Vehicle window structure

Abstract

The purpose of the present invention is to provide a window structure for a vehicle capable of suppressing vibration of a window member while suppressing an excessive increase in cost. A second adhesive (5) having a greater loss coefficient than the first adhesive (4) adheres the window member (3) to the window frame member (2) in at least one of a pair of first portions (C) including a corner portion (2d) below a peripheral edge portion (2b) of the window frame member (2) and a second portion (D) between the pair of first portions (C). The first adhesive (4) bonds the window member (3) and the window frame member (2) in a region other than the region bonded by the second adhesive (5) in the peripheral portion (2b).

Description

Technical Field

[0001] The present invention relates to a window structure of a vehicle. Background Art

[0002] For a conventional vehicle, during its travel, the vibration transmitted from below the vehicle to the windshield causes the windshield to undulate widely, generating membrane vibration, and the sound and vibration caused by this membrane vibration are transmitted into the vehicle, which affects the comfort inside the vehicle. Therefore, in recent years, from the perspective of improving comfort, various technologies have been proposed to reduce the membrane vibration of the windshield.

[0003] In the structure described in Patent Document 1, two bonding portions for bonding the windshield to the frame are coated on the lower edge portion of the windshield on the front side of the vehicle, and these two bonding portions extend in the vehicle width direction and are arranged side by side. By the two bonding portions, the lower edge portion of the windshield has a higher rigidity than other portions, thereby suppressing the membrane vibration of the windshield caused by the vibration in the bandwidth mainly received by the windshield during vehicle travel, and thus improving the NVH performance (performance related to comfort that reduces noise, vibration, and harshness).

[0004] [Prior Art Documents] [Patent Documents] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2009-12604. Summary of the Invention

[0005] [Technical Problem to be Solved by the Invention] However, the above structure changes the resonance frequency of the windshield at a specific frequency of the vibration received by the windshield by increasing the rigidity of the lower edge portion of the windshield, thereby reducing the vibration level in the specific frequency range. Therefore, when the frequency of the input vibration deviates from the specific frequency, resonance will occur in a different frequency range, and thus the damping effect may not be achieved.

[0006] On the other hand, there is currently known a technique of improving vibration characteristics by replacing the adhesive with a material having high vibration damping performance. Generally, a damping adhesive is more expensive than a normal adhesive for a windshield, so there is also a problem in terms of cost when replacing it with a damping adhesive.

[0007] In view of the above similar situations, an object of the present invention is to provide a window structure of a vehicle that can suppress excessive cost increase and can suppress the vibration of window members.

[0008] [Technical Means for Solving the Technical Problem] In order to solve the above technical problems, the window structure of the vehicle according to the present invention is characterized by comprising: a window frame member having an opening penetrating in the vehicle front-rear direction and a peripheral portion surrounding the opening, which is provided at the front portion of the vehicle; a transparent or translucent window member covering the opening and overlapping with the peripheral portion; an adhesive coated along the peripheral portion over the entire circumference thereof, which bonds the window member to the peripheral portion of the window frame member; wherein the peripheral portion has: a pair of first portions including left and right paired corner portions located on the lower side of the peripheral portion and on both sides in the vehicle width direction and portions continuous with the corner portions; a second portion located between the pair of first portions; the adhesive has a first adhesive and a second adhesive having a larger loss coefficient than the first adhesive; the second adhesive bonds the window member to the window frame member in at least one of the pair of first portions and the second portion, and the first adhesive bonds the window member to the window frame member in the region of the peripheral portion other than the region bonded by the second adhesive.

[0009] The present invention suppresses excessive cost increase while obtaining a high vibration damping effect.

