Joint structure and vehicle body skeleton

Abstract

To provide a joint structure suppressing vibration noise in a high frequency region, and to provide a vehicle body skeleton.SOLUTION: A joint structure 10 includes a hat type member 12, a closing plate 14, and a damping member 28. A flange part 20 of the hat type member 12 includes a flat plate part 20a, and an inclined plate part 20b. The closing plate 14 is bonded to the flat plate part 20a via a spot welding part 26. The damping member 28 is provided between the flat plate part 20a and the closing plate 14, and between the inclined plate part 20b and the closing plate 14. A thickness t (mm) of the flat plate part 20a satisfies the expression of D / t≤5.5, a distance D (mm) to the inclined plate part 20b from the center of the spot welding part 26 satisfies the expression of L / t≤5.5, and a length L (mm) of the inclined plate part 20b satisfies the expression of -L / t+7.2≤D / t≤-L / t+10.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention relates to a joint structure and a vehicle body frame. [Background technology]

[0002] When a vehicle is running, vibrations generated in the powertrain and other components may be transmitted to the passenger compartment via the vehicle body frame. To improve comfort while driving, it is necessary to suppress the transmission of such vibrations to the passenger compartment.

[0003] Therefore, various technologies have been proposed to suppress vibrations in automobiles. For example, Patent Document 1 discloses a method for determining the optimal distribution of beads to be applied to panel parts of an automobile in order to reduce noise caused by vibrations of the panel parts. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-47686 Summary of the Invention [Problem to be solved by the invention]

[0005] In recent years, with the electrification of automobiles, high-frequency vibration noise such as motor noise and gear noise has become a problem. When suppressing vibration noise using the conventional methods described above, for example, measures such as changing the shape (forming beads, etc.) of parts that make up the vehicle body, especially those with high vibration energy, can be considered.

[0006] However, when high-frequency vibrations occur, multiple vibration modes tend to appear in each component. Therefore, even if measures are taken to suppress a specific vibration mode (such as forming a bead), other vibration modes may not be suppressed. In this case, high-frequency vibration noise cannot be suppressed.

[0007] Therefore, an object of the present invention is to provide a joined structure and a vehicle body frame that can suppress vibration noise in the high frequency range. [Means for solving the problem]

[0008] (1) A joint structure according to one embodiment of the present invention is a first member made of a metal material and having a flange portion; a second member made of a metal material joined to the first member; a damping member made of a resin material and provided between the first member and the second member, When viewed in the longitudinal direction of the flange portion, the flange portion has a first flat plate portion and an inclined plate portion extending from the first flat plate portion to an outer edge in the width direction of the flange portion so as to be inclined with respect to the first flat plate portion, the second member has a second flat plate portion facing the first flat plate portion and the inclined plate portion in a thickness direction of the first flat plate portion and joined to the first flat plate portion by a spot weld, In a cross section perpendicular to the length direction and passing through a center of the spot weld, a distance between the inclined plate portion and the second flat plate portion in the thickness direction is larger toward the outer edge in the width direction of the flange portion, the damping member is provided between the first flat plate portion and the second flat plate portion and between the inclined plate portion and the second flat plate portion in the cross section, In the cross section, the thickness t (mm) of the first flat plate portion, the distance D (mm) from the center of the spot weld in the width direction to the inclined plate portion, and the length L (mm) of the inclined plate portion satisfy the following formulas (i) to (iii). D / t≦5.5 (i) L / t≦5.5 (ii) -L / t+7.2≦D / t≦-L / t+10 (iii)

[0009] (2) In the cross section, the damping member may be provided so as to cover both sides of the spot weld in the width direction.

[0010] (3) The distance D may be 3 to 10 mm.

[0011] (4) The length L may be 3 to 10 mm.

[0012] (5) The inclination angle of the inclined plate portion relative to the first flat plate portion may be 5 to 60 degrees.

