JPH09202145A - Truck panel and cargo compartment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To be excellent in processability and assembling property as well as lightweighted and having sufficient rigidity and strength by possessing an FRP board containing a reinforced fiber texture as a rigidity member. SOLUTION: A floor panel 3 is made as an integral molding of a panel member 21 composed of an FRP board and a reinforced member 22 provided on the back side. The panel member 21 is composed of an inner panel 23 having two sheets of FRP boards containing a reinforced fiber texture arranged in the inside of a cargo compartment and an outer panel 24 arranged on the outside thereof, and is made a sandwich structure with a core material 25. Thus it is excellent in lightweighting effect, assembling operation is facilitated, manufacturing cost is reduced, and pay load can be increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a truck panel and a truck cargo compartment using the same, and more particularly to
The present invention relates to a novel structure having a panel made of RP (fiber reinforced plastic).

[0002]

2. Description of the Related Art As a structure of a cargo room of a truck, for example, a floor panel based on an aggregate formed of a metal frame material is installed on a main body chassis, and a gate-shaped frame is mounted on the floor panel. A so-called wing-structured cargo compartment is known in which the central portions of front and rear gate frames are connected by a center beam, and the left and right side walls and the ceiling of the cargo compartment are flipped upward so that they can be rotated.

With such a structure, the cargo can be taken in and out of the cargo room not only from the rear side of the cargo room but also from the left and right directions, and the workability can be improved.

The conventional cargo compartment is made of steel or aluminum. For example, in the floor panel, as shown in FIG. 42, a steel square bar 301 arranged in the longitudinal direction of the track, a steel angle bar 302 arranged in the width direction of the track, and steel blocks arranged on both sides. Aggregate 304 by angle material 303
Is configured. A floor panel 306 is configured by joining a plywood 305, for example, as a floor material on the aggregate 304 by screwing or the like.

The wing panel is shown in FIG.
As shown in, it has a ceiling part and a side wall part. Rail members 311 extending in the longitudinal direction of the track are connected by rail members 312 arranged at a predetermined interval to form an aggregate 313, and aluminum panels 314 and 315 are attached to the outer surface thereof to form a wing panel 316. It is configured.

In addition, as a form of the cargo compartment of the truck, a floor panel based on an aggregate formed of a metal frame material is installed on the main body chassis, and further front and rear frames formed in a gate shape on the floor panel. While attaching, connect the front and rear frames at the upper left and right positions,
The so-called van-shaped cargo compartment in which the left and right side walls and ceiling of the cargo compartment are made of metal skin material and a rear door is installed at the rear end, and the aggregate formed by the metal frame material on the main chassis It is known that a flat-body type cargo room, etc., which has floor panels based on, and has left and right tilts and rear doors.

[0007]

Recently, the size of trucks has increased, and wing-type trucks having a total weight of 25 tons (loading capacity of about 13 tons) are becoming widespread.

It is expected that the load weight will be improved in order to reduce the transportation cost, but in the bodywork using the conventional metal material,
Since the body weight of the cargo compartment is heavier, there is a limit to the improvement of the loading weight. In addition, the conventional bodywork members in the cargo compartment are vulnerable to external forces due to the large number of hollow parts, and the strength of each part must be increased to make the structure openable and closable, resulting in a thicker material. However, there is a problem that the weight increases and the body weight increases. In addition, steel and aluminum materials may have problems in weather resistance and corrosion resistance.

As another problem, since one cargo room is composed of a large number of members, a great deal of cost is required for processing and assembling the cargo room, which causes a problem of an increase in mounting cost.

Under such circumstances, FRP has recently been partially used.
The bodywork using is being performed. For example, Japanese Patent Laid-Open No. 4-1
Japanese Patent No. 66416 proposes a wing panel for a truck bed using an FRP. In this proposal, a bending plate having a sandwich panel structure is configured by sandwiching a block-shaped core material of a balsa material between protective layers of FRP, and a wing panel is configured by holding a peripheral edge portion by a channel member.

However, in this proposal, since the balsa material is used as the core material, the weight saving effect is small, and a step of joining the molded body to the channel member at the peripheral portion with rivets or the like is required. However, this will lead to an increase in bodywork cost.

Further, although the FRP is used, the FRP portion is not the main rigid member of the panel, that is, it is not the portion mainly responsible for the rigidity of the whole panel, and the core material The balsa material as described above and a channel member as a frame material provided on the peripheral portion are responsible for most of the rigidity and strength of the panel. Therefore, the FRP material mainly has a function as a surface protective layer. In such a structure, the weight reduction effect by using the FRP is extremely small. It is also difficult to improve the rigidity and strength of the panel.

An object of the present invention is to provide a lightweight and sufficient rigidity,
An object of the present invention is to provide a truck panel and a truck cargo room that have strength, and are excellent in workability and assembly.

[0014]

In order to solve the above-mentioned problems, the truck panel of the present invention comprises an FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. Here, the main rigid member basically means a member that can exhibit the rigidity required for the panel without using a metal frame material, and the like.
Or if it has a stiffener, its web and / or
Alternatively, the member including the stiffener refers to a member that plays a role of 50% or more of the rigidity of the entire panel. Further, the woven fabric preferably contains at least one kind of reinforcing fiber such as carbon fiber, glass fiber and aramid fiber.

The truck panel according to the present invention comprises the above-mentioned F
A single RP plate can be used, or two or more FRP plates can be used.

For example, a truck panel having a sandwich structure in which the FRP plates are arranged on both sides of a core material can be used.

Further, a truck panel having a so-called hollow cross section structure, in which the FRP plates are arranged at two positions facing each other with a space, may be used. The formed space may be filled with a core material.

In such a truck panel,
When two FRP plates are used, it is preferable to provide a web connecting the FRP plates, particularly a web made of FRP. Further, the FRP plate may have a structure in which a stiffener is bonded, and the stiffener may be composed of FRP. Such FRP webs and FRP stiffeners are FRP
It can be molded integrally with the plate.

The truck panel is a floor panel,
It can be used as at least a part of at least one of a tilt panel, a wing panel, and a wall panel (in this specification, the front panel and the rear panel are collectively referred to as “wall panel”). By optimizing the rigidity and strength of the FRP panel according to the required characteristics of each application site, it is possible to realize a lightweight, high rigidity, high strength truck cargo compartment. Also, the gate frame and center beam are FR
By constructing with P, further weight reduction is possible.

Since the truck panel according to the present invention can basically be a FRP panel which can be integrally molded to form a floor panel, a tilt panel, a wing panel and a wall panel, a special metal frame material is used. do not need.
Therefore, in addition to weight reduction, manufacturing and assembling are extremely easy, and the number of manufacturing, processing and assembly steps can be significantly reduced.

[0021]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows a truck having a truck cargo compartment according to an embodiment of the present invention, and FIG. 2 is a schematic plan view of the truck before the truck cargo compartment is installed.

In FIG. 1, the cargo compartment 2 of the truck 1 is
Floor panel 3, front section frame (front section structure) 4 and front panel 5 provided on the front side of floor panel 3, and rear section frame (rear section section) provided on the rear side of floor panel 3 ) 6 and a door panel 7 as a rear panel, a ceiling part and a side upper part of the cargo compartment 2 are formed, and a wing panel 8 that can be flipped up on both sides is formed, and a side lower part of the cargo room 2 is formed, and a lower side is formed on both sides. It has a tilt panel 9 that can be opened and closed. The wing panel 8 is rotated about a center beam 11 and is opened and closed by, for example, a hydraulic cylinder 10. The tilt panel 9 is divided into front and rear panels 9a and 9b in this embodiment.

