Vehicle window part structure

Abstract

To provide a vehicle window part structure capable of suppressing vibration of a window member while inhibiting excessive increase of costs.SOLUTION: A second adhesive 5 having a loss coefficient larger than that of a first adhesive 4 bonds a window member 3 to a window frame member 2 in at least one of a pair of first portions C each including a corner part 2d at the lower side of a peripheral edge part 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 to the window frame member 2 in an area excluding an area, which is bonded by the second adhesive 5, of the peripheral edge part 2b.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] During the running of a conventional vehicle, membrane vibrations occur in which the windshield undulates over a wide range due to vibrations transmitted from below the vehicle to the windshield. However, the phenomenon that the sound and vibrations caused by this membrane vibration are transmitted into the vehicle affects the comfort inside the vehicle. Therefore, in recent years, various techniques have been proposed to reduce the membrane vibration of the windshield from the viewpoint of improving comfort.

[0003] In the structure described in Patent Document 1, at the lower edge of the windshield on the front side of the vehicle, two adhesive portions for adhering the windshield to the frame body are arranged in parallel so as to extend in the vehicle width direction. By making the lower edge portion of the windshield more rigid than other portions by the two adhesive portions, the membrane vibration of the windshield generated by the vibration in the frequency band mainly received by the windshield during vehicle running is suppressed, and the NVH performance (performance related to comfort that reduces noise, vibration, and harshness) is improved.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the above structure, by increasing the rigidity of the lower side portion of the window seal, the resonance frequency of the windshield at a specific frequency of the vibration received by the windshield is changed to reduce the vibration level in the specific frequency range. Therefore, if the frequency of the input vibration deviates from the specific frequency, resonance occurs in a different frequency range, and there is a possibility that the damping effect cannot be obtained.

[0006] On the other hand, a technique of replacing the adhesive with a material having high vibration damping performance to improve the vibration characteristics is known. However, generally, the damping adhesive is more expensive than the ordinary adhesive for the window seal, and the replacement with the damping adhesive also has a problem in terms of cost.

[0007] The present invention has been made in view of the above circumstances, and an object thereof is to provide a window structure of a vehicle capable of suppressing vibration of a window member while suppressing an excessive increase in cost.

Means for Solving the Problems

[0008] In order to solve the above problems, a window structure of a vehicle according to the present invention includes an opening penetrating in the vehicle front-rear direction, a peripheral edge portion surrounding the opening, a window frame member provided at the front portion of the vehicle, a transparent or translucent window member covering the opening and overlapping the peripheral edge portion, and an adhesive applied along the peripheral edge portion over the entire circumference of the peripheral edge portion to adhere the window member to the peripheral edge portion of the window frame member. The peripheral edge portion includes a pair of first portions including a pair of left and right corner portions located on the lower side and both sides in the vehicle width direction at the peripheral edge portion and portions continuous with the corner portions, and a second portion located between the pair of first portions. The adhesive includes a first adhesive and a second adhesive having a larger loss factor than the first adhesive. The second adhesive adheres 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 adheres the window member to the window frame member in a region of the peripheral edge portion excluding the region adhered with the second adhesive.

[0009] The present invention obtains a high vibration damping effect while suppressing an excessive increase in cost.

[0010] According to the above configuration, the second adhesive having a larger loss coefficient than the first adhesive, that is, a higher vibration damping effect, is selectively applied to a portion that contributes highly to the effect of damping vibrations transmitted from below the vehicle among the peripheral portions of the window frame member. Specifically, the second adhesive adheres the window member to the window frame member in at least one of a pair of first portions including a pair of corner portions on both sides in the vehicle width direction and portions continuous thereto, which are below the opening of the window frame member, and a second portion located between the pair of first portions, whereby it is possible to effectively improve the vibration damping effect. On the other hand, since the first adhesive is less expensive than the second adhesive, by adhering the window member to the window frame member in a region of the peripheral portion excluding the region adhered with the second adhesive, it is advantageous in terms of cost compared to the case where the second adhesive is applied to the entire periphery of the peripheral portion. Thereby, it is possible to obtain a high vibration damping effect without applying the second adhesive to the entire periphery of the peripheral portion while suppressing an excessive increase in cost.

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

[0012] According to such a configuration, by increasing the width of the second adhesive having a larger loss coefficient than the first adhesive, the storage elasticity of the entire application region of the second adhesive is increased, and it is possible to further enhance the vibration damping effect.

