Upper structure of vehicle

Abstract

To provide an upper structure of a vehicle that can reduce vibrational energy that is transmitted to a top ceiling, without weakening rigidity of the top ceiling.SOLUTION: A vehicle is provided with a roof panel, a rear header 19 and a top ceiling 17. The rear header 19 is arranged inside a vehicle interior with respect to the roof panel and is extended in a vehicle width direction. The top ceiling 17 is arranged inside the vehicle interior with respect to the rear header 19 to cover the roof panel from the inside of the vehicle interior. The top ceiling 17 is fixed to the rear header 19 by a clip 21 which is a fastening member. The clip 21 is fixed through a vibration attenuating member 22 to the top ceiling 17. The vibration attenuating member 22 has loss coefficients that are larger than loss coefficients of the top ceiling 17 and of the clip 21.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle upper structure, and more particularly to a vibration suppression structure for a top ceiling in a vehicle. [Background technology]

[0002] To suppress noise inside the vehicle, the inventors conducted extensive research into the mechanism of vibration transmission by analyzing the flow of vibration energy between units based on the modal characteristics of each unit that makes up the vehicle. As a result, it was discovered that with regard to the vibration of the top ceiling that covers the roof panel from the inside of the vehicle, the coupling of displacement due to the eigenmode of the top ceiling, which is a flexible structure, and displacement due to forced vibration from the car body, which is a rigid structure, is the factor that transmits vibration energy to the top ceiling.

[0003] Generally, when fastening a top ceiling to a vehicle body, a rigid connection structure using fastening members and brackets is known. For example, in the structure described in Patent Document 1, as shown in Fig. 16, a top ceiling UTR is fixed via a bracket 101 to an inner panel 100a of a roof side rail 100, which is a vehicle body component and extends in the vehicle fore-and-aft direction (a direction perpendicular to the plane of Fig. 16). The top ceiling UTR is firmly fixed to the bracket 101 by a fastening member 102, and the bracket 101 is further firmly fixed to the inner panel 100a by a fastening member 103. As a result, the top ceiling UTR is firmly fixed to the vehicle body by the bracket 101 and the fastening members 102 and 103. Furthermore, by being fixed to the inner panel 100a, the top ceiling UTR partially overlaps the end of the roof trim RT.

[0004] However, with the rigid connection structure described above, the vibration energy generated in the car body is transmitted directly to the flexible top ceiling UTR via the rigid connection structure of bracket 101 and fastening members 102 and 103. Therefore, in order to suppress the transmission of vibration energy, it is necessary to take measures to block the displacement component caused by forced vibration.

[0005] Therefore, as a structure intended to block displacement components due to forced vibration, for example, in the structure described in Patent Document 2, as shown in Fig. 17, in which a top sealing 202 is fixed using fastening members 203 to a front header 201 that is a vehicle body component and extends in the vehicle width direction (perpendicular to the plane of Fig. 17), a technology is known in which vibration is reduced by weakening the rigidity of a peripheral portion 202a of an insertion hole 202b in the top sealing 202 into which the fastening member 203 is inserted. Specifically, the plate thickness of the peripheral portion 202a of the insertion hole 202b in the top sealing 202 is smaller than the plate thickness of other portions, so the rigidity of the peripheral portion 202a is partially weakened. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-114797 [Patent Document 2] Japanese Patent Publication No. 2023-090245 Summary of the Invention [Problem to be solved by the invention]

[0007] However, in the structure shown in Figure 17 above, the rigidity of the peripheral portion 202a of the fastening portion of the top ceiling 202 is partially weakened, but since it is necessary to ensure the retention of the top ceiling 202, it is difficult to significantly weaken the rigidity of the top ceiling 202, and there is room for improvement.

[0008] The present invention has been made to solve the above-mentioned problems, and aims to provide a vehicle upper structure that can reduce the vibration energy transmitted to the top ceiling without weakening the rigidity of the top ceiling. [Means for solving the problem]

[0009] The upper structure of a vehicle of the present invention comprises a roof panel, a body frame member arranged on the inside of the passenger compartment relative to the roof panel and extending in the vehicle width direction, a top ceiling arranged on the inside of the passenger compartment relative to the body frame member and covering the roof panel from the inside of the passenger compartment, a fastening member that fixes the top ceiling to the body frame member, and a vibration damping member having a loss coefficient greater than the loss coefficients of the top ceiling and the fastening member, and is characterized in that the fastening member is fixed to the top ceiling via the vibration damping member.

