JP2002234461A - Cargo room for truck and truck - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize both of conflicting conditions such as heat insulation performance and reduction in weight in a cargo room for a wing-structure refrigerator truck, to realize both of reduction in weight and requirements of strength and rigidity for the cargo room for increasing a carrying capacity, and to solve such a problem as a very high cost required for a cargo room in a conventional refrigerator truck compared to that for a dry truck. SOLUTION: In this cargo room of the truck provided with at least a floor panel, wall parts arranged in the front and rear parts of the floor panel, a wing panel mounted to the wall parts freely openably, and a refrigerator cooling the cargo room, a cross section of the floor panel and/or the wing panel include/ includes fiber reinforced plastic forming a closed space and insulating material filling the closed space.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cargo compartment of a refrigerated truck having a wing structure using a fiber reinforced plastic (hereinafter abbreviated as FRP) panel, and more particularly to an FRP forming a closed space and a heat insulating material filling the closed space. The present invention relates to a cargo compartment of a truck which achieves desired rigidity and strength while reducing the weight of the cargo compartment as a whole, and has a high heat insulating effect, and a truck provided with the cargo compartment.

[0002]

FIG. 5 is a schematic perspective view of a refrigerated truck having a cargo compartment provided with a wing panel 8 and a refrigerator for cooling the cargo compartment.

[0003] In the prior art, the wing panel 8 is shown in FIG.
After forming an L-shaped shape by combining the side surface and half of the ceiling surface with an aluminum mold member 53 or the like, an aluminum plate or an FRP plate 52 is attached to the surface corresponding to the outer surface, and the frame of the aluminum mold member is used. The enclosed portion is filled with a heat insulating material 55 such as urethane foam, and the inner surface thereof is lined with a plywood plate such as a plywood plate so as not to be caught by the aluminum shape when taking out and loading the luggage.
Is attached.

Further, as shown in FIG. 8, a floor panel 3 is formed by combining aggregates of a vertical joist 61 and a horizontal joist 62 using a metal mold material in a hollow shape, and a metal plate 63 is formed.
A heat insulating material such as a urethane foam 64 is disposed through the base material, a wooden board, for example, a floor plate 65 made of, for example, Apiton material is attached to the upper portion thereof, and side rails 66 made of a metal mold are attached to both side portions.

In a conventional cargo compartment for refrigerated trucks using a metal material, in addition to a refrigerator, a heat insulating material such as urethane foam as described above, and a metal plate, an FRP plate, a plywood plate and the like for preventing the heat insulating material from being exposed. Since it is necessary to add
The weight of the truck will be significantly higher than that of a dry truck cargo compartment, and the installation cost will also increase.

In recent years, it has been desired to increase the load weight in order to reduce transportation costs. However, in order to obtain the necessary strength, rigidity and heat insulation in the cargo compartment of a refrigerated truck using conventional metal materials, the weight must be increased. It becomes heavier, and there is a limit to the improvement of the loading weight.

[0007] For example, an inner dimension length 6165 mm, an inner dimension width 22
The loading capacity of about 2.7 tons in a refrigerated truck equipped with a cargo compartment of 20 mm and an inner height of 2105 mm was the limit.

[0008]

SUMMARY OF THE INVENTION A first object of the present invention is to satisfy the conflicting requirements of heat insulation performance and weight reduction.

In the conventional cargo compartment for refrigerated trucks, the wing panel is made of the same aluminum material because it requires a heat insulating material and a lining plate such as a metal plate, an FRP plate and a veneer plate for preventing the heat insulating material from being exposed. As a result, the weight becomes significantly larger than that of the wing panel of the cargo compartment for dry trucks having an L-shape.

Further, even in the case of a wing panel of a cargo compartment for a refrigerated truck using a plate-like sandwich panel in which an aluminum plate or an FRP plate is attached to both sides of a heat insulating material such as urethane foam, the sandwich panel itself is not a wing panel. The structure does not bear the overall strength and rigidity, and many have a metal frame for supporting the sandwich panel. Therefore, not only does the metal frame increase in weight, but also acts as a heat bridge, which deteriorates the heat transmission coefficient of the cargo compartment.