Such a cargo compartment 2 is mounted on a main body chassis 13 extending to the rear of the driver's seat 12 as shown in FIG. 2, for example, two parallel extending main body chassis 13.

The present invention can be applied not only to the cargo compartment for trucks having such a structure but also to the cargo compartment for trucks without a wing panel or a tilt panel.

In this embodiment, the truck panel according to the present invention is applied to at least a part of at least one of the floor panel 3, the wing panel 8, the tilt panel 9, the front panel 5 and the rear panel 7 as wall panels. can do. In addition, the gate frame 4,
The 6 and the center beam 11 may be formed of FRP.

FIG. 3 shows an example in which the floor panel 3 is made of FRP. In FIG. 3, floor panel 3
Is formed as an integrally molded product of a panel member 21 mainly made of an FRP plate and a reinforcing member 22 provided on the back surface side thereof and made of a combination of vertical joists and horizontal joists.

The panel member 21 is, in this embodiment, as shown in FIG.
As shown in FIG. 2, two FRP boards 2 including a woven fabric of reinforcing fibers
3, 24, that is, the inner panel 23 arranged inside the cargo compartment and the outer panel 24 arranged outside.
It has a sandwich structure with a core material 25 arranged between both panels 23, 24.

As the core material 25, a foam material is used in this embodiment. As the foaming material, any of organic and inorganic foaming materials can be used. When an organic foaming material is used, a foaming material reinforced with reinforcing fibers can be used. In addition to the foam material, wood, honeycomb material, or the like can be used as the core material. It is also possible to use two or more different materials in combination. For example, as shown in FIG. 5, the foam material 25 and the wood 26 may be alternately arranged as the core material between the panels 23 and 24.

As shown in FIG. 6, the FRP plate 23,
A web 27 may be provided to connect the 24 together. The web 27 can be formed of resin only,
It is preferable that the FRP plates 23 and 24 are formed of the same FRP and integrally molded with the FRP plates 23 and 24.

As shown in FIG. 7A, the panel member 32 is a panel member 32 in which two FRP plates 28 and 29 are connected by a web 30 and a space 31 is formed between the FRP plates 28 and 29. You may comprise. In this case, as shown in FIG. 7B, the space 31 may be filled with the same core material 33 as described above.

The web connecting the two FRP plates is
It can be formed by various methods as shown in FIG. For example,
As shown in FIG. 8A, an I-shaped FRP web forming member 34 can be used and integrally molded with the FRP plates 23 and 24 to form a web 34a. FIG.
As shown in (B), a C-shaped FRP web forming member 35.
8A, a web 35a is used, as shown in FIG. 8C, a Z-shaped FRP web forming member 36 is used, and a box-shaped FRP web forming member 3 is used as shown in FIG. 8D.
7 can be used to form the webs 37a, respectively. Further, as shown in FIG. 8 (E), C-type FRP
The web 38a can also be formed by using an I-type FRP web forming member 38 in which two web forming members are attached.

Two FRP plates 23, 24 or 28, 2
9 can be configured as follows. However, the same configuration can be adopted also in the case of a single-plate FRP plate or a configuration having three or more FRP plates. When the web is provided, the web may have the same structure as the FRP plate.

The FRP constituting the FRP plate is composed of reinforcing fibers and matrix resin. High-strength and high-modulus fibers such as carbon fibers, glass fibers, aramid fibers, and alumina fibers can be used as the reinforcing fibers, and these can be used alone or as a mixture, or in combination. As the matrix resin, a thermosetting resin such as an epoxy resin, an unsaturated polyester, phenol, or a vinyl ester is preferable in terms of moldability and cost. However, a thermoplastic resin such as polyester or polyamide, or a mixture of the above-mentioned thermosetting resin and thermoplastic resin can also be used.

As the form of the reinforcing fiber, any form such as one arranged in one direction, one in the form of a mat, and a woven fabric can be used, but in the present invention, the FRP plate is at least a woven fabric of the reinforcing fiber. Is included. As the woven fabric of the reinforcing fibers, a bidirectional woven fabric or a unidirectional woven fabric can be used. In addition to the woven fabric of the reinforcing fibers, it is possible to include the one in which the reinforcing fibers are arranged in one direction or the one in the form of a mat. It is preferable to appropriately combine these forms according to the application site, that is, to adopt an appropriate laminated configuration. At this time, a combination of different kinds of reinforcing fiber layers can be employed, or a certain reinforcing fiber layer can be used as a cross-woven layer of different kinds of reinforcing fibers.

For example, the following may be mentioned as a laminated constitution of the reinforcing fiber layers in the FRP plate for floor panel. As shown in FIG. 9, (A) a reinforcing fiber layer obtained by laminating a plurality of unidirectional woven reinforcing fibers, or a reinforcing fiber layer 41 containing a bidirectional woven reinforcing fiber,
(B) one in which a mat layer 42 of reinforcing fibers of glass fiber or carbon fiber is arranged on one side of the reinforcing fiber layer 41, (C) one in which the mat layer 42 is arranged on both sides of the reinforcing fiber layer 41,
(D) Reinforcing fiber layers 41a and 41b on both sides of the mat layer 42
And the gel coat layer 43 is further provided on any one of (E). In addition, if a more concretely desirable embodiment is exemplified,
As shown in FIG. 9 (F), the FRP plate includes a carbon fiber woven fabric 44, a glass fiber mat 45, and a glass fiber woven fabric 46.
It is preferable that the glass fiber mat 47 has a four-layer structure and the carbon fiber woven fabric 44 is arranged on the outer side. In addition, when the FRP plate includes a mat of reinforcing fibers and has a sandwich panel structure as described above, it is preferable that the mat is arranged on the core material side.

The reinforcing fiber layer 41 or 41a,
The orientation direction of the reinforcing fibers in 41b (a reinforced fiber layer including a laminated structure of unidirectional woven fabrics, a single layer or laminated structure of bidirectional woven fabrics, or a combination thereof) is 0 ° in the longitudinal direction of the panel (reference Direction), 0 ° / 9
It is preferable to adopt a configuration of 0 °, 0 ° / 90 ° / ± 45 °, 0 ° / ± 45 °, or the like. Where 0 °, 90 °, 45
° means substantially 0 °, 90 °, 45 °,
Of course, each value is ± 10.
This is a concept that includes values in the range of about °.

The ratio of the amount of reinforcing fiber at each angle may be determined according to the required characteristics. For example, when the bending rigidity in the longitudinal direction is the strongest, increase the proportion of the 0 ° layer,
If bending rigidity in the width direction is required, increase the ratio of 90 ° layers, and if torsional rigidity is required, ± 45 °.
The ratio of layers should be increased. Further, in the floor panel, it is preferable to arrange the 0 ° layer on the upper side (that is, on the inner surface side of the cargo compartment). That is, in the case of a unidirectional fabric, the weaving yarns extending in that direction are arranged in the longitudinal direction of the track, and in the case of a bidirectional fabric, the warp or weft yarns are in the longitudinal direction of the track. Are preferably arranged as follows.

In the case of a laminated structure such as a woven fabric of reinforcing fibers or a mat layer, it is preferable to set the volume content of the reinforcing fibers for each layer. For example, the fiber volume content of the reinforcing fiber layer having a laminated structure of the unidirectional woven fabric of the reinforcing fiber or the reinforcing fiber layer containing the bidirectional woven fabric is set to a high value, and the FRP layer containing the reinforcing fiber layer is set. In the FRP layer containing most of the rigidity and strength of the FRP plate, the fiber volume content of the mat layer is set to be low, and the FRP layer including the mat layer mainly has other functions such as a surface protection function, A vibration damping function, a heat conduction blocking function, a weather resistance function, a flame retardant function, etc. may be provided.