[0010] According to the above technical solution, the second adhesive having a larger loss coefficient than the first adhesive, that is, a higher vibration damping effect, is selectively coated on the portion of the peripheral portion of the window frame member that has a high contribution rate to the effect of damping the vibration transmitted from below the vehicle. Specifically, in at least one of the pair of first portions including the left and right paired corner portions located on the lower side of the opening of the window frame member and on both sides in the vehicle width direction and portions continuous therewith, and the second portion located between the pair of first portions, the second adhesive bonds the window member to the window frame member, thereby effectively improving the vibration damping effect. And the first adhesive is cheaper than the second adhesive, so the first adhesive bonds the window member to the window frame member in the region of the peripheral portion other than the region bonded by the second adhesive. In this way, compared with the case of coating the second adhesive over the entire circumference of the peripheral portion, it is more advantageous in terms of cost. Thus, while suppressing excessive cost increase, a high vibration damping effect can be obtained even without coating the second adhesive over the entire circumference of the peripheral portion.

[0011] In the above window structure of the vehicle, it is preferable that the width of the second adhesive is larger than the width of the first adhesive.

[0012] The above technical solution makes the width of the second adhesive having a larger loss coefficient than the first adhesive larger, thereby increasing the elastic energy stored in the entire coating area of the second adhesive and further improving the vibration damping effect.

[0013] In the above window structure of the vehicle, it is preferable that the second adhesive is only coated on the pair of first portions.

[0014] According to the above technical solution, the second adhesive with high vibration damping effect is selectively coated only on the paired first parts with a high contribution rate to vibration damping, that is, on the parts that are the nodes of the membrane vibration of the window member. Thus, with less of the second adhesive, it is possible to simultaneously achieve cost over-increase suppression and a high vibration damping effect.

[0015] In the window structure of the vehicle described above, it is preferable that the second adhesive is coated only on the second part.

[0016] According to the above technical solution, the second adhesive with high vibration damping effect is selectively coated only on the second part with a high contribution rate to vibration damping, that is, on the parts that are the antinodes of the membrane vibration of the window member. Thus, with less of the second adhesive, it is possible to simultaneously achieve cost over-increase suppression and a high vibration damping effect. Moreover, compared with coating the second adhesive on the paired first parts, the operation of coating on the second part is easier.

[0017] In the window structure of the vehicle described above, it is preferable that the second adhesive is coated on both the paired first parts and the second part.

[0018] According to the above technical solution, the second adhesive with high vibration damping effect is selectively coated only on both the paired first parts and the second part with a high contribution rate to vibration damping, that is, selectively coated only on the parts that are the nodes and antinodes of the membrane vibration of the window member. Thus, with less of the second adhesive, it is possible to simultaneously achieve cost over-increase suppression and a high vibration damping effect. Moreover, compared with coating only on the paired first parts or only on the second part, the advantage of this solution is that a high vibration damping effect can be obtained.

[0019] In the window structure of the vehicle described above, it is preferable that the storage modulus of the second adhesive is 10 MPa to 25 MPa.

[0020] According to the above technical solution, the second adhesive has the above storage modulus so as to obtain a high vibration damping effect.

[0021] In the window structure of the vehicle described above, it is preferable that the first adhesive and the second adhesive are coated in such a manner that the end of the coating area of the first adhesive partially overlaps with the end of the coating area of the second adhesive.

[0022] According to the above technical solution, the sealing performance of the boundary part between the first adhesive and the second adhesive can be improved.

[0023]

Invention Effect

[0024] Figure 1 Front view of the window frame member and its surroundings showing the overall structure of the window portion of the vehicle according to an embodiment of the present invention; Figure 2 Comprising Figure 1 Enlarged view of the first part and its surroundings at the lower left corner of the peripheral portion of Figure 3 To show Figure 1 Three-dimensional diagram of the displacement amount (vibration mode) caused by the film vibration of the front windshield and the roof of Figure 4 The chart of Figure 1 Shows the change amount of sound relative to the base when the adhesive on each part of the peripheral portion of Figure 5 The chart of Figure 1 Shows the change amount of vibration relative to the base when the adhesive on each part of the peripheral portion of Figure 6 The table of Figure 1 Shows the evaluation results of the vibration damping relative to the base when the adhesive on each part of the peripheral portion of Figure 7 The chart of Figure 1 Shows the change amount of sound relative to the base when the adhesive on the first part of the peripheral portion of Figure 8 The chart of Figure 1 Shows the reduction amount of vibration when the adhesive on one or both of the first part and the second part of the peripheral portion of Figure 9 The chart of Figure 1 Shows the relationship between the storage modulus of the adhesive on the first part and the second part of the peripheral portion of Figure 10 The chart of shows the relationship between the loss coefficient of the adhesive of the front windshield and the reduction amount relative to the original model in the case where the ear position sound pressure is in the range of 160 Hz and the front window vibration as a reference is in the range of 160 Hz. Detailed description of the specific embodiment