[0010] In the above structure, the fastening member is fixed to the top ceiling via the vibration damping member, thereby reducing the support rigidity of the fastening member and promoting the accumulation of strain energy in the vibration damping member.

[0011] In other words, because the fastening member is fixed to the top ceiling via the vibration-damping member, the support rigidity of the fastening member is reduced compared to a structure in which the fastening member is rigidly constrained between the body frame member and the top ceiling. At the same time, because the vibration energy transmitted from the body frame member to the fastening member is transmitted to the vibration-damping member before it is transmitted to the top ceiling, the vibration energy can be effectively stored in the vibration-damping member as strain energy.

[0012] As a result, it is possible to reduce the vibration energy transmitted to the top ceiling without weakening the rigidity of the top ceiling.

[0013] In the above-mentioned vehicle upper structure, it is preferable that the top sealing and the fastening member each have a contact surface that contacts the vibration damping member, and that the contact surface of at least one of the top sealing and the fastening member has a convex portion or a concave portion formed thereon.

[0014] With this configuration, the convex or concave portion formed on the contact surface of either the top sealing or the fastening member that contacts the vibration damping member comes into contact with the vibration damping member, thereby effectively applying compressive stress or shear stress to the vibration damping member, allowing more strain energy to be accumulated in the vibration damping member.

[0015] In the above-mentioned vehicle upper structure, the convex portion is a pin member that protrudes from the contact surface of the top ceiling toward the fastening member and contacts the vibration damping member, and the fastening member has a base portion with a through hole formed therein through which the pin member passes, and it is preferable that the pin member passes through the through hole without contacting the inner surface of the through hole.

[0016] According to this configuration, the pin member as the protrusion can come into contact with the vibration damping member and effectively apply compressive stress or shear stress, so that more strain energy can be accumulated in the vibration damping member.

[0017] Furthermore, since the pin member of the top sealing and the inner circumferential surface of the through hole in the base portion of the fastening member are not in contact with each other, the fastening member is not constrained by the pin member, which allows even more strain energy to be accumulated in the vibration damping member.

[0018] Furthermore, when the fastening member is installed on the contact surface of the top ceiling with the vibration damping member interposed therebetween, the pin member can be inserted through the through hole in the base portion, thereby positioning the fastening member.

[0019] In the above vehicle upper structure, it is preferable that the inner diameter of the through hole is set to be at least twice the outer diameter of the pin member.

[0020] With this configuration, it is possible to reliably maintain a non-contact state between the fastening member and the pin member, and it is possible to reliably store strain energy in the vibration damping member.

[0021] In the above-mentioned vehicle upper structure, it is preferable to further include a buffer member interposed between the inner surface of the through hole in the base portion and the pin member, and made of a material having an elastic modulus lower than that of the pin member.

[0022] With this configuration, the buffer member is interposed between the pin member and the inner circumferential surface of the through hole in the seat portion of the fastening member, so that it is possible to more reliably maintain a non-contact state between the fastening member and the pin member. Moreover, the elastic modulus of the buffer member is lower than that of the pin member. Therefore, it is possible to more reliably store strain energy in the vibration-damping member.

[0023] In the above vehicle upper structure, it is preferable that the buffer member is made of the same material as the vibration damping member and is integrally molded with the vibration damping member.

[0024] According to this configuration, it is possible to further facilitate the installation of the buffer member and to suppress an increase in manufacturing costs that would otherwise occur if the buffer member were provided separately from the vibration damping member.

[0025] In the above vehicle upper structure, it is preferable that the buffer member covers the pin member up to its tip, and the base portion has a lid portion that covers the entire buffer member.

[0026] According to this configuration, in a configuration in which the buffer member covers the tip of the pin member, the lid of the fastening member covers the entire buffer member, thereby improving the positioning accuracy of the fastening member relative to the pin member. In addition, the compressive stress that compresses the buffer member by the lid can impart compressive strain to the vibration-damping member adjacent to the buffer member, allowing further accumulation of strain energy in the vibration-damping member.

[0027] In the above vehicle upper structure, the lid portion preferably has a cylindrical shape.

[0028] Since the lid portion has a cylindrical shape, the lid portion can more easily cover the buffer member, which makes it easier to position the fastening member relative to the pin member.

[0029] In the above vehicle upper structure, the loss coefficient of the vibration damping member is preferably 0.1 or more.