In the floor panel, a heat insulating material is also provided.
A floor panel of a cargo compartment for a dry truck having a structure in which a vertical joist and a horizontal joist of a metal shape material assembled in a well-formed shape and a metal plate arranged between the heat insulating materials are assembled in the same vertical joist and horizontal joist. The weight increases.

A second object is to achieve both the weight reduction and the strength and rigidity required for the cargo compartment in order to improve the loading weight.

In a conventional wing panel of a cargo compartment for a refrigerated truck, the aluminum material itself which bears the overall strength and rigidity causes an increase in weight. In the floor panel, the vertical and horizontal joists and the side rails attached to both sides of the beam form a rigid and rigid member that supports the entire weight of the cargo compartment. A urethane foam or the like disposed via the air hole plays a role of a heat insulating material, and a floor plate such as an apiton material disposed on the heat insulating material plays a role of supporting a load capacity.
As described above, since each member plays a different role, it is difficult to reduce the number of members, and it is difficult to reduce the weight by changing the material or thickness, and it is difficult to significantly reduce the weight.

In a refrigerated truck equipped with a conventional wing-structure cargo compartment using the above-mentioned wing panel and floor panel, the heat transfer coefficient of the cargo compartment is 1.2 to 1.5 kcal / m.
^It has a heat insulation performance of ² h ° C, the weight of the cargo compartment per surface area on the cargo compartment side is 30 kg / m ² or more, and the maximum load capacity is limited to about 2.7 tons.

Further, since the maximum loading capacity of the conventional dry truck having a wing structure is about 3.7 tons, the weight of the cargo compartment is increased by about 1 ton due to installation of a refrigerator and insulation work.

A third problem is that the cost of the conventional cargo compartment for refrigerated trucks is significantly higher than that of the cargo compartment for dry trucks.

In a conventional refrigerated truck cargo hold,
In addition to the refrigerator installation work, front panel, door panel, and heat insulation panel insulation work, the wing panel was fitted with insulation and lining as described in the first issue, and the floor panel was assembled with insulation material in a well-formed manner. A work of attaching a metal plate between the vertical joist and the horizontal joist and the heat insulating material is required, and the cost is higher than that of a dry cargo compartment.

[0018]

In order to solve these problems, a cargo hold of a truck according to the present invention comprises at least a floor panel, a wall provided at a front portion and a rear portion of the floor panel, In a cargo hold of a truck including a wing panel openably and closably mounted on a portion and a refrigerator for cooling the cargo hold, a cross section of the floor panel and / or the wing panel forms a closed space, a fiber-reinforced plastic; And a heat insulating material that fills the closed space.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the drawings, but the present invention is not limited to these drawings.

FIG. 5 is a schematic perspective view of a refrigerated truck having a cargo compartment provided with a refrigerator for cooling the cargo compartment, and FIG. 6 is a schematic diagram of the truck chassis before mounting the cargo compartment of the truck. It is a top view. In FIGS. 5 and 6, there is almost no apparent difference between the conventional one and the present invention.

In FIG. 5, the cargo compartment 2 of the truck 1 is
The floor panel 3, a front wall provided on the front side of the floor panel 3 (in this case, a front section frame (front section structure) 4), and a refrigerator 13 attached to the front section frame And a front panel 5, some of which have a front panel also serving as a frame), and a rear wall provided on the rear side of the floor panel (usually a rear section type frame (rear section structure) 6 and A door panel 7 as a rear panel), a wing panel 8 which forms a ceiling portion and an upper portion of the side of the cargo compartment 2 and which can be flipped upward on both sides (may be only one side), and a side portion of the cargo compartment 2 Folding panel 9 that forms the lower part and can be opened and closed downward on both sides
(Some panels have only one side or none at all). In general, it is preferable to have a rotation supporting member and an opening / closing actuator for enabling the wing panel 8 to be opened and closed freely above the front and rear walls. As shown in FIG. 5, the wing panel 8 is rotated about a center beam 11 and is opened and closed by a hydraulic cylinder 10, for example. The cargo compartment having such a structure is referred to as a wing-structure cargo compartment.