[0025] The window portion structure of the vehicle according to the embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0026] As Figure 1As shown in the figure, the vehicle body 1 of the window structure to which the embodiment of the present invention is applied includes: a window frame member 2 provided at the front of the vehicle; a windshield 3 (hereinafter referred to as the windshield 3), which is a window member mounted on the window frame member 2; and two types of adhesives, namely, a first adhesive 4 and a second adhesive 5, which bond the windshield 3 to the window frame member 2. In addition, the symbol 6 refers to a roof panel, i.e., a ceiling, which extends rearward of the vehicle continuously with the window frame member 2 and covers the upper side of the vehicle body 1.

[0027] The window frame member 2 has: an opening 2a that penetrates in the vehicle front-rear direction and is substantially rectangular; and a peripheral portion 2b that surrounds the periphery of the opening 2a and is substantially rectangular.

[0028] The peripheral portion 2b has left and right paired corner portions 2d (lower corner portions 2d) on the lower side of the peripheral portion 2b and on both sides in the vehicle width direction, and left and right paired corner portions 2c (upper corner portions 2c) on the upper side of the peripheral portion 2b and on both sides in the vehicle width direction, and the peripheral portion 2b has a substantially rectangular shape.

[0029] More specifically, the peripheral portion 2b has: a paired upper corner portion A including the paired upper corner portions 2c; an upper side portion B located between the paired upper corner portions A; a paired first portion C corresponding to the paired lower corner portions; a second portion D located between the paired first portions C as a portion corresponding to the lower side portion; and paired side portions E on both sides in the vehicle width direction.

[0030] As Figure 2 shown, specifically, each of the paired first portions C (lower corner portions) includes left and right paired respective corner portions 2d and a portion continuous with the corner portion 2d. More specifically, each of them includes left and right paired corner portions 2d, a portion extending upward from the corner portion 2d, and a portion extending toward the center side in the vehicle width direction. In addition, when the corner portion 2d has a curvature, the first portion C can be said to include a portion from the start of the bend of the corner portion 2d to the end of the bend.

[0031] As Figure 1 shown, the second portion D (lower side portion) is located between the paired first portions C, and specifically, it is located between the portions where the paired first portions C extend toward the center side in the vehicle width direction.

[0032] The windshield 3 is a substantially rectangular transparent or translucent window member that covers the opening 2a and coincides with the peripheral portion 2b.

[0033] The adhesive is applied along the peripheral portion 2b over the entire circumference of the peripheral portion 2b, which bonds the front windshield 3 to the peripheral portion 2b of the window frame member 2. Specifically, the adhesive has a first adhesive 4 and a second adhesive 5 having a loss factor greater than that of the first adhesive 4. The second adhesive 5 is a so-called high-damping adhesive, and specifically, it is preferably a viscoelastic body having a loss factor of 1.5 times or more that of the first adhesive 4. The first adhesive 4 is less expensive than the second adhesive 5 having a large loss factor.

[0034] More specifically, when the loss factor of the current adhesive, i.e., the first adhesive 4, is about 0.19, the second adhesive 5 may have a loss factor of 0.3 or more at 20 °C and 100 Hz (about 1.5 times or more the loss factor of the first adhesive 4).

[0035] The loss factor of the above-mentioned second adhesive 5 is set based on the study of the following Figure 10 .

[0036] Figure 10 The following chart shows the relationship between the loss factor (FWS bonding tan δ) of the adhesive of the front windshield (windshield 3 of the present embodiment) and the reduction amount compared to the original model (a model using a general adhesive with a loss factor of 0.19) when the sound pressure at the ear position is in the range of 160 Hz (solid line broken line graph in Figure 10 ) and when the vibration of the front window as a reference is in the range of 160 Hz (dashed line broken line graph in Figure 10 ).