[0013] (6) A vehicle body frame according to one embodiment of the present invention includes the joint structure according to any one of (1) to (5) above. [Effects of the Invention]

[0014] According to the present invention, a joined structure and a vehicle body frame capable of suppressing vibration noise in the high frequency range can be obtained. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a schematic perspective view showing a part of the body frame of an automobile. [Figure 2] FIG. 2 is a perspective view showing an analytical model of a body frame. [Figure 3] FIG. 3 is a schematic view of the side member as seen from the front. [Figure 4] FIG. 4 is a schematic cross-sectional view showing an enlarged view of the periphery of the joint between one flange portion and the closing plate. [Figure 5] FIG. 5 is a diagram for explaining the analysis model. [Figure 6] FIG. 6 is a diagram for explaining the analysis model. [Figure 7] FIG. 7 is a diagram showing an example of a vibration analysis result. [Figure 8] FIG. 8 is a diagram for explaining the vibration analysis results. [Figure 9] FIG. 9 is a perspective view showing a joint structure according to one embodiment of the present invention. [Figure 10] FIG. 10 is a view of the joint structure as seen from the longitudinal direction of the flange portion. [Figure 11] FIG. 11 is a schematic cross-sectional view showing an enlarged view of the periphery of the joint between one flange portion and the closing plate in the joint structure. [Figure 12] FIG. 12 is a diagram showing a modified example of the joint structure. [Figure 13] FIG. 13 is a diagram showing another modified example of the joint structure. [Figure 14] FIG. 14 is a diagram showing a modified example of the flange portion. [Figure 15] FIG. 15 is a diagram showing another modified example of the flange portion. DETAILED DESCRIPTION OF THE INVENTION

[0016] (Study by the present inventors) FIG. 1 is a schematic perspective view showing a portion of an automobile body frame. Specifically, FIG. 1 shows the front portion of an automobile body frame 100. The body frame 100 shown in FIG. 1 includes a side member 102, a strut tower 104, and a dash panel 106. Note that the body frame 100 is configured in the same manner as known body frames, so the structure of the body frame 100 will be briefly described below. In the following description, the fore-and-aft direction refers to the fore-and-aft direction of the automobile.

[0017] The side member 102 and the strut tower 104 are provided on both sides in the width direction of the vehicle. The side member 102 is provided to extend in the front-to-rear direction. The strut tower 104 is attached to the rear of the side member 102. The strut tower 104 is positioned outboard of the side member 102 in the width direction of the vehicle. The dash panel 106 is attached to the rear end of the side member 102. The side member 102, strut tower 104, and dash panel 106 are fixed to one another by, for example, spot welding.

[0018] The side member 102, strut tower 104, and dash panel 106 are components that make up the engine compartment. Although not shown, the side member 102 is provided with an engine mount or a motor mount. Therefore, when the engine or motor is running, high-frequency vibrations generated in the engine, motor, and gears are input to the side member 102. The high-frequency vibrations input to the side member 102 are transmitted directly from the side member 102 to the dash panel 106 and are also transmitted to the dash panel 106 via a route from the side member 102 via the strut tower 104. In this way, the high-frequency vibrations input to the side member 102 are transmitted to the passenger compartment of the automobile via the dash panel 106. Therefore, in order to suppress high-frequency vibration noise in the passenger compartment of an automobile, it is important to suppress the transmission of vibration in the body frame 100, in particular the high-frequency vibration transmitted from the side members 102 to the dash panel 106, and the high-frequency vibration transmitted from the side members 102 to the dash panel 106 via the strut towers 104. In this specification, high-frequency vibration means vibration with a frequency exceeding 450 Hz.

[0019] Therefore, the inventors have created an analytical model that simulates the body frame 100 and performed vibration analysis to study a configuration for reducing the vibration transmitted from the side member 102 to the dash panel 106. This will be explained in detail below.