The cargo compartment 2 is mounted on two parallel chassis frames 14 extending rearward of the cabin 12 as shown in FIG. FIG. 1 shows a wing panel 8 of a cargo hold of a truck according to an embodiment of the present invention.

In FIG. 1, the wing panel 8 is made of FR.
A wing panel main body 21 made of a P plate and a metal member 22 attached to a ceiling surface of the wing panel main body 21 to which an actuator for opening and closing the wing panel 8 is connected.

In the present embodiment, the wing panel main body 21a shown by the cutout in FIG.
As shown in FIG. 2B, the inner surface FRP 24 and the outer surface FRP 25 forming a closed space and the heat insulating material 23 filling the closed space have an L-shaped cross-sectional shape of an integrally formed body.

As the material of the heat insulating material 23, a material having a low specific gravity and a small thermal conductivity is suitable, but a material having high strength and high rigidity is more preferable. For example, foams such as polyurethane, polystyrene, polyethylene, polypropylene, polyimide, and PVC (polyvinyl alcohol) can be used. In addition, a balsa material and a honeycomb structure material can also be used as a heat insulating material. In the case of a honeycomb structure material, the same resin as that used for the foam can be formed into a honeycomb shape. It is also possible to use two or more different materials in combination. The specific gravity of the heat insulating material is desirably selected in the range of 0.02 to 0.2 in the case of a foam made of the above-described material. If the specific gravity is less than 0.02, sufficient strength and rigidity may not be obtained with respect to the load. If the specific gravity is more than 0.2, the strength and rigidity are increased, but the weight and the thermal conductivity are increased. Therefore, the original purpose of lightweight and high heat insulation is impaired. In addition to the above, air can be used as a heat insulating material by using a closed container made of the same resin as that used for the above-described foam, and heat insulation in a vacuum state It can also be effective. And the material and thickness of the heat insulator
It is desirable to select as appropriate according to the temperature zone used. The inner side surface FRP24 and the outer side surface FPR25 are made of a reinforcing fiber and a matrix resin. High-strength, 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 in combination. As the matrix resin, a thermosetting resin such as an epoxy resin, an unsaturated polyester, a vinyl ester, a phenol, and a polyamide is preferable in terms of moldability and cost. However, thermoplastic resins such as polyester and polyamide,
Alternatively, a mixture of the above-mentioned thermosetting resin and thermoplastic resin can also be used.

As the form of the reinforcing fiber, any form can be used, such as a woven fabric, a unidirectionally arranged one, and a matted one.
Preferably, the RP comprises at least a fabric of reinforcing fibers. As the woven fabric of the reinforcing fibers, a one-way fabric or a two-way fabric can be used. As the reinforcing fiber, in addition to the woven fabric, it is possible to include one that is aligned in one direction and one that is 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. Thus, by optimizing the lamination structure, it is possible to achieve both reduction in weight and strength and rigidity.

From a thermodynamic point of view, the thermal insulation performance of the panel is higher as the sum of the values obtained by dividing the thickness of each material of the cross section by the thermal conductivity is higher. Therefore, the heat insulating material having a lower thermal conductivity is made as thick as possible. , High heat insulation performance can be obtained. On the other hand, when a bending moment acts on the material mechanics, it is advantageous to arrange a material having high strength and elastic modulus at a position as far as possible from the neutral axis of the panel. Therefore, when used as a panel constituting a cargo compartment for a refrigerated truck, it is most effective to arrange an FRP optimized for light weight and high rigidity on both sides of a heat insulating material having a small heat conductivity and a thick heat insulating material.

Further, a web 26 for connecting the inner side FRP 24 and the outer side FRP 25 forming a closed space may be provided. The web 26 can be formed of only resin, but preferably the inner surface FRP 24 or the outer surface FRP
25, it is desirable to be formed of FRP and to be integrally formed with the inner surface FRP24 and the outer surface FRP25.