[0013] In the window portion structure of the vehicle described above, it is preferable that the second adhesive is applied only to the pair of first portions.

[0014] According to such a configuration, the second adhesive having a high vibration damping effect is selectively applied only to a pair of first portions that contribute highly to vibration damping, that is, portions that become nodes of the film vibration of the window member, whereby it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect using a small amount of the second adhesive.

[0015] In the window structure of the vehicle described above, it is preferable that the second adhesive is applied only to the second portion.

[0016] According to such a configuration, the second adhesive having a high vibration damping effect is selectively applied only to the second portion where the contribution to vibration damping is high, that is, the portion that becomes the antinode of the membrane vibration of the window member. Thus, it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect using a small amount of the second adhesive. Moreover, applying the second adhesive to the second portion is easier than applying it to the pair of first portions.

[0017] In the window structure of the vehicle described above, it is preferable that the second adhesive is applied to both the pair of first portions and the second portion.

[0018] According to such a configuration, the second adhesive having a high vibration damping effect is selectively applied to both the pair of first portions and the second portion where the contribution to vibration damping is high, that is, the portions that become the nodes and antinodes of the membrane vibration of the window member. Thus, it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect using a small amount of the second adhesive. Moreover, it has the advantage of obtaining a higher vibration damping effect than when it is applied only to the pair of first portions or only to the second portion.

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

[0020] According to such a configuration, it is possible to obtain a high vibration damping effect by the second adhesive having the above storage elastic modulus.

[0021] In the window structure of the vehicle described above, it is preferable that the first adhesive and the second adhesive are applied such that the end of the application region of the first adhesive and the end of the application region of the second adhesive partially overlap.

[0022] According to such a configuration, it is possible to improve the sealing performance at the boundary between the first adhesive and the second adhesive.

Advantages of the Invention

[0023] As described above, according to the window structure of the vehicle of the present invention, it is possible to suppress the vibration of the window member while suppressing an excessive increase in cost.

Brief Description of the Drawings

[0024]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Mode for Carrying Out the Invention

[0025] Hereinafter, the window structure of a vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

[0026] As shown in FIG. 1, a vehicle body 1 to which the window structure of a vehicle according to an embodiment of the present invention is applied includes a window frame member 2 provided at the front portion of the vehicle, a front windshield 3 which is a window member attached to the window frame member 2 (hereinafter referred to as the windshield 3), and two types of adhesives for adhering the windshield 3 to the window frame member 2, that is, a first adhesive 4 and a second adhesive 5. Note that reference numeral 6 denotes a top sealing which is a top plate that extends continuously from the window frame member 2 to the rear of the vehicle and covers the upper surface of the vehicle body 1.

[0027] The window frame member 2 has a substantially rectangular opening 2a penetrating in the vehicle front-rear direction and a substantially rectangular peripheral portion 2b surrounding the periphery of the opening 2a.

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

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

[0030] As shown in FIG. 2, each of the pair of first portions C (lower corner portions) specifically includes a pair of left and right corner portions 2d and portions continuous with the corner portions 2d. More specifically, it includes a pair of left and right corner portions 2d, portions extending upward from the corner portions 2d, and portions extending toward the center side in the vehicle width direction. Also, when the corner portion 2d has a curvature, it can be said that the first portion C is a portion including the portion from the start of the bend to the end of the bend of the corner portion 2d.

[0031] As shown in FIG. 1, the second portion D (lower side portion) is located between the pair of first portions C, specifically, between the portions where the pair of 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 is overlapped with the peripheral edge portion 2b.

[0033] The adhesive is applied along the peripheral edge portion 2b over the entire circumference of the peripheral edge portion 2b to adhere the front windshield 3 to the peripheral edge portion 2b of the window frame member 2. Specifically, the adhesive has a first adhesive 4 and a second adhesive 5 having a larger loss factor than 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 the loss factor 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 first adhesive 4, which is the current adhesive, is about 0.19, the second adhesive 5 may have a loss factor of 0.3 or more (about 1.5 times or more the loss factor of the first adhesive 4) at 20°C and 100 Hz.

[0035] The loss factor of the second adhesive 5 described above is set based on the considerations using FIG. 10 below.