[0020] Fig. 2 is a perspective view showing an analytical model of a body frame. The analytical model 110 shown in Fig. 2 is a simplified representation of the shapes of the various parts of the body frame 100 shown in Fig. 1. Specifically, the analytical model 110 includes simplified side members 112, strut towers 114, and a dash panel 116.

[0021] Fig. 3 is a schematic view of the side member 112 as seen from the front. As shown in Fig. 2 and Fig. 3, the side member 112 has a hat-shaped member 120 and a closing plate 122. The hat-shaped member 120 has a pair of flange portions 120a, a pair of wall portions 120b, and a top plate portion 120c.

[0022] Each flange 120a extends in the front-rear direction. Each wall 120b rises from the flange 120a in the thickness direction of the flange 120a. The top plate 120c connects the pair of wall portions 120b.

[0023] FIG. 4 is a schematic cross-sectional view showing an enlarged view of the periphery of the joint between one flange portion 120a and the closing plate 122. Note that in FIG. 4, hatching indicating the cross section of the hat-shaped member 120 and the closing plate 122 has been omitted to avoid cluttering the drawing. This also applies to FIGS. 5 and 6, which will be described later. As shown in FIGS. 2 and 4, each flange portion 120a is joined to the closing plate 122 by a plurality of spot welds 124. The plurality of spot welds 124 are arranged in a line in the front-rear direction. A portion of the closing plate 122 is joined to the strut tower 114.

[0024] The inventors' previous research has shown that providing a damping member between a vibration-transmitting member (hereinafter referred to as the vibration transmitting member) and a member to which the vibration transmitting member is joined can suppress vibration of the vibration transmitting member. Therefore, in the analysis model 110, as shown in FIG. 4, a damping member 126 is provided between one flange portion 120a and the closing plate 122. More specifically, the damping member 126 is provided between the flange portion 120a and the closing plate 122 in a portion corresponding to the joint between the side member 112 and the strut tower 114. As shown in FIG. 3, the damping member 126 is provided between one flange portion 120a and the closing plate 122, but not between the other flange portion 120a and the closing plate 122.

[0025] In the analytical model 110, the side member 112, the strut tower 114, the dash panel 116, and the spot weld 124 are set to Young's modulus of 206 GMPa, Poisson's ratio of 0.3, and density of 7.85×10 -9 ton / mm 3 The damping member 126 has a Young's modulus of 0.8 MPa, a Poisson's ratio of 0.3, and a density of 1.09×10 -9 ton / mm 3 , and the damping coefficient was set to 0.8.

[0026] The present inventors first performed a vibration analysis (frequency response analysis: 1 / 3 octave analysis) of the above-described analytical model 110. Specifically, as shown in Fig. 2, the inventors calculated ERP (Equivalent Radiated Power) in the dash panel 116 (more specifically, the rectangular area surrounded by the dash-dotted line) when vibration was input to one wall portion 120b of the hat-shaped member 120. The ERP calculation range was 450 to 2800 Hz (1 / 3 octave band of 500 Hz to 2.5 kHz).

[0027] The vibration analysis was performed using a plurality of analytical models 110 with different thicknesses of the hat-shaped member 120. Specifically, the thickness of the hat-shaped member 120 was varied between 1.2 and 1.8 mm. The thickness of the closing plate 122 was set equal to the thickness of the hat-shaped member 120, the thickness of the strut tower 114 was set to 0.8 mm, and the thickness of the dash panel 116 was set to 1.0 mm. The diameter of the spot weld 124 was set to 5.0 mm. Furthermore, referring to FIG. 4, the distance X from the center of the spot weld 124 to the flange portion 120a and the tip of the closing plate 122 was set to 10.0 mm, and the thickness Y of the damping member 126 was set to 0.2 mm.

