Vehicle window part structure

Abstract

To provide a vehicle window part structure which enables improvement of vibration damping effect while securing support rigidity of a windshield by a vibration damping adhesive.SOLUTION: A window part structure includes: a window member 3 which covers an opening 2a of a window frame member 2 and is overlapped with a peripheral edge part 2b; a vibration damping adhesive 5 which is applied to at least a part of the peripheral edge part 2b along the peripheral edge part 2b, bonds the window member 3 to the peripheral edge part 2b, and has a storage elastic modulus of 10 to 17 MPa; and at least one partition part 10 which partitions at least a part of the vibration damping adhesive 5 in a longitudinal direction when a direction in which the vibration damping adhesive 5 is applied is set to the longitudinal direction.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 vibration occurs in which the windshield undulates over a wide range due to vibrations transmitted from below the vehicle to the windshield. However, the phenomenon in which the sound and vibration 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 for reducing 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 may occur 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 vibration damping adhesive having high vibration damping performance to improve the vibration characteristics is known. However, there is room for improvement in ensuring the support rigidity of the windshield by the vibration damping adhesive simply by replacing the adhesive with a vibration damping adhesive. In addition, generally, damping adhesives are more expensive than ordinary windshield adhesives, and the replacement with damping adhesives also poses 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 improving the vibration damping effect while ensuring the support rigidity of the windshield by a vibration damping adhesive.

Means for Solving the Problems

[0008] In order to solve the above problems, the window structure of a vehicle according to the present invention has an opening penetrating in the vehicle front-rear direction and a peripheral 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 portion, a vibration damping adhesive having a storage elastic modulus of 10 to 17 MPa, which is applied along the peripheral portion to at least a part of the peripheral portion and adheres the window member to the peripheral portion of the window frame member, and at least one partition portion that partitions at least a part of the vibration damping adhesive in the longitudinal direction when the direction in which the vibration damping adhesive is applied is defined as the longitudinal direction.

[0009] In the above configuration, it includes at least one partition portion that longitudinally partitions at least a part of the vibration-damping adhesive having a storage elastic modulus of 10 to 17 MPa. Since the partition portion partitions the vibration-damping adhesive and enters the layer of the vibration-damping adhesive, it functions as a deformation resistance that suppresses the deformation of the vibration-damping adhesive (in other words, functions as a reinforcing material that reinforces the vibration-damping adhesive), and it is possible to ensure the support rigidity of the windshield by the vibration-damping adhesive. At the same time, by the partition portion partitioning the vibration-damping adhesive, the rigidity recovery rate of the vibration-damping adhesive in the direction in which the vibration-damping adhesive is applied, that is, the longitudinal direction, can be improved, that is, the sharing rate of the strain energy of the vibration-damping adhesive can be improved. Therefore, it is possible to improve the vibration-damping effect without increasing the application amount of the vibration-damping adhesive.

[0010] In the window structure of the vehicle described above, it is preferable that the partition portion extends in a direction intersecting the longitudinal direction.

[0011] According to such a configuration, it is possible to improve the vibration-damping effect on the longitudinal or torsional vibration input to the vibration-damping adhesive.

[0012] In the window structure of the vehicle described above, it is preferable that the partition portion extends toward the center of the window member.

[0013] According to such a configuration, with a simple structure, it is possible to improve the vibration-damping effect.

[0014] In the window structure of the vehicle described above, it is preferable that a plurality of the partition portions are provided such that adjacent partition portions extend in different directions.

[0015] According to such a configuration, it is possible to improve the adhesive rigidity in all directions of shear and improve the vibration-damping effect.

[0016] In the window structure of the vehicle described above, it is preferable that a plurality of the partition portions are provided so as to extend in a direction forming a "C" shape.

[0017] According to such a configuration, the adhesive rigidity can be improved in all directions of shear, and the vibration damping effect can be improved.

[0018] In the window structure of the vehicle described above, it is preferable that the vibration damping adhesive is applied to at least one of a pair of lower corner portions at the peripheral edge portion and a portion connecting between the pair of lower corner portions, and the partition portion is disposed within a region where the vibration damping adhesive is applied.

