentioned form, it can be: the vibration attenuation component is fixed to the upper side of the ceiling, and it has: a first part, which extends toward the top cover side and is columnar; a second part, which is connected to the upper end of the first part, and whose area in a top view is larger than that of the first part and at least a part of the side periphery is a free end.

[0020] In the vehicle upper structure involved in the above-mentioned form, the vibration attenuation component has a second part whose area is larger than that of the first part in a top view, and at least a part of the side periphery of the second part is a free end, so that a structure with at least two resonant frequencies can be realized, and the vibration of the free end in the second part causes the deformation in the vibration attenuation component to be large, thereby effectively attenuating the vibration, which is suitable for suppressing the vibration of the ceiling.

[0021] In the vehicle upper structure involved in the above-mentioned form, it can be: the vibration attenuation component is fixed to the upper side of the ceiling, and it has: a first part, which extends toward the top cover side and is columnar; a second part, which is connected to the upper end of the first part and has a Young's modulus greater than that of the first part.

[0022] In the vehicle superstructure according to the above aspect, the vibration damping member includes a second portion having a greater Young's modulus than the first portion. Therefore, the expansion and contraction of the first portion enables the vibration damping member to have at least two resonant frequencies. Furthermore, the expansion and contraction vibration of the first portion increases the deformation of the vibration damping member, thereby effectively damping vibration. Therefore, in the vehicle superstructure according to the above aspect, ceiling vibration can be damped using a simple and lightweight structure.

[0023] In the vehicle upper structure involved in the above-mentioned form, it can be that: when the straight-line distance between the first fixing part and the second fixing part is taken as the fixing part spacing, the vibration attenuation component is arranged on the imaginary line connecting the first fixing part and the second fixing part in a top-down perspective, or is arranged within a range less than the distance from the imaginary line in the front-to-rear direction that is equivalent to the fixing part spacing.

[0024] In the vehicle upper structure involved in the above-mentioned form, the vibration attenuation component is arranged on the above-mentioned imaginary line, or within a range below the above-mentioned considerable distance from the above-mentioned imaginary line, so that the vibration energy can be attenuated and reduced by the vibration attenuation component in the vibration antinode part between the first fixing part and the second fixing part.

[0025] In the vehicle upper structure involved in the above-mentioned form, it can be that: when the body frame member is a first body frame member, it is further provided with a second body frame member, the second body frame member extends in the vehicle width direction, is arranged between the top cover and the ceiling, and is separated rearwardly relative to the first body frame member; the vibration damping member is arranged in the area between the first fixing portion and the second fixing portion in the vehicle width direction and in the area between the first body frame member and the second body frame member in the front-rear direction when viewed from a top view.

[0026] In the vehicle superstructure according to the above aspect, the vibration damping member is arranged in the above region. Therefore, the vibration energy can be damped by the vibration damping member at the antinode portion of the vibration in both the vehicle width direction and the front-rear direction.

[0027] In the vehicle upper structure according to the above aspect, the vehicle body frame member may be a front window header.

[0028] In the vehicle superstructure described above, the vehicle body frame member is the front window header. Therefore, the vibration damping member is positioned near the front window header, ensuring that vibration transmitted from the front suspension via the front window header is reliably input to the vibration damping member. Consequently, the vehicle superstructure described above effectively suppresses ceiling vibration and, consequently, cabin noise.

[0029] In the vehicle upper structure involved in the above-mentioned form, it can be that: the first fixing part is a sun visor fixing part that fixes the sun visor together with the ceiling to the vehicle body frame member; the second fixing part is a connecting plate (Gusset) fixing part, and the connecting plate fixing part is a part where the ceiling is fixed to the vehicle body frame member via a connecting plate.

[0030] In the vehicle upper structure according to the above aspect, the sun visor fixing portion is used as the first fixing portion, and the connecting plate fixing portion is used as the second fixing portion. This allows vibration transmitted from the front suspension via the front window header to be reliably input to the vibration damping member disposed between the first fixing portion (the sun visor fixing portion) and the second fixing portion (the connecting plate fixing portion). Consequently, the vehicle upper structure according to the above aspect can effectively suppress ceiling vibration and thereby reduce cabin noise.

[0031] In the vehicle upper structure according to the above aspect, the vehicle body frame member may be a rear window header.

[0032] In the vehicle superstructure according to the above embodiment, the vehicle body frame member is the rear window header. Therefore, the vibration damping member is disposed near the rear window header, thereby reliably inputting vibrations transmitted from the rear suspension via the rear window header into the vibration damping member. Therefore, in the vehicle superstructure according to the above embodiment, ceiling vibrations can be effectively suppressed, thereby reducing cabin noise.

[0033] Effects of the Invention

[0034] The vehicle upper structure according to each of the above-described aspects can suppress an increase in manufacturing cost and vehicle weight, while reducing cabin noise by suppressing ceiling vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A plan view of a vehicle upper structure according to a first embodiment of the present invention;

[0036] Figure 2 A schematic diagram showing the arrangement position of the vibration damping member;

[0037] Figure 3 Schematic diagram of the structure of a vibration damping member, (a) is a side view, (b) is a bottom view;

[0038] Figure 4 Graphs showing vibration modes of a vibration damping member, (a) the mode of end vibration, (b) the mode of overall vibration, and (c) the mode of bending vibration;

[0039] Figure 5 A frequency response graph showing the natural vibration mode of the vibration attenuation component;

[0040] Figure 6 A graph showing the relationship between the loss coefficient of a vibration damping member and the amount of reduction in the first-order resonance peak;

[0041] Figure 7 This is an oblique view of the ceiling used in the bench vibration test, shown from obliquely above;

[0042] Figure 8 This diagram shows the locations where vehicle body sensitivity is measured during a vibration test.