[0028] For comparison, as shown in FIG. 5, a vibration analysis was performed under similar conditions using analytical model 110a, which has the same configuration as analytical model 110 except that it does not include damping member 126. Although a detailed description will be omitted, a comparison of the analysis results of analytical model 110 and analytical model 110a confirmed that analytical model 110 had a sufficiently lower ERP. In other words, it was confirmed that providing a damping member as described above in a side member having a hat-shaped member and a closing plate can attenuate high-frequency vibrations transmitted directly from the side member to the dash panel, as well as high-frequency vibrations transmitted from the side member to the dash panel via the strut tower.

[0029] Furthermore, the inventors conducted research to further reduce vibrations transmitted from the side members to the dash panel and from the side members to the dash panel via the strut towers. In the course of their research, the inventors attempted to change the shape of the flange portion of the hat-shaped member. Specifically, they considered bending the tip of flange portion 120a, as shown in analysis model 110b in FIG. 6 . Bending the tip of the flange in this manner changes the rigidity of the flange tip. This allows the traveling wave component of the vibration generated at the flange tip to be increased compared to when the flange has a flat shape, as in analysis model 110. In other words, the vibration can be concentrated at the flange tip. In this case, it is believed that by damping the vibration concentrated at the flange tip with a damping member, the vibration transmitted from the side member to the dash panel and the vibration transmitted from the side member to the dash panel via the strut towers can be reduced.

[0030] To confirm the above-mentioned effects, the inventors performed vibration analysis using an analytical model 110b shown in Fig. 6. The analytical model 110b shown in Fig. 6 differs from the above-mentioned analytical model 110 in that the flange portion 120a has a flat plate portion 121a and an inclined plate portion 121b inclined relative to the flat plate portion 121a. The flat plate portion 121a is a portion of the flange portion 120a that is parallel to the closing plate 122.

[0031] In the analysis using the analytical model 110b, as in the analyses using the analytical models 110 and 110a, the thickness of the hat-shaped member 120 was varied between 1.2 and 1.8 mm. The distance D1 from the center of the spot weld 124 to the inclined plate portion 121b and the length L1 of the inclined plate portion 121b were each varied between 3 and 10 mm. The inclination angle A1 of the inclined plate portion 121b relative to the flat plate portion 121a was varied between 5 and 60°. Other conditions were the same as those in the analyses using the analytical models 110 and 110a.

[0032] Next, the inventors calculated the reduction in ERP calculated using the analytical model 110 (with a damping member and no inclined plate portion) relative to the ERP calculated using the analytical model 110a (without a damping member). Specifically, the difference between the overall value of the ERP spectrum obtained by the vibration analysis using the analytical model 110a and the overall value of the ERP spectrum obtained by the vibration analysis using the analytical model 110 was calculated as the reduction in ERP using the analytical model 110. Note that the ERP spectrum refers to a spectrum expressed as a power value (ERP value) per unit frequency width (1 Hz), as shown in FIG. 7. Also, referring to FIG. 7, the overall value of the ERP spectrum refers to the sum of the power values ​​(ERP values) of the ERP spectrum in a predetermined frequency band (450 to 2800 Hz in this example).

[0033] Similarly, the inventors calculated the reduction amount of ERP calculated by the analytical model 110b (with a damping member and an inclined plate portion) relative to the ERP calculated by the analytical model 110a (without a damping member) (the reduction amount by the analytical model 110b). Then, the reduction amount of ERP by the analytical model 110b was compared with the reduction amount by the analytical model 110b. The comparison results will be explained using FIG. 8.

[0034] In Fig. 8, multiple analytical models 110b for which vibration analysis was performed are plotted with "◯" or "X". In Fig. 8, the horizontal axis represents the ratio of the length L1 (mm) of the inclined plate portion 121b to the thickness t1 (mm) of the flange portion 120a, and the vertical axis represents the ratio of the distance D1 (mm) from the center of the spot weld 124 to the inclined plate portion 121b to the thickness t1 (mm) of the flange portion 120a. In Fig. 8, analytical models 110 and 110b, which have the same thickness of the hat-shaped member 120, are compared. Analytical models 110b in which the reduction in ERP was increased by 5% or more compared to the reduction in ERP achieved by analytical model 110 are represented by "◯", and analytical models 110b in which the increase in the reduction in ERP compared to the reduction in ERP achieved by analytical model 110 was less than 5% are represented by "X".