FIG. 3 shows a floor panel 3 of a cargo hold of a truck according to an embodiment of the present invention. In FIG.
The floor panel 3 has a floor body 31 mainly made of FRP.
And a metal vertical joist 32 and side rails 33. As shown in FIG. 4, in the present embodiment, the floor 31 has an inner surface FRP 34 and an outer surface FR which form a closed space.
P35 and a heat insulating material 36 filling the closed space.

In the present invention, the integrally formed body has the same general concept. For example, in terms of the process, the molded product has almost the shape of a finished product at the time of molding, and substantially does not form a finished product by assembling or joining the molded product later. In other words, the integrally formed body does not substantially consist of a completed product joined by a built-in structure for inserting a tenon, an adhesive, a bolt, or the like.
For example, when the member C is formed by bonding the member B to the member A, which is an integrally formed body, by bonding or the like, even if the entire member C is not an integrally formed body, as far as the member A is concerned, the integrally formed body A Needless to say,

In the present invention, the inner and outer surfaces of the panel are preferably formed integrally with the edge portion or the web (or the stiffener), and all of the above (the inner and outer surface, the edge portion, and the web (or the stiffener) are preferably formed. )) Is more preferably an integral molding.

Further, as shown in the edge vicinity portion 31c of FIG. 4, since the FRP 34 on the inner surface supports the weight of the load, it is preferable that the base material is composed of a plurality of layers of a reinforcing fiber structure. Furthermore, it is better to have layers with different orientation directions. In the example illustrated in the edge vicinity portion 31c,
The fibers are oriented in the longitudinal direction of the vehicle body in the reinforcing fiber layers 34a and 34c in the FRP, and the reinforcing fiber layers 34b in the FRP are oriented in the lateral direction. In addition, at least a part of the reinforcing fiber layer in the FRP on the inner side surface 34 (or the outer side surface 35) of the panel has an edge portion 38 (in the case of a multi-stage as in the case of 31c in FIG. 4). However, the corner portion 39a (or 39b) (the corner portion may be a right angle or may be R-shaped) on the outermost side and the longer edge is the edge portion. The reinforcing fibers are oriented over the edge portion 38 beyond the edge portion 38. Is preferred. More preferably, the other corner portion 39
b (or 39a) to the opposite side (outer side or inner side). That is, as shown, the outer surface of the panel extends from the inner surface 34 of the panel, beyond the corner 39a with the edge 38, through the edge 38, and beyond the corner 39b with the outer surface of the panel. Side 35
It is preferred that the reinforcing fibers are continuously oriented up to. In this case, the cross-sectional area of the FRP at the edge (the inner surface 34)
Alternatively, the ratio of the FRP layer composed of the oriented reinforcing fiber layer (34b in this figure) per surface cut along a plane parallel to the outer surface 35 is preferably 30 to 70% by area, and
More preferably, it is 0 to 60 area%. Further, as described above, the reinforcing fibers oriented over the corners are 1 to 15 on the inner and outer surfaces of the panel, starting from the corners.
cm, preferably 5 to 10 cm. By having the configuration as described above, it becomes a beam having a cross section in which the inner surface and the outer surface are combined, which is preferable in terms of strength and rigidity. Further, the ends of the reinforcing fiber layer in the FRP preferably have wrapped portions 40 that are overlapped with each other. The length of the wrap portion is not particularly limited, but is preferably 1 to 15 cm, and 5 to 10 cm.
Is more preferable. Also, as shown in the figure, it is preferable that the inner side layer and the outer side layer are alternately overlapped in the wrap portion. In this figure, the outer side FRP
The reinforcing fiber layers 35a and 35b in the middle are interrupted at the corner portions 39b, but may be continuously oriented up to the edge portion 38, and further extend to the opposite surface like the reinforcing fibers 34b in the FRP. May be.