[0043] Figure 9 (a) is a perspective view of the arrangement position of the vibration damping member, and (b) is a characteristic curve diagram showing the relationship between frequency and ERP;

[0044] Figure 10 (a) is a perspective view of the arrangement position of the vibration damping member, and (b) is a characteristic curve diagram showing the relationship between frequency and ERP;

[0045] Figure 11 (a) is a perspective view of the arrangement position of the vibration damping member, and (b) is a characteristic curve diagram showing the relationship between frequency and ERP;

[0046] Figure 12 A perspective view showing the structure of a vibration damping member provided in a vehicle according to a second embodiment of the present invention;

[0047] Figure 13 (a) is an oblique view of the model used for analysis, and (b) is a characteristic curve showing the relationship between frequency and PI;

[0048] Figure 14 (a) is a perspective view of the arrangement position of the vibration damping member, and (b) is a characteristic curve diagram showing the relationship between frequency and ERP;

[0049] Figure 15 (a) is a front view of a vibration damping member provided in a vehicle according to Modification 1, (b) is a side view thereof, (c) is a front view of a vibration damping member provided in a vehicle according to Modification 2, and (d) is a front view of a vibration damping member provided in a vehicle according to Modification 3;

[0050] Figure 16 (a) is a front view of a vibration damping member provided in a vehicle according to Modification 4, and (b) is a bottom view thereof; (c) is a front view of a vibration damping member provided in a vehicle according to Modification 5, and (d) is a bottom view thereof;

[0051] Figure 17 (a) is a perspective view of a vibration damping member included in a vehicle according to Modification 6, (b) is a perspective view of a vibration damping member included in a vehicle according to Modification 7, (c) is a perspective view of a vibration damping member included in a vehicle according to Modification 8, (d) is a perspective view of a vibration damping member included in a vehicle according to Modification 9, and (e) is a perspective view of a vibration damping member included in a vehicle according to Modification 10.

[0052] Figure 18 (a) is a cross-sectional view of a vibration damping member provided in a vehicle according to Modification 11, and (b) is a cross-sectional view of a vibration damping member provided in a vehicle according to Modification 12;

[0053] Figure 19 (a) is a cross-sectional view of the vibration damping component and the ceiling of the vehicle involved in modification example 13, (b) is a cross-sectional view of the vibration damping component and the ceiling of the vehicle involved in modification example 14, (c) is a cross-sectional view of the vibration damping component and the ceiling of the vehicle involved in modification example 15, and (d) is a cross-sectional view of the vibration damping component and the ceiling of the vehicle involved in modification example 16. DETAILED DESCRIPTION

[0054] The embodiments of the present invention will be described below with reference to the accompanying drawings. However, the embodiments described below are examples of the present invention, and the present invention is not limited to the embodiments described below except for its essential structure.

[0055] [First embodiment]

[0056] 1. Superstructure of vehicle 1

[0057] use Figure 1 The upper structure of the vehicle 1 according to the first embodiment will be described. Figure 1 A portion of the upper structure of the vehicle 1 is selected and shown in the figure.

[0058] like Figure 1As shown, vehicle 1 includes a roof (not shown), a pair of left and right front pillars 10, a pair of left and right center pillars 11, a pair of left and right roof side rails 12, a front window header (first vehicle body frame member) 13, a pair of left and right connecting plates 14, a roof reinforcement (second vehicle body frame member) 15 and a roof reinforcement 16, a rear window header 19, a ceiling 17, and a vibration damping member 18. The roof is attached to the front window header 13, roof reinforcements 15 and 16, and rear window header 19.

[0059] The front window header 13 is joined to the front portion of the roof and extends in the vehicle width direction. The connecting plate 14 is joined to the left and right sides of the front window header 13 and the roof rail 12. The roof reinforcements 15 and 16 are spaced apart from the front window header 13 toward the rear and are spaced apart from each other in the front-to-back direction. The rear window header 19 is joined to the rear portion of the roof and extends in the vehicle width direction.

[0060] The roof 17 covers the cabin side of the canopy and is secured to the front window header 13, the connecting plate 14, the roof reinforcements 15 and 16, and the rear window header 19 via a plurality of fixing portions. These fixing portions include a sun visor fixing portion (first fixing portion) 17b and a connecting plate fixing portion (second fixing portion) 17c. The sun visor fixing portion 17c secures the sun visor to the front window header 13 while sandwiching the roof 17. The connecting plate fixing portion 17c secures the roof 17 to the front window header 13 via the connecting plate 14. The sun visor fixing portion 17b and the connecting plate fixing portion 17c are symmetrically arranged with respect to the opening 17a provided in the center of the front portion of the roof 17.

[0061] The vibration damping member 18 and the upper side surface of the ceiling 17 ( Figure 1 The inner side of the paper is connected to the cover and extends toward the top cover.

[0062] 2. Arrangement of the vibration damping member 18

[0063] use Figure 2 The arrangement of the vibration damping member 18 in a plan view will be described. Figure 2 right Figure 1 A portion of the superstructure of the vehicle 1 is shown schematically.

[0064] like Figure 2 As shown, imaginary lines are drawn from the sun visor fixing portion 17b and the connecting plate fixing portion 17c to the rear. The areas between the imaginary lines passing through the sun visor fixing portion 17b and the connecting plate fixing portion 17c in the left and right vehicle width directions are designated as Ar1 and Ar2, respectively.

[0065] In the front-rear direction, the area between the front lintel 13 and the roof reinforcement 15 is defined as Ar3.

[0066] At this time, the vibration damping member 18 is arranged in the overlapping region between the region Ar1 and the region Ar3 and in the overlapping region between the region Ar2 and the region Ar3.

[0067] 3. Structure of the vibration damping member 18

[0068] use Figure 3 The structure of the vibration damping member 18 will be described.

[0069] like Figure 3 As shown in (a) and (b), the vibration damping member 18 is composed of a first portion 181 and a second portion 182. The lower side 181a of the first portion 181 is joined to the ceiling 17, and the lower side 182a of the second portion 182 is connected to the upper side 181b of the first portion 181. The first portion 181 and the second portion 182 may be formed integrally or bonded to each other.

[0070] The first portion 181 and the second portion 182 are each in the shape of a quadrangular prism. Figure 3 As shown in (b), the area of the second portion 182 is larger than that of the first portion 181 when viewed from above. Furthermore, the lower side 182a of the second portion 182 covers the entire upper side 181b of the first portion 181. Furthermore, the upper side 182b of the second portion 182 does not contact the top cover or the like.

[0071] In this embodiment, both first portion 181 and second portion 182 are made of acrylic resin foam, having a Young's modulus of 0.15 MPa, a loss coefficient of 0.7, and a specific gravity of 0.15. Furthermore, in this embodiment, the vibration damping member 18 composed of first portion 181 and second portion 182 has a mass of 24 g.

[0072] 4. Vibration Mode of the Vibration Damping Component 18

[0073] use Figure 4 The vibration mode of the vibration damping member 18 will be described.

[0074] Figure 4 The first vibration mode shown in (a) is a mode in which end 182c of second portion 182 of vibration damping member 18 vibrates as indicated by arrow A1. In this mode, because the area of second portion 182 is larger than that of first portion 181 when viewed from above, end 182c of second portion 182 can vibrate without being restricted by first portion 181.