[0036] Figure 10 shows a graph depicting the relationship between the loss factor (FWS adhesion tanδ) of the adhesive for the front windshield (windshield 3 of the present embodiment) in the case of the ear position sound pressure in the 160 Hz range (solid line broken line graph in Figure 10) and the reduction cost from the original model (a model applying a normal adhesive with a loss factor of 0.19), as well as the case of the front window vibration in the 160 Hz range as a reference (dashed line broken line graph in Figure 10).

[0037] The case of the ear position sound pressure in the 160 Hz range in Figure 10 (solid line broken line graph in Figure 10) shows the result of confirming the sound reduction cost by taking into account the attenuation coefficient of the adhesive around the entire circumference of the windshield 3. This result has the same tendency as the case where the adhesive is applied only to the first part C and the second part D, and it can be seen that the reduction rate (reduction cost shown on the vertical axis in Figure 10) decreases linearly with the increase in the attenuation coefficient (loss factor shown on the horizontal axis in Figure 10).

[0038] A reduction rate of -0.2 dB is the minimum level at which a passenger can perceive a reduction in road noise. In the case of the ear position sound pressure in the 160 Hz range in Figure 10 (solid line broken line graph in Figure 10), if the loss factor is 0.3 or more, the reduction rate will be -0.2 dB or less. Preferably, if the loss factor is 0.4 or more, the reduction rate will be -0.4 dB or less.

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

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

[0041] The first adhesive 4 adheres the front windshield 3 to the window frame member 2 in the region of the peripheral portion 2b excluding the region adhered and fixed by the second adhesive 5.

[0042] In this embodiment, the first adhesive 4 is applied to the regions excluding a pair of first portions C (lower corner portions) and second portions D (lower side portions), that is, a pair of upper corner portions A, an upper side portion B, and a pair of side portions E.

[0043] In this embodiment, the first adhesive 4 and the second adhesive 5 are applied such that the end portions of the application region of the first adhesive 4 and the end portions of the application region of the second adhesive 5 are connected to each other on the end faces. Thereby, the application regions of the first adhesive 4 and the second adhesive 5 are continuous, ensuring the sealing property.

[0044] The storage elastic modulus of the second adhesive 5 is preferably 10 MPa to 25 MPa in order to obtain a high vibration damping effect. The basis is clear from the graph of FIG. 9. FIG. 9 shows a graph showing the relationship between the storage elastic modulus E' of the adhesive in the first portion C and the second portion D of the peripheral portion 2b of FIG. 1 and the vibration damping amount as the damping effect. Looking at the graph of FIG. 9, it is understood that a damping effect of -1.3 dB or more can be obtained when the storage elastic modulus E' is in the range of 10 MPa to 25 MPa. Preferably, when the storage elastic modulus E' is in the range of 12.5 MPa to 22 MPa, a damping effect of -1.4 dB or more can be obtained, and more preferably, when the storage elastic modulus E' is in the range of 15 MPa to 20 MPa, a damping effect of -1.5 dB or more can be obtained, which is particularly preferable. Note that all the values of the storage elastic modulus shown above are the values at 20°C and 100 Hz.

[0045] (Regarding film vibration) FIG. 3 shows a three-dimensional map showing the displacement amount (vibration mode) of the film vibration of the windshield 3 and the top sealing 6 as the vibration mode at the input of vibration at 140 Hz, which is an example of vibration during vehicle running. The displacement amount is indicated by an upward displacement amount of 1.333E-05 to 1.200E-04 shown in the range of the density of dots and a downward displacement amount of -1.333E-05 to -1.200E-04 shown in the range of shading.

[0046] Looking at the three-dimensional map of FIG. 3, it can be understood that during the running of the vehicle, membrane vibrations occur in which the windshield 3 undulates over a wide range due to vibrations transmitted from below the vehicle to the windshield 3, and at the same time, the top sealing 6 above the windshield 3 also undergoes membrane vibrations.

[0047] In particular, looking at the lower edge of the windshield 3, it can be seen that taking the lower corner portions at both ends as nodes, an antinode of upward displacement is formed at the central portion of the lower edge, and a pair of antinodes of downward displacement are formed on both sides of the antinode of upward displacement.

[0048] Therefore, if at least one part, preferably both parts, of the lower corner portions at both ends corresponding to the nodes of the membrane vibration of the windshield 3 and the lower edge portion where the antinodes are formed are adhered with an adhesive having a high damping effect (so-called high-damping adhesive), that is, if high damping is achieved, it is understood that the damping effect can be effectively improved with a small amount of high-damping adhesive.