Next, the core materials 25 and 33 will be described. As described above, a foam material, wood, a honeycomb material or the like can be used as the core material. As the foaming material, for example, foams such as polyurethane, polystyrene, polyethylene, polypropylene, PVC (polyvinyl alcohol), and silicon can be used. The material of the honeycomb material is not particularly limited, and for example, a material obtained by forming the same resin as that used for the foamed material into a honeycomb structure can be used.

The core material can receive a part of the shear load and the compressive load, but can also have other functions. For example, in order to enhance the heat insulating property of the entire panel material, a structure having as high a porosity as possible, or in order to enhance flame retardancy, a flame retardant may be blended or a flame retardant substance may be used in combination. Further, in order to reduce the weight of the entire panel material, it is preferable that the specific gravity of the core material is low. For example, in the case of a foam material made of the above-mentioned material, it is preferable to select a specific gravity in a range of 0.02 to 0.2. If the specific gravity is less than 0.02,
There is a possibility that sufficient strength cannot be obtained against a load. On the other hand, when the specific gravity exceeds 0.2, the strength is increased but the weight is increased, and the original purpose of weight reduction may be impaired.

The thickness of the FRP plate is preferably in the range of 1 to 10 mm in the case of the single plate structure of the FRP plate,
In the case of a structure in which the core material is arranged between the FRP plates or a structure in which a space is formed, it is preferably in the range of 20 to 80 mm. In particular, in the case of a sandwich structure or a hollow structure, if the thickness is too thick, even if the weight is reduced, it may lead to a decrease in the volume of the cargo compartment and an increase in the floor. .

Next, the FRP stiffener will be described.
In the floor panel, for example, as shown in FIG.
The vertical joists 51a and 51b and the horizontal joists 51c arranged vertically and horizontally (in the longitudinal direction and the width direction of the track) are FR.
Formed as a P stiffener, the FRP stiffener 51a,
The reinforcing member 22 is configured by 51b and 51c. Of the stiffeners 51a and 51b extending in the longitudinal direction of the track, the stiffeners 51a and 51b are arranged in parallel in the central portion in the width direction (in the present embodiment,
Two large stiffeners 51a extending in parallel are arranged on the main body chassis 13 (FIG. 2) and are connected to the main body chassis 13 by a connecting structure described later.

How to arrange the plurality of stiffeners may be determined according to the mechanical characteristics required for the panel. For example, in the case of a floor panel, bending rigidity in the longitudinal and width directions of the track and overall torsional rigidity are required, so it is preferable to arrange stiffeners in the vertical and horizontal directions, and also locally high rigidity and strength are required. Therefore, it is preferable to arrange the stiffeners at a relatively small pitch.

Each such stiffener 51a, 51b, 5
Each of the reinforcing members 22 of 1c or each of the stiffeners is formed integrally with the panel member 21, for example.

Each of the above-mentioned stiffeners is a stiffener having a solid structure,
Either a stiffener having a hollow structure or a stiffener having a hollow stiffener filled with a core material can be adopted. As the stiffener core material, the same material as the above-mentioned panel member core material can be used.

Typical examples of the cross-sectional structure of the stiffener include the structures shown in A to I of FIG. (A) is a solid stiffener 61, (B) is a hollow stiffener 62, (C) is a stiffener 64 having a core material 63 filled therein, (D) is a box-shaped hollow stiffener 65, and (E) is therein. A stiffener 67 filled with the core material 66, (F) a stiffener 68 in a hat shape, (G) a stiffener 70 in which a core material 69 is filled, (H) a stiffener 71 formed in a hat shape and a box shape, (I) shows the stiffeners 73 with the core material 72 filled therein.

When such a stiffener is formed by using a laminated structure of a reinforcing fiber layer, by appropriately disposing a mat layer, lamination can be facilitated and a function such as surface protection can be appropriately provided. It will be possible.

For example, as shown in FIGS. 11A and 11B in the case of a core material-filled hat type stiffener, the FRP layer 74 constituting the stiffener 70 is a mat layer M / a layer R (including roving). For example, it has a laminated structure of (layer including roving cloth) / mat layer M, and is configured such that the mat layer M is located on the surface of the core material 69 and the mat layer M is located on the surface of the stiffener 70. This M / R
A plurality of sets of / M may be provided. For example, M / R /
A laminated structure of M / R / M can also be used. That is,
When a layer having rovings or the like is laminated with another layer, a mat layer is sandwiched between the layers to enable smooth lamination. Further, by interposing the mat layer between the core material 69 and the core material 69, the FRP layer and the core material 69 can be brought into close contact with each other. Furthermore, by placing a mat layer on the surface, smooth,
And the surface is properly protected.

To increase the rigidity of the stiffener,
It is effective to reinforce the stiffener locally. For example, as shown in FIGS. 12A and 12B in the case of a hollow hat type stiffener, a reinforcing reinforcing fiber layer 81 (for example, a carbon fiber woven layer) is provided on the hat top of the hat type FRP stiffener 68. May be specially embedded or added (A), or a reinforcing reinforcing fiber layer 82 may be specially embedded or added to the side portion of the hat type FRP stiffener 68 (B). it can. With such a configuration, the bending rigidity of the stiffener 68 in the longitudinal direction can be significantly improved. If the structures of (A) and (B) are used together, in addition, the torsional rigidity and shape retention strength of the stiffener 68 itself can be improved. When the reinforcing fiber layers 81, 82 for reinforcement are added to the surface, it is preferable to cover them with a mat layer in order to prevent peeling.

As shown in FIG. 13A, the mat layer 8 is formed on the inner surface of the hat top of the hat type FRP stiffener 68.
It is also possible to provide 3 to increase the thickness of this portion. If the thickness is increased in this way, it becomes easier to fasten, for example, when the fastening member 84 is attached.

Further, when the reinforcing fiber layer (for example, the reinforcing fiber woven layer) is sandwiched between the mat layers, it is preferable that the reinforcing fiber layer does not stick out especially at the end of the stiffener. For example, as shown in FIG. 15 (B), at both side flange portions of the hat stiffener 70, a reinforcing fiber layer (for example, a fabric layer) 85 is sandwiched between the mat layers 86 and 87, and the tip of the reinforcing fiber layer 85 is protruded to the outside. It is preferable to embed it in the mat layers 86 and 87 so as not to do so.

In particular, in a hat-shaped or hollow stiffener, corners and corners are present in the FRP layer, but it is possible to prevent breakage of the reinforcing fibers at these corners and corners and to improve strength. It is also preferable to adopt the following structure in order to improve or improve the moldability at the corners and corners.

For example, FIGS. 14 (A) to 14 (E) show an example of a hat type stiffener filled with a core material. (A) is Figure 1
0 shows a structure equivalent to that shown in (G). (B)
In the joint corner with the panel member 21,
The RP layer 91 is provided with roundness (R) and the core material 69
A space 92 is filled with a mat 92. Reference numeral 93 is a mat layer on the front surface side. In (C), the FRP layer 91 is rounded (R) at the corner on the top side of the hat, and
A mat 92 is embedded between the core material 69 and the core material 69. In (D), chamfers 95 are applied to the inner corners of the FRP layer 94 and the corners of the core material 69 on the top side of the hat. (E)
In, the roundness 96 (R) is provided at the inner corner of the FRP layer 94 and the corner of the core material 69 on the top side of the hat.