[0075] Figure 4 The second vibration mode shown in (b) is a mode in which the first portion 181 and the second portion 182 of the vibration damping member 18 vibrate as a whole in the height direction (the vertical direction of the vehicle 1 ) as indicated by arrow A2 .

[0076] Figure 4The third vibration mode shown in (c) is a mode in which the first portion 181 and the second portion 182 as a whole tilt and vibrate around the joint with the ceiling 17 (the lower surface of the first portion 181 ) as indicated by arrow A3 .

[0077] As described above, the vibration damping member 18 included in the vehicle 1 according to the present embodiment has an advantage in that it has more vibration modes than a vibration damping member formed of only a rectangular parallelepiped.

[0078] 5. Inertial characteristic PI

[0079] use Figure 5 The inertial characteristic PI (magnitude of acceleration amplitude per unit vibration force) of the vibration damping member 18 included in the vehicle 1 according to the present embodiment will be described. Figure 5 Each of samples 1 to 3 has the following structure.

[0080] 〈Samp.1〉 As a comparative example, a simple weight with a mass of 24 g was used.

[0081] <Samp. 2> As a sample of Example 1, this is a sample having the same structure as the vibration damping member 18 and a mass of 7 g.

[0082] <Samp. 3> As a sample of Example 2, it has the same structure as the vibration damping member 18 and has a mass of 24 g.

[0083] like Figure 5 As shown, Sample 1 has a high peak slightly exceeding 100 Hz, and the peak of Sample 1 is 1 point.

[0084] In contrast, samples 2 and 3 have peaks slightly higher than the peak of sample 1 (around 102-103 Hz), but lower than sample 1. Samples 2 and 3 also have peaks at higher frequencies (around 104-105 Hz). Furthermore, sample 3 also has a peak around 80 Hz.

[0085] As described above, Samples 2 and 3 have multiple resonance frequencies, and the amplitude near 100 Hz is suppressed to less than 1 / 10 compared to Sample 1, which is a simple weight.

[0086] 6. Loss coefficient of vibration damping member 18

[0087] In order to reduce the vibration of the ceiling 17, the optimal loss coefficient of the vibration attenuation member 18 was studied. The results of the study are shown in Figure 6 .

[0088] During the above-mentioned study, a model including the vibration damping member 18 similar to the vehicle 1 according to the present embodiment was prepared. In addition, a model not including the vibration damping member was also prepared for comparison.

[0089] like Figure 6 As shown, in the model including the vibration damping member 18, the reduction amount of the first-order resonance peak gradually decreases from the loss coefficient of "0.001" to "0.1", and gradually increases from the point where the loss coefficient is slightly greater than "0.1".

[0090] In the model equipped with vibration damping member 18, the point where the reduction in the first-order resonance peak is minimized is point P1. Draw a vertical line through point P1 on the graph. The point of intersection with the characteristic line for the model without a vibration damping member is set as P2. Next, draw a line parallel to the horizontal axis on the graph, passing through point P3, the midpoint between points P1 and P2. At this point, the point of intersection with the characteristic line for the model equipped with vibration damping member 18 is set as P4.

[0091] The loss coefficient at point P4 is “0.01.” Therefore, by using the vibration damping member 18 having a loss coefficient of “0.01” or greater, it is possible to ensure an effect that is 50% or greater of the maximum effect compared to a model without a vibration damping member.

[0092] 7. Bench vibration test

[0093] use Figure 7 and Figure 8 Describes the vibration test performed on a real vehicle.

[0094] The following samples were prepared for the bench vibration test.

[0095] <Samp. 11> Samp. 11 is a sample serving as a comparative example, in which no vibration damping member is attached to the ceiling 17 .

[0096] <Sample 12> Sample 12 is a sample as an embodiment, in which the vibration damping member 18 is installed in area Ar11 of the ceiling 17. Area Ar11 is adjacent to the rear of the front window header 13 and is located between the sun visor fixing portion 17b and the connecting plate fixing portion 17c in the vehicle width direction.

[0097] <Sample 13> Sample 13 is a sample used as an embodiment, in which a vibration damping member 18 is installed in area Ar12 of the ceiling 17. Area Ar12 is the area between the front window header 13 and the roof reinforcement 15, and also between the sun visor fixing portion 17b and the connecting plate fixing portion 17c in the vehicle width direction.

[0098] like Figure 8As shown, during the rig vibration test, vehicle body sensitivity (vibration response sensitivity) was measured at four locations within the cabin 1a. Specifically, measurements were taken at Pos. 1, the passenger's ear position in the front passenger seat 1b; Pos. 2, the driver's ear position in the driver's seat 1c; Pos. 3, the passenger's ear position in the rear seat 1d behind the front passenger seat 1b; and Pos. 4, the passenger's ear position in the rear seat 1e behind the driver's seat 1c.

[0099] The measurement results are shown in the table below.

[0100] Table 1

[0101]

[0102] The smaller the vehicle body sensitivity value in Table 1, the less vibration there is. The measurement results for Samples 12 and 13 are shown using Sample 11 as a benchmark.

[0103] As shown in Table 1, Samples 12 and 13 obtained values lower than those of the comparative example Sample 11 at all measurement positions Pos. 1 to Pos. 4. This result shows that Samples 12 and 13, in which the vibration damping member 18 is attached to the ceiling 17, can reduce noise in the cabin 1a.

[0104] 8. Installation position of vibration damping member 18 and ERP

[0105] use Figures 9 to 11 The relationship between the installation position of the vibration damping member 18 in the ceiling 17 and ERP (Equivalent Radiated Power) will be described. Figures 9 to 11 Samples 21 to 23 in have the following structures respectively.

[0106] <Samp. 21> Samp. 21 is a sample serving as a comparative example, in which the vibration damping member 18 is not attached to the ceiling 17 .

[0107] <Samp. 22> Samp. 22 is also a sample serving as a comparative example, in which a weight having the same mass as that of the vibration damping member 18 is attached to the ceiling 17 .

[0108] <Samp. 23> Samp. 23 is a sample as an embodiment, in which a vibration damping member 18 is attached to the ceiling 17 .

[0109] like Figure 9As shown in (a), in Sample 23, vibration damping member 18 is attached to the front end of ceiling 17, specifically, on the straight line connecting sunshade fixing portion 17b and connecting plate fixing portion 17c. In Sample 22, a weight is attached to the same location as vibration damping member 18 in Sample 23.