[0019] In such a configuration, the vibration damping adhesive is selectively applied to at least one of a pair of lower corner portions at the peripheral edge portion and a portion connecting between the pair of lower corner portions, which are portions having a high contribution degree to the effect of damping vibrations transmitted from below the vehicle among the peripheral edge portions of the window frame member. Further, the partition portion is disposed within a region where the vibration damping adhesive is applied. With the arrangement of the vibration damping adhesive and the partition portion as described above, it is possible to effectively improve the vibration damping effect.

[0020] In the window structure of the vehicle described above, the partition portion may be provided on the window frame member and may have a bead extending along a short direction orthogonal to the longitudinal direction.

[0021] According to such a configuration, since the bead provided on the window frame member as the partition portion extends along the short direction orthogonal to the longitudinal direction, when the vehicle collides with a pedestrian, especially when colliding on the side portion of the vehicle, the bead does not inhibit the deformation of the window frame member. Therefore, even if the partition portion is provided on the window frame member, the deformation of the window frame member is allowed, so that it is possible to obtain a vibration damping effect without inhibiting pedestrian protection.

[0022] In the window structure of the vehicle described above, when the bead is the main bead, it is preferable that the partition portion further has a sub-bead connected to the main bead and extending in the longitudinal direction.

[0023] According to such a configuration, it is possible to further improve the adhesive rigidity in all directions of shear.

[0024] In the window structure of the vehicle described above, the partition portion may be provided on the window member and may have ribs extending along the short direction orthogonal to the longitudinal direction.

[0025] According to such a configuration, since the rib provided on the window member as the partition portion extends along the short direction orthogonal to the longitudinal direction, the vibration damping effect against the longitudinal or torsional vibration input to the vibration damping adhesive can be improved. Moreover, since the partition portion is provided on the window member, it is possible to adopt an existing window frame member without ribs in this configuration.

[0026] In the window structure of the vehicle described above, when the rib is used as the main rib, it is preferable that the partition portion further has sub-ribs connected to the main rib and extending in the longitudinal direction.

[0027] According to such a configuration, it is possible to further improve the adhesive rigidity in all directions of shear.

Advantages of the Invention

[0028] As described above, according to the window structure of the vehicle of the present invention, it is possible to improve the vibration damping effect while ensuring the support rigidity of the windshield by the vibration damping adhesive.

Brief Description of the Drawings

[0029]

Figure 1

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Figure 16

Mode for Carrying Out the Invention

[0030] (First Embodiment) Hereinafter, the window structure of the vehicle according to the first embodiment of the present invention will be described in detail with reference to the drawings.

[0031] As shown in FIG. 1, a vehicle body 1 to which the window structure of the vehicle according to the first embodiment of the present invention is applied includes a window frame member 2 provided at the front part 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), two types of adhesives for bonding the windshield 3 to the window frame member 2, that is, a normal automotive glass adhesive 4 and a vibration damping adhesive 5, and a plurality of beads 10 as at least one partition part for partitioning the vibration damping 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.

[0032] 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. The peripheral portion 2b includes a cowl portion 2b1 constituting its lower side portion.

[0033] The peripheral portion 2b has a substantially rectangular shape having a pair of left and right 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 left and right corner portions 2c (upper corner portions 2c) on the upper side and both sides in the vehicle width direction in the peripheral portion 2b.

[0034] 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 the side portions on both sides in the vehicle width direction.

[0035] 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 starting point of the bend of the corner portion 2d to the ending point of the bend. The portions extending toward the center side in the vehicle width direction of each of the pair of first portions C and the second portion D are included in the cowl portion 2b1 of the peripheral portion 2b.

[0036] The second portion D (lower side portion) is located between the pair of first portions C as shown in FIG. 1. Specifically, it is located between the portions where the pair of first portions C extend toward the center side in the vehicle width direction.

[0037] The windshield 3 is a substantially rectangular transparent or translucent window member that covers the opening 2a and is superimposed on the peripheral portion 2b.