[0035] 8, it was found that when the distance D1, thickness t1, and length L1 satisfy the following formulas (a) to (c), the reduction in ERP by analysis model 110b is 5% or more greater than the reduction in ERP by analysis model 110. In other words, it was found that by satisfying the following formulas (a) to (c), it is possible to efficiently attenuate high-frequency vibrations transmitted from the side member to the dash panel (including vibrations transmitted from the side member to the dash panel via the strut tower). D1 / t1≦5.5 (a) L1 / t1≦5.5 (b) -L1 / t1+7.2≦D1 / t1≦-L1 / t1+10 (c)

[0036] (Description of the embodiment of the present invention) The present invention has been made based on the above findings. Hereinafter, a joined structure and a vehicle body frame including the joined structure according to one embodiment of the present invention will be described.

[0037] Fig. 9 is a perspective view showing a joined structure according to one embodiment of the present invention. As shown in Fig. 9, a joined structure 10 according to this embodiment has a hat-shaped member 12 made of a metal material and a closing plate 14 also made of a metal material. In this embodiment, the hat-shaped member 12 and the closing plate 14 are each made of a steel plate having a thickness of, for example, 1.2 mm to 1.8 mm. In this embodiment, the hat-shaped member 12 corresponds to the first member, and the closing plate 14 corresponds to the second member.

[0038] The hat-shaped member 12 has a pair of flanges 20, a pair of wall portions 22, and a top plate portion 24. In this embodiment, each flange portion 20 is provided to extend in one direction. Each wall portion 22 is provided to rise from the flange portion 20 in the thickness direction of the flange portion 20. The top plate portion 24 is provided to connect the pair of wall portions 22.

[0039] The hat-shaped member 12 is joined to the closing plate 14. In this embodiment, each flange portion 20 is welded to the closing plate 14 by a plurality of spot welds 26 arranged in a line in the longitudinal direction of the flange portion 20. In this embodiment, the spot welds 26 are weld metal formed to connect the flange portions 20 and the closing plate 14 when the flange portions 20 are resistance spot welded to the closing plate 14.

[0040] FIG. 10 is a view of the joined structure 10 viewed from the longitudinal direction of the flange portions 20. As shown in FIG. 10, a damping member 28 made of a resin material is provided between each flange portion 20 and the closing plate 14. In this embodiment, the damping member 28 is provided, for example, between a portion of the flange portion 20 in the longitudinal direction and the closing plate 14. Specifically, the damping member 28 is provided, for example, between the flange portion 20 and the closing plate 14 in a portion corresponding to the joint between the joined structure 10 and another member. In this embodiment, the position at which the damping member 28 is provided can be appropriately changed depending on the position of the joint between the joined structure 10 and another member. Therefore, the damping member 28 may be provided between the entire longitudinal region of the flange portion 20 and the closing plate 14. For example, a urethane-based or silicone-based body sealer can be used as the damping member 28. Alternatively, for example, a urethane-based or silicone-based adhesive or rubber can be used as the damping member 28. The Young's modulus of the damping member 28 is, for example, approximately 0.2 to 1.0 MPa.

[0041] In FIG. 10 and FIG. 11 described later, the gap between the closing plate 14 and the flat plate portion 20a of the flange portion 20 is shown larger than the actual gap in order to make it easier to understand the positional relationship of each member.