The stiffener 51a (vertical joist) in FIG.
2 and a main body chassis 13 in FIG. 2, a connecting member that connects the two is provided. For example, as shown in FIG. 15, a water resistant plywood 101 is used as the core material of the stiffener 51a, and steel contact plates 102 are attached to both side surfaces of the stiffener 51a via fastening members 103 made of through bolts. A spacer 104 for adjusting the thickness is interposed between the one contact plate 102 and the side surface of the stiffener 51a. A shaft 105 made of a U-bolt or the like is coupled to the contact plate 102, and extends downward. The stiffener 5 is mounted on the main body chassis 13 by fastening the shaft 105 with the double nut 107 via the contact plate 106 arranged on the lower surface of the main body chassis 13.
1a and thus the floor panel are fixed.

Between the stiffener 51a and the chassis 13 of the main body, a sheet 108 made of a suitable cushioning material, for example, hard rubber can be interposed. The cushioning member 108 can appropriately absorb the vibration and shock transmitted from the main body chassis 13 side to the floor panel side, and also when the upper surface of the chassis 13 or the lower surface of the stiffener 51a has some irregularities. It becomes possible to absorb the unevenness.

Further, in the above structure, the fastening member 103
When making holes for insertion, it is preferable to display in advance the permissible range of holes on the side surface of the stiffener 51a so that the position of the hole does not interfere with the position of the web in the stiffener 51a. Further, the holes are not limited to such fastening holes, but holes for hydraulic piping or the like can be opened.

The above structure is an example of the connecting structure between the stiffener 51a and the main body chassis 13, and is not limited to the above structure, and any suitable structure can be adopted. is there.

In addition to the stiffener as described above, the panel member according to the present invention may be provided with a side frame at any edge of the panel member in order to improve the rigidity and strength of the entire panel member. . This side frame is
For example, an FRP member integrally formed with the panel member may be used, or an aluminum material or the like may be embedded in the FRP member.

For example, as shown in FIG. 16, the FRP side frame 11 having a box-shaped cross section is formed on both sides in the width direction of the track of the panel member 21 (and front and rear end edges in the longitudinal direction of the track).
1 may be integrally formed with the panel member 21, and an aluminum plate 112 may be disposed inside the panel member 21, for example. The aluminum plate 112 can be embedded at the same time when the FRP side frame 111 is integrally molded. That is, insert molding can be performed. The aluminum plates 112 may be continuous in the longitudinal direction (in the case of extending in the longitudinal direction of the track) or may be intermittently arranged. If they are arranged intermittently, the difference in thermal expansion between the aluminum plate and the FRP can be easily absorbed.
In addition, as shown in FIG. 17, the FRP side frame 11
The outer surface of 1 may be further reinforced with different FRP. Reinforcement F
The RP layer 113 may be provided in an appropriate region over an appropriate range.

By embedding a metal plate such as an aluminum plate as described above, when another member 114 is provided on the side surface of the side frame 111, as shown in FIG. 18, for example, the other member 114 is replaced with a pop rivet 115 or the like. Can be easily and firmly attached.

FIG. 19 shows a side frame 116 having another structure. In this example, the FR has an L-shaped cross section
An aluminum plate 117 having an L-shaped cross section is embedded in the P side frame 116. In such a structure, for example, the rope hooking hook 118 can be easily and firmly attached.

The FRP panel (including both the panel member alone and the stiffener or the panel with the side frame) as described above includes the hand layup method, the sheet winding method, the vacuum back method, the pressing method, and the RTM.
The resin transfer molding method may be used alone or in combination. In the case of a floor panel, a completely integrated molding method such as a hand lay-up method is preferable, and in the case of a wing panel described later, a method in which molding is performed for each part unit and later joined by an adhesive or the like to be integrated can be adopted. .

In the panel material according to the present invention, various surface materials may be provided on the outer surface thereof. As the surface material, for example, wood, metal, rubber, foam material, FRP, plastic, non-woven fabric or the like can be used.

For example, a wooden board is attached to the upper surface of the floor panel to form a floor surface, or a polyester non-woven fabric is laminated on the upper surface and integrally molded with the FRP floor panel to obtain a surface friction coefficient close to that of wood. It is also possible to construct a floor surface to have. By increasing the coefficient of surface friction, a floor surface with improved anti-slip properties can be obtained.

Further, as shown in FIG. 20, for example, a special surface material can be manufactured. A surface material 120 shown in FIG. 20 includes a core material 121, for example, a FRP layer having a mat and a roving layer, and a polyester nonwoven fabric layer 122 provided on at least one surface of the core material 121.
These are integrally molded with a matrix resin. If the non-woven fabric layer 122 is provided with cross stitches, an appropriate surface roughness can be obtained, which is effective in preventing slippage. Also,
Even if the surface is slightly scraped during use, the included non-woven fabric layer maintains an appropriate surface roughness. FIG.
If the structure is vertically symmetrical as shown in 0, warp can also be prevented.

Further, by providing the surface material, the surface of the panel member can be protected. For this surface protection, an optimum surface material may be selected depending on the site of the panel member or the purpose.

For example, as shown in FIG. 21 as an example of a floor panel, a material having high wear resistance, compressive load resistance, slip resistance and the like is used in the range 124 constituting the floor surface of the floor panel 123. It is preferable to select it. Range 12 over part of the bottom surface and side surfaces of the floor panel 123
For 5, a material having high flying stone resistance (impact absorption) and the like is preferable. Further, it is preferable that the range 126 on the side surface of the floor panel 123 is made of a material having other hitting prevention properties, for example, high characteristics against external impact load and collision between members.

The panel member according to the present invention is mainly intended to reduce the weight of the cargo compartment for trucks. However, in addition to the lightweight property, the panel member as a whole or locally.
It is preferable to have the following characteristics.

For example, as shown in the case of a floor panel in FIG. 22, there are overall bending rigidity 130 in the longitudinal direction of the track, overall bending rigidity 131 in the width direction, torsional rigidity 132, and local bending rigidity of the floor. It is desirable to be above the level. In the case of a floor panel, the bending rigidity in the longitudinal direction of the track is 7 × 10 ⁵ N ・ m
² or more, and the torsional rigidity is preferably 1.5 × 10 ⁵ N · m ² or more. The bending rigidity and the torsional rigidity are FRP.
This can be achieved not only by the rigidity of the plate itself, but also by appropriate design and arrangement of webs and stiffeners, and addition of side frames.

In addition to the above bending rigidity and torsional rigidity, the floor panel has high strength, high vibration damping, high impact strength,
Characteristics such as low specific gravity and low thermal conductivity, and characteristics such as an appropriate surface friction coefficient for preventing slippage described above are also required.

Although it is generally required for the cargo compartment for trucks to have a low floor, the floor material, which has a limit in the conventional cargo compartment made of aluminum or the like, can be obtained by using the panel material according to the present invention. Can be realized efficiently.

For example, as shown in FIGS. 23 (A) and 23 (B), by increasing the rigidity of the center portion in the width direction of the tracks of the floor panels 141, 144 to be higher than the rigidity of both side portions in the width direction, The rigidity of the entire panel (in particular, the bending rigidity in the longitudinal direction of the track) can be increased, and the overall height of the stiffener can be reduced, resulting in a lower floor. In the example shown in FIG. 23A, the reinforcing FRP layer 142 is added between the stiffeners 143 to increase the rigidity of this portion. In the example shown in (B), the FRP between the stiffeners 145
The wall thickness is originally increased, and both sides are tapered. The taper portion can be easily formed by sequentially increasing the number of laminated reinforcing fiber layers toward the central portion in the width direction. In such a structure, the stiffener extending in the width direction of the track can be omitted.