[0038] The adhesive is applied along the peripheral edge 2b over the entire circumference of the peripheral edge 2b to bond the front windshield 3 to the peripheral edge 2b of the window frame member 2. Specifically, the adhesive has a normal automotive glass adhesive 4 and a vibration damping adhesive 5 having a loss factor larger than that of the normal automotive glass adhesive 4. The vibration damping adhesive 5 is a so-called high damping adhesive and is a viscoelastic body having a storage elastic modulus of 10 to 17 MPa. Note that this value of the storage elastic modulus is the value at 20 °C and 100 Hz.

[0039] Such a vibration damping adhesive 5 has a loss factor approximately 1.5 times or more the loss factor of the normal automotive glass adhesive 4. The normal automotive glass adhesive 4 is less expensive than the vibration damping adhesive 5 having a large loss factor.

[0040] The vibration damping adhesive 5 bonds the front windshield 3 to the window frame member 2 in at least one of the pair of first portions C and second portions D of the peripheral edge 2b.

[0041] In the present embodiment, the vibration damping adhesive 5 is applied to both of the pair of first portions C and second portions D. Note that the vibration damping adhesive 5 may be applied only to the pair of first portions C or only to the second portions D.

[0042] The normal automotive glass adhesive 4 bonds the front windshield 3 to the window frame member 2 in a region excluding the region bonded and fixed with the vibration damping adhesive 5 in the peripheral edge 2b.

[0043] In the present embodiment, the normal automotive glass adhesive 4 is applied to a region excluding the pair of first portions C (lower corner portions) and second portions D (lower side portions), that is, the pair of upper corner portions A, the upper side portion B, and the pair of side portions E.

[0044] In this embodiment, the normal automotive glass adhesive 4 and the vibration damping adhesive 5 are applied such that the end of the application area of the normal automotive glass adhesive 4 and the end of the application area of the vibration damping adhesive 5 are connected face to face. Thereby, the application areas of the normal automotive glass adhesive 4 and the vibration damping adhesive 5 are continuous, ensuring the sealing property.

[0045] (Description of bead 10) As shown in FIG. 1, the bead 10 as a partition portion is disposed within the area where the vibration damping adhesive 5 is applied, that is, in the cowl portion 2b1 of the peripheral edge portion 2b of the window frame member 2. In other words, it is disposed in both the portion extending toward the center in the vehicle width direction of one pair of first portions C and the second portion D of the peripheral edge portion 2b.

[0046] As shown in FIGS. 1 to 5, the bead 10 is configured to partition at least a part of the vibration damping adhesive 5 in the longitudinal direction Y when the direction in which the vibration damping adhesive 5 is applied is defined as the longitudinal direction Y.

[0047] A plurality of beads 10 of this embodiment are provided so as to extend in the direction forming a U shape in a part of the range where the vibration damping adhesive 5 is applied at the peripheral edge portion 2b of the window frame member 2, that is, in the cowl portion 2b1 of the peripheral edge portion 2b. Specifically, as shown in FIGS. 1 and 4, the plurality of beads 10 extend so as to form a U shape with the center in the vehicle width direction of the cowl portion 2b1 as a reference, that is, extend in a direction away from the center in the vehicle width direction of the cowl portion 2b1 as they move away from the center of the windshield 3. Thereby, the plurality of beads 10 form a so-called U-shaped bead. Note that at least one bead 10 is sufficient, and only one bead 10 may be arranged.

[0048] Each of the plurality of beads 10 forming the above-mentioned C-shaped bead extends in a direction intersecting the longitudinal direction Y. In other words, it can be said that the plurality of beads 10 extend radially toward the center of the windshield 3. Also, it can be said that the beads 10 adjacent to each other as partition portions extend in different directions.

[0049] As shown in FIG. 5, the bead 10 may be configured to partition the vibration damping adhesive 5. For example, a part of the cowl portion 2b1 may be formed to protrude upward. Alternatively, it may be formed on the surface of the cowl portion 2b1 with resin, metal, or the like.