[0042] While the dimensions of the joined structure to which the present invention is applied are not particularly limited, the joined structure is used such that the distance between an input portion that inputs vibration to the joined structure and an output portion that outputs the vibration transmitted from the joined structure is, for example, 1000 mm or less. The input portion is a portion that inputs vibration to the joined structure from another structure (a member that vibrates due to vibration transmitted from a vibration source (e.g., a motor)). For example, in the joined structure 10, if a motor mount is provided on the wall portion 22, the portion where the motor mount is provided is the input portion. The input portion may be, for example, a welded portion or a fastening portion. The output portion is a member that outputs vibration transmitted from the joined structure 10 and is a member that can be a source of high-frequency vibration noise (a member whose vibration is to be suppressed). For example, if a portion of the wall portion 22 is connected to a dash panel, the dash panel is the output portion. The distance between the input portion and the output portion refers to the distance between the input portion and the output portion in the direction along the length of the flange portion. The distance between the output section and the input section may be, for example, 25 mm or more, 50 mm or more, or 100 mm or more, or may be, for example, 500 mm or less.

[0043] Fig. 11 is a schematic cross-sectional view showing an enlarged view of the periphery of the joint between one flange portion 20 and the closing plate 14 of the joined structure 10. Specifically, Fig. 11 is a cross-section perpendicular to the longitudinal direction of the flange portion 20 and passing through the center of any spot weld 26. Note that in Fig. 11, hatching indicating the cross-sections of the hat-shaped member 12 and the closing plate 14 has been omitted to avoid cluttering the drawing.

[0044] 10 and 11, the flange portion 20 has a flat plate portion 20a and an inclined plate portion 20b when viewed in the longitudinal direction of the flange portion 20. In the following description, the direction perpendicular to the longitudinal direction of the flange portion 20 and the thickness direction of the flat plate portion 20a is referred to as the width direction of the flange portion 20.

[0045] As shown in FIG. 11 , in this embodiment, the flat plate portion 20a is a portion of the flange portion 20 that is parallel to the closing plate 14. In this embodiment, the flat plate portion 20a corresponds to the first flat plate portion. In addition, in this embodiment, the entire closing plate 14 has a flat plate shape, and the entire closing plate 14 corresponds to the second flat plate portion. The spot welds 26 are formed to join the flat plate portion 20a and the closing plate 14.

[0046] The inclined plate portion 20b extends from the flat plate portion 20a to the outer edge in the width direction of the flange portion 20 so as to be inclined relative to the flat plate portion 20a. In the cross section shown in Fig. 11, the distance between the inclined plate portion 20b and the closing plate 14 in the thickness direction of the flat plate portion 20a increases toward the outer edge in the width direction of the flange portion 20. In this embodiment, the inclined plate portion 20b bends and extends linearly from the flat plate portion 20a.

[0047] In the cross section shown in Fig. 11, the inclination angle A of the inclined plate portion 20b with respect to the flat plate portion 20a is set to, for example, 5 to 60°. The inclination angle A is preferably 10 to 45°. In the cross section shown in Fig. 11, the distance D from the center of the spot weld 26 to the inclined plate portion 20b is set to, for example, 3 to 10 mm. Furthermore, in the cross section shown in Fig. 11, the length L of the inclined plate portion 20b is set to, for example, 3 to 10 mm.

[0048] In this embodiment, the damping member 28 is provided so as to fill the gap between the flat plate portion 20a and the closing plate 14 and the gap between the inclined plate portion 20b and the closing plate 14 in the cross section shown in Fig. 11. In this embodiment, the damping member 28 is provided so as to cover the periphery of the spot welded portion 26. Note that in this embodiment, for example, after a resin material, which is the material of the damping member 28, is applied to at least one of the flange portion 20 and the closing plate 14, the flange portion 20 (flat plate portion 20a) and the closing plate 14 are resistance spot welded together. As a result, the damping member 28 is provided between the flange portion 20 and the closing plate 14 so as to cover the periphery of the damping member 28.