[0037] Figure 10 The following shows the result obtained by showing the damping coefficient of the adhesive over the entire circumference of the windshield 3 and confirming the reduction amount of sound when the sound pressure at the ear position is in the range of 160 Hz (solid line broken line graph in Figure 10 ). This result is the same as the tendency when the adhesive is applied only to the first part C and the second part D. As the damping coefficient ( Figure 10 the loss factor represented by the horizontal axis) increases, the reduction rate ( Figure 10 the reduction amount represented by the vertical axis) tends to decrease linearly.

[0038] A reduction rate of -0.2 dB is the minimum level at which a vehicle occupant can perceive a decrease in road noise. Figure 10 When the sound pressure at the ear position in Figure 10 is in the range of 160 Hz (solid line broken line graph in

[0039] The second adhesive 5 bonds the front windshield 3 to the window frame member 2 at at least one of the paired first part C and second part D in the peripheral portion 2b.

[0040] In the present embodiment, the second adhesive 5 is applied to both of the paired first part C and second part D. Additionally, the second adhesive 5 may be applied only on the paired first part C or only on the second part D.

[0041] The first adhesive 4 bonds the front windshield 3 to the window frame member 2 in the region of the peripheral portion 2b other than the region bonded and fixed with the second adhesive 5.

[0042] In the present embodiment, the first adhesive 4 is applied in the region other than the paired first part C (lower corner portion) and second part D (lower edge portion), that is, applied on the paired upper corner portions A, upper edge portion B, and paired side edge portions E.

[0043] In the present embodiment, the first adhesive 4 and the second adhesive 5 are applied such that the end of the application region of the first adhesive 4 is connected to the end of the application region of the second adhesive 5 at the end faces. Thus, the application regions of the first adhesive 4 and the second adhesive 5 are continuous, ensuring the sealing property.

[0044] To obtain a high vibration damping effect, it is preferable that the storage modulus of the second adhesive 5 is 10 MPa to 25 MPa. According to Figure 9 the chart, it is obvious therefrom. Figure 9 The chart of Figure 1 shows the relationship between the storage modulus E’ of the adhesives on the first part C and the second part D of the peripheral portion 2b of Figure 9 and the vibration damping amount as the damping effect. From the chart of

[0045] (Regarding film vibration) Figure 3A three-dimensional diagram shows an example of the vibration when the vehicle is running, that is, the vibration mode when there is a vibration input of 140 Hz, which shows the displacement amount (vibration mode) of the film vibration of the windshield 3 and the ceiling 6. The display of the displacement amount includes the upper displacement amount of 1.333E-05 to 1.200E-04 represented by the density of dots, and the lower displacement amount of -1.333E-05 to -1.200E-04 represented by the shade.

[0046] Looking at Figure 3 the three-dimensional diagram, it can be understood that during the running of the vehicle, the vibration transmitted from the lower part of the vehicle to the windshield 3 will cause the windshield 3 to fluctuate greatly, generating film vibration. Moreover, the ceiling 6 above the windshield 3 will also generate film vibration.

[0047] Especially looking at the lower edge of the windshield 3, it can be seen that with the lower corner parts at both ends as nodes, an antinode of the upper displacement will appear in the central part of the lower edge, and paired antinodes of the lower displacement will appear on both sides of the antinode of the upper displacement.

[0048] Therefore, it can be known that at least one of the lower corner parts at both ends corresponding to the nodes of the film vibration of the windshield 3 and the lower part where the antinode appears, preferably bonding with a high-damping adhesive (so-called high-damping adhesive) in both parts, that is, imparting high damping, can effectively improve the damping effect with less high-damping adhesive.