[0050] If the height h of the bead 10 shown in FIG. 5 is 50 to 100% of the thickness t of the adhesive, the effects of ensuring the support rigidity and improving the vibration damping effect can be surely obtained. For example, when the thickness t of the vibration damping adhesive 5 is 4 mm, the height h of the bead 10 may be set to about 2 to 4 mm, and when the thickness t is 5 mm, the height h of the bead 10 may be set to about 2.5 to 5 mm.

[0051] (Explanation of the rigidity recovery rate by the bead) Next, with reference to FIG. 6, the relationship between the vibration damping adhesive 5 and the rigidity recovery rate by the bead 10 will be explained.

[0052] In FIG. 6, assuming that the direction in which the vibration damping adhesive 5 is applied, that is, the longitudinal direction, is the Y direction, the bead 10 extends in the X direction, which is the short-side direction orthogonal to the Y direction, and partitions the vibration damping adhesive 5 (specifically, the configuration of the parallel beads in FIG. 7). In this configuration, graphs showing the rigidity recovery rate of each bead 10 when the vibration damping adhesive 5 is pulled in the X direction, Y direction, diagonal direction XY (that is, the direction inclined 45 degrees toward the X direction with respect to the Y direction), and vertical direction Z are shown.

[0053] Referring to the graph of Fig. 6, it can be seen that the rigidity recovery rate of the vibration damping adhesive 5 with respect to the tensile force in the Y direction is the largest (about 6.0%), and then the rigidity recovery rate in the case of the tensile force in the XY direction (about 4.5%) is large. Since the rigidity recovery rate in the XY direction is higher than that in the X direction, it can be seen that the torsional rigidity of the vibration damping adhesive 5 is improved.

[0054] Also, when pulling in the X direction, that is, in the same direction as the bead 10 extending in the X direction, and when pulling in the Z direction, that is, in the thickness direction of the vibration damping adhesive 5, an improvement in the rigidity recovery rate of 3 to 4% can be achieved.

[0055] Therefore, it can be seen that by partitioning the vibration damping adhesive 5 with the bead 10, the rigidity recovery rate is improved in the case of pulling in all directions. Also, it can be seen that as the rigidity recovery rate improves, the sharing ratio of the strain energy of the vibration damping adhesive 5 also improves. Note that the sharing ratio of the strain energy of the vibration damping adhesive 5 refers to the ratio of the strain energy shared by the adhesive rigidity among the sum of the strain energies caused by these three rigidities, that is, the adhesive rigidity, the rigidity of the adhesive application part, and the windshield peripheral rigidity, which are related to the adhesive and its periphery.

[0056] (Relationship between bead arrangement and vibration damping amount) From the results of the graph of Fig. 6 above, it can be seen that by providing the bead 10, as the rigidity recovery rate improves, the sharing ratio of the strain energy of the vibration damping adhesive 5 also improves. However, it is considered that the amount of vibration reduction due to the damping effect, which is approximately equal to the increase amount of the sharing ratio of the strain energy, also increases.

[0057] This amount of vibration reduction is considered to vary depending on the arrangement of the bead 10. As an example of the arrangement of the bead 10, in addition to the U-shaped bead arrangement shown in Fig. 4 above, as a modified example, the parallel bead arrangement shown in Fig. 7, that is, an arrangement provided in the cowl portion 2b1 and extending along the short side direction X orthogonal to the longitudinal direction Y so that a plurality of beads 10 are parallel to each other, can be considered.

[0058] Therefore, as shown in the graph of FIG. 8, the vibration attenuation amount due to the attenuation effect of the damping adhesive when 100 to 160 Hz vibrations were applied to the front windshield in the case of the original without beads, the parallel beads of FIG. 7, and the U-shaped beads of FIG. 4 was examined.