[0049] Therefore, since the second part D which is the lower edge portion of the window frame member 2 in FIG. 1 becomes the portion where the antinode of the vibration of the windshield 3 is located, by disposing the second adhesive 5 which is a high-damping adhesive to achieve high damping, the accumulation of strain energy in the second adhesive 5 is promoted. Further, since the pair of first parts C which are the lower corner portions of the window frame member 2 in FIG. 1 are the starting points (nodes) of the movement of the second part D which is the lower edge portion, by disposing the second adhesive 5 in the first part C to achieve high damping, it is understood that strain energy is accumulated in the second adhesive 5 and the vibration damping effect is improved.

[0050] Conversely, as a comparative example, when a high-rigidity adhesive is disposed in the above-described first part C and / or second part D to achieve high rigidity, it is considered that the vibration of the second part D increases. Or, similar to the window structure described in Patent Document 1, even if two adhesive portions are disposed in the lower edge portion corresponding to the second part D to achieve high rigidity, it is considered that the vibration of the lower edge portion (second part D) increases.

[0051] Next, regarding the range of high damping effective for sound and vibration attenuation at the peripheral edge 2b of the window frame member 2, we will consider it while comparing with the range of high rigidity which is a comparative example.

[0052] (Consideration on the range of high damping) First, while referring to the graphs in FIGS. 4 to 5, we examine the change amounts of sound and vibration when the adhesive is highly damped and when it is highly rigidified in each of parts A to E of the peripheral edge 2b when vibration (100 to 164 Hz) during vehicle running is applied to the windshield 3. For sound, we examine the sound at the ear position of the vehicle occupant. For vibration, we examine the vibration of the windshield 3.

[0053] FIG. 4 is a graph showing the change amount of sound with respect to the base (that is, the case where a base adhesive (ordinary adhesive with a loss factor tanδ of 0.19) without any high damping or high rigidity is applied), and FIG. 5 is a graph showing the change amount of vibration with respect to the base.

[0054] As shown in the graphs of FIGS. 4 and 5, when the adhesives in each of parts A to E of the peripheral edge 2b are highly damped (the case of the solid line broken line graphs in FIGS. 4 to 5, where the loss factor tanδ is changed from 0.19 to 0.50), the change amounts of both sound and vibration with respect to the base are lower than in the case of the base. Moreover, when only the first part C and the second part D (only CD in FIG. 4) are highly damped, the change amounts of both sound and vibration are the lowest, and it can be seen that they are reduced to near the change amounts when the entire parts A to E as a comparative example are highly damped. Also, following the case of highly damping only the first part C and the second part D (only CD in FIGS. 4 to 5), when only the first part C (only C in FIGS. 4 to 5) is highly damped, and when only the second part D (only D in FIGS. 4 to 5) is highly damped, it can be seen that the change amounts of sound and vibration decrease in that order. In particular, looking at the graph regarding vibration in FIG. 5, it can be seen that 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, all are reduced by 0.5 dB or more. As described above, it can be seen that by highly damping, the attenuation effect of sound and vibration can be surely achieved regardless of the frequency of the input vibration.

[0055] On the other hand, as a comparative example, when the adhesives of each of the portions A to E of the peripheral portion 2b were made highly rigid (the storage elastic modulus E' was changed from 10.4 MPa to 30 MPa) (in the case of the broken line graphs in FIGS. 4 to 5), when only the first portion C and the second portion D (only CD in FIGS. 4 to 5) were made highly rigid, it can be seen that the amount of change in sound and vibration was the largest, and there was no damping effect on sound and vibration at all. Also, when only the second portion D (only D in FIGS. 4 to 5) was made highly rigid, the amount of change in sound in FIG. 4 became smaller, but the amount of change in vibration in FIG. 5 was larger than that of the base, so it can be seen that there was no vibration damping effect. Furthermore, when only the first portion C (only C in FIGS. 4 to 5) was made highly rigid, the amounts of change in sound and vibration in FIGS. 4 to 5 were both large, and it can be seen that there was no damping effect on sound and vibration. Thus, it can be understood that even when made highly rigid, there is no damping effect on sound and vibration or the contribution degree is low.