[0049] Therefore, Figure 1 the lower part of the window frame member 2, that is, the second part D, is the part where the antinode of the vibration of the windshield 3 is located. Therefore, by disposing the high-damping adhesive, that is, the second adhesive 5, high damping is imparted, thereby promoting the accumulation of strain energy in the second adhesive 5. In addition, it can be known that Figure 1 the lower corner part of the window frame member 2, that is, the paired first part C, is the starting point (node) of the movement of the lower part, that is, the second part D. Therefore, by disposing the second adhesive 5 in the first part C to impart high damping, the strain energy is accumulated in the second adhesive 5, improving the vibration damping effect.

[0050] On the contrary, as a comparative example, when a high-rigidity adhesive is disposed in the above-mentioned first part C and / or the second part D to impart high rigidity, the vibration of the second part D will increase. Or, like the window structure described in Patent Document 1, even if two bonding parts are disposed in the lower part corresponding to the second part D to impart high rigidity, the vibration of the lower part (the second part D) will also increase.

[0051] Next, the range of high damping effective for damping sound and vibration in the peripheral part 2b of the window frame member 2 is studied while comparing it with the range of high rigidity as a comparative example.

[0052] (Research on the Range of High Damping) First, referring to Figures 4 - 5 the graphs, investigate the changes in sound and vibration when applying vibrations during vehicle driving (100 - 164 Hz) to the windshield 3, and at this time, when high damping is imparted to the adhesive at each part A - E of the peripheral portion 2b and when high stiffness is imparted. The sound is investigated at the ear position of the vehicle occupants. The vibration is investigated for the vibration of the windshield 3.

[0053] Figure 4 is a graph of the change in sound relative to the base (that is, the case where a base adhesive without imparting high damping and high stiffness (ordinary adhesive with a loss factor tanδ of 0.19) is applied). Figure 5 is a graph of the change in vibration relative to the base.

[0054] As Figure 4 and Figure 5 the graphs show, when high damping is imparted to the adhesives of each part A - E of the peripheral portion 2b (changing the loss factor tanδ from 0.19 to 0.50) ( Figures 4 - 5 in the case of the solid line broken line graph of Figure 4 ), compared with the base case, the change amounts of both sound and vibration relative to the base are small. And when high damping is imparted only to the first part C and the second part D ( Figure 5 only CD in Figure 5 ), the change amounts of both sound and vibration are the smallest, and this change amount is reduced to near the change amount when all parts A - E are imparted with high damping as a comparative example. In addition, following the case where high damping is imparted only to the first part C and the second part D ( Figure 5 only CD in Figure 5 ), the change amounts of sound and vibration are small. Next in order are: the case where high damping is imparted only to the first part C ( Figure 5 only C in Figure 5 ), the case where high damping is imparted only to the second part D ( Figure 5 only D in Figure 5 ). Especially looking at the vibration - related graph of Figure 5 , in the cases of only the first part C, only the second part D, and only the first part C and the second part D, there is a reduction of more than 0.5 dB. As above, by imparting high damping, the damping effect of sound and vibration can be effectively achieved regardless of the frequency of the input vibration.

[0055] As a comparative example, when high stiffness is imparted to the adhesives of each part A - E of the peripheral portion 2b (changing the storage modulus E’ from 10.4 MPa to 30 MPa) ( Figures 4 - 5 in the case of the dotted line broken line graph of Figures 4 - 5When only CD) in it is given high stiffening, the change amounts of sound and vibration are the largest, and there is no damping effect on sound and vibration at all. In addition, when only part D ( Figures 4 - 5 When only D) in it is given high stiffening, Figure 4 the change amount of sound is small, but Figure 5 the change amount of vibration is larger than that of the base, so there is no vibration damping effect. Also, when only part C of the first part ( Figures 4 - 5 When only C) in it is given high stiffening, Figures 4 - 5 the change amounts of both sound and vibration are large, and there is no damping effect on sound and vibration. Thus, it can be seen that even when given high stiffening, there is no damping effect on sound and vibration or the contribution rate is low.

[0056] From the above Figure 5 the change amount of vibration shown in the chart, it can be obtained the vibration damping evaluation results relative to the base when high damping ( Figure 6 Damping UP) is given to the adhesives on each part A - E of the peripheral part 2b and when high stiffening ( Figure 6 Stiffness UP) is given. The evaluation results are shown in the Figure 6 table.