[0059] From the graph of FIG. 8, it can be seen that the vibration attenuation amount in the case of the parallel beads (-3.938 dB) increases by -0.008 dB compared to the vibration attenuation amount (-3.93 dB) due to the attenuation effect in the case of the original, and further, the vibration attenuation amount in the case of the U-shaped beads (-3.943 dB) increases by -0.013 dB compared to the original. From this result, it can be seen that the vibration attenuation amount is the largest in the case of the U-shaped beads. This is presumably because the U-shaped beads not only attenuate the vibrations in the application direction (longitudinal direction Y) of the damping adhesive 5 but also attenuate the torsional vibrations that twist the cowl portion 2b1.

[0060] (Relationship between bead arrangement and strain energy sharing ratio of adhesive) It is considered that the strain energy sharing ratio of the damping adhesive 5 varies greatly depending on the bead arrangement. As an example of the bead arrangement, in addition to the parallel bead arrangement shown in FIG. 7 above, as a modified example, an arrangement combining a main bead and a sub-bead shown in FIG. 9, that is, a configuration in which a partition portion 20 having a main bead 21 extending in the short-side direction X and a sub-bead 22 connected to the main bead 21 and extending in the longitudinal direction Y is arranged in the cowl portion 2b1 is also considered.

[0061] Therefore, as shown in FIG. 10, the change in the strain energy sharing ratio of the damping adhesive 5 with respect to the storage elastic modulus of the damping adhesive 5 was examined in the case of no beads, the parallel beads of FIG. 7, and the main bead + sub-bead of FIG. 9.

[0062] In the graph of Fig. 10, when the storage modulus of the vibration-damping adhesive 5 is in the range of 10 to 17 MPa, the strain energy sharing ratio in the case of parallel beads and in the case of main bead + sub-bead is higher than that in the case without beads, compared with the strain energy sharing ratio without beads. Therefore, it can be seen that the vibration-damping effect of the vibration-damping adhesive 5 is improved by providing beads.

[0063] Also, if the storage modulus of the vibration-damping adhesive 5 is in the range of 10 to 11 MPa, when beads are provided, vibration can be more reliably reduced compared to the case without beads, so it can be applied to a wide range of vehicle models.

[0064] (Regarding film vibration) Fig. 11 shows a three-dimensional map indicating 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 the vibration during vehicle running. The displacement amount is indicated by the upward displacement amount of 1.333E-05 to 1.200E-04 shown by the density of dots and the downward displacement amount of -1.333E-05 to -1.200E-04 shown by the shading.

[0065] Looking at the three-dimensional map of Fig. 11, it is understood that during vehicle running, the windshield 3 generates film vibration that undulates over a wide range due to the vibration transmitted from below the vehicle to the windshield 3, and at the same time, the top sealing 6 above the windshield 3 also undergoes film vibration.

[0066] In particular, looking at the lower edge of the windshield 3, it can be seen that with the lower corner portions at both ends as nodes, an upward displacement antinode is formed at the central portion of the lower edge, and a pair of downward displacement antinodes are formed on both sides of the upward displacement antinode.

[0067] Therefore, at least one part, preferably both parts, of the lower corner parts at both ends corresponding to the nodes of the film vibration of the windshield 3 and the lower side part where the belly occurs 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.

[0068] Therefore, since the second part D, which is the lower side part of the window frame member 2 in FIG. 1, becomes the part where the vibration of the windshield 3 forms a belly, by arranging the vibration damping adhesive 5, which is a high-damping adhesive, to achieve high damping, the accumulation of strain energy in the vibration damping adhesive 5 is promoted. In addition, since the pair of first parts C, which are the lower corner parts 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 side part, by arranging the vibration damping adhesive 5 in the first part C to achieve high damping, it is understood that strain energy is accumulated in the vibration damping adhesive 5 and the vibration damping effect is improved.

[0069] Conversely, as a comparative example, when a high-rigidity adhesive is arranged in the first part C and / or the second part D described above to increase the rigidity, it is considered that the vibration of the second part D will increase. Or, similar to the window structure described in Patent Document 1, even if two adhesive parts are arranged in the lower side part corresponding to the second part D to increase the rigidity, it is considered that the vibration of the lower side part (second part D) will increase.