[0110] like Figure 9 As shown in (b), in the frequency range of 110-140 Hz (the region indicated by arrow B1), Samples 21, 22, and 23 all exhibit smaller ERPs than Samples 21 and 23. The present inventors have conducted research and found that vibrations with a frequency of approximately 125 Hz significantly affect the noise in the cabin 1a.

[0111] As a result, in the frequency range indicated by arrow B1 , ERP can be reduced compared to Samp. 21 , Samp. 22 , and Samp. 23 in which no vibration damping member or weight is attached to the ceiling 17 .

[0112] Here, in the frequency range of 80 to 105 Hz, as indicated by arrow B2, the ERP of sample 22 is greater than that of sample 21. Therefore, while the ERP of sample 22, with a simple weight attached to ceiling 17, is reduced in the frequency range of 110 to 140 Hz, the ERP is greater in the frequency range of 80 to 105 Hz, resulting in a low overall vibration damping effect.

[0113] On the other hand, Samp. 23 in which the vibration damping member 18 is attached to the ceiling 17 has an ERP lower than that of Samp. 21 in the frequency range of 80 to 105 Hz, thereby achieving a high vibration damping effect.

[0114] like Figure 10 As shown in (a), in Sample 23, vibration damping member 18 is attached to ceiling 17 at a position behind the portion fixed to front sill 13 and adjacent to the portion fixed to roof reinforcement 15. In Sample 22, a weight is attached to the same position as vibration damping member 18 in Sample 23.

[0115] like Figure 10 As shown in (b), in the frequency range of 110 to 140 Hz (the region indicated by arrow C1), Samples 22 and 23 both exhibit ERP values 2 to 3 dB lower than Sample 21. Therefore, in the frequency range indicated by arrow C1, Samples 22 and 23 can reduce the ERP compared to Sample 21, which does not have a vibration damping member or a weight attached to ceiling 17.

[0116] In the frequency range of 75 to 95 Hz, as indicated by arrow C2, the ERP of sample 22 is greater than that of sample 21. Therefore, while sample 22, with a simple weight attached to ceiling 17, achieves a reduced ERP in the frequency range of 110 to 140 Hz, the ERP is greater in the frequency range of 75 to 95 Hz, resulting in a low overall vibration damping effect.

[0117] On the other hand, Samp. 23 in which the vibration damping member 18 is attached to the ceiling 17 has an ERP lower than that of Samp. 21 in the frequency range of 75 to 95 Hz, thereby achieving a high vibration damping effect.

[0118] like Figure 11 As shown in (a), in Samp.23, the vibration damping member 18 is installed on Figure 9 (a) The installation position in the ceiling 17 and Figure 10 The position shown in (a) is the middle position of the mounting position in the ceiling 17. In Sample 22, the weight is mounted at the same position as the mounting position of the vibration damping member 18 in Sample 23.

[0119] like Figure 11 As shown in (b), in the frequency range of 110 to 140 Hz (the region indicated by arrow D1), Samples 22 and 23 both exhibit ERP values approximately 4 dB lower than Sample 21. Therefore, in the frequency range indicated by arrow D1, Samples 22 and 23 are able to reduce ERP compared to Sample 21, which does not have a vibration damping member or a weight attached to ceiling 17.

[0120] In the frequency range of 80 to 90 Hz, indicated by arrow D2, the ERP of Sample 22 is approximately 4 dB greater than that of Sample 21. Therefore, while Sample 22, with a simple weight attached to ceiling 17, achieves a reduced ERP in the frequency range of 110 to 140 Hz, the ERP is high in the frequency range of 80 to 90 Hz, resulting in a low overall vibration damping effect.

[0121] In contrast, the ERP of Samp. 23 in which the vibration damping member 18 is attached to the ceiling 17 is about 3 dB smaller than that of Samp. 21 in the frequency range of 80 to 90 Hz, thereby achieving a high vibration damping effect.

[0122] 9. Effect

[0123] In the upper structure of the vehicle 1 involved in this embodiment, a vibration damping member 18 is arranged near the portion of the ceiling 17 to which the front window lintel (body frame member) 13 is fixed. Therefore, compared with the structure disclosed in the above-mentioned patent document 1 in which the vibration-damping reinforcement material is arranged to cover almost the entire upper side of the ceiling, it is possible to suppress the increase in manufacturing cost and weight.

[0124] Furthermore, in the upper structure of the vehicle 1 according to the present embodiment, the vibration damping member 18 is arranged between the sun visor fixing portion (first fixing portion) 17b and the connecting plate fixing portion (second fixing portion) 17c in the vehicle width direction. Therefore, although the vibration energy transmitted from the front window lintel 13 via the sun visor fixing portion 17b and the connecting plate fixing portion 17c to the ceiling 17 tends to vibrate, the vibration energy can be attenuated and reduced by the vibration damping member 18 being arranged between the sun visor fixing portion 17b and the connecting plate fixing portion 17c in the vehicle width direction (at the vibration antinode portion).

[0125] Furthermore, in the superstructure of vehicle 1 according to this embodiment, vibration damping member 18 is configured to have at least two resonant frequencies, one of which is substantially the same as the resonant frequency of ceiling 17. This allows the vibration amplitude to be attenuated at the target resonant frequency (particularly around 125 Hz) for reducing the vibration of ceiling 17, and also attenuates the amplitude at other resonant frequencies. Consequently, the superstructure of vehicle 1 can attenuate the vibration of ceiling 17 across multiple frequency ranges.

[0126] Furthermore, in the upper structure of the vehicle 1 according to the present embodiment, the loss coefficient of the vibration damping member 18 is set to 0.01 or greater, and therefore a high vibration damping effect of the ceiling 17 can be obtained.

[0127] In addition, in the upper structure of the vehicle 1 involved in this embodiment, the vibration attenuation component 18 has a second part 182 whose area is larger than that of the first part 181 when viewed from above, and the side periphery of the second part 182 is a free end, so that a structure with at least two resonant frequencies can be achieved, and the vibration of the free end in the second part 182 causes the deformation in the vibration attenuation component 18 to be large, thereby effectively attenuating the vibration, which is suitable for suppressing the vibration of the ceiling 17.

[0128] In addition, in the upper structure of the vehicle 1 involved in this embodiment, it is possible to Figure 9 As described in (a), the vibration damping member 18 is arranged on the imaginary line connecting the shading plate fixing portion 17b and the connecting plate fixing portion 17c. At this time, the vibration energy can be attenuated by the vibration damping member 18 at the vibration antinode portion between the shading plate fixing portion 17b and the connecting plate fixing portion 17c, thereby suppressing the vibration of the ceiling 17.