[0030] With this configuration, it is possible to obtain a sufficient vibration damping effect by the vibration damping member. [Effects of the Invention]

[0031] According to the vehicle upper structure of the present invention, it is possible to reduce vibration energy transmitted to the top ceiling without weakening the rigidity of the top ceiling. [Brief explanation of the drawings]

[0032] [Figure 1] 1 is a plan view showing an upper structure of a vehicle according to an embodiment of the present invention. [Figure 2] 1 immediately before being fixed to the rear header using a fastening member, and is a cross-sectional view showing a structure in which the fastening member is fixed to the top ceiling via a vibration damping member. FIG. [Figure 3] 10 is a cross-sectional view showing a structure in which a locking pin for preventing the fastening member from coming off is provided on the peripheral surface of a pin member of a top sealing according to a modified example of the present invention. FIG. [Figure 4] 1 is a perspective view showing a conventional structure in which a fastening member is rigidly connected to a top ceiling via a bracket. [Figure 5]This is a graph showing the relationship between the vibration frequency and equivalent radiated power (ERP) in the entire top ceiling when the vehicle body is vibrated from the front part, where curve I is for the upper structure of this embodiment, curve II is for comparison example 1, which has the same damping performance as the upper structure of this embodiment but the support stiffness of the fastening members is changed to 10 times the support stiffness of the conventional upper structure, and curve III is for comparison example 2, which has a conventional upper structure but has 1 / 10 the damping performance compared to the upper structure of this embodiment and the support stiffness of the fastening members is changed to 10 times the support stiffness of the present embodiment. [Figure 6] 1 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) in the entire top ceiling when the vehicle body is excited from the rear portion. [Figure 7] 10 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) of the entire top ceiling at the center right part in the front-rear direction of the top ceiling when the vehicle body is excited from the front part. [Figure 8] 10 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) of the entire top ceiling at the left part of the center in the front-to-rear direction of the top ceiling when the vehicle body is excited from the front part. [Figure 9] 10 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) of the entire top ceiling at the rear right part in the front-rear direction of the top ceiling when the vehicle body is excited from the front part. [Figure 10] 10 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) of the entire top ceiling at the rear left part in the front-rear direction of the top ceiling when the vehicle body is excited from the front part. [Figure 11] 3 is an explanatory diagram of the outer diameter of the pin member and the inner diameter of the through hole of the fastening member in FIG. 2. FIG. [Figure 12] 3 is a bar graph showing the maximum strain energy sharing rate in the superstructure of the present embodiment shown in FIG. 2 and the superstructure of the comparative example. [Figure 13] FIG. 13 is a cross-sectional view of a structure that does not have a pin member, which is an upper structure of a comparative example of FIG. 12. [Figure 14] FIG. 10 is a cross-sectional view showing a structure in which a buffer member is provided in the gap between the pin member and the through hole of a top sealing according to another modified example of the present invention, and the lid portion covers the buffer member. [Figure 15] This is a cross-sectional view showing a structure in which a through hole for inserting a pin member, which is yet another variant of the present invention, narrows toward the tip of the pin member, and a buffer member is provided in the gap between the through hole and the pin member. [Figure 16] 1 is a cross-sectional view showing a conventional vehicle upper structure in which a top ceiling is firmly fixed to a roof side rail via a bracket. [Figure 17] FIG. 10 is a cross-sectional view showing another example of a conventional vehicle upper structure, in which the plate thickness of the periphery of a through hole in a top sealing into which a fastening member is inserted is thinned. DETAILED DESCRIPTION OF THE INVENTION

[0033] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the embodiments described below are merely illustrative of the present invention, and the present invention is not limited to the following embodiments except for the essential configuration.

[0034] The upper structure of a vehicle 1 according to this embodiment will be described with reference to the drawings. Note that Fig. 1 illustrates an extracted portion of the upper structure of the vehicle 1. Note that arrows Fr, Re, Ri, Le, Up, and Lo in the drawing indicate the front, rear, rightward, leftward, upward, and downward directions of the vehicle 1, respectively.

[0035] As shown in Fig. 1, the vehicle 1 includes a roof panel (not shown in Fig. 1), a pair of left and right front pillars 10, a pair of left and right center pillars 11, a pair of left and right roof side rails 12, a front header 13, a pair of left and right gussets 14, roof rains 15 and 16, a rear header (body frame member) 19, and a top ceiling 17. The roof panel is attached to the front header 13, the roof rains 15 and 16, and the rear header 19.