As shown in FIG. 24, reinforcing fiber layers 148 and 149 having an effect of improving rigidity are provided at positions apart from the neutral axis of the cross section, for example, on the floor surface side of the floor panel 146 and the lower surface side of the stiffener 147. It is also possible to adopt a method of arranging it intensively or increasing the amount of reinforcing fibers in that portion. For example, in order to increase the bending rigidity in the longitudinal direction of the track, many 0 ° layers (layers extending in the longitudinal direction of the track) may be arranged in the reinforcing fiber layers 148 and 149.

Further, as shown in FIG. 25, the stiffener 152 provided on the lower surface side of the floor panel 151 constitutes a part of the main body chassis 153, or one of the strengths which the main body chassis 153 should bear. If you take part,
At least that much, the height h of the main body chassis 153 can be reduced, so that the height H of the floor panel 151 to the floor surface can be reduced, and the floor can be lowered. Further, it is possible to realize the FRP of the main body chassis 153 or the FRP integral molding with the floor panel 151 of the main body chassis 153.

Further, the stiffener and the web may have various structures in order to increase the rigidity and strength of the entire panel member. For example, the structure of the panel members 154, 155, 156 as shown in FIGS. 26 (A), (B), and (C),
Still other structures are possible.

Although the floor panel has been mainly described above, the panel material according to the present invention is a tilt panel,
It can also be applied to wing panels, front panels and rear panels. The setting may be changed or a new device may be added according to the required characteristics of each panel.

FIG. 27 shows an example of the shape of the tilt panel 160. This tilt panel 160 is characterized by having an FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. The tilt panel 160 is
For example, as shown in FIG. 28 (A), a core material 162 made of a foam material is arranged in an FRP plate 161, and a wood 163 is arranged inside a connection portion with a lower floor panel. The recess 164 extending in the longitudinal direction of the track is a groove for mounting the lashing rail. The FRP plate 161
Are arranged so that the warp or weft yarns are arranged in the longitudinal direction of the track and the bidirectional woven fabric of reinforcing fibers and the warp yarns or the weft yarns are oblique to the longitudinal direction of the track. It includes a woven fabric of reinforcing fibers.

In addition, the tilting panel for trucks may use ropes, belts, etc. for fixing the load, and the upper end of the tilting panel may be scraped by these ropes, belts, etc. In B), the upper end of the tilt panel is covered with a cover material 165 made of a wear resistant material. As the cover material, a thin metal plate, a synthetic resin plate, a plywood or the like can be used.

Further, FIGS. 29A, 29B and 29C show other examples of the tilt panel. In particular, the lashing rail mounting part has been devised. FIG. 29 (A)
Uses a rivet or a screw to fasten the lashing rail to the recess 164.
This is an example in which the above is inserted and covered with the skin material 167.
As the connecting member 166, a thin metal plate (steel, aluminum, etc.) or FRP is preferable.

When the lashing belt is fastened, a large force acts due to the shaking of the vehicle body and the load, which is likely to cause a problem in strength. Therefore, as shown in FIG. 29B, it is preferable to connect the inner panel and the outer panel with a web 168 made of a FRP skin material, which can increase the strength of the lashing rail mounting portion.

As shown in FIG. 29 (C), an insert material 169 such as plywood, a honeycomb material, a synthetic resin plate or the like is embedded between the inner panel and the outer panel, or fixed by rivets, bolts or the like. Also, the strength of the lashing rail mounting portion can be improved.

FIG. 30 is a schematic sectional view showing an example of assembling a metal fitting (lashing rail) for attaching the lashing belt to the tilt panel. Lashing rail 17
0 is arranged in the recess 164 in the upper part of the tilt panel and is fixed to the connecting member 166 embedded in the panel by the rivet 171.

Further, since the tilt panel is required not only to have bending rigidity in the longitudinal direction of the track but also to have torsional rigidity in particular, the reinforcing fiber layer constituting the FRP plate is substantially provided with reinforcing fibers in the longitudinal direction of the track. It is desirable to arrange a large number of layers arranged in the direction of ± 45 °. For example, it is preferable that the reinforcing fiber layers of ± 45 ° occupy 30% or more of the total reinforcing fiber layers.

As one whole tilting panel, it is preferable that the bending rigidity in the longitudinal direction of the track is 2 × 10 ⁴ N · m ² or more and the torsional rigidity is 1 × 10 ⁴ N · m ² or more.

In addition to improving the torsional rigidity,
Particularly, in order to secure the strength of the lashing rail attachment portion, it is also preferable to appropriately dispose different kinds of core materials. For example, as shown in an example in FIG. 31, the lashing rail 1
By disposing the core material 172 made of wood on both sides of the web 168 of the attachment portion of 70, the rigidity and strength of this portion can be improved. In this example, an aluminum cover member 173 is further arranged on the upper end portion.

Since it may be difficult to dispose the reinforcing fiber layer of ± 45 ° on the FRP plate portion forming the recess 164 for the lashing rail, it is also possible to adopt the following divided construction. For example, as shown in FIG. 32, the member 1
No. 74, 175 and a joining structure of two divided members, member 17
4 is provided with a reinforcing fiber layer in which the reinforcing fibers are arranged substantially in the direction of ± 45 ° so that the torsional rigidity is mainly exerted in this portion and the reinforcing fibers are substantially in other portions. You may make it consist of the layer arrange | positioned so that it may become the direction of substantially 0 degree, the layer arranged so that it may become the direction of substantially 90 degree, and the matte layer (M). Then, particularly in the lashing rail mounting portion 177, if a plate 179 made of an aluminum plate or the like is arranged between the FRP layer 178 and the mat layer M as shown in FIG. Only special reinforcement will be possible.

Further, since the tilting panel may come into shock contact with, for example, the front and rear gate-shaped frames when it is opened and closed, it is preferable to give a shock absorbing function to this portion or reinforce this portion. For example, in the structure shown in FIG. 34, a mat reinforcing layer 182 (for example, a glass fiber mat layer) is arranged in a portion of the tilt panel 180 that abuts on the gate-shaped frame 181, and a rubber layer 183 is provided thereon. FIG. 35 further shows an L-shaped aluminum plate 184.
The tilt panel 185 is insert-molded into the FRP.

A wing panel used as a cargo compartment for trucks is usually constructed in an L-shaped cross section.
In addition, as a method of providing a stiffener on the wing panel, a method of simultaneously molding a FRP stiffener at the time of molding the FRP skin material forming the outer surface and a method of preliminarily molding the skin material and then bonding a separately molded FRP stiffener There is a method of joining with an agent. In the latter case, if the stiffener is integrally molded in an L-shape, it is difficult to apply a sufficient adhesive pressure, so the adhesive workability is poor and sufficient strength cannot be obtained. Quality may be reduced. Therefore, the stiffener is divided into a ceiling portion and a side wall portion at the corners of the wing panel, the split-molded stiffener and the FRP skin material are bonded, and then the split-molded stiffeners are joined by another member. As a result, it is possible to obtain a wing panel which is excellent in assembling workability, rigidity and strength.

FIG. 36 shows an example of the wing panel according to the present invention. This wing panel 190 is FR
On the inner surface side of the ceiling portion 191 and the side wall portion 192 made of P plates,
That is, the stiffeners 191a and 192a are provided inside the freight compartment with respect to the FRP plate, and the stiffeners 191a and 192a are provided.
The ribs 193a, 19 are formed on the tip of the rib 91, the lower end of the side wall 192, and the inner surface of the corner of the joint.
3b and 193c are provided. Stiffener 191a,
192a is also composed of FRP. The stiffeners 191a and 192a made of the FRP can be formed integrally with the ceiling portion 191 and the side wall portion 192 made of FRP, or can be separately formed to form the ceiling portion 191 and the side wall portion 192.
Can also be combined with.