[0070] Next, regarding the range of high damping that is effective for damping sound and vibration at the peripheral edge 2b of the window frame member 2, it will be considered while comparing with the range of high rigidity which is a comparative example.

[0071] (Consideration of the range of high damping) First, referring to the graphs in FIGS. 12 to 13, examine the amount of change in sound and vibration when the adhesive is highly damped and highly rigidified in each part A to E of the peripheral edge 2b when vibration (100 to 164 Hz) during vehicle running is applied to the windshield 3. For the sound, examine the sound at the ear position of the vehicle occupant. For the vibration, examine the vibration of the windshield 3.

[0072] FIG. 12 is a graph showing the amount of change in sound when a base (i.e., an adhesive for a base that does not undergo either high attenuation or high rigidity (a normal automotive glass adhesive with a loss factor tanδ of 0.19) is applied), and FIG. 13 is a graph showing the amount of change in vibration with respect to the base.

[0073] As shown in the graphs of FIGS. 12 and 13, when the adhesives of each of the portions A to E of the peripheral portion 2b are highly damped (the loss factor tanδ is changed from 0.19 to 0.50) (in the case of the solid line broken line graphs in FIGS. 12 to 13), the amounts of change in sound and vibration with respect to the base are both lower than in the case of the base. Moreover, when only the first portion C and the second portion D are highly damped, the amounts of change in sound and vibration are both the lowest, and it can be seen that they are reduced to near the amount of change when the entire portions A to E as a comparative example are highly damped. Also, following the case of highly damping only the first portion C and the second portion D (only CD in FIGS. 12 to 13), when only the first portion C (only C in FIGS. 12 to 13) is highly damped, and when only the second portion D (only D in FIGS. 12 to 13) is highly damped, it can be seen that the amounts of change in sound and vibration decrease in that order. In particular, looking at the graph regarding vibration in FIG. 13, it can be seen that in the cases of only the first portion C, only the second portion D, and only the first portion C and the second portion D, the reduction is all 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.

[0074] 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 adhesive rigidity was changed from E' = 10.4 MPa to 30 MPa) (in the case of the broken line graphs in FIGS. 12 to 13), when only the first portion C and the second portion D (only CD in FIGS. 12 to 13) were made highly rigid, the amount of change in sound and vibration became the largest, indicating that there was no attenuation effect on sound and vibration at all. Also, when only the second portion D (only D in FIGS. 12 to 13) was made highly rigid, the amount of change in sound in FIG. 12 became smaller, but the amount of change in vibration in FIG. 13 was larger than the base, indicating that there was no vibration attenuation effect. Furthermore, when only the first portion C (only C in FIGS. 12 to 13) was made highly rigid, the amounts of change in sound and vibration in FIGS. 12 to 13 both became larger, indicating that there was no attenuation effect on sound and vibration. Thus, it can be seen that even when made highly rigid, there is no attenuation effect on sound and vibration or the contribution degree is low.

[0075] From the amount of change in vibration shown in the graph of FIG. 13 above, as shown in the table of FIG. 14, the evaluation results of vibration attenuation with respect to the base can be derived when the adhesives in each of the portions A to E of the peripheral portion 2b are made highly damping (damping UP in FIG. 14) and when made highly rigid (rigidity UP in FIG. 14).

[0076] Looking at the table in FIG. 14, 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 attenuation 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 increases instead.

[0077] (Features of the First Embodiment) (1) The window structure of the vehicle according to the first embodiment described above includes a vibration damping adhesive 5 having a storage elastic modulus of 10 to 17 MPa as an adhesive for adhering the windshield 3 to the peripheral edge 2b of the window frame member 2, and a plurality of beads 10 as at least one partition portion for partitioning at least a part of the vibration damping adhesive 5 in the longitudinal direction Y. Note that at least one bead 10 is sufficient, and only one bead 10 may be arranged.