[0036] The front header 13 is joined to the front portion of the roof panel and is configured to extend in the vehicle width direction. Gussets 14 are joined to the left and right sides of the front header 13 and to the roof side rails 12. The roof rains 15, 16 are arranged rearward and spaced apart from the front header 13, and are also arranged spaced apart from each other in the front-to-rear direction.

[0037] The rear header 19 is a member that is disposed on the inner side of the vehicle cabin relative to the roof panel and that forms the framework of the vehicle body, extending in the vehicle width direction. The rear header 19 is joined to the rear portion of the roof panel.

[0038] The top ceiling 17 is an interior component that is disposed on the passenger compartment inner side of the front header 13, the roof rains 15 and 16, and the rear header 19, and is disposed so as to cover the passenger compartment inner side of the roof panel. The top ceiling 17 is fixed to the front header 13, the roof rains 15 and 16, and the rear header 19 by a plurality of fixing parts.

[0039] In this embodiment, as shown in FIGS. 1 and 2, the top ceiling 17 is fixed to a rear header 19, which is a body frame member, by a clip 21, which is a fastening member.

[0040] 1 and 2, the vehicle 1 further includes a plurality of clips 21 (two in FIG. 1) that are fastening members for fixing the top ceiling 17 to the rear header 19, and a vibration damping member 22 interposed between the clips 21 and the top ceiling 17. There may be one or more clips 21, and the present invention does not limit the number of clips 21. As will be described later, the vibration damping member 22 is adhered to the lower surface 24a of the base portion 24 of the clip 21 and the upper surface 17a of the top ceiling 17, respectively.

[0041] As shown in FIG. 2, the clip 21 has a base portion 24, a shaft portion 25 protruding upward from the top surface of the base portion 24, a fitting head portion 26 provided at the tip of the shaft portion 25, and a pair of flange portions 27 provided on both side surfaces of the shaft portion 25. The base portion 24 is a plate-shaped portion and is disposed above the top ceiling 17 with the vibration damping member 22 sandwiched between the base portion 24 and the top ceiling 17. The base portion 24 has a plurality of through holes 28 (two in FIG. 2) through which pin members 23 of the top ceiling 17, which will be described later, pass. The fitting head portion 26 has a shape that protrudes radially beyond the shaft portion 25 and can be fitted into a fitting hole 19a of the rear header 19. The pair of flange portions 27 are thin plate-shaped portions that can be bent and deformed. When the fitting heads 26 are fitted into the fitting holes 19a of the rear header 19, the pair of flanges 2 abut against the lower surface of the rear header 19 while undergoing bending deformation, so that the clip 21 is less likely to tilt relative to the rear header 19.

[0042] The vibration damping member 22 has a loss factor greater than the loss factor of the top sealing 17 and the clip 21, and has the property of being able to store input vibration energy as strain energy.

[0043] The vibration damping member 22 is made of, for example, a viscoelastic sheet that can store strain energy, and has adhesive applied to both sides of the sheet so that it can be adhered to both the top ceiling 17 and the clip 21.

[0044] The loss factor of the vibration damping member 22 is preferably 0.1 or more, more preferably 0.4 or more, so that strain energy can be reliably stored.

[0045] Here, the loss factor is an index showing the degree of vibration damping, and is the ratio of the storage shear modulus (G1) to the loss shear modulus (G2), G2 / G1. The loss factor is also called the loss tangent and is expressed as tan δ.

[0046] As shown in FIG. 2, the top ceiling 17 and the clip 21 have, as contact surfaces that come into contact with the vibration damping member 22, an upper surface 17a of the top ceiling 17 and a lower surface 24a of the base portion 24 of the clip 21.

[0047] The clip 21 is fixed to the top ceiling 17 via a vibration damping member 22. Specifically, the vibration damping member 22 is interposed between the lower surface 24a (contact surface) of the base portion 24 of the clip 21 and the upper surface 17a (contact surface) of the top ceiling 17, and the lower surface 24a, vibration damping member 22, and upper surface 17a are bonded together, thereby fixing the clip 21 to the top ceiling 17. More specifically, both sides of the vibration damping member 22 are bonded to the lower surface 24a (contact surface) of the base portion 24 and the upper surface 17a of the top ceiling 17 with a contact material such as an adhesive sticker.

[0048] As a result, the vibration energy input to the clip 21 from the rear header 19 on the vehicle body side is input to the vibration damping member 22 before the top ceiling 17, and can be accumulated in the vibration damping member 22 as strain energy, making it possible to effectively damp the vibration of the top ceiling 17.