[0129] In addition, in the upper structure of the vehicle 1 according to the present embodiment, the vibration damping member 18 may be arranged in the upper structure of the vehicle 1 according to the present embodiment. Figure 10 (a) Figure 11In the position described in (a), at this time, the vibration energy can be attenuated by the vibration damping member 18 at the antinode portion of the vibration in both the vehicle width direction and the front-rear direction.

[0130] Furthermore, in the upper structure of the vehicle 1 according to this embodiment, the vibration damping member 18 is disposed near the front window header 13. Therefore, vibration transmitted from the front suspension via the front window header 13 can be reliably input to the vibration damping member 18. Consequently, the upper structure of the vehicle 1 can effectively suppress vibration of the ceiling 17 and thereby reduce cabin noise.

[0131] Furthermore, in the upper structure of vehicle 1 according to this embodiment, vibration damping member 18 is mounted between sun visor fixing portion 17b and connecting plate fixing portion 17c in the vehicle width direction. This allows vibration transmitted from the front suspension via front window header 13 to be reliably input to vibration damping member 18, which is positioned between sun visor fixing portion 17b and connecting plate fixing portion 17c in the vehicle width direction. Consequently, the upper structure of vehicle 1 can effectively suppress vibration of ceiling 17, thereby dampening noise in cabin 1a.

[0132] As described above, the upper structure of the vehicle 1 according to the present embodiment can suppress an increase in manufacturing cost and an increase in vehicle weight, and can reduce cabin noise by suppressing vibration of the ceiling 17 .

[0133] [Second embodiment]

[0134] use Figure 12 The upper structure of the vehicle 1 according to the second embodiment will be described. The upper structure of the vehicle 1 according to this embodiment differs from the upper structure of the vehicle 1 according to the first embodiment described above only in the structure of the vibration damping member 28; the remaining structures are the same as those of the first embodiment described above. Therefore, the following description will focus on the differences from the first embodiment, namely, the structure of the vibration damping member 28.

[0135] like Figure 12 As shown, the vibration damping member 28 included in the vehicle 1 according to this embodiment is composed of a first portion 281 fixed to the ceiling 17 and a second portion 282 joined to the upper portion of the first portion 281. The longitudinal and transverse dimensions L1 and W1 of the first portion 281 and the longitudinal and transverse dimensions L2 and W2 of the second portion 282 are substantially the same. Furthermore, the first portion 281 and the second portion 282 are joined, giving the vibration damping member 28 an overall rectangular parallelepiped shape.

[0136] The first portion 281 is made of acrylic resin foam material with a Young's modulus of 0.15 MPa. The second portion 282 is made of PVC (polyvinyl chloride) with a Young's modulus of 1.0 MPa, which is greater than the Young's modulus of the first portion 281 .

[0137] The loss coefficient of the entire vibration damping member 28 included in the vehicle 1 according to the present embodiment is 0.1.

[0138] Next, use Figure 13 The inertia characteristic PI of the vibration damping member 28 will be described.

[0139] like Figure 13 As shown in (a), a vibration damping member 28 is installed at one end of an aluminum alloy plate with a length of 190 to 210 mm, a width of 20 mm, and a thickness of 3 mm, and the other end is used as a vibration excitation point P. V , the middle point in the longitudinal direction is taken as the response point P R .

[0140] exist Figure 13 In (b), Samp.4 is Figure 12 The samples 1 and 3 of the vibration damping member 28 shown are the same as those described in the first embodiment.

[0141] like Figure 13 As shown in (b), Sample 1 has a high peak slightly exceeding 100 Hz as described above, while Sample 3 has peaks at approximately 80 Hz, 102-103 Hz, and 104-105 Hz.

[0142] On the other hand, Samp. 4 has peaks Rf. 41 and Rf. 42 at around 95 Hz and around 103 to 104 Hz. That is, the vibration damping member 28 included in the vehicle 1 according to this embodiment also has at least two resonance frequencies.

[0143] Then use Figure 14 The ERP when the vibration damping member 28 is used will be described.

[0144] like Figure 14 As shown in (a), in Samp. 31, the vibration damping member 28 is installed in the ceiling 17 behind the fixed portion of the front window lintel 13, and this position is also adjacent to the front of the fixed portion of the roof reinforcement 15. Figure 14 (b) also shows the ERP of Samp. 21 in which the vibration damping member 28 is not installed on the ceiling 17 and Samp. 22 in which a simple weight (see the first embodiment described above) is installed at the same position on the ceiling 17 .

[0145] like Figure 14As shown in (b), in the frequency range of 110 to 140 Hz (the region indicated by arrow E1), both samples 22 and 31 exhibit ERP values 2 to 3 dB lower than sample 21. Therefore, in the frequency range indicated by arrow E1, samples 22 and 31 can reduce the ERP compared to sample 21, which does not have a vibration damping member or a weight attached to ceiling 17.

[0146] In the frequency range of 75 to 95 Hz, as indicated by arrow E2, Sample 22 has a higher ERP than Sample 21. In contrast, Sample 31, which has vibration damping member 28 mounted on ceiling 17, also has a lower ERP than Sample 21 in the frequency range of 75 to 95 Hz, achieving a higher vibration damping effect.

[0147] The upper structure of the vehicle 1 according to this embodiment can also obtain a high vibration damping effect by attaching the vibration damping member 28 to the ceiling 17 in the same arrangement as in the first embodiment.

[0148] Furthermore, the upper structure of vehicle 1 according to this embodiment employs a rectangular parallelepiped vibration damping member 28 as a whole. However, the lower first portion 281 is made of acrylic foam, while the upper second portion 282 is made of PVC. Therefore, second portion 282 is heavier than first portion 281. This allows vibration damping member 28 to deform more significantly due to the expansion and contraction vibration of first portion 281, effectively damping vibration. Consequently, even though vibration damping member 28 is compact as a whole, it can effectively dampen vibrations of ceiling 17 and can be placed in a confined space.

[0149] [Variation 1]

[0150] use Figure 15 (a) and (b) illustrate the vibration damping member 38 included in the vehicle 1 according to the first modification.

[0151] like Figure 15 As shown in (a) and (b), the vibration damping member 38 , like the above-described vibration damping member 18 , is composed of a first portion 381 fixed to the ceiling 17 and a second portion 382 joined to the upper portion of the first portion 381 .

[0152] The length of the first portion 381 is L3, while the length of the second portion 382 is L4, which is longer than L3. Furthermore, the width W3 of the first portion 381 and the width W4 of the second portion 382 are substantially the same. Thus, as in the first embodiment described above, the area of the second portion 382 is larger than that of the first portion 381 when viewed from above.