It is preferable that the web or the stiffener has high shear stress resistance, and for this purpose, it is preferable to use a reinforcing fiber woven fabric woven at 0 ° / 45 °. A woven fabric of such a configuration can be obtained relatively easily with glass fibers.
In addition, carbon fiber is excellent in bending strength. Therefore, it is preferable to use carbon fiber for the inner and outer surfaces and the edge of the panel, and to use the glass fiber fabric as described above for the web and the stiffener.

The floor 31 is preferably designed so as to have a bending rigidity in the track width direction equal to or higher than that of the metal horizontal joist used for the floor panel of the conventional truck, so that the metal horizontal joist can be omitted. .

As with the main body of the wing panel, a material that is lightweight, has high rigidity, has low thermal conductivity, and has good adhesion to the FRP forming the surrounding closed space is suitable for the heat insulating material 36 of the floor body. The reinforcing fibers and matrix resin of the FRP forming the closed space are appropriately selected according to the required strength and rigidity, similarly to the wing panel.

In FIG. 3, the side rails are FR
P, and a floor 3 made of FRP
1 and a metal mold material can be used. Those made of FRP are preferable because they have an enhanced heat insulating effect.

Although the material of the metal mold is not particularly limited, for example, iron, aluminum alloy, stainless steel, etc. can be used.

Metal joist 32 (also F instead of metal)
The material of the side rails 33 may be a metal material or the like used for the side rails 33.

In general, two metal joists 32 are installed over the entire length of the floor panel. However, it is also possible to install the vertical joists cut to a predetermined length at least at the chassis fastening portion. Possible and light weight effect is high.

In the present invention, the thickness of the heat insulating material of the wing panel is preferably 20 mm or more.
More preferably, it is not less than mm. The reason for this is that if the temperature falls below the lower limit, the heat transfer rate of the cargo compartment becomes lower than that required for a refrigerator vehicle.
In addition to making it less than 7 kcal / m ² h ° C, it is necessary to introduce a large amount of high-strength and high-rigidity reinforcing fibers to obtain the necessary strength and rigidity for the wing panel. This is not desirable from the viewpoint of. On the other hand, the upper limit is preferably 100 mm or less. This is because if the upper limit is exceeded, the inner height and inner width of the cargo bed become smaller, which is not preferable in practical use.

In the present invention, the thickness of the heat insulating material of the floor panel is preferably 40 mm or more, and 50 mm or more.
More preferably, it is the above. This is because if the ratio is below the lower limit, the amount of reinforcing fibers to be obtained for obtaining the strength and rigidity required for the floor panel increases, which is not preferable in terms of cost. On the other hand, the upper limit is preferably 100 mm or less. This is because, if the upper limit is exceeded, the height of the inside of the carrier decreases, which is not preferable.

The heat transfer coefficient of the cargo compartment for refrigerated trucks using the wing panel 8 and the floor panel 3 provided with the above-described heat insulation and weight reduction measures is used when transporting a cooling zone of 10 to 20 ° C. The temperature is assumed to be 35 ° C).
The temperature is preferably 7 kcal / m ² h ° C or less, and when used for transporting to a chilled zone at a low temperature of 0 to 10 ° C, 1.
It is desirable that the temperature be 5 kcal / m ² h ° C or less.

The weight per surface area on the cargo compartment side is:
An ultralight refrigerated truck cargo room of 15 kg / m ² or more and 30 kg / m ² or less can be obtained. The weight per inner surface area of the cargo compartment is a value obtained by dividing the weight of the box constituting the cargo compartment by the surface area of the interior of the cargo compartment.

The door panel 7 on the rear wall is shown in FIG.
As shown in FIG. 5, a structure in which a heat insulating material 72 such as urethane foam is attached to the inside of wood 71 such as veneer plywood, and aluminum plates or FRP plates 73 and 74 are attached to surfaces corresponding to the inner and outer surfaces.

As shown in FIG. 10, the gate-shaped frame 4 of the front and rear walls has a structure in which square pipes 31 are assembled in a lattice shape, and urethane foam is formed in a space surrounded by the square pipes. A structure in which a heat insulating material 32 such as a body is filled, and a closed space is formed by panels 33 attached to the front and rear surfaces of the front section frame.