[0049] In addition, it is preferable that a convex or concave portion is formed on the contact surface (the upper surface 17a or the lower surface 24a) of at least one of the top ceiling 17 and the clip 21 so that the vibration damping member 22 can accumulate more strain energy.

[0050] In this embodiment, the upper surface 17a of the top ceiling 17 has a plurality of (two in this embodiment) pin members 23 as protrusions. Each pin member 23 protrudes from the upper surface 17a of the top ceiling 17 toward the clip 21 and contacts the vibration damping member 22. There must be at least one pin member 23, but three or more pin members are acceptable. Meanwhile, the clip 21 has a base portion 24 in which a through hole 28 through which the pin member 23 passes is formed. The pin member 23 passes through the through hole 28 without contacting the inner peripheral surface 28a of the through hole 28.

[0051] When the clip 21 is installed on the upper surface 17a of the top ceiling 17 with the vibration damping member 22 interposed therebetween, the pin member 23 passes through the through-hole 28 of the base portion 24, thereby enabling the positioning of the clip 21. Furthermore, the pin member 23 comes into contact with the vibration damping member 22 interposed between the lower surface 24a of the base portion 24 and the upper surface 17a of the top ceiling 17, and can effectively apply compressive stress and shear stress to the vibration damping member 22, thereby facilitating the accumulation of strain energy in the vibration damping member 22.

[0052] 3, a retaining pin 29 may be provided on the circumferential surface of the pin member 23 to prevent the clip 21 from coming off. When the pin member 23 is inserted into the through-hole 28, the retaining pin 29 opens outward from the through-hole 28 and engages with the base portion 24.

[0053] Here, as shown in FIG. 11, if the inner diameter d2 of the through hole 28 is set to be at least twice the outer diameter d1 of the pin member 23, it is possible to reliably obtain a non-contact state between the pin member 23 and the inner peripheral surface 28a.

[0054] (Verification of the effect of this embodiment) In the structure of this embodiment configured as described above, the clip 21 is fixed to the top ceiling 17 via the vibration damping member 22, so it is possible to achieve higher vibration damping performance than conventional top ceiling fixing structures.

[0055] A known conventional top ceiling fixing structure is, for example, a structure in which a clip 41 is rigidly connected to the top ceiling 17 via a bracket 42, as shown in Fig. 4. More specifically, the fixing structure shown in Fig. 4 has a clip 41 that fits into the rear header 19 and a bracket 42 that is fixed to the top ceiling 17. The clip 41 is similar to the clip 21 shown in Fig. 2 of the above embodiment in that it has a base portion 41a, a shaft portion 41b, a fitting head portion 41c, and a pair of flange portions 41d.

[0056] However, it differs in that the bracket 42 has a structure that rigidly connects the clip 41. That is, the bracket 42 has a base portion 42a fixed to the top ceiling 17 and a clip connecting portion 42b that rises from the base portion 42a. The clip connecting portion 42b has a base receiving portion 42c into which the base portion 41a fits, and a slit portion 42d into which the shaft portion 41b is inserted. The bracket 42 is a rigid member made of metal. The clip 41 is rigidly connected to the clip connecting portion 42b by fitting the base portion 41a into the base receiving portion 42c and inserting the shaft portion 41b into the slit portion 42d.

[0057] Next, with reference to FIGS. 5 and 6, the vibration damping performance of the upper structure of the vehicle 1 of this embodiment shown in FIG. 2 will be compared with that of a conventional upper structure (for example, the conventional structure shown in FIG. 4).

[0058] 5-6 show graphs showing the relationship between the excitation frequency and the equivalent radiated power (ERP) in the entire top ceiling 17 when the vehicle body is excited from the front and rear. In FIGS. 5-6, curve I represents the superstructure of this embodiment, curve II represents Comparative Example 1, which has the same damping performance as the superstructure of this embodiment but the support stiffness of the clip 21 is changed to 10 times the support stiffness of the conventional superstructure, and curve III represents Comparative Example 2, which has a conventional superstructure (e.g., the conventional structure of FIG. 4) with damping performance 1 / 10 of that of the superstructure of this embodiment and the support stiffness of the clip 21 is changed to 10 times the support stiffness of this embodiment. The equivalent radiated power (ERP) in the graphs of FIGS. 5-6 is the average value for the entire top ceiling 17.