[0153] The vibration damping member 38 also damps vibrations caused by vibration energy input from the front lintel 13 or the like, such as vibrations at the longitudinal ends of the second portion 382 or vertical vibrations of the first portion 381 and the second portion 382 .

[0154] The first portion 381 and second portion 382 of the vibration damping member 38 can each be made of an acrylic resin foam material, as in the first embodiment, or can be made of an acrylic resin foam material and PVC, as in the second embodiment. Furthermore, the vibration damping member 38 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0155] [Variant 2]

[0156] use Figure 15 (c) The vibration damping member 48 included in the vehicle 1 according to Modification 2 will be described.

[0157] like Figure 15 As shown in (c), the vibration damping member 48 consists of two first portions 481 and 482 and one second portion 483. The first portions 481 and 482 are mounted together on the ceiling 17 and are joined to both longitudinal ends of the lower side surface 483a of the second portion 483.

[0158] The vibration damping member 48 also damps vibrations caused by vibration energy input from the front window lintel 13 or the like at the longitudinal center portion 483 b of the second portion 483 or by vertical vibrations of the first portions 481 , 482 and the second portion 483 .

[0159] The first portions 481 and 482 and the second portion 483 of the vibration damping member 48 can each be made of an acrylic resin foam material, as in the first embodiment, or the first portions 481 and 482 can be made of an acrylic resin foam material and the second portion 483 can be made of PVC, as in the second embodiment. Furthermore, the vibration damping member 48 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0160] [Variant 3]

[0161] use Figure 15 (d) The vibration damping member 58 included in the vehicle 1 according to Modification 3 will be described.

[0162] like Figure 15 As shown in (d), the vibration damping member 58 consists of two first portions 581 and 582 and one second portion 583. The first portions 581 and 582 are mounted together on the ceiling 17 and are joined to the slightly inner portions of the longitudinal ends of the lower side surface 583a of the second portion 583.

[0163] The vibration attenuation member 58 also attenuates vibrations by causing vibrations of the longitudinal center portion 583b and both end portions 583c of the second portion 583 , or vertical vibrations of the first portions 581 , 582 and the second portion 583 , due to vibration energy input from the front window lintel 13 or the like.

[0164] The first portions 581, 582 and the second portion 583 of the vibration damping member 58 can each be made of an acrylic resin foam material, as in the first embodiment, or the first portions 581, 582 can be made of an acrylic resin foam material and the second portion 583 can be made of PVC, as in the second embodiment. Furthermore, the vibration damping member 58 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0165] [Variant 4]

[0166] use Figure 16 (a) and (b) illustrate the vibration damping member 68 included in the vehicle 1 according to the fourth modification.

[0167] like Figure 16 As shown in (a) and (b), the vibration damping member 68 is also composed of a first portion 681 fixed to the ceiling 17 and a second portion 682 joined to the upper portion of the first portion 681 , similar to the above-described vibration damping member 18 .

[0168] The first portion 681 has a width of W5, while the second portion 682 has a width of W6, which is wider than W5. As in the first embodiment described above, the area of the second portion 682 is larger than that of the first portion 681 when viewed from above. However, in the vibration damping member 68, the second portion 682 is joined so that a portion 681a of the upper side surface of the first portion 682 is exposed upward. In other words, in the vibration damping member 68, the second portion 682 does not completely cover the upper portion of the first portion 681.

[0169] The vibration attenuation member 68 also attenuates vibration by causing vibration energy input from the front window lintel 13 or the like at one end 682a on the longitudinal side and at the end 682b on the width side of the second part 682, or by causing up and down vibration of the first part 681 and the second part 682.

[0170] The first portion 681 and second portion 682 of the vibration damping member 68 can each be made of an acrylic resin foam material, as in the first embodiment, or can be made of an acrylic resin foam material and PVC, as in the second embodiment. Furthermore, the vibration damping member 68 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0171] [Variant 5]

[0172] use Figure 16 (c) and (d) describe the vibration damping member 78 included in the vehicle 1 according to the fifth modification.

[0173] like Figure 16 As shown in (c) and (d), the vibration damping member 78 is also composed of a first portion 781 fixed to the ceiling 17 and a second portion 782 joined to the upper portion of the first portion 781 , similar to the above-mentioned vibration damping member 18 .

[0174] The width of the first portion 781 is W7, which is approximately the same as the width W8 of the second portion 782. As in the first embodiment described above, the area of the second portion 782 is larger than that of the first portion 781 when viewed from above. However, in the vibration damping member 78, the second portion 782 is joined to the first portion 782, and a portion 781a of the upper side surface of the first portion 782 is similarly exposed upward. That is, in the vibration damping member 78, the second portion 782 does not completely cover the upper portion of the first portion 781.

[0175] The vibration damping member 78 also damps vibration caused by vibration energy input from the front window header 13 or the like at one end 782a of the second portion 782 in the longitudinal direction, or by vertical vibration of the first portion 781 and the second portion 782 .

[0176] The first portion 781 and second portion 782 of the vibration damping member 78 can each be made of an acrylic resin foam material, as in the first embodiment, or can be made of an acrylic resin foam material and PVC, as in the second embodiment. Furthermore, the vibration damping member 78 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0177] [Variant 6]

[0178] use Figure 17 (a) A vibration damping member 88 included in the vehicle 1 according to Modification 6 will be described.

[0179] The vibration damping members 18 and 28 used in the first and second embodiments are structures in which the first portions 181 and 281 and the second portions 182 and 282 are joined together, but this modification uses a vibration damping member 88 of an integral structure.

[0180] Vibration damping member 88 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater. Furthermore, the resonant frequencies can be set to any desired frequency by specifying the relationship between the length, width, and height dimensions of vibration damping member 88. Thus, this variation also reduces the vibration of ceiling 17 using vibration damping member 88.

[0181] Furthermore, compared to a vibration damping member having a structure in which a plurality of members are joined together, this modification can suppress an increase in manufacturing cost by adopting the vibration damping member 88 formed of a single material.

[0182] [Variant 7]

[0183] use Figure 17 (b) The vibration damping member 98 included in the vehicle 1 according to Modification 7 will be described.

[0184] This modification also employs a vibration damping member 98 integrally formed of a single material. Furthermore, the vibration damping member 98 also has at least two resonance frequencies and a loss coefficient of 0.01 or greater.