Further, as shown in FIG.
Cool insulation sheet 4 inside aluminum hollow extruded material 41
2 or a heat insulating material 4 such as urethane foam
A structure in which an aluminum plate or an FRP plate 44 is attached to both sides of 3 and an extruded material 45 of aluminum is fitted into the upper and lower ends.

However, at least one of the front wall (front panel, front section type frame), the rear wall (door panel, rear section type frame), and the cross section of the fan panel forms an FRP and a closed space. It is also preferable that it is an integrally formed body made of a heat insulating material that fills the closed space. In particular, it is preferable that the fan panel is made of FRP because the heat insulating effect is good. On the other hand, since a metal member is often attached to the rear wall, it is somewhat difficult to make the rear wall from FRP.

[0048]

As described above, in order to solve the first problem, the entire wing panel is thermally insulated by forming the wing panel as a closed space with the FRP and the closed space filled with a heat insulating material. Panel and at the same time
Since the portion of the FRP forming the closed space located on the cargo compartment side performs the function of the lining panel in the wing panel of the conventional refrigerated truck cargo compartment, the lining plate is unnecessary,
The weight can be reduced.

In a conventional refrigerated truck wing panel using a sandwich panel plate in which an aluminum plate or an FRP plate is adhered to both sides of a heat insulating material such as urethane foam, a metal for supporting the sandwich panel is used. Although the frame not only caused an increase in weight, but also acted as a heat bridge and deteriorated the heat transfer coefficient of the cargo compartment, the wing panel of the present invention is composed of an FRP forming a closed space and a heat insulating material filling the closed space. It is an integrally molded L-shaped heat insulating panel. By eliminating the heat bridge and the metal frame that caused the weight increase, it is possible to achieve both heat insulating performance and weight reduction.

To solve the second problem, the floor panel uses an FRP that forms a closed space and a floor plate made of a heat insulating material that fills the closed space, and uses the FRP portion as a floor panel of a conventional truck. By designing so as to have bending rigidity in the track width direction equal to or greater than that of the metal horizontal joist, the metal horizontal joist can be omitted and the weight can be reduced. In addition, the floor plate such as an apiton material that supports the load capacity of a conventional truck is performed by the upper flat surface of the FRP that forms a closed space, so that the floor plate can be omitted and the weight can be reduced.

Regarding the third problem, the conventional cargo compartment for refrigerated trucks requires a refrigerator installation work, a front panel,
In addition to the insulation work for door panels and fan panels, the wing panel is to be fitted with insulation and lining, and the floor panel is to be fitted with insulation, and metal plates to be installed between the vertical joists and horizontal joists and the insulation. However, in the cargo room using the wing panel and floor panel of the present invention, the FRP forming the closed space and the heat insulating material filling the closed space are integrated. Because of the insulation panel, the refrigerator can be refrigerated only by installing the refrigerator, insulation work on the front panel, door panel, and fan panel, and cost reduction can be achieved.

By adopting the wing panel and the floor panel as described above in a cargo compartment for a refrigerated truck having a wing structure, the heat transfer rate of the cargo compartment is 1.7 kcal / m ² h ° C or less, and the surface area per cargo compartment side surface area is reduced. Weight is 15kg / cm ² or more and 30kg
An ultra-light cargo hold of less than / cm ² can be obtained. For example, a refrigerated truck equipped with a cargo compartment having an inner length of 6,185 mm, an inner width of 2,230 mm, and an inner height of 2310 mm can obtain a maximum loading capacity of 3.5 ton, and is a conventional refrigerated truck having a loading bed of the same class size. In comparison with the above, the load capacity of 800 kg can be increased, and the transportation cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a wing panel of a cargo compartment of a refrigerated truck according to an embodiment of the present invention.

FIG. 2 is a partial cross-sectional view illustrating an example of a main body of a wing panel according to an embodiment of the present invention.

FIG. 3 is a schematic configuration diagram of a floor panel according to an embodiment of the present invention.