[0049] 11, the distance D (mm) from the center of the spot weld 26 to the inclined plate portion 20b in the width direction of the flange portion 20, the thickness t (mm) of the flat plate portion 20a (flange portion 20), and the length L (mm) of the inclined plate portion 20b satisfy the following formulas (i) to (iii). This allows for sufficient damping of high-frequency vibrations input to the hat-shaped member 12. As a result, high-frequency vibration noise can be suppressed. D / t≦5.5 (i) L / t≦5.5 (ii) -L / t+7.2≦D / t≦-L / t+10 (iii)

[0050] The damping member is preferably provided in a portion between the flange portion of the joined structure and the second member (the closing plate 14 in the joined structure 10) that is located between the input portion and the output portion in the longitudinal direction of the flange portion. Furthermore, the length of the portion between the input portion and the output portion in the longitudinal direction of the flange portion where the damping member is provided and that satisfies the requirements of the above formulas (i) to (iii) is preferably 30% or more, more preferably 50% or more, and even more preferably 80% or more of the distance between the input portion and the output portion. The longer the length of the portion between the input portion and the output portion where the damping member is provided and that satisfies the requirements of the above formulas (i) to (iii), the greater the amount of vibration damping can be. Therefore, it is preferable to make the length of the portion where the damping member is provided and that satisfies the requirements of the above formulas (i) to (iii) as long as possible.

[0051] The joined structure according to the embodiment of the present invention can be used as various components that constitute the vehicle body frame. For example, the joined structure according to the embodiment of the present invention can be used as the side member 102 shown in FIG. 1. In addition, in the above-described embodiment, the dash panel is given as an example of an output part, but the output part is not limited to the dash panel. For example, the joined structure according to the embodiment of the present invention may be provided on other members such as a floor panel and a windshield as an output part. Although a detailed description will be omitted, the joined structure according to the embodiment of the present invention can be suitably used as a frame part that transmits vibrations, such as a front side member or a rear side member.

[0052] (Variation) In the above-described embodiment, the damping members 28 are provided so as to completely fill the gap between the flat plate portion 20a and the closing plate 14 and the gap between the inclined plate portion 20b and the closing plate 14 in the cross section shown in FIG. 11 . However, the arrangement of the damping members 28 is not limited to the above example. Specifically, as shown in FIG. 12 , the damping members 28 may be provided so as to partially fill the gap between the flange portion 20 and the closing plate 14 and the gap between the inclined plate portion 20b and the closing plate 14. However, it is preferable that the damping members provided between the flange portion 20 and the closing plate 14 and the damping members provided between the inclined plate portion 20b and the closing plate 14 are provided continuously. Furthermore, as shown in FIG. 13 , the damping members 28 do not need to be provided in the width direction of the flange portion 20 inward of the spot welds 26. However, in order to efficiently damp vibrations input to the hat-shaped member 12, it is preferable that the damping members 28 be provided in the width direction of the flange portion 20 inward of the spot welds 26, as shown in FIGS. 11 and 12 .

[0053] In the above embodiment, the case where the entire inclined plate portion 20b extends linearly has been described, but the shape of the inclined plate portion 20b is not limited to the above example. For example, as shown in FIG. 14, the inclined plate portion 20b may have a linearly extending flat plate portion 30 and a curved portion 31 connecting the flat plate portion 30 and the flat plate portion 20a. In this case, an intersection point P1 is determined between an extension line el1 extending from the surface of the flat plate portion 20a facing the closing plate 14 (see FIG. 11) and an extension line el2 extending from the surface of the flat plate portion 30 facing the closing plate 14. Then, the distance between the intersection point P1 and the tip P2 of the surface of the flat plate portion 30 facing the closing plate 14 is defined as L in the above formulas (ii) and (iii).

[0054] 15, the entire inclined plate portion 20b may be curved in an arc shape. In this case, an intersection point P4 is found between an extension line el1 extending from the surface of the flat plate portion 20a facing the closing plate 14 (see FIG. 11) and a tangent line tl at a tip P3 of the surface of the inclined plate portion 20b facing the closing plate 14. The distance between the tip P3 and the intersection point P4 is defined as L in the above formulas (ii) and (iii). The angle (acute angle) formed by the extension line el1 and the tangent line tl is defined as the inclination angle A of the inclined plate portion 20b with respect to the flat plate portion 20a.