In order to improve the rigidity and strength of the wing panel as a whole, it is particularly effective to provide a reinforcing member on the inner surface side of the corner or to construct the corner itself. For example, as shown in FIG. 37 (A), a structure in which a reinforcing member 197 joined between a ceiling portion and a side wall portion is provided at a corner portion of a wing panel 196, a structure in which a gusset 198 is provided as shown in FIG. 37 (B), As shown in (C), the reinforcing portion 2 is provided at the corner of the wing panel 199.
No. 00, and the reinforcing portions 201 and 202 are provided at the tip of the ceiling and the lower end of the side wall, as shown in (D), the wing panel 203 itself is placed at the corner, the tip of the ceiling, and the side wall. Thickened portions 204, 20 at the lower end
The structure formed in 5, 206 or the like can be adopted. The reinforcing member and the reinforcing portion can be made of FRP, but other materials may be used, or an aluminum plate or the like may be embedded in the FRP.

The reinforcing structure of the tip end of the ceiling and the lower end of the side wall of the wing panel may be the same structure as the above-mentioned end reinforcing structure of the floor panel or a structure similar thereto.

This wing panel is also characterized by having a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. Also for the wing panel, it is required that the bending rigidity and the torsional rigidity as a whole have a certain level or more. Therefore, with the longitudinal direction of the track as a reference, the reinforcing fiber layer is arranged so that the reinforcing fibers are substantially in the direction of 0 ° / 90 °, and the reinforcing fiber layer of ± 45 ° is provided to secure the torsional rigidity. It is preferable to arrange.

For example, FR which constitutes a wing panel
It is preferable that the woven fabric of the reinforcing fibers contained in the P plate is a bidirectional woven fabric, and the warp yarns or the weft yarns are arranged in the longitudinal direction of the track. Further, in order to set particularly high torsional rigidity, the FRP plate further includes a woven fabric of reinforcing fibers arranged so that the warp threads or the weft threads are arranged in a direction oblique to the longitudinal direction of the track. Is preferred.

Particularly, in the wing panel, the bending rigidity in the longitudinal direction of the track is 1 × 10 ⁴ N · m ^2.
As described above, the bending rigidity per unit length in the direction orthogonal to the longitudinal direction of the track is preferably 3 × 10 ³ N · m ² / m or more. By appropriately setting the arrangement of the reinforcing fibers, the above-mentioned reinforcing member, and the reinforcing structure, such required characteristics are satisfied.

When the FRP plate forming the wing panel includes a woven fabric of reinforcing fibers and a mat, it is preferable that the mat is arranged inside, that is, inside the cargo compartment of the truck. With this arrangement, the inner surface of the wing panel can be made smooth.

Further, the wing panel is usually attached so as to be rotatable upward with respect to the center beam. The structure of this portion is configured, for example, as shown in FIG. In the structure shown in FIG. 38, the center beam 20
7 and the wing panel 208 are connected via a hinge 209, and the hinge 209, the center beam 207, and the wing panel 208 are connected using a connecting means such as a cargo lock 210. An aluminum plate 212 is insert-molded at the end connecting portion 211 of the wing panel 208 in order to secure the connecting strength of the cargo lock 210. In this example, the center beam 207 is made of steel or aluminum, but when the center beam 207 is also made of FRP, it is preferable to provide an aluminum plate similar to the above.

Further, as shown in FIG. 39, for example, a wing panel 214 having a lining member 213 added inside the stiffener 215, that is, at a position inside the cargo room with respect to the stiffener 215 can be used. Liner 213
Can be joined to the stiffener 215 of the wing panel 214 by using a blind rivet 216 or the like. At this time, the top portion of the stiffener 215 is thickened by arranging a glass fiber mat 217 or the like and the joining is performed. It is preferable to ensure the strength.

The wall panel of the cargo compartment, that is, the front panel 5 and the rear panel 7 mainly constituting the door panel may have the same structure as the floor panel described above. For example, in FIG.
As shown in an example of the rear door panel 220 in (B), two FRP plates 221 that include a reinforced fiber fabric as a panel material,
It is possible to form a sandwich structure of 222 and the core material 223 arranged between them. That is, the wall panel for a truck is characterized by having an FRP plate containing a woven fabric of reinforcing fibers as a main rigid member.

As the woven fabric of reinforcing fibers, a bidirectional woven fabric is preferable, and it is preferable that the warp yarn or the weft yarn is arranged in the vertical direction of the track. Further, when it is necessary to secure the torsional rigidity, the FRP plate further includes a woven fabric of reinforcing fibers arranged so that the warp threads or the weft threads are oblique to the vertical direction of the track. It is preferable.

Further, the center beam 11 can be made into FRP. In addition, the front and rear gate frames 4, 6
Is basically made of metal, but in the future, it is possible to use FRP for these as well.

For example, FIG. 41 shows an example of the FRP-formed center beam 230. In this example, the core member 231 made of metal (for example, aluminum or steel) and the FRP member 232 provided around the core member 231 are combined, but it is also possible to use all the FRP members. Moreover, you may arrange | position a core material inside. When inserting an insert member for joining with other members inside the FRP member,
Metal or wood is suitable and can be selected according to the required strength.

In order to exert the effect of further reducing the weight of the cargo room for trucks, it is preferable to combine some of the above-mentioned members.

For example, a truck cargo room in which the floor panel 3 and the wing panel 8 are made of FRP, or a truck cargo room in which the floor panel 3, the wing panel 8 and the front panel 5 and / or the rear panel 7 are made of FRP. Alternatively, there may be exemplified a cargo compartment for trucks in which the floor panel 3, the wing panel 8 and the tilt panel 9 are made of FRP, and additionally, a cargo compartment for trucks in which the front panel 5 and the rear panel 7 are made of FRP. Furthermore, the cargo compartment for trucks in which the center beam 11 is also made of FRP is highly effective in reducing the weight. Also,
Since each member can be integrally molded at the time of FRP molding, it is possible to simplify the assembling work by the integral molding, and it is possible to obtain a lightweight cargo compartment for a truck.

Further, since the truck is exposed to direct sunlight for a long time, in order to prevent the temperature inside the cargo room from rising, a heat ray reflecting film may be attached to a portion exposed to the direct sunlight. Ordinary acrylic lacquer or melanin resin may be applied.

[0105]

[Example] A floor panel, a wing panel, a tilt panel, a front panel, and a rear door panel of a truck cargo compartment were made of FRP. As shown in FIGS. 3 and 4, the floor of the floor panel is made of carbon fiber reinforced plastic (CFR).
Inner panel made of P) skin material (thickness 2m
m), an outer panel (thickness: 4 mm), and a core material made of a synthetic resin foam material (specific gravity: 0.1) provided between both panels. Moreover, a stiffener made of CFRP was provided on the lower surface in the longitudinal direction and the width direction of the track, and was integrally molded with the sandwich panel constituting the floor.

The wing panel is formed in the shape shown in FIG. 36, and the skin is made of CFRP 0.7 mm thick skin material. A stiffener made of a hat-shaped CFRP extending in the width direction was provided.

The tilt panel is formed in the shape shown in FIG. 27, and is composed of an inner panel and an outer panel made of CFRP and having a thickness of 1.5 mm, and a core material made of a synthetic resin foam material disposed between both panels. Configured.

The front panel and rear door panel are shown in FIG.
The inner panel and outer panel made of CFRP and having a thickness of 0.8 mm, and the core material made of a synthetic resin foam material provided between both panels were formed in the structure shown in FIG.