[0078] Since the bead 10 partitions the vibration damping adhesive 5 and enters the layer of the vibration damping adhesive 5, it functions as a deformation resistance that suppresses the deformation of the vibration damping adhesive 5 (in other words, functions as a reinforcing material that reinforces the vibration damping adhesive 5), and it is possible to ensure the support rigidity of the windshield 3 by the vibration damping adhesive 5. At the same time, since the bead 10 as a partition portion partitions the vibration damping adhesive 5, it is possible to improve the rigidity recovery rate of the vibration damping adhesive 5 in the direction in which the vibration damping adhesive 5 is applied, that is, the longitudinal direction Y, that is, it is possible to improve the sharing rate of the strain energy of the vibration damping adhesive 5. Therefore, it is possible to improve the vibration damping effect without increasing the application amount of the vibration damping adhesive 5.

[0079] (2) In the window structure of the first embodiment, the bead 10 extends in a direction intersecting the longitudinal direction Y. Therefore, it is possible to improve the vibration damping effect against the vibration in the longitudinal direction Y or the torsional direction input to the vibration damping adhesive 5.

[0080] (3) In the window structure of the first embodiment, the bead 10 extends radially toward the center of the windshield 3. With this configuration, it is possible to improve the vibration damping effect with a simple structure.

[0081] (4) In the window structure of the first embodiment, a plurality of beads 10 are provided such that adjacent beads 10 extend in different directions. Therefore, it is possible to improve the adhesive rigidity in all directions of shear and improve the vibration damping effect.

[0082] (5) In the window structure of the first embodiment, a plurality of beads 10 are provided so as to extend in the direction forming a V shape. Therefore, the adhesive rigidity can be improved against all directions of shear, and the vibration damping effect can be improved.

[0083] In FIGS. 1 and 4, the plurality of beads 10 form a V-shaped bead by extending in a direction away from the center of the cowl portion 2b1 in the vehicle width direction as they move away from the center of the windshield 3. However, the present invention is not limited to this, and the plurality of beads 10 may be arranged side by side in the vehicle width direction so that two adjacent beads 10 form a V shape or an inverted V shape.

[0084] (6) In the window structure of the first embodiment, the vibration damping adhesive 5 is applied to at least one of a pair of first portions C including a pair of lower corner portions 2d at the peripheral edge portion 2b and a second portion D connecting between the pair of first portions C including the pair of lower corner portions 2d. In the present embodiment, the vibration damping adhesive 5 is applied to both the pair of first portions C and the second portion D. The beads 10 are disposed in the region where the vibration damping adhesive 5 is applied, that is, in both the portion extending toward the center in the vehicle width direction of the pair of first portions C and the second portion D.

[0085] According to this configuration, the vibration damping adhesive 5 is selectively applied to at least one of a pair of lower corner portions at the peripheral edge portion 2b and a portion connecting between the pair of lower corner portions, which are portions having a high contribution to the effect of damping the vibration transmitted from below the vehicle among the peripheral edge portion 2b of the window frame member 2. Further, the beads 10 are disposed in the region where the vibration damping adhesive 5 is applied. By arranging the vibration damping adhesive 5 and the beads 10 as the partition portion as described above, it is possible to effectively improve the vibration damping effect.

[0086] (7) In the window structure of the first embodiment, as shown in FIG. 7, the partition portion may be provided on the cowl portion 2b1 of the peripheral edge portion 2b of the window frame member 22 and may have a bead 10 extending along the short side direction X orthogonal to the longitudinal direction Y.

[0087] In this configuration, since the bead 10 provided on the window frame member 2 as the partition portion extends along the short side direction X orthogonal to the longitudinal direction Y, when the vehicle collides with a pedestrian, especially when colliding on the side portion of the vehicle, the bead 10 does not inhibit the deformation of the window frame member 2. Therefore, even if the bead 10 as the partition portion is provided on the window frame member 2, the deformation of the window frame member 2 is allowed, so that it is possible to obtain a vibration damping effect without inhibiting pedestrian protection.

[0088] (8) In the window structure of the first embodiment, as shown in FIG. 9, when the partition portion 20 is the main bead 21 extending in the short side direction X of the bead 10, it may further have a sub-bead 22 connected to the main bead 21 and extending in the longitudinal direction Y. According to this configuration, it is possible to further improve the adhesive rigidity in all directions of shear.