[0055] In the above embodiment, the case where the inclined plate portion 20b is provided on each of the pair of flange portions 20 has been described, but the inclined plate portion 20b may be provided on only one of the flange portions 20. Furthermore, in the above embodiment, the case where the damping member 28 is provided between each flange portion 20 and the closing plate 14 has been described, but the damping member 28 does not have to be provided between one of the flange portions 20 and the closing plate 14. As described above, the position where the damping member 28 is provided can be changed as appropriate depending on the position of the joint between the joined structure 10 and another member.

[0056] In the above embodiment, the first member is described as a hat-shaped member 12, but the first member is not limited to a hat-shaped member. Specifically, the first member may have a flange portion having a first flat plate portion and an inclined plate portion inclined relative to the first flat plate portion. Furthermore, in the above embodiment, the second member is described as a flat closing plate 14, but the second member is not limited to a flat member. Specifically, the second member may have a second flat plate portion that faces the first flat plate portion and the inclined plate portion in the thickness direction of the first flat plate portion and is joined to the first flat plate portion by spot welding. Therefore, a hat-shaped member may be used as the second member. In this case, for example, the flange portion of the hat-shaped member can be used as the second flat plate portion. [Industrial Applicability]

[0057] According to the present invention, a joined structure and a vehicle body frame can be obtained that can suppress vibration noise in the high-frequency range. By utilizing the present invention, a vehicle body frame structure with excellent vibration noise performance and excellent damping efficiency can be realized against vibration noise in the high-frequency range, such as motor noise, which becomes more pronounced with the electrification of vehicles. The present invention is also effective in improving vibration noise performance that deteriorates due to weight reduction (thinning). [Explanation of symbols]

[0058] 10 Joint structure 12 Hat-shaped member 14 Closing Plate 20 Flange 20a Flat plate part 20b Inclined plate part 26,124 Spot welds 28,126 Damping member 100 Body Frame 110,110a,110b Analysis Model

Claims

1. a first member made of a metal material and having a flange portion; a second member made of a metal material joined to the first member; a damping member made of a resin material and provided between the first member and the second member, When viewed in the longitudinal direction of the flange portion, the flange portion has a first flat plate portion and an inclined plate portion extending from the first flat plate portion to an outer edge of the flange portion in the width direction so as to be inclined with respect to the first flat plate portion, the second member has a second flat plate portion that faces the first flat plate portion and the inclined plate portion in a thickness direction of the first flat plate portion and is joined to the first flat plate portion by a spot weld, In a cross section perpendicular to the length direction and passing through a center of the spot weld, a distance between the inclined plate portion and the second flat plate portion in the thickness direction is larger toward the outer edge in the width direction of the flange portion, the damping member is provided between the first flat plate portion and the second flat plate portion and between the inclined plate portion and the second flat plate portion in the cross section, In the cross section, the thickness t (mm) of the first flat plate portion, the distance D (mm) from the center of the spot weld in the width direction to the inclined plate portion, and the length L (mm) of the inclined plate portion satisfy the following formulas (i) to (iii). A joint structure. D / t≦5.5...(i) L / t≦5.5...(ii) -L / t+7.2≦D / t≦-L / t+10...(iii)

2. The joint structure according to claim 1 , wherein in the cross section, the damping member is provided so as to close both sides of the spot weld in the width direction.

3. The bonded structure according to claim 1, wherein the distance D is 3 to 10 mm.

4. The bonded structure according to claim 1, wherein the length L is 3 to 10 mm.

5. The joint structure according to claim 1, wherein the inclination angle of the inclined plate portion relative to the first flat plate portion is 5 to 60 degrees.

6. A vehicle body frame comprising the joint structure according to any one of claims 1 to 5.

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