Using each of these members, bodywork assembly was performed as a cargo compartment for trucks. Except for the above FRP members, the current metal members were used. As a result, the body weight is 2,50
0 kg, 4,0 when using the current metallic materials
It has become possible to reduce the weight significantly by 1,500 kg from 00 kg.

[0110]

In the cargo room for trucks according to the present invention, the floor panel, the wing panel, the tilt panel, the wall panel, etc. are made of FRP containing the woven fabric of the reinforcing fiber, so that the weight saving effect is excellent and the assembling work is performed. It is possible to provide a cargo compartment for trucks that is easy to operate and has a reduced cost. Therefore, the weight of the truck having this body mounted is also reduced, and as a result, the loaded weight can be increased.

The effect of reducing the weight is, for example, that of a floor panel,
By using FRP for the wing panel, tilt panel, and wall, it is possible to achieve about 30 to 50% compared to the conventional cargo compartment.

[Brief description of drawings]

FIG. 1 is a perspective view of a truck according to an embodiment of the present invention.

FIG. 2 is a plan view of the truck in FIG. 1 before the cargo compartment is mounted.

3 is a perspective view of the floor panel of the truck of FIG. 1. FIG.

FIG. 4 is a partial cross-sectional view showing an example of the truck panel of the present invention.

FIG. 5 is a partial cross-sectional view showing another example of the truck panel of the present invention.

FIG. 6 is a partial cross-sectional view showing still another example of the truck panel of the present invention.

FIG. 7 is a partial cross-sectional view showing still another example of the truck panel of the present invention.

FIG. 8 is a partial cross-sectional view showing still another example of the truck panel of the present invention.

FIG. 9 is a partial cross-sectional view showing an example of the FRP plate of the truck panel of the present invention.

FIG. 10 is a cross-sectional view showing an example of the stiffener of the truck panel of the present invention.

FIG. 11 is a cross-sectional view showing an example of the stiffener of the truck panel of the present invention.

FIG. 12 is a cross-sectional view showing another example of the stiffener of the truck panel of the present invention.

FIG. 13 is a sectional view showing still another example of the stiffener of the truck panel of the present invention.

FIG. 14 is a cross-sectional view showing still another example of the stiffener of the truck panel of the present invention.

FIG. 15 is a vertical cross-sectional view showing an example of the connecting structure of the floor panel for truck and the chassis of the present invention.

FIG. 16 is a partial vertical cross-sectional view showing an example of the floor panel for trucks of the present invention.

FIG. 17 is a partial vertical cross-sectional view showing another example of the end structure of the floor panel for truck of the present invention.

FIG. 18 is a partial vertical cross-sectional view when another member is attached to an end portion of the floor panel of FIGS. 16 and 17.

FIG. 19 is a partial longitudinal sectional view showing still another example of the end structure of the floor panel for truck of the present invention.

FIG. 20 is a partial cross-sectional view showing an example of a surface material provided on the floor panel for a truck of the present invention.

FIG. 21 is a partial vertical cross-sectional view showing each range when a surface material is provided on the floor panel for a truck of the present invention.

FIG. 22 is a schematic perspective view showing mechanical characteristics required for the floor panel for truck of the present invention.

FIG. 23 is a schematic vertical sectional view showing a structural example of the floor panel for trucks of the present invention.

FIG. 24 is a schematic vertical sectional view showing another structural example of the floor panel for trucks of the present invention.

FIG. 25 is a schematic vertical sectional view showing still another structural example of the floor panel for trucks of the present invention.

FIG. 26 is a schematic partial vertical sectional view showing still another structural example of the floor panel for trucks of the present invention.

FIG. 27 is a schematic perspective view showing an example of a tilting panel for trucks of the present invention.

FIG. 28 is a vertical sectional view showing an example of a tilting panel for trucks of the present invention.

FIG. 29 is a vertical cross-sectional view showing another example of the tilting panel for trucks of the present invention.

FIG. 30 is a vertical cross-sectional view when a lashing rail is attached to the tilt panel of FIG. 29 (B).

FIG. 31 is a vertical sectional view showing still another example of the tilt panel for trucks of the present invention.

FIG. 32 is an exploded vertical cross-sectional view showing still another example of the tilting panel for trucks of the present invention.

FIG. 33 is an enlarged partial vertical cross-sectional view of the lashing rail attachment portion of the tilt panel of FIG. 32.

FIG. 34 is a partial cross-sectional view showing still another example of the tilting panel for trucks of the present invention.

FIG. 35 is a partial cross-sectional view showing still another example of the tilting panel for trucks of the present invention.

FIG. 36 is a perspective view showing an example of a truck wing panel of the present invention.

FIG. 37 is a schematic configuration diagram showing another example of the truck wing panel of the present invention.

FIG. 38 is a partial vertical cross-sectional view showing an example of the connecting structure of the track wing panel and the center beam of the present invention.

FIG. 39 is a partial cross-sectional view showing an example in which the lining material is attached to the wing panel for trucks of the present invention.

FIG. 40 is a schematic configuration diagram showing an example of a truck wall panel of the present invention.

FIG. 41 is a cross-sectional view showing an example of the track center beam of the present invention.

FIG. 42 is an exploded perspective view of a conventional truck floor panel.

FIG. 43 is an exploded perspective view of a conventional truck wing panel.

[Explanation of symbols]

1 Truck 2 Cargo Room 3 Floor Panel 4, 6 Gate Frame 5 Front Panel (Wall Panel) 7 Door Panel (Wall Panel) 8 Wing Panel 9, 9a, 9b Flange Panel 11 Center Beam 13 Body Chassis 21, 32 Panel Member 22 Reinforcement Member 23 Inner panel (FRP plate) 24 Outer panel (FRP plate) 25, 33 Core material 26 Wood 27, 30, 34a, 35a, 36a, 37a, 38a
Web 28, 29 FRP plate 31 Space 34, 35, 36, 37, 38 Web forming member 41, 41a, 41b, 85 Reinforcing fiber layer 42, 83, 86, 87, 92, 93 Matt layer 43 Gel coat layer 44 Carbon fiber Woven fabric 45, 47 Glass fiber mat 46 Glass fiber woven fabric 51a, 51b Vertical joist (stiffener) 51c Horizontal joist (stiffener) 61, 62, 64, 65, 67, 68, 70, 71, 7
3 Stiffener 63, 66, 69, 72 Core material 74, 91, 94 FRP layer 81, 82 Reinforcing reinforcing fiber layer 84 Fastening member 95 Chamfer 96 Roundness 101 Water resistant plywood 102, 106 Plate 103 Fastening member 104 Spacer 105 Shaft 107 Nut 108 Buffer material 111, 116 FRP side frame 112, 117 Aluminum plate 113 Reinforcement FRP layer 114 Other member 115 Pop rivet 118 Hook 120 Surface material 121 Core material 122 Nonwoven fabric layer 123, 141, 144, 146, 151 Floor panel 124, 125 , 126 range 142 FRP layer for reinforcement 143, 145, 147, 152 stiffener 148, 149 reinforcing fiber layer 153 body chassis 154, 155, 156 panel member 160, 180, 185 tilt panel 16 FRP plate 162, 172 Core material 163 Wood 164 Recessed portion 165, 173 Cover material 166 Connecting member 167 Skin material 168 Web 169 Insert material 170 Lashing rail 171 Rivets 174, 175 2 split members 176 Flat plate portion 177 Lashing rail mounting portion 178 FRP Layer 179 Plate 181 Gate frame 182 Mat reinforcement layer 183 Rubber layer 184 Aluminum plate 190, 196, 199, 203, 208, 214 Wing panel 191 Ceiling part 191a, 192a, 215 Stiffener 192 Side wall part 193a, 193b, 193c Rib 197 Reinforcement Member 198 Gusset 200, 201, 202 Reinforcement part 204, 205, 206 Thickened part 207 Center beam 209 Hinge 210 Cargo lock 211 End connection part 2 12 Aluminum plate 213 Lining material 216 Blind rivet 217 Glass fiber mat 220 Rear door panel (wall panel) 221, 222 FRP plate 223 Core material 230 Center beam 231 Core material 232 FRP member