[0089] (Second Embodiment) In the above first embodiment, the bead 10 is provided on the cowl portion 2b1 constituting the lower side of the peripheral edge portion 2b of the window frame member 2 as the partition portion for partitioning the vibration damping adhesive 5, but the present invention is not limited thereto.

[0090] Therefore, in the second embodiment, as shown in FIGS. 15 to 16, the partition portion for partitioning the vibration damping adhesive 5 is provided on the windshield 3 and has a rib 12 extending along the short side direction X orthogonal to the longitudinal direction Y. A plurality of ribs 12 are arranged at intervals in the vehicle width direction in the vicinity of the lower side of the lower surface of the windshield 3.

[0091] According to this configuration, the rib 12 provided on the windshield 3 as a partition portion extends along the short direction X orthogonal to the longitudinal direction Y. Therefore, the vibration damping effect against the vibration in the longitudinal direction Y or the torsional direction input to the vibration damping adhesive 5 can be improved. Moreover, since the partition portion is provided on the windshield 3, it is possible to adopt the existing window frame member 2 having no rib in this configuration.

[0092] Also, similar to the first embodiment, when the rib 12 in FIG. 15 is used as the main rib, the partition portion may further have a sub-rib connected to the main rib and extending in the longitudinal direction Y, like the partition portion 20 having the main bead 21 and the sub-bead 22 in FIG. 10 above. With this configuration, it is possible to further improve the adhesive rigidity in all directions of shear.

Explanation of Signs

[0093] 1 Vehicle body 2 Window frame member 2a Opening 2b Peripheral edge 2c, 2d Corner 3 Front windshield (window member) 4 Ordinary automotive glass adhesive 5 Vibration damping adhesive 10 Bead (partition) 12 Rib (partition) 20 Partition 21 Main bead 22 Sub-bead

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, a vibration damping adhesive having a storage elastic modulus of 10 to 17 MPa, which is applied along the peripheral edge to at least a part of the peripheral edge and adheres the window member to the peripheral edge of the window frame member, and at least one partition portion that partitions at least a part of the vibration damping adhesive in the longitudinal direction when the direction in which the vibration damping adhesive is applied is defined as the longitudinal direction. The vehicle window structure is characterized by comprising: a vehicle window structure.

2. In the vehicle window structure according to Claim 1, the partition portion extends in a direction intersecting the longitudinal direction. The vehicle window structure is characterized by this.

3. In the vehicle window structure according to Claim 2, the partition portion extends toward the center of the window member. The vehicle window structure is characterized by this.

4. In the vehicle window structure according to Claim 2, a plurality of partition portions are provided such that adjacent partition portions extend in different directions. The vehicle window structure is characterized by this.

5. In the vehicle window structure according to Claim 4, a plurality of partition portions are provided such that they extend in a direction forming a U shape. The vehicle window structure is characterized by this.

6. In the vehicle window structure according to Claim 1 or 2, the vibration damping adhesive is applied to at least one of a pair of lower corner portions at the peripheral edge and a portion connecting between the pair of lower corner portions, and the partition portion is disposed within a region where the vibration damping adhesive is applied. The vehicle window structure is characterized by this.

7. In the vehicle window structure according to Claim 1 or 2, the partition portion is provided on the window frame member and has a bead extending along a short direction orthogonal to the longitudinal direction. The vehicle window structure is characterized by this.

8. In the vehicle window structure according to Claim 7, when the bead is a main bead, the partition portion further has a sub-bead connected to the main bead and extending in the longitudinal direction. The vehicle window structure is characterized by this.

9. In the vehicle window structure according to Claim 1 or 2, the partition portion is provided on the window member and has a rib extending along a short direction orthogonal to the longitudinal direction. The vehicle window structure is characterized by this.

10. In the window structure of the vehicle according to Claim 9, when the partition portion uses the rib as a main rib, the vehicle window structure is characterized by further having a sub-rib that is connected to the main rib and extends in the longitudinal direction.

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