[0056] From the amount of change in vibration shown in the graph of FIG. 5 above, as shown in the table of FIG. 6, it is possible to derive the evaluation results of vibration damping with respect to the base when the adhesives in each of the portions A to E of the peripheral portion 2b were made highly damping (damping UP in FIG. 6) and when made highly rigid (rigidity UP in FIG. 6).

[0057] Looking at the table in FIG. 6, it can be seen that if either one or both of the first portion C and the second portion D are damping UP, a high vibration damping effect of -0.5 dB or more can be obtained. On the other hand, when either one or both of the first portion C and the second portion D are rigidity UP, it can be seen that the amount of change is 0 dB or more, that is, the vibration rather increases.

[0058] (Verification of the effect of the damping effect by the width of the adhesive) Next, while referring to FIGS. 7 to 8, the effect of the damping effect by the width of the adhesive is verified.

[0059] FIG. 7 shows a graph showing the amount of change in sound with respect to the base when the adhesive in the first portion C of the peripheral portion 2b in FIG. 1 was made highly damping and widened.

[0060] As shown in FIG. 7, when the adhesive in the first portion C (lower corner portion) of the peripheral portion 2b is made highly damped (in the case of the solid line broken line graph in FIG. 7), the change in sound with respect to the base in the case of "applying only C (base shape)" having the same width as the base (-0.2 dB) is less than that in the case of "applying only C (wide shape)" where the width is wider than the base (for example, when widened by 1.5 times) (-0.4 dB). The sound is reduced by about twice, indicating that widening the highly damped adhesive improves sound reduction. On the other hand, as a comparative example, when the adhesive in the first portion C (lower corner portion) of the peripheral portion 2b is made highly rigid (in the case of the broken line graph in FIG. 7), the sound in the case of "applying only C (wide shape)" increases by about 0.38 dB. It can be seen that widening the highly rigid adhesive not only does not reduce the sound but also increases it.

[0061] FIG. 8 shows a graph indicating the amount of vibration reduction when only the adhesive is made highly damped and when both highly damped and widened in either one or both of the first portion C and the second portion D of the peripheral portion 2b of FIG. 1 (in regions C, D, and CD in FIG. 8). In FIG. 8, the input vibration (FWS vibration) to the windshield 3 is set at 100 to 164 Hz.

[0062] Looking at the graph in FIG. 8, it can be seen that when both highly damped and widened in either one or both of the first portion C and the second portion D (in regions C, D, and CD in FIG. 8), the change in the amount of vibration is significantly reduced compared to the case where only the adhesive is made highly damped.

[0063] (Features of this embodiment) (1) In the window structure of the vehicle according to the above-described embodiment, the second adhesive 5 having a loss factor larger than that of the first adhesive 4, that is, having a high vibration damping effect, is selectively applied to a portion that highly contributes to the effect of damping vibrations transmitted from below the vehicle in the peripheral portion 2b of the window frame member 2. Specifically, the second adhesive 5 is at least one of a pair of first portions C including a pair of corner portions 2d on both sides in the vehicle width direction below the opening 2a of the window frame member 2 and portions continuous thereto, and a second portion D located between the pair of first portions C. By adhesively fixing the front windshield 3 to the window frame member 2 in at least one of these portions, it is possible to effectively improve the vibration damping effect.

[0064] On the other hand, since the first adhesive 4 is less expensive than the second adhesive 5, by adhesively fixing the front windshield 3 to the window frame member 2 in a region of the peripheral portion 2b excluding the region adhesively fixed with the second adhesive 5, it is advantageous in terms of cost as compared with the case where the second adhesive 5 is applied to the entire circumference of the peripheral portion 2b.

[0065] Thereby, it is possible to obtain a high vibration damping effect without applying the second adhesive 5 to the entire circumference of the peripheral portion 2b while suppressing an excessive increase in cost.

[0066] (2) In the present embodiment, it is preferable to set the width of the second adhesive 5 to be larger than the width of the first adhesive 4. By increasing the width of the second adhesive 5 having a loss factor larger than that of the first adhesive 4, the storage elasticity of the entire application region of the second adhesive 5 is increased, and the vibration damping effect can be further enhanced.