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kozo Kimoto 1515 Tsutsui, Matsumae-cho, Iyo-gun, Ehime Prefecture, Toray Ehime Plant (72) Inventor Hiroshi Ochi 1515 Tsutsui, Matsumae-cho, Iyo-gun, Ehime Prefecture Toray Co., Ltd. Ehime factory

Claims (52)

[Claims] 1. A truck panel comprising a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. 2. The truck panel according to claim 1, having a sandwich structure in which the FRP plates are arranged on both sides of a core material. 3. The truck panel according to claim 1, wherein the FRP plates are arranged at two positions facing each other with a space therebetween. 4. The truck panel according to claim 2, further comprising a web connecting the FRP plates to each other. 5. The web of claim 4, wherein the web comprises FRP.
Truck panel. 6. The truck panel according to claim 1, wherein a stiffener is bonded to the FRP plate. 7. The truck panel of claim 6, wherein the stiffener comprises FRP. 8. The truck panel of claim 6 or 7, wherein the stiffener has an interior space. 9. The truck panel according to claim 8, wherein a core material is present in the internal space of the stiffener. 10. The core material is a foamed plastic material,
The truck panel according to any one of claims 2 and 4 to 9, which is made of either wood or honeycomb material. 11. The truck panel according to claim 1, wherein the FRP plate has a surface material. 12. The woven fabric contains at least one reinforcing fiber selected from carbon fiber, glass fiber and aramid fiber.
A truck panel according to any one of claims 1 to 11. 13. The truck panel according to claim 1, wherein the FRP plate includes a bidirectional fabric. 14. The truck panel according to claim 1, wherein the FRP plate includes a unidirectional fabric. 15. The truck panel according to claim 1, wherein the FRP plate includes a mat of reinforcing fibers. 16. A floor panel for a truck, comprising a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. 17. The truck floor panel according to claim 16, having a sandwich structure in which the FRP plates are arranged on both sides of a core material. 18. The truck floor panel according to claim 17, further comprising a web connecting the FRP plates to each other. 19. The truck floor panel according to claim 17, wherein the FRP plate further includes a mat of reinforcing fibers, and the mat is arranged so that the mat is on the core material side. 20. The FRP plate has a four-layer structure of a carbon fiber woven fabric, a glass fiber woven mat, a glass fiber woven fabric and a glass fiber mat, and is arranged so that the carbon fiber woven fabric is on the outside. 20. The truck floor panel of claim 19, wherein: 21. The truck floor panel according to claim 16, wherein the woven fabric is a bidirectional woven fabric, and the warp threads or the weft threads are arranged in the longitudinal direction of the truck. . 22. The floor panel for a truck according to claim 16, which has a vertical joist and a horizontal joist on the back surface. 23. The truck floor panel of claim 22, wherein the vertical joists and horizontal joists are formed as stiffeners. 24. The truck floor panel of claim 23, wherein the stiffener comprises FRP. 25. The truck floor panel according to claim 23, wherein the stiffener is formed in a hat shape. 26. The truck floor panel of claim 25, wherein a core material is present within the hat stiffener. 27. The thickness is in the range of 20 to 80 mm,
A floor panel for a truck according to any one of claims 17 to 26. 28. The panel has a surface material, and the surface material is at least wood, metal, rubber, foamed plastic material, FR.
The floor panel for a truck according to any one of claims 16 to 27, comprising any one of P, plastic and non-woven fabric. 29. The truck floor panel of claim 28, wherein the surface material comprises FRP containing a synthetic fiber nonwoven fabric. 30. The flexural rigidity of the track in the longitudinal direction is 7 × 10 ⁵ N · m ² or more, and the torsional rigidity is 1.5 × 10 ^5.
The floor panel for a truck according to any one of claims 16 to 29, which has N · m ² or more. 31. A wing panel for a truck, which has a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. 32. The truck wing panel of claim 31, wherein the woven fabric is a bidirectional woven fabric, and the warp threads or the weft threads are arranged in the longitudinal direction of the truck. 33. The truck wing of claim 32, wherein the FRP plate further comprises a woven fabric of reinforcing fibers arranged such that the warp threads or weft threads are oriented obliquely to the longitudinal direction of the track. panel. 34. The truck wing panel according to claim 31, wherein the FRP plate includes a mat of the fabric and the reinforcing fiber, and the mat is arranged inside. 35. The truck wing panel according to claim 31, wherein a stiffener is connected to the inside of the FRP plate. 36. The truck wing panel of claim 35, wherein the stiffener comprises FRP. 37. A truck wing panel according to claim 35, wherein a lining material is connected to the inside of the stiffener. 38. The truck wing panel according to claim 35, wherein the stiffener is formed in a hat shape. 39. The truck wing panel of claim 35, wherein the stiffener comprises a carbon fiber fabric. 40. The truck wing panel according to claim 35, wherein the top of the stiffener is thickened by disposing a mat of reinforcing fibers on the inner surface side of the top. 41. The bending rigidity in the longitudinal direction of the track is 1 × 10 ⁴ N · m ² or more, and the bending rigidity per unit length in the direction orthogonal to the longitudinal direction of the track is 3 × 10.
^The wing panel for truck according to any one of claims 31 to 40, which has a density of ³ N · m ² / m or more. 42. A tilt panel for a truck, comprising a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. 43. A bidirectional woven fabric of reinforcing fibers, wherein the FRP plate is arranged such that warp threads or weft threads are arranged in the longitudinal direction of the track, and a direction in which the warp threads or weft threads are oblique to the longitudinal direction of the tracks. 43. A truck tilt panel according to claim 42, comprising a woven fabric of reinforcing fibers arranged in the manner described. 44. The sandwich structure according to claim 42 or 43, which has a sandwich structure in which the FRP plates are arranged on both sides of a core material.
Panel for trucks. 45. The track tilt panel according to claim 44, further comprising a web connecting the FRP plates to each other. 46. The flexural rigidity in the longitudinal direction of the track is 2 × 10 ⁴ N · m ² or more and the torsional rigidity is 1 × 10 ⁴ N · m.
It is m ² or more, truck tilt panel according to any one of claims 42 to 45. 47. A truck wall panel comprising a FRP plate containing a woven fabric of reinforcing fibers as a main rigid member. 48. The truck wall panel according to claim 47, wherein the woven fabric is a bidirectional woven fabric, and the warp yarns or the weft yarns are arranged in the vertical direction of the truck. 49. The truck wall of claim 48, wherein the FRP plate further comprises a woven fabric of reinforcing fibers arranged such that warp threads or weft threads are arranged in a direction oblique to the vertical direction of the track. panel. 50. A sandwich structure having the FRP plates arranged on both sides of a core material.
The wall panel for trucks according to any one of 1. 51. A floor panel according to claim 16 to 30, a wing panel according to claim 31 to 41,
2 to 46 tilting panels and claims 47 to 5
Cargo compartment for trucks with any of 0 wall panels. 52. A truck having the cargo hold of claim 51.