[0059] As shown in Figures 5 and 6, in both the front vibration case shown in Figure 5 and the rear vibration case shown in Figure 6, the equivalent radiated power (ERP) of curve I for the superstructure of this embodiment is lower than that of curves II and III at a frequency of around 125 Hz, which corresponds to low-frequency road noise, indicating an improved vibration damping effect. The improvement in vibration damping effect is particularly remarkable in the case of front vibration in Figure 5. From these results, it can be seen that the vibration damping effect can be improved by increasing the damping performance and reducing the support rigidity compared to the conventional structure, as in curve I corresponding to this embodiment.

[0060] 7 to 10, the curves I to III were compared for each part of the top ceiling 17 when the vehicle body was vibrated from the front. Here, Fig. 7 is a graph showing the relationship between the excitation frequency and the equivalent radiated power (ERP) for the right-side center part of the top ceiling 17 in the longitudinal direction, Fig. 8 is a graph for the left-side center part in the longitudinal direction, Fig. 9 is a graph for the right-side rear part in the longitudinal direction, and Fig. 10 is a graph for the left-side rear part in the longitudinal direction.

[0061] 7 to 10, it can be seen that the equivalent radiated power (ERP) of curve I in the case of the superstructure of this embodiment is lower than that of curves II and III at a frequency of around 125 Hz corresponding to low-frequency road noise in all parts of the center right and left side and the rear right and left side of the top ceiling 17 in the fore-and-aft direction. In particular, it can be seen that the degree of reduction in equivalent radiated power (ERP) of curve I in the case of the superstructure of this embodiment is greater than that of curves II and III in the center right and left side of the top ceiling 17 in the fore-and-aft direction.

[0062] Looking at the results of the graphs in Figures 7 to 10 above, it can be seen that the vibration damping effect is greatest when the upper structure of this embodiment is applied in order to fix the left and right rear portions of the top ceiling 17 in the fore-and-aft direction to the rear header 19.

[0063] FIG. 12 also shows a bar graph indicating the maximum strain energy sharing rate in the superstructure of this embodiment shown in FIG. 2 and the superstructure without pin members shown in FIG. 13 as a comparative example.

[0064] 12, it can be seen that the maximum strain energy sharing rate (%) of a structure having pin members 23, such as the superstructure of this embodiment shown in Fig. 2, is significantly improved from 79.37% to 80.3% compared to the structure without pin members shown in the comparative example of Fig. 13. From these experimental results, it can be seen that the pin members 23 contribute to the accumulation of strain energy in the vibration damping member 22.

[0065] (Features of this embodiment) (1) The upper structure of the vehicle 1 of this embodiment includes a clip 21, which is a fastening member that fixes the top ceiling 17 to the rear header 19, and a vibration damping member 22 having a loss coefficient greater than the loss coefficients of the top ceiling 17 and the clip 21. The clip 21 is fixed to the top ceiling 17 via the vibration damping member 22.

[0066] In the above structure, the clip 21 is fixed to the top ceiling 17 via the vibration damping member 22, thereby reducing the support rigidity of the clip 21 and promoting the accumulation of strain energy in the vibration damping member 22.

[0067] That is, because the clip 21 is fixed to the top ceiling 17 via the vibration damping member 22, the support rigidity of the clip 21 is reduced compared to a structure in which the clip 21 is rigidly constrained between the rear header 19 and the top ceiling 17. At the same time, because the vibration energy transmitted from the rear header 19 to the clip 21 is transmitted to the vibration damping member 22 before it is transmitted to the top ceiling 17, the vibration energy can be effectively stored in the vibration damping member 22 as strain energy.

[0068] As a result, it is possible to reduce the vibration energy transmitted to the top ceiling 17 without weakening the rigidity of the top ceiling 17.

[0069] (2) 2, in the upper structure of the vehicle 1 of this embodiment, the top ceiling 17 and the clip 21 each have contact surfaces (the above-mentioned upper surface 17a and lower surface 24a) that come into contact with the vibration damping member 22. Specifically, as contact surfaces, the top ceiling 17 has the upper surface 17a, and the base portion 24 of the clip 21 has the lower surface 24a. It is preferable that at least one of the upper surface 17a of the top ceiling 17 and the lower surface 24a of the clip 21 has a convex portion (the above-mentioned pin member 23) or a concave portion formed thereon.

[0070] According to this configuration, a convex portion or a concave portion formed on the contact surface of either the top sealing 17 or the clip 21 that contacts the vibration damping member 22 comes into contact with the vibration damping member 22. This allows the convex portion or the concave portion to effectively apply compressive stress or shear stress to the vibration damping member 22, making it possible to accumulate more strain energy in the vibration damping member 22.