[0185] The vibration damping member 98 has a trapezoidal shape in front view, with its cross section gradually increasing from the lower portion mounted on the ceiling 17 to the upper portion as the free end. This modification also reduces the vibration of the ceiling 17 by dissipating vibration energy through the bending of the upper portion of the vibration damping member 98.

[0186] Furthermore, compared to a vibration damping member having a structure in which a plurality of members are joined together, this modification example can also suppress an increase in manufacturing cost by using the vibration damping member 98 made of a single material.

[0187] [Variant 8]

[0188] use Figure 17 (c) The vibration damping member 108 included in the vehicle 1 according to Modification 8 will be described.

[0189] In this variation, an integrally formed, cylindrical vibration damping member 108 is employed. Vibration damping member 108 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater. Furthermore, the resonant frequency can be set to any desired frequency by specifying the relationship between the cross-sectional diameter and height of vibration damping member 108. Thus, this variation also utilizes vibration damping member 108 to reduce vibration of ceiling 17.

[0190] Furthermore, in this modification, the use of the vibration damping member 88 made of a single material can also suppress an increase in manufacturing cost, compared to a vibration damping member having a structure in which a plurality of members are joined.

[0191] [Variant 9]

[0192] use Figure 17 (d) The vibration damping member 118 included in the vehicle 1 according to Modification 9 will be described.

[0193] This modification also employs a vibration damping member 118 integrally formed of a single material. Furthermore, the vibration damping member 118 also has at least two resonance frequencies and a loss coefficient of 0.01 or greater.

[0194] Vibration damping member 118 has a cross-sectional diameter that gradually increases from lower side 118a attached to ceiling 17 to upper side 118b as a free end, forming an inverted truncated cone. This modification also reduces vibration of ceiling 17 by dissipating vibration energy through the bending of the upper portion of vibration damping member 118.

[0195] Furthermore, in this modification, the use of the vibration damping member 118 made of a single material can also suppress an increase in manufacturing cost, compared to a vibration damping member having a structure in which a plurality of members are joined.

[0196] [Variant 10]

[0197] use Figure 17 (e) The vibration damping member 128 included in the vehicle 1 according to Modification 10 will be described.

[0198] This variation uses a vibration damping member 128 integrally formed with a cylindrical first portion 1281 and a cylindrical second portion 1282. Vibration damping member 128 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater. This variation also reduces the vibration of ceiling 17 through vibration damping member 128.

[0199] Furthermore, compared to a vibration damping member having a structure in which a plurality of members are joined together, this modification example can also suppress an increase in manufacturing cost by using the vibration damping member 128 made of a single material.

[0200] [Variant 11]

[0201] use Figure 18 (a) A vibration damping member 138 included in the vehicle 1 according to Modification 11 will be described.

[0202] like Figure 18 As shown in (a), the vibration damping member 138 is also composed of a first portion 1381 fixed to the ceiling 17 and a second portion 1382 joined to the upper portion of the first portion 1381 , similarly to the above-described vibration damping member 18 .

[0203] In this variation, both first portion 1381 and second portion 1382 are made of a foam material (e.g., acrylic resin foam), but the density of second portion 1382 is set higher than that of first portion 1381. Furthermore, vibration damping member 138 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0204] In this modification as well, the vibration of the ceiling 17 can be reduced by the vibration damping member 138 .

[0205] [Variant 12]

[0206] use Figure 18 (b) The vibration damping member 148 included in the vehicle 1 according to Modification 12 will be described.

[0207] like Figure 18 As shown in (b), the vibration damping member 148 includes a first portion 1481 fixed to the ceiling 17 , an intermediate portion 1482 joined to the upper portion of the first portion 1481 , and a second portion 1483 joined to the upper portion of the intermediate portion 1482 .

[0208] In this variation, first portion 1481, middle portion 1482, and second portion 1483 are also made of a foam material (e.g., acrylic resin foam). The density of middle portion 1482 is higher than that of first portion 1481, and the density of second portion 1483 is higher than that of middle portion 1482. Vibration damping member 148 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0209] In this modification as well, the vibration of the ceiling 17 can be reduced by the vibration damping member 148 .

[0210] In addition, in the above-mentioned modification example 11, the vibration attenuation member 138 is constructed so that the density of the foam material changes in the first part 1381 and the second part 1382, and in the above-mentioned modification example 12, the vibration attenuation member 148 is constructed so that the density of the foam material changes in the first part 1481, the middle part 1482, and the second part 1483, but it is also possible to adopt an integrally formed vibration attenuation member in which the density gradually increases from the lower side surface connected to the ceiling 17 to the upper side surface serving as the free end.

[0211] [Variant 13]

[0212] use Figure 19 (a) A description will be given of a structure for attaching the vibration damping member 158 to the ceiling 17 in the vehicle 1 according to Modification 13.

[0213] like Figure 19As shown in (a), this variation includes a rectangular plate-shaped vibration damping member 158. Vibration damping member 158 is attached to convex portion 17d of ceiling 17, with a gap between it and the portion (peripheral portion) 17e surrounding convex portion 17d. Vibration damping member 158 also has at least two resonant frequencies and a loss coefficient of 0.01 or greater.

[0214] When vibration is transmitted to ceiling 17 , a portion (separated portion) 158 a of vibration damping member 158 separated from ceiling 17 vibrates as indicated by arrow F1 , thereby dissipating the vibration energy. Therefore, vibration damping member 158 damps the vibration of ceiling 17 .

[0215] [Variant 14]

[0216] use Figure 19 (b) A description will be given of a structure for attaching the vibration damping member 158 to the ceiling 17 in the vehicle 1 according to Modification 14.

[0217] like Figure 19 As shown in (b), this modification also includes a rectangular plate-shaped vibration damping member 158. The vibration damping member 158 is mounted on the peripheral portion 17g of the recessed portion 17f of the ceiling 17 across the recessed portion 17f.

[0218] When vibration is transmitted to ceiling 17, the portion of vibration damping member 158 separated from ceiling 17 (separated portion) 158b, i.e., the portion located above recessed portion 17f of ceiling 17, vibrates as indicated by arrow F2, thereby dissipating the vibration energy. Thus, vibration damping member 158 attenuates the vibration of ceiling 17.

[0219] [Variant 15]

[0220] use Figure 19 (c) A description will be given of a structure for attaching the vibration damping member 158 to the ceiling 17 in the vehicle 1 according to Modification 15.

[0221] like Figure 19 As shown in (c), this variation also includes a rectangular plate-shaped vibration damping member 158. Vibration damping member 158 is attached to upper side 17h of ceiling 17 via thick adhesive member 20, with the periphery of the portion of lower side 158c to which adhesive member 20 is adhered being separated from upper side 17h of ceiling 17.