[0067] (3) In this embodiment, the second adhesive 5 is applied to both the pair of first portions C and the second portion D. According to such a configuration, the second adhesive 5 having a high vibration damping effect is selectively applied only to both the pair of first portions C and the second portion D having a high contribution to vibration damping, that is, only to the nodal and ventral portions of the film vibration of the front windshield 3. Thus, it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect by using a small amount of the second adhesive 5. Moreover, it has the advantage that a higher vibration damping effect can be obtained than when the second adhesive 5 is applied only to the pair of first portions C or only to the second portion D.

[0068] (4) Note that the second adhesive 5 may be applied only to the pair of first portions C. In this configuration, the second adhesive 5 having a high vibration damping effect is selectively applied only to the pair of first portions C having a high contribution to vibration damping, that is, only to the nodal portion of the film vibration of the front windshield 3. Thus, it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect by using a small amount of the second adhesive 5.

[0069] (5) Also, the second adhesive 5 may be applied only to the second portion D. In this configuration, the second adhesive 5 having a high vibration damping effect is selectively applied only to the second portion D having a high contribution to vibration damping, that is, only to the ventral portion of the film vibration of the front windshield 3. Thus, it is possible to achieve both suppression of excessive cost increase and a high vibration damping effect by using a small amount of the second adhesive 5. Moreover, the application work of the second adhesive 5 becomes easier when it is applied to the second portion D than when it is applied to the pair of first portions C.

[0070] (6) In this embodiment, the storage elastic modulus of the second adhesive 5 is 10 MPa to 25 MPa. According to such a configuration, it is possible to obtain a high vibration damping effect because the second adhesive 5 has the above storage elastic modulus.

[0071] (Modification example) In the above-described 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 and the end of the application region of the second adhesive 5 are connected end to end. However, the present invention is not limited to this.

[0072] As a modification of the present invention, the first adhesive 4 and the second adhesive 5 may be applied such that the end of the application region of the first adhesive 4 and the end of the application region of the second adhesive 5 partially overlap. According to such a configuration, since the application regions of the first adhesive 4 and the second adhesive 5 are continuous in a form that completely eliminates the joint portion, it is possible to improve the sealing performance at the boundary portion between the first adhesive 4 and the second adhesive 5.

Explanation of Reference Numerals

[0073] 1 Vehicle body 2 Window frame member 2a Opening 2b Peripheral edge portion 2c, 2d Corner portions 3 Front windshield (window member) 4 First adhesive 5 Second adhesive C First portion D Second portion

Claims

1. A window frame member provided at the front part of a vehicle, having an opening penetrating in the longitudinal direction of the vehicle and a peripheral edge surrounding the opening; A transparent or translucent window member covering the opening and overlapping the peripheral edge; An adhesive applied along the peripheral edge over the entire circumference of the peripheral edge for adhering the window member to the peripheral edge of the window frame member; Comprising: The peripheral edge has a pair of first portions including the pair of left and right corner portions located on the lower side and both sides in the vehicle width direction at the peripheral edge and portions continuous with the corner portions, and a second portion located between the pair of first portions; The adhesive has a first adhesive and a second adhesive having a loss factor larger than that of the first adhesive; The second adhesive adheres the window member to the window frame member in at least one of the pair of first portions and the second portion; The first adhesive adheres the window member to the window frame member in a region of the peripheral edge excluding the region adhered with the second adhesive, characterized in that it is a window structure of a vehicle.

2. In the window structure of a vehicle according to Claim 1, The width of the second adhesive is larger than the width of the first adhesive, Characterized in that it is a window structure of a vehicle.

3. In the window structure of a vehicle according to Claim 1 or 2, The second adhesive is applied only to the pair of first portions, Characterized in that it is a window structure of a vehicle.

4. In the window structure of a vehicle according to Claim 1 or 2, The second adhesive is applied only to the second portion, Characterized in that it is a window structure of a vehicle.

5. In the window structure of a vehicle according to Claim 1 or 2, The second adhesive is applied to both the pair of first portions and the second portion, Characterized in that it is a window structure of a vehicle.

6. In the window structure of a vehicle according to Claim 5, The storage elastic modulus of the second adhesive is 10 MPa to 25 MPa, Characterized in that it is a window structure of a vehicle.

7. In the window structure of a vehicle according to Claim 1 or 2, The first adhesive and the second adhesive are applied such that the end of the application region of the first adhesive and the end of the application region of the second adhesive partially overlap, Characterized in that it is a window structure of a vehicle.

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