[0071] (3) In the upper structure of the vehicle 1 of this embodiment, the above-mentioned convex portion is a pin member 23 that protrudes from the upper surface 17a, which is the contact surface of the top ceiling 17, toward the clip 21 and comes into contact with the vibration damping member 22. The clip 21 has a base portion 24 in which a through hole 28 through which the pin member 23 passes is formed. The pin member 23 passes through the through hole 28 without coming into contact with the inner circumferential surface 28a of the through hole 28.

[0072] According to this configuration, the pin member 23 as a convex portion can come into contact with the vibration damping member 22 and effectively apply compressive stress or shear stress, so that more strain energy can be accumulated in the vibration damping member 22.

[0073] Furthermore, since the pin member 23 of the top ceiling 17 and the inner peripheral surface 28a of the through hole 28 in the base portion 24 of the clip 21 are not in contact with each other, the clip 21 is not restrained by the pin member 23. Therefore, strain energy can be further accumulated in the vibration damping member 22.

[0074] Furthermore, when the clip 21 is installed on the upper surface 17a of the top ceiling 17 with the vibration damping member 22 interposed therebetween, the pin member 23 passes through the through hole 28 of the base portion 24, thereby enabling the clip 21 to be positioned.

[0075] (4) In the upper structure of the vehicle 1 of this embodiment, as shown in FIG. 11, the inner diameter d2 of the through hole 28 is set to be twice or more the outer diameter d1 of the pin member 23.

[0076] According to this configuration, it is possible to reliably maintain a non-contact state between the clip 21 and the pin member 23, and it is possible to reliably store strain energy in the vibration damping member 22.

[0077] (5) In the upper structure of the vehicle 1 of this embodiment, the loss coefficient of the vibration damping member 22 is 0.1 or more. With this configuration, the vibration damping member 22 can achieve a sufficient vibration damping effect that cannot be achieved with ordinary adhesives.

[0078] (Variation) (A) 2, the pin member 23 protruding from the upper surface 17a of the top ceiling 17 is not in contact with the inner peripheral surface 28a of the through-hole 28 formed in the base portion 24 of the clip 21, and a gap is formed between the pin member 23 and the inner peripheral surface 28a. In the above embodiment, this gap is provided as an empty space, but the present invention is not limited to this, and as a modified example of the present invention, a buffer member 31 may be interposed in the gap as shown in FIGS.

[0079] That is, the buffer member 31 shown in Figures 14 and 15 is interposed between the inner surface 28a of the through hole 28 in the base portion 24 and the pin member 23, and is made of a member having a lower elastic modulus than that of the pin member 23.

[0080] According to this configuration, the buffer member 31 is interposed between the pin member 23 and the inner peripheral surface 28a of the through hole 28 in the base portion 24 of the clip 21, so it is possible to more reliably maintain a non-contact state between the clip 21 and the pin member 23. Moreover, the elastic modulus of the buffer member 31 is lower than that of the pin member 23. Therefore, it is possible to more reliably store strain energy in the vibration-damping member 22.

[0081] 14 and 15, it is preferable that the buffer member 31 is made of the same material as the vibration damping member 22 and is integrally molded with the vibration damping member 22. With this configuration, it becomes easier to install the buffer member 31 and it is possible to suppress an increase in manufacturing costs that would otherwise occur if the buffer member 31 were provided separately from the vibration damping member 22.

[0082] The buffer member 31 may be made of a material having a lower elastic modulus than the pin member 23, and may be made of a different material or a different member from the vibration damping member 22, such as a soft resin washer.

[0083] (B) Furthermore, as in a modified example shown in Figure 14, the buffer member 31 may cover the tip of the pin member 23, and the base portion 24 of the clip 21 may have a lid portion 32 that covers the entire buffer member 31.

[0084] In this configuration, in which buffer member 31 covers pin member 23 up to the tip, lid portion 32 of clip 21 covers the entire buffer member 31, improving the positioning accuracy of clip 21 with respect to pin member 23. In addition, the compressive stress that compresses buffer member 31 by lid portion 32 can impart compressive strain to vibration damping member 22 adjacent to buffer member 31, making it possible to further accumulate strain energy in vibration damping member 22.

[0085] 14 has a cylindrical shape, the lid portion 32 can more easily cover the buffer member 31. This makes it easier to position the clip 21 relative to the pin member 23.