[0057] Looking at Figure 6 the table, it can be seen that if damping UP is performed on either one or both of part C of the first part and part D of the second part, a high vibration damping effect of more than -0.5 dB can be obtained. When stiffness UP is performed on either one or both of part C of the first part and part D of the second part, there is a change amount of more than 0 dB, that is, the vibration increases instead.

[0058] (Verification of the damping effect brought by increasing the width of the adhesive) Next, refer to Figures 7 - 8 to verify the damping effect brought by increasing the width of the adhesive.

[0059] Figure 7 The chart in Figure 1 shows the change amount of sound compared to the base when high damping is given to the adhesive on part C of the first part of the peripheral part 2b and the width is increased.

[0060] As Figure 7 shown, when high damping is given to the adhesive on part C (lower corner part) of the peripheral part 2b ( Figure 7When it is the solid line broken line graph), the change amount of the sound when "only C is given (basic shape)" with the same width as the base width compared to the base (-0.2 dB) and the change amount of the sound when "only C is given (shape with large width)" with the width increased compared to the base (for example, when the width is expanded by 1.5 times) (-0.4 dB) are compared. The latter sound is reduced by about 2 times, and it can be seen that increasing the width of the high-damping adhesive will improve the reduction of the sound. As a comparative example, when the adhesive on the first part C (lower corner part) of the peripheral part 2b is given high stiffness ( Figure 7 When it is the dotted line broken line graph), the sound when "only C is given (shape with large width)" increases to about 0.38 dB, and it can be seen that increasing the width of the high-stiffness adhesive not only does not reduce the sound but increases the sound instead.

[0061] Figure 8 The graph shows that in Figure 1 Either one or both of the first part C and the second part D of the peripheral part 2b of Figure 8 The reduction amount of vibration when only high damping is given to the adhesive and when both high damping is given and the width is increased in the area C, area D, and area CD). In addition, in Figure 8 , the vibration (FWS vibration) input to the windshield 3 is set to 100 - 164 Hz.

[0062] From Figure 8 The graph, when both high damping and width increase are given to either one or both of the first part C and the second part D ( Figure 8 The area C, area D, area CD), the change amount of vibration is greatly reduced compared to when only high damping is given to the adhesive.

[0063] (Features of this embodiment) (1) In the window structure of the vehicle in the above-described embodiment, the second adhesive 5 having a larger loss coefficient than the first adhesive 4, that is, a higher vibration damping effect, is selectively coated on the part of the peripheral part 2b of the window frame member 2 where the contribution rate to the effect of damping the vibration transmitted from the lower part of the vehicle is high. Specifically, in at least one of the pair of first parts C including the pair of left and right corner parts 2d located on the lower side of the opening 2a of the window frame member 2 and on both sides in the vehicle width direction and the parts continuous therewith, and the second part D located between the pair of first parts C, the second adhesive 5 can effectively improve the vibration damping effect by bonding the front windshield 3 and the window frame member 2.

[0064] Since the first adhesive 4 is less expensive than the second adhesive 5, the first adhesive 4 bonds the front windshield 3 to the window frame member 2 in the peripheral portion 2b in the regions other than the regions bonded and fixed by the second adhesive 5. In this way, compared with the case where the second adhesive 5 is applied to the entire circumference of the peripheral portion 2b, it is more advantageous in terms of cost.