FIG. 4 is a partial cross-sectional view illustrating an example of the floor body of the floor panel according to the embodiment of the present invention.

FIG. 5 is a perspective view of a refrigerated truck.

6 is a plan view of the chassis of FIG. 5 before the cargo compartment of the truck is mounted.

FIG. 7 is a schematic configuration diagram of a wing panel of a conventional refrigerated truck.

FIG. 8 is a schematic configuration diagram of a floor panel of a conventional refrigerated truck.

FIG. 9 is a schematic configuration diagram of a door panel of the refrigerated truck.

FIG. 10 is a schematic configuration diagram of a front panel of a refrigerated truck.

FIG. 11 is a schematic configuration diagram of a fanned panel of a refrigerated truck.

[Explanation of symbols]

 1: Truck 2: Cargo compartment 3: Floor panel 4: Front section frame 5: Front panel 6: Rear section frame 7: Door panel 8: Wing panel 9: Lifting panel 10: Hydraulic cylinder 11: Center beam 12: Driver's seat 13: Refrigerator 14: Chassis main frame 21: Wing panel main body 21a: Notched wing panel main body 21b: Inside of wing panel main body 22: Wing opening / closing metal member 23: Heat insulating material 24: Inner side surface FRP 25: Outside Side FRP 26: Web 31: Floor 31a: Notched floor 31b: Inside of floor 31c: Near edge of floor 32: Metal vertical joist 33: Side rail 34: FRP 34a on inner side FRP reinforced fiber first layer 34b on the inner side surface: FRP reinforced fiber second layer 34c on the inner side surface: inside FRP reinforcing fiber third layer on side surface 35: FRP on outer surface 35a: FRP reinforcing fiber first layer on outer surface 35b: FRP reinforcing fiber second layer on outer surface 36: Heat insulating material 37: Web 38: Edge portion 39a: corner portion between inner side surface and edge portion 39b: corner portion between outer side surface and edge portion 40: wrap portion 41: aluminum hollow extruded material 42: cold insulation sheet 43: heat insulating material 44: aluminum plate or FRP plate 45: aluminum extruded Material 52: Aluminum plate or FRP plate 53: Aluminum mold material 54: Lining plate 55: Heat insulation material 61: Vertical joist 62: Horizontal joist 63: Metal plate 64: Heat insulating material 65: Floor plate 66: Side rail 71: Wood 72: Heat insulating material 73, 74: aluminum plate or FRP plate 81: square pipe 82: heat insulating material 83: panel

Claims (7)

[Claims] At least a floor panel, a wall provided at a front part and a rear part of the floor panel, a wing panel attached to the wall so as to be openable and closable, and a refrigerator for cooling a cargo compartment are provided. In a cargo hold of a truck, the cross section of the floor panel and / or wing panel is
A cargo compartment for a truck, comprising: a fiber-reinforced plastic forming a closed space; and a heat insulating material filling the closed space. 2. The heat insulating material of the wing panel has a thickness of 20.
mm or more and the heat transfer rate of the cargo compartment is 1.7 kcal / m ² h ° C
The truck compartment of claim 1, wherein: 3. The heat insulating material of said floor panel has a thickness of 40 mm.
And the heat transfer coefficient of the cargo hold is 1.7 kcal / m ² h ° C
The cargo hold of a truck according to claim 1 or 2, wherein: 4. At least a portion of the reinforcing fibers of the fiber reinforced plastic are continuously oriented from an inner surface and / or an outer surface of the floor panel or wing panel to an edge portion of the floor panel or wing panel. The truck cargo compartment according to any one of claims 1 to 3, wherein 5. The weight per inner surface area of said cargo hold is 1
The cargo compartment of a truck according to any one of claims 1 to 4, wherein the cargo compartment is 5 kg / m ² or more and 30 kg / m ² or less. 6. A truck equipped with the cargo compartment of the truck according to claim 1. 7. The truck according to claim 6, wherein the gross vehicle weight at the time of maximum loading is less than 8 tons.