[0086] (C) 15, through-hole 28 for inserting pin member 23 narrows toward the tip of pin member 23. That is, the inner diameter of inner circumferential surface 28a of through-hole 28 decreases toward the upper end, and through-hole 28 has a generally truncated cone shape. Therefore, buffer member 31, which is made of the same material as vibration-damping member 22 and integrated with vibration-damping member 22, can be easily and reliably filled inside through-hole 28 simply by sandwiching vibration-damping member 22 between top ceiling 17 and base portion 24 of clip 21. Moreover, buffer member 31 is less likely to leak from the narrowed upper opening of through-hole 28.

[0087] (D) In the above embodiment, an example is shown in which the pin member 23 is formed as a convex portion on the upper surface 17a (contact surface) of the top ceiling 17, but if a convex portion or a concave portion is formed on at least one of the contact surfaces (the above-mentioned upper surface 17a and lower surface 24a) of the top ceiling 17 and the clip 21 that contacts the vibration damping member 22, it will be possible to accumulate more strain energy in the vibration damping member 22. Therefore, small protrusions or dimples may be formed as convex portions or concave portions, or grooves or ridges may be provided on at least one of the contact surfaces, that is, the upper surface 17a of the top ceiling 17 and the lower surface 24a of the base portion 4 of the clip 21.

[0088] (E) In the above embodiment, the clip 21 (fastening member) is fixed directly to the upper surface 17a of the top ceiling 17 via the vibration damping member 22, but to ensure the mounting height of the clip 21, a fixing bracket or spacer may be interposed between the upper surface 17a and the vibration damping member 22. In other words, the upper surface 17a of the top ceiling 17 may be considered to be configured to include a fixing bracket or spacer. In this case, too, it is possible for the vibration energy input from the rear header 19 to the clip 21 to be transmitted to the vibration damping member 22 before it is transmitted to the top ceiling 17, thereby storing strain energy in the vibration damping member 22.

[0089] (F) In the above embodiment, the rear header 19 was used as an example of a body frame member to which the top ceiling 17 is fixed by a clip 21 (fastening member), but the present invention is not limited to this and the top ceiling 17 may also be fixed to other body frame members such as the front header 13. [Explanation of symbols]

[0090] 1 vehicle 13 Front Header 17 Top ceiling 17a Top surface (contact surface) 19 Rear header (body frame member) 21 Clip (fastening member) 22 Vibration damping member 23 Pin member 24 Base 24a Bottom surface (contact surface) 28 Through Hole 28a Inner surface 31 Cushioning material 32 Lid

Claims

1. Roof panel and a vehicle body frame member disposed on a vehicle interior side relative to the roof panel and extending in a vehicle width direction; a top ceiling disposed on a vehicle interior side relative to the vehicle body frame member and covering the roof panel from the vehicle interior side; a fastening member that fixes the top sealing to the vehicle body frame member; a vibration damping member having a loss factor greater than the loss factors of the top sealing and the fastening member; Equipped with The fastening member is fixed to the top ceiling via the vibration damping member. characterized in that Vehicle superstructure.

2. The vehicle upper structure according to claim 1, the top sealing and the fastening member each have a contact surface that contacts the vibration damping member; A protrusion or a recess is formed on the contact surface of at least one of the top sealing and the fastening member. Vehicle superstructure.

3. The vehicle upper structure according to claim 2, the protrusion is a pin member that protrudes from the contact surface of the top sealing toward the fastening member and contacts the vibration damping member, the fastening member has a base portion having a through hole formed therein through which the pin member passes, The pin member passes through the through hole without contacting the inner circumferential surface of the through hole. Vehicle superstructure.

4. The vehicle upper structure according to claim 3, The inner diameter of the through hole is set to be at least twice the outer diameter of the pin member. Vehicle superstructure.

5. The vehicle upper structure according to claim 3, a buffer member interposed between an inner peripheral surface of the through hole in the base portion and the pin member, the buffer member being made of a material having a modulus of elasticity lower than that of the pin member; Vehicle superstructure.

6. The vehicle upper structure according to claim 5, The buffer member is made of the same material as the vibration damping member and is integrally molded with the vibration damping member. Vehicle superstructure.

7. The vehicle upper structure according to claim 5, The buffer member covers the pin member up to its tip end, The base portion has a lid portion that covers the entire cushioning member. Vehicle superstructure.

8. The vehicle upper structure according to claim 7, The lid portion has a cylindrical shape. Vehicle superstructure.

9. The vehicle upper structure according to any one of claims 1 to 8, The loss coefficient of the vibration damping member is 0.1 or more. Vehicle superstructure.

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