[0065] Thus, while suppressing an excessive increase in cost, a high vibration damping effect can be obtained even without applying the second adhesive 5 to the entire circumference of the peripheral portion 2b. (2) In the present embodiment, it is preferable that the width of the second adhesive 5 is set larger than the width of the first adhesive 4. By making the width of the second adhesive 5, which has a larger loss coefficient than the first adhesive 4, larger, the elastic energy stored in the entire coated area of the second adhesive 5 is increased, and the vibration damping effect can be further improved. (3) In the present embodiment, the second adhesive 5 is applied to both of the paired first part C and second part D. According to the above technical solution, the second adhesive 5 with a high vibration damping effect is selectively applied only to the paired first part C and second part D with a high contribution rate to vibration damping, that is, only selectively applied to the portions that are the nodes and antinodes of the film vibration of the front windshield 3. Thus, with less of the second adhesive 5, it is possible to simultaneously achieve suppressing an excessive increase in cost and a high vibration damping effect. And, compared with applying only to the paired first part C or only to the second part D, the advantage is that a high vibration damping effect can be obtained. (4) In addition, the second adhesive 5 may be applied only to the paired first part C. In this solution, the second adhesive 5 with a high vibration damping effect is selectively applied only to the paired first part C with a high contribution rate to vibration damping, that is, to the portion that is the node of the film vibration of the front windshield 3. Thus, with less of the second adhesive 5, it is possible to simultaneously achieve suppressing an excessive increase in cost and a high vibration damping effect. (5) Furthermore, the second adhesive 5 may be applied only to the second part D. In this solution, the second adhesive 5 with a high vibration damping effect is selectively applied only to the second part D with a high contribution rate to vibration damping, that is, to the portion that is the antinode of the film vibration of the front windshield 3. Thus, with less of the second adhesive 5, it is possible to simultaneously achieve suppressing an excessive increase in cost and a high vibration damping effect. And, compared with applying the second adhesive 5 to the paired first part C, the operation of applying to the second part D is easier. (6) In the present embodiment, the storage modulus of the second adhesive 5 is 10 MPa to 25 MPa. In this solution, since the second adhesive 5 has the above storage modulus, a high vibration damping effect can be obtained.

[0071] (Modification example) In the above-described embodiment, the first adhesive 4 and the second adhesive 5 are applied in such a manner that the end portions of the application regions of the first adhesive 4 and the end portions of the application regions of the second adhesive 5 are connected to each other on the end face. However, the present invention is not limited thereto.

[0072] As a modification example of the present invention, the first adhesive 4 and the second adhesive 5 may also be applied in such a manner that the end portions of the application regions of the first adhesive 4 and the end portions of the application regions of the second adhesive 5 partially overlap. According to the above technical solution, the application regions of the first adhesive 4 and the second adhesive 5 are continuous and there is no joint portion at all. Therefore, the sealing performance of the boundary portion between the first adhesive 4 and the second adhesive 5 can be improved.

[0073]

Description of reference numerals

Claims

1. A vehicle window structure, characterized in that include: A window frame member having an opening portion penetrating in the front-rear direction of the vehicle and a peripheral edge portion surrounding the opening portion, and provided at the front portion of the vehicle; a transparent or translucent window member covering the opening and overlapping the peripheral edge; An adhesive is applied along the peripheral portion over the entire perimeter of the peripheral portion to bond the window member to the peripheral portion of the window frame member; The peripheral portion comprises: a pair of first portions, including a pair of left and right corner portions located at the lower side of the peripheral portion and on both sides in the vehicle width direction and a portion continuous with the corner portions; a second portion located between the pair of first portions; The adhesive comprises a first adhesive and a second adhesive having a loss coefficient greater than that of the first adhesive; The second adhesive bonds the window member to the window frame member at at least one of the first portion and the second portion of the pair; The first adhesive bonds the window member and the window frame member in a region of the peripheral portion excluding a region bonded by the second adhesive.

2. The vehicle window structure according to claim 1, characterized in that: The second adhesive has a width greater than that of the first adhesive.

3. The vehicle window structure according to claim 1 or 2, characterized in that: The second adhesive is applied only to the paired first portions.

4. The vehicle window structure according to claim 1 or 2, characterized in that: The second adhesive is applied only to the second portion.

5. The vehicle window structure according to claim 1 or 2, characterized in that: The second adhesive is applied to both the first portion and the second portion forming a pair.

6. The vehicle window structure according to claim 5, characterized in that: The storage modulus of the second adhesive is 10 MPa to 25 MPa.

7. The vehicle window structure according to claim 1 or 2, characterized in that: The first adhesive and the second adhesive are applied so that an end portion of a region where the first adhesive is applied partially overlaps an end portion of a region where the second adhesive is applied.

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