[0222] When vibration is transmitted to ceiling 17, a portion (longitudinal end) 158a of vibration damping member 158 separated from ceiling 17 vibrates as indicated by arrow F3, thereby dissipating the vibration energy. Therefore, vibration damping member 158 dampens the vibration of ceiling 17.

[0223] [Variant 16]

[0224] use Figure 19 (d) A description will be given of a structure for attaching the vibration damping member 158 to the ceiling 17 in the vehicle 1 according to Modification 16.

[0225] like Figure 19 As shown in (d), this variation also includes a rectangular plate-shaped vibration damping member 158. Vibration damping member 158 is attached to upper side 17h of ceiling 17 via two thick adhesive members 20, with the portion of lower side 158c between the portions to which adhesive members 20 are adhered being separated from upper side 17h of ceiling 17.

[0226] When vibration is transmitted to ceiling 17, a portion (longitudinal center portion) 158b of vibration damping member 158 that is separated from ceiling 17 vibrates as indicated by arrow F4, thereby dissipating the vibration energy. Therefore, vibration damping member 158 attenuates the vibration of ceiling 17.

[0227] [Other modifications]

[0228] While the loss coefficients of vibration damping members 18, 28, 38, 48, 58, 68, 78, 88, 98, 108, 118, 128, 138, 148, and 158 in the first and second embodiments and modifications 1 to 16 are 0.01 or greater, the present invention is not limited thereto. If installing a vibration damping member on ceiling 17 provides a greater vibration damping effect than not installing the vibration damping member, the loss coefficient of the vibration damping member may be less than 0.01.

[0229] While the vibration damping members 18 and 28 are mounted near the front window header 13 in the first and second embodiments described above, the present invention is not limited thereto and may also be mounted near the roof reinforcements 15 and 16 or near the rear window header 19. Even with this configuration, vibrations of the ceiling 17 can be damped, similar to the first and second embodiments, reducing noise in the passenger compartment 1a. Furthermore, the vibration damping members 18, 28, 38, 48, 58, 68, 78, 88, 98, 108, 118, 128, 138, 148, or 158 can be mounted at vibration antinodes, depending on the shape of the vehicle ceiling, thereby achieving the same effects as described above.

[0230] In the first embodiment described above, Figure 9While the vibration damping member 18 is positioned at the position shown in (a) (on the imaginary line connecting the sun visor fixing portion 17b and the connecting plate fixing portion 17c), the present invention can achieve the same effects as described above by positioning the vibration damping member near the vehicle body frame member. For example, if the straight-line distance between the first fixing portion (the sun visor fixing portion 17b) and the second fixing portion (the connecting plate fixing portion 17c) is defined as the fixing portion spacing, the same effects can be achieved even if the vibration damping member is positioned within a range of a distance from the imaginary line connecting the first and second fixing portions in the front-to-rear direction that is no more than the distance corresponding to the fixing portion spacing.

[0231] Number Description

[0232] 1 vehicle

[0233] 1a Cockpit

[0234] 13 Front window lintel (first body frame member)

[0235] 14 Connecting plate

[0236] 15 Top reinforcement (second body frame member)

[0237] 17 Ceiling

[0238] 17b Sunshade fixing portion (first fixing portion)

[0239] 17c Connecting plate fixing portion (second fixing portion)

[0240] 18, 28, 38, 48, 58, 68, 78, 88, 98, 108, 118, 128, 138, 148, 158 vibration damping components

[0241] 19 Rear window lintel (body frame member)

[0242] 181, 281, 381, 481, 482, 581, 582, 681, 781, 1281, 1381, 1481 (Part 1)

[0243] 182, 282, 382, 483, 583, 682, 782, 1282, 1382, 1483 Upper (Part 2)

Claims

1. A vehicle upper structure, characterized in that have: Top cover; a vehicle body frame member, arranged inside the cabin relative to the roof and extending in the vehicle width direction; a ceiling arranged inside the cabin relative to the vehicle body frame member and covering the roof from the inside of the cabin; a vibration damping member fixed to the upper side surface of the roof on the roof cover side, The roof has a first fixing portion and a second fixing portion which are fixed to the vehicle body frame member at positions separated from each other in the vehicle width direction. The vibration damping member is disposed between the first fixing portion and the second fixing portion in the vehicle width direction and in the vicinity of the vehicle body frame member, and has at least two resonant frequencies, one of the at least two resonant frequencies being substantially the same as a resonant frequency of the ceiling; The vibration damping member is fixed to the upper side surface and comprises: a first portion extending toward the top cover and having a columnar shape; a second portion connected to the upper end of the first portion and having an area larger than that of the first portion when viewed from above, and at least a portion of the side periphery being a free end; The vibration attenuation component is fixed to the upper side surface and comprises: a first portion extending toward the top cover side and being columnar; and a second portion connected to the upper end of the first portion and having a Young's modulus greater than that of the first portion.

2. The vehicle superstructure according to claim 1, characterized in that: The vibration damping member has a loss coefficient of 0.01 or greater.

3. The vehicle superstructure according to claim 1 or claim 2, characterized in that: When the straight-line distance between the first fixing portion and the second fixing portion is defined as the fixing portion spacing, The vibration damping member is arranged on an imaginary line connecting the first fixing portion and the second fixing portion in a plan view, or within a range of a distance from the imaginary line in the front-rear direction that is less than or equal to the pitch between the fixing portions.

4. The vehicle superstructure according to claim 1 or claim 2, characterized in that: When the vehicle body frame member is a first vehicle body frame member, a second vehicle body frame member is further provided. The second vehicle body frame member is arranged between the roof and the ceiling, is arranged to be spaced apart from the first vehicle body frame member toward the rear, and extends in the vehicle width direction. The vibration damping member is disposed in a region between the first fixing portion and the second fixing portion in the vehicle width direction and in a region between the first vehicle body frame member and the second vehicle body frame member in the front-rear direction in a plan view.

5. The vehicle superstructure according to claim 1 or claim 2, characterized in that: The vehicle body frame member is a front window lintel.

6. The vehicle superstructure according to claim 5, characterized in that: The first fixing portion is a sun visor fixing portion that fixes the sun visor together with the ceiling to the vehicle body frame member. The second fixing portion is a connecting plate fixing portion, and the connecting plate fixing portion is a portion where the ceiling is fixed to the vehicle body frame member via a connecting plate.

7. The vehicle superstructure according to claim 1 or claim 2, characterized in that: The vehicle body frame member is a